System and method of multi-fuel engine control

• US 9,133,782 B1
• Filed: 03/26/2012
• Issued: 09/15/2015
• Est. Priority Date: 03/24/2011
• Status: Active Grant

• Current Assignee: Alafei Foods Limited
• Original Assignee: Plant Oil Powered Diesel Fuel Systems, Inc.
• Inventors: Convisser, Claude D., Teller, Abel R.
• Primary Examiner(s): Kwon, John
• Assistant Examiner(s): Hoang, Johnny H
• Application Number:
  US13/430,396
• Time in Patent Office: 1,268 Days
• Field of Search: 701102-106, 701/110, 701/111, 701/114, 701/115, 123/1.A, 123/27.GE, 123/295, 123/299, 123/305, 123/525, 123/526, 123575-578, 123/406.16
• US Class Current: 1/1
• CPC Class Codes: F02B 3/06 with compression ignition compression ignition engines using air or gas for blowing fuel into compressed air in cylinder F02B13/02
• CPC Class Codes: F02D 19/061 by controlling fuel injectors
• CPC Class Codes: F02D 19/0634 Determining a density, viscosity, composition or concentration F02D19/087 takes precedence
• CPC Class Codes: F02D 19/0652 Biofuels, e.g. plant oils
• CPC Class Codes: F02D 19/0694 operating with a plurality of fuels
• CPC Class Codes: F02D 19/081 Adjusting the fuel composition or mixing ratio; Transitioning from one fuel to the other
• CPC Class Codes: F02D 2200/0611 Fuel type, fuel composition or fuel quality
• CPC Class Codes: F02D 2200/063 Lift of the valve needle
• CPC Class Codes: F02D 2250/26 by applying a torque limit
• CPC Class Codes: F02D 41/0025 Controlling engines characterised by use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures
• CPC Class Codes: F02D 41/045 Detection of accelerating or decelerating state detection thereof in general G01P
• CPC Class Codes: F02D 41/047 Taking into account fuel evaporation or wall wetting; special correction after fuel cut-off F02D41/126
• CPC Class Codes: F02D 41/401 Controlling injection timing F02D41/402 takes precedence
• CPC Class Codes: Y02T 10/30 Use of alternative fuels, e.g. biofuels
• CPC Class Codes: Y02T 10/40 Engine management systems

Abstract

A system controlling a multi-fuel compression ignition engine includes a crankshaft position sensor, an electronic control module for receiving an original time signal from the crankshaft position sensor and signaling the fuel injectors when to inject fuel into the combustion chamber in relation to when each piston is at top-dead-center, an injection pulse duration, and quantity and pressure under which the fuel is injected, and an electronic phase adjustor module for intercepting the time signal before it reaches the electronic control module, and when the fuel supplied to the engine is other than 100% No. 2 diesel or petroleum diesel fuel. The electronic phase adjustor module generates a revised time signal relative to time signal in terms of degrees of rotation of the crankshaft, so that when the engine is running on other than 100% No. 2 diesel or petroleum diesel fuel, harmful exhaust emissions are minimized.

Claims

1. A system for controlling exhaust emissions from a compression ignition engine capable of using multiple fuels drawn from at least two separate fuel storage tanks, the system comprising:

a crankshaft position sensor (CPS) for detecting a predetermined position of a crankshaft of the engine and sending a time signal when the position is detected,

an electronic control module (ECM) for receiving an original time signal (T0) from the crankshaft position sensor (CPS) and separately signaling fuel injectors when to inject fuel into a cylinder combustion chamber in relation to when each piston is at top-dead-center in the chamber, a duration of the fuel injection (pulse), a pressure under which the fuel is injected, and a quantity of fuel injected,

an electronic phase adjustor module for intercepting the original time signal (T0)-coming from the crankshaft position sensor (CPS) when the fuel supply to engine is 100% alternative fuel, or 100% mixture of alternative fuel and No. 2 diesel or petroleum diesel fuel,

wherein the electronic phase adjustor is adapted to generate a revised time signal (T1, T2, . . . Tn) that is either retarded or advanced from the original time signal (T0) in terms of degrees of rotation of the crankshaft, and to cause the electronic control module (ECM) to send predetermined settings corresponding to the revised timing signal (T1, T2, . . . Tn) to the fuel injectors to set the timing of fuel injection when the fuel supply to engine is 100% alternative fuel, or 100% mixture of alternative fuel and No. 2 diesel or petroleum diesel fuel,

so that when the engine is running on 100% alternative fuel, or 100% mixture of alternative fuel and No. 2 diesel or petroleum diesel fuel, one or more harmful emissions are minimized and reduced to a level substantially equal to or lower than a level of the one or more harmful emissions when the engine is running on only 100% No. 2 diesel or 100% petroleum diesel fuel.

2. The system for controlling exhaust emissions from a compression ignition engine according to claim 1, wherein the predetermined settings for the timing of injection of the fuel are optimized to minimize the one or more harmful emissions when the fuel supply to the engine is a particular mixture or blend consisting in part of No. 2 diesel or petroleum diesel fuel, and the remainder part being 100% alternative fuel.

3. The system for controlling exhaust emissions from a compression ignition engine according to claim 1, wherein when the attribute of the fuel is No. 2 diesel or petroleum diesel fuel, the revised time signal is the same as the original time signal (T0), and

whereas when the attribute of the fuel is a particular kind or form of biofuel at 100% concentration, the revised time signal (T1, T2, . . . Tn) falls within the range between and including 13 degrees retarded and 3 degrees advanced, depending on one or more operating conditions of the engine, and

the revised time signal (T1, T2, . . . Tn) corresponds to one of the predetermined settings for the timing of injection of fuel from the fuel injectors that minimizes the one or more harmful emissions when the fuel supply to the engine is that particular kind or norm of biofuel at 100% concentration.

4. The system for controlling exhaust emissions from a compression ignition engine according to claim 2, wherein when the attribute of the fuel is No. 2 diesel or petroleum diesel fuel, the revised time signal is the same as the original time signal (T0), and

whereas when the attribute of the fuel is a mixture or blend of No. 2 diesel or petroleum diesel fuel and a particular kind or form of biofuel, the revised time signal (T1, T2, . . . Tn) falls within the range of between and including 13 degrees retarded and 3 degrees advanced, depending on one or more operating conditions of the engine, and

the revised time signal (T1, T2, . . . Tn) corresponds to one of the predetermined settings for the timing of injection of fuel from the fuel injectors that minimizes the one or more harmful emissions when the fuel supply to the engine is the particular mixture or blend of No. 2 diesel or petroleum diesel fuel and that particular kind or form of biofuel.

5. The system for controlling exhaust emissions from a compression ignition engine according to claim 4, wherein the particular mixture or blend consists of N % No. 2 diesel or petroleum diesel fuel and (100 minus N) % of a particular kind or form of biofuel at 100% concentration.

6. The system for controlling exhaust emissions from a compression ignition engine according to claim 3, wherein the harmful emissions that are minimized are oxides of nitrogen and nitric oxide.

7. The system for controlling exhaust emissions from a compression ignition engine according to claim 5, wherein the harmful emissions that are minimized are oxides of nitrogen and nitric oxide.

8. The system for controlling exhaust emissions from a compression ignition engine according to claim 5, wherein the harmful emissions that are minimized are oxides of nitrogen, nitric oxide, soot, and particulate matter.

9. The system for controlling exhaust emissions from a compression ignition engine according to claim 1, wherein the predetermined settings for the injection of fuel from the fuel injectors to minimize the one or more harmful emissions when the fuel supply to the engine is 100% alternative fuel are determined by two or more of injection timing, the duration of the fuel injection (pulse), the pressure under which the fuel is injected, and the quantity of fuel injected.

10. The system for controlling exhaust emissions from a compression ignition engine according to claim 5, wherein when the attribute of the fuel is a particular kind or form of biofuel at 100% concentration, the predetermined settings for injection timing, the duration of the fuel injection (pulse), the pressure under which the fuel is injected, and the quantity of fuel injected are utilized that correspond to the fuel being that particular kind or form of biofuel at 100% concentration.

11. The system for controlling exhaust emissions from a compression ignition engine according to claim 5, wherein when the attribute of the fuel is a mixture of blend of No. 2 diesel or petroleum diesel and a particular kind or form of biofuel, the predetermined settings for injection timing, the duration of the fuel injection (pulse), the pressure under which the fuel is injected, and the quantity of fuel injected are utilized that correspond to the fuel being the mixture of the blend of No. 2 diesel and petroleum diesel and that particular kind or form of biofuel.

12. The system for controlling exhaust emissions from a compression ignition engine according to claim 1, wherein the electronic phase adustor module is integrated into and a part of the electronic control module (ECM).

13. The system for controlling exhaust emissions from a compression ignition engine according to claim 1, wherein the electronic phase adustor module is not integrated into the electronic control module (ECM), but is physically apart from it and communicates with it by means of electronic wires and signals.