SYSTEMS AND METHOD FOR PROVIDING A DIESEL-METHANOL EMULSION FOR DIRECT INJECTION ENGINES

Abstract

This document describes an internal combustion engine system (100). The system (100) uses a mixer (126) to blend two fuels, enabling a transition from using only one fuel to using only the other fuel as power demand changes. The outlet of the mixer (126) is supplied to the engine (102) as the primary fuel. A control system opens and closes throttle valves to adjust the relative concentrations of a first fuel (104) (e.g., diesel) and a second fuel (108) (e.g., methanol) entering the mixer (126).In some examples, instead of eliminating the desired performance and / or environmental benefits achieved by using the second fuel (108) at power demand levels greater than the maximum achievable only by using the second fuel (108), the systems described herein allow at least some part of the second fuel (108) to be used in the primary fuel at these power demand levels.

Description

Technical field

[0001] The present disclosure relates generally to the operation of a propulsion engine and in particular to the use of an emulsion to provide a transitional power band between primary methanol operation and primary diesel operation of the propulsion engine. State of the art

[0002] Drive motors for working machines, such as internal combustion engines, fuel cells, batteries, and the like, are widely used in various industries. For example, internal combustion engines can be powered by a variety of different liquid fuels, gaseous fuels, and various mixtures. Spark-ignition engines use an electric spark to initiate the combustion of fuel and air, while in compression-ignition engines, the gases in a cylinder are typically compressed to a self-ignition threshold, so that the fuel ignites without the need for a spark. Furthermore, in pilot-ignition applications, including dual-fuel applications, a mixture of a gaseous fuel, such as natural gas, and air is introduced into a cylinder, and ignition is initiated by a relatively small direct injection of a compression-ignition fuel (e.g., gasoline).Pilot fuel) is triggered, which ignites itself to initiate the ignition of the relatively larger main charge.

[0003] As part of efforts to improve the efficiency of these engines, researchers have explored various types of alternative fuel blends, including alcoholic fuels such as methanol and ethanol, as well as other chemicals like formaldehyde. In some examples, methanol is injected directly into an engine cylinder and ignited with a pilot fuel or a spark. The use of methanol can offer several advantages over other alternative fuels. For example, methanol has relatively low production costs and can be manufactured more cost-effectively than other alternative fuels. Furthermore, the availability of methanol can be greater than that of other alternative fuel sources because methanol can be produced in a variety of ways from materials ranging from natural gas to coal.Additionally, methanol is relatively safe to use, store, and transport because it has a comparatively low flammability risk. As mentioned above, a pilot fuel may be required to aid the ignition of the methanol. For methanol-powered engines, diesel fuel is often used as the pilot fuel to ignite the low-cetane methanol fuel. Typically, the diesel fuel, acting as the pilot fuel, is injected into a combustion chamber prior to the injection of the methanol fuel. The ignition of the diesel fuel (or pilot fuel) then ignites the methanol fuel.

[0004] In some cases, the use of both diesel and methanol in an engine may be desirable. Efforts have already been made to provide methanol and / or diesel in varying amounts based on the engine's condition (i.e., the starting process) or the power level. For example, U.S. Patent No. 4,499,862, owned by Baumer et al. (“the '862 patent”), describes a direct injection system configured to operate using both diesel and alcohol fuels. The '862 patent system describes the use of separate valves for the diesel and alcohol fuels, allowing the duration each is open to be adjusted based on power requirements. However, the system described in the '862 patent has some shortcomings.For example, the system of the '862 patent injects the methanol into the combustion cylinder, meaning that the immersion and mixing of the methanol with the diesel fuel relies solely on turbulent airflow within the relatively small volume of space in the cylinder, which can lead to incomplete mixing. This potential incomplete mixing can result in reduced overall power in diesel-methanol operation. Furthermore, because the methanol section of the '862 patent system is designed to inject only methanol, a power band gap may exist between using predominantly ethanol as the primary fuel and using diesel as the primary fuel.

[0005] Examples in the present disclosure aim to overcome shortcomings of such systems. Brief description

[0006] In one aspect of the subject matter disclosed herein, a system comprises an engine that burns a primary fuel and a pilot fuel, the engine being an internal combustion engine, a first fuel tank for storing a first fuel, a second fuel tank for storing a second fuel, a first fuel metering valve for controlling a first fuel flow rate of the first fuel through a T-piece, wherein an outlet of the T-piece flows into a mixer, a second fuel metering valve for controlling a second fuel flow rate of the second fuel through the T-piece and the mixer for mixing the outlet of the T-piece, wherein a mixer outlet of the mixer flows into a primary fuel distribution line to be used by the engine as primary fuel,wherein a position of the first fuel metering valve and a position of the second fuel metering valve determine a concentration of the first fuel and a concentration of the second fuel in the primary fuel.

[0007] In a further aspect of the subject matter disclosed herein, a method comprises monitoring, by means of a control, the system, wherein the system comprises an internal combustion engine that burns a primary fuel and a pilot fuel, a first fuel tank for storing a first fuel, a second fuel tank for storing a second fuel, a first fuel metering valve for controlling a first fuel flow rate of the first fuel through a T-piece, wherein an outlet of the T-piece flows into a mixer, a second fuel metering valve for controlling a second fuel flow rate of the second fuel through the T-piece and the mixer for mixing the outlet of the T-piece, wherein a mixer outlet of the mixer flows into a fuel distribution line for the primary fuel to be used by the engine as primary fuel,wherein a position of the first fuel metering valve and a position of the second fuel metering valve determine a concentration of the first fuel and a concentration of the second fuel in the primary fuel, and receiving, by the controller, a power demand input, retrieving, by the controller, a first fuel flow rate and retrieving a second fuel flow rate from an engine map based on the power demand input, outputting, by the controller, a first fuel control signal to the first fuel metering valve to cause the first fuel metering valve to adjust a position of the first fuel metering valve to achieve the first fuel flow rate, and outputting, by the controller, a second fuel control signal to the second fuel metering valve to causethat the second fuel metering valve adjusts the position of the second fuel metering valve based on the second fuel control signal to the position.

[0008] In another aspect of the subject matter disclosed herein, a controller comprises a memory that stores computer-executable instructions and a processor associated with the memory, wherein the computer-executable instructions cause the processor to perform actions, comprising monitoring a system, wherein the system comprises an internal combustion engine that burns a primary fuel and a pilot fuel, a first fuel tank for storing a first fuel, a second fuel tank for storing a second fuel, a first fuel metering valve for controlling a first fuel flow rate of the first fuel through a T-piece, wherein an outlet of the T-piece flows into a mixer, a second fuel metering valve for controlling a second fuel flow rate of the second fuel through the T-piece, and the mixer for mixing the outlet of the T-piece.wherein a mixer outlet of the mixer flows into a primary fuel distribution line to be used by the engine as primary fuel, wherein a position of the first fuel metering valve and a position of the second fuel metering valve determine a concentration of the first fuel and a concentration of the second fuel in the primary fuel, and receiving a power demand input; retrieving a first fuel flow rate and retrieving a second fuel flow rate from an engine map based on the power demand input, outputting a first fuel control signal to the first fuel metering valve to cause the first fuel metering valve to adjust a position of the first fuel metering valve to achieve the first fuel flow rate, and outputting a second fuel control signal to the second fuel metering valve to causethat the second fuel metering valve adjusts the position of the second fuel metering valve based on the second fuel control signal to the position. Brief description of the drawings Fig. Figure 1 is a schematic representation of an internal combustion engine system which uses a mixer to blend one fuel into another fuel which is fed into an engine as primary fuel, according to one or more examples of the present disclosure. Fig. Figure 2 is an illustration of a combustion chamber of an engine, wherein a second fuel is the only component of a primary fuel, according to some examples in the present disclosure. Fig. Figure 3 is an illustration of a combustion chamber of an engine, wherein a first fuel is the only component of a primary fuel, according to some examples in the present disclosure. Fig. Figure 4 is an illustration of a combustion chamber of an engine, wherein a first fuel is mixed with a second fuel to produce a fuel mixture, the mixture being the primary fuel, according to some examples in the present disclosure. Fig. Figure 5 is an illustration showing an internal combustion engine system that uses a control system to control relative concentrations of a first fuel and a second fuel in a primary fuel supplied to an engine, according to one or more examples of the present disclosure. Fig. Figure 6 illustrates a method for operating an internal combustion engine, wherein a control system controls the relative amounts of a first fuel and a second fuel in the primary fuel, according to various examples of the subject matter disclosed herein. Fig. Figure 7 shows a component-level view of a controller for use with the systems and methods described herein according to various examples of the present disclosed subject matter. Detailed description

[0009] Wherever possible, the same reference numerals are used in the drawings to designate identical or similar parts. With reference to the figures, Fig. 1 A schematic representation of an internal combustion engine system 100 which uses a mixer to blend one fuel with another fuel supplied to an engine, according to one or more examples of the present disclosure. The system 100 comprises an engine 102, which is an internal combustion engine. As used herein, the engine 102 is a type of propulsion machine which can be used separately from or in conjunction with other systems such as batteries, fuel cells, and the like. The engine 102 is operated with a first fuel 104, which is stored in a first fuel tank 106, and / or a second fuel 108, which is stored in a second fuel tank 110. The first fuel 104 may comprise a liquid fuel with a higher cetane number / lower octane number, and the second fuel 108 may comprise a liquid fuel with a lower cetane number / higher octane number.The terms "higher" and "lower" in this context can be understood as relative terms. Thus, the first fuel, 104, may have a higher cetane number and a lower octane number than the second fuel, 108. The first fuel, 104, may include diesel distillate fuel, dimethyl ether, biodiesel, hydrogenated vegetable oil (HVO), gas-to-liquid (GTL), renewable diesel, any type of liquid fuel with a cetane improver, or any other type of fuel. The second fuel, 108, may include an alcoholic fuel such as methanol or ethanol, naphtha, or any other type of fuel. For the purposes of... Fig. 1 The first fuel 104 is described as diesel fuel and the second fuel 108 as methanol, although, as mentioned above, the present disclosed object can also be used with other types of fuel.

[0010] In some examples, the first fuel 104 can be used as a pilot fuel for engine 102. A pilot fuel is a fuel that is injected before or together with a second fuel. In the example in Fig. 1. Compression by a piston (not shown) of the engine 102 is used to ignite the first fuel 104, which ignites due to a relatively higher cetane number than other fuels. The relatively higher temperatures generated during the ignition and combustion of the first fuel 104, when used as a pilot fuel, then provide sufficient pressure and temperature to burn the second fuel 108, which, due to a relatively lower cetane number than the first fuel 104, may not ignite readily through compression. The first fuel 104 is in fluid contact with a first fuel pump 112 and is pumped by it into the block 114 and into one or more injectors (not shown) of the engine 102.Block 114 is generally a channeled device with internal connections that receive the first fuel 104 from the first fuel pump 112 and direct the first fuel 104 as pilot fuel into the engine or to a first fuel metering valve 116 when the first fuel metering valve 116 is open, thus allowing a fluid flow of the first fuel 104. The first fuel metering valve 116 prevents and throttles the flow of the first fuel 104 into a T-piece 118.

[0011] A second fuel pump 120 is in fluid communication with the second fuel 108 in the second fuel tank 110. The second fuel pump 120 pumps the second fuel 108 from the second fuel tank 110 into a second fuel metering valve 122. The second fuel metering valve 122 prevents and throttles the flow of the second fuel 108 into the T-piece 118. One or more fluids entering the T-piece 118 exit the T-piece outlet 124 and enter a mixer 126. The mixer 126 is designed to mix the liquids entering it in order to emulsify them. Depending on the volume flow rate of the one or more fluids entering the mixer 126, the mixer can be a low-shear / high-flow mixer or a high-shear / low-flow mixer.In some examples, mixer 126 is a liquid-liquid mixer, a gas-liquid mixer, or several combinations thereof. However, it should be noted that the subject matter disclosed herein is not limited to a specific type or number of mixers, since more than one type, different types, or multiple mixers may be used and are considered to fall within the scope of the subject matter disclosed herein.

[0012] When the second fuel 108 is used as the primary fuel, outlet 128 of mixer 126 is primarily the second fuel 108. The second fuel pump 120 pumps the second fuel 108 from the second fuel tank 110. The second fuel metering valve 122 can be a proportional or throttle valve that changes the flow rate of the second fuel 108 into T-piece 118 based on the position of the second fuel metering valve 122. In the configuration where the second fuel 108 is the primary fuel, outlet 124 of T-piece 118 is the second fuel 108 because the first fuel metering valve 116 is closed, thus preventing the flow of the first fuel 108 from the first fuel pump 112 in block 114 to the first fuel metering valve 116. The first fuel 104 flows from the first fuel pump 112 through the block 114 and as pilot fuel into the engine 102.When the first fuel 104 is used as the primary fuel, the outlet 128 of the mixer 126 is primarily the first fuel 104. The first fuel pump 112 pumps the first fuel 104 from the first fuel tank 106. The first fuel metering valve 116 is a proportional or throttle valve that changes the flow rate of the first fuel 104 into the T-piece 118 based on the position of the first fuel metering valve 116. Since, in this example, the first fuel 104 is used as the primary fuel, the outlet 124 of the T-piece 118 is the first fuel 104, as the second fuel metering valve 122 is closed, thus preventing the flow of the second fuel 108 from the second fuel pump 120 to the second fuel metering valve 122.In some examples where the first fuel 104 is used as primary fuel, in addition to closing the second fuel metering valve 122, the second fuel pump 120 can also be switched off.

[0013] In addition to the configurations in which the second fuel 108 or the first fuel 104 is used as the primary fuel, the system 100 also includes a configuration in which the primary fuel can be a mixture (or emulsion) of the first fuel 104 and the second fuel 108. In these examples, if the engine power demand increases and the engine 102 switches from using the second fuel 108 as the sole primary fuel to using the first fuel 104 as the sole primary fuel, the first fuel 104 and the second fuel 108 can be mixed in different concentrations while the engine 102 goes through the transition and back again.In the configuration where the engine 102 switches from using the second fuel 108 as the sole primary fuel to the first fuel 104 as the sole primary fuel, the first fuel metering valve 116 is initially closed and the second fuel metering valve 122 is throttled to control the volume flow of the second fuel 108 into the T-piece 118, the mixer 126 and finally the engine 102 as primary fuel.

[0014] To increase the amount of the first fuel 104 added to the primary fuel, the first fuel metering valve 116 is throttled open based on the desired amount of first fuel 104 to be added to the primary fuel. The first fuel pump 112 pumps the first fuel 104 into the block 114, where a portion of it continues to be used as pilot fuel. A second portion exits the block 114 and flows through the first fuel metering valve 116 at a flow rate determined by the position of the first fuel metering valve 116, which, as explained above, is a throttle valve.It is understood that the use of a throttle valve serves only as an example, since other technologies for controlling the volumetric flow rate of the first fuel 104, including variable-speed pumps, can be used and are considered to fall within the scope of the subject matter disclosed herein. The first fuel 104 and the second fuel 108 enter the T-piece 118, exit at the T-outlet 124, and then enter the mixer 126, where the two fuels are mixed. Depending on the type of fuels used, the mixtures can be solutions, suspensions, or colloids and can be homogeneous or heterogeneous. The subject matter disclosed herein is not limited to any particular type of mixture.In the example where the first fuel is 104 diesel (oil) and the second fuel is 108 methanol, the mixture can be an emulsion, a type of colloid, since methanol and diesel are practically immiscible. The mixer 126 mixes the first fuel 104 and the second fuel 108 before the engine 102. As mentioned above, the mixer 126 can have various designs. The concentrations of the first fuel 104 and the second fuel 108 in the primary fuel are determined by the positions of the first fuel metering valve 116 and the second fuel metering valve 122.

[0015] To increase the relative concentration of the first fuel 104 compared to the second fuel 108, thus transitioning the engine 102 from a primary fuel mode consisting solely of methanol to a primary fuel mode consisting solely of diesel, the first fuel metering valve 116 is opened further while the second fuel metering valve 122 is closed further. This process continues until the first fuel metering valve 116 is open while the second fuel metering valve 122 is closed, thereby cutting off the flow of the second fuel 108.To reduce the relative concentration of the first fuel 104 compared to the second fuel 108, meaning that the engine 102 transitions from a primary fuel mode consisting solely of diesel to a primary fuel mode consisting solely of methanol, the first fuel metering valve 116 is closed further while the second fuel metering valve 122 is opened further. The process continues until the first fuel metering valve 116 is closed while the second fuel metering valve 122 is open, thus cutting off the flow of the first fuel 104. The transition is described in the following figures. Fig. 2, Fig. 3 to Fig. 4 illustrated in more detail. Fig. Figure 2 is an illustration of a combustion chamber 202 of an engine 102, wherein a second fuel 108 is the sole component of a primary fuel, according to some examples in the present disclosure. In this configuration, the first fuel metering valve 116 is closed and the second fuel metering valve 122 is set to control the flow of the second fuel 108 into the engine 102. Fig. 2. Combustion chamber 202 receives the primary fuel and pilot fuel and burns these fuels to provide power. The primary fuel and pilot fuel are compressed by a piston (not shown). In Fig. 2. The pilot fuel is supplied through a pilot fuel distribution line 204. The first fuel 104 is pumped through block 114 into the pilot fuel distribution line 204. The primary fuel is supplied through a primary fuel distribution line 206. The second fuel 108 is pumped through mixer 126 and into the primary fuel distribution line 206. As used herein, a “distribution line” is a fuel line that supplies fuel to one or more injectors, such as injector 208. It should be noted that injector 208 can be a single injector capable of receiving both the first fuel 104 and the second fuel 108, or multiple injectors, each capable of receiving either the first fuel 104 or the second fuel 108, or combinations thereof.Injector 208 injects the pilot fuel (the first fuel 104) and the primary fuel (the second fuel 108) through injector port 210 into the combustion chamber 202. The injected fuel 212 consists of the initial pulse of pilot fuel (the first fuel 104), followed by a second pulse of primary fuel (the second fuel 108).

[0016] Fig. Figure 3 illustrates the combustion chamber 202 of the engine 102, where the first fuel 104 is the sole component of the primary fuel, as shown in some examples in the present disclosure. In this configuration, the first fuel metering valve 116 is set to control the flow of the first fuel 104 into the engine, and the second fuel metering valve 122 is closed. The first fuel 104 is pumped through the block 114 into the pilot fuel distribution line 204. The primary fuel is supplied through the primary fuel distribution line 206. The first fuel 104 is pumped through the mixer 126 and into the primary fuel distribution line 206. The injector 208 injects the pilot fuel (the first fuel 104) and the primary fuel (the first fuel 104) through the injector port 210 into the combustion chamber 202.The injected fuel 312 consists of an initial pulse of pilot fuel (the first fuel 104), followed by a second pulse of primary fuel (the first fuel 104). It should be noted that in some examples where the first fuel 104 is used as the primary fuel, a control (not shown) of system 100 may stop or reduce the flow of pilot fuel, since the first fuel 104 is designed to burn without the use of a pilot fuel.

[0017] Fig. Figure 4 illustrates the combustion chamber 202 of the engine 102, wherein the first fuel 104 is mixed with the second fuel 108 to produce a fuel mixture, the mixture being the primary fuel, according to some examples in the present disclosure. In this configuration, the first fuel metering valve 116 is set to control the flow of the first fuel 104 into the engine, and the second fuel metering valve 122 is set to control the flow of the second fuel 108 into the engine 102 through the mixer 126. The first fuel 104 is pumped through the block 114 into the pilot fuel distribution line 204 and through the block 114 and the first fuel metering valve 116 into the T-piece 118. The second fuel 108 is pumped through the second fuel metering valve 122 into the T-piece 118.The first fuel 104 and the second fuel 108 are mixed in the mixer 126 and fed to the primary fuel distribution line 206, the mixture (emulsion) being the primary fuel. The injector 208 injects the pilot fuel (the first fuel 104) and the primary fuel (a mixture 402 of the first fuel 104 and the second fuel 108) through the injector port 210 into the combustion chamber 202.

[0018] The injected fuel 412 consists of the initial pulse of pilot fuel (the first fuel 104), followed by a second pulse of primary fuel (the mixture 402 of the first fuel 104 and the second fuel 108). It should be noted that in some examples where the first fuel 104 is used as a component of the mixture 402 forming the primary fuel, the system 100 may stop or reduce the flow of the pilot fuel, since the first fuel 104 is designed to burn without the use of a pilot fuel.

[0019] As mentioned above, the positions of the first fuel metering valve 116 and the second fuel metering valve 122 determine the relative concentrations of the first fuel 104 and the second fuel 108 in the primary fuel supplied to the engine 102. The positions of these valves, the first fuel metering valve 116 and the second fuel metering valve 122, can be controlled based on various inputs. For example, the power requirement of the engine 102, specified by the position of a control input, such as an accelerator pedal, can be used to determine the preferred relative concentrations of the first fuel 104 and the second fuel 108 in the primary fuel supplied to the engine 102. A control system can be used to change valve configurations, as shown in Fig. 5 shown in more detail. Fig. Figure 5 is an illustration showing an internal combustion engine system 500 that uses a control system to regulate the relative concentrations of a first fuel and a second fuel in a primary fuel supplied to an engine 502, according to one or more examples given in this disclosure. The system 500 comprises the engine 502, which is an internal combustion engine. The engine 502 is operated with a first fuel 504 stored in a first fuel tank 506, a second fuel 508 stored in a second fuel tank 510, or mixtures thereof. The first fuel 504 may comprise a liquid fuel with a higher cetane number / lower octane number, and the second fuel 508 may comprise a liquid fuel with a lower cetane number / higher octane number. The terms "higher" and "lower" in this context can be understood as relative terms in relation to each other.Thus, the first fuel, 504, can have a higher cetane number and a lower octane number than the cetane number and octane number of the second fuel, 508. The second fuel, 508, can include an alcoholic fuel such as methanol or ethanol, naphtha, or other fuel types. For the purposes of... Fig. In paragraph 5, the first fuel 504 is described as diesel fuel and the second fuel 508 as methanol, although, as mentioned above, the present disclosed item can also be used with other types of fuel.

[0020] In some examples, the first fuel 504 can be used as pilot fuel for the engine 502. The first fuel 504 is in fluid communication with a first fuel pump 512 and is pumped by it into the block 514 and into a pilot fuel distribution line 505 of the engine 502 for use as pilot fuel. The block 514 is generally a channeled device that receives the first fuel 504 from the first fuel pump 512 and directs the first fuel 504 as the pilot fuel into the pilot fuel distribution line 505 of the engine 502 or to a first fuel metering valve 516 when the first fuel metering valve 516 is open, thus allowing a fluid flow of the first fuel 504. The first fuel metering valve 516 prevents and throttles the flow of the first fuel 504 into a T-piece 518 through a check valve 519.

[0021] A second fuel pump 520 is in fluid communication with the second fuel 508 in the second fuel tank 510. The second fuel pump 520 pumps the second fuel 508 from the second fuel tank 510 into a second fuel metering valve 522. The second fuel metering valve 522 prevents and throttles the flow of the second fuel 508 into the T-piece 518 through a check valve 521. A flow meter 523, which is a fuel flow meter, measures the flow of the second fuel 508 through the second fuel metering valve 522. Fluids entering the T-piece 518 exit a T-piece outlet 524 and enter a mixer 526. In some examples, a mixture pump 511 can be used to provide additional driving force to the fluids exiting the T-piece 518 at the T-piece outlet 524.The mixer 526 is designed to mix fluids entering the mixer 526 to create an emulsification (or other mixture) of the fluids entering the mixer 526. The fluids exiting the mixer are directed to a primary fuel distribution line 529 to be used as primary fuel for the engine 502. Depending on the volumetric flow rate of the one or more fluids entering the mixer 526, the mixer 526 can be a low-shear / high-flow mixer or a high-shear / low-flow mixer. In some examples, the mixer 526 is a liquid-liquid mixer, a gas-liquid mixer, or several combinations thereof. However, it should be noted that the subject matter disclosed herein is not limited to a specific type or number of mixers, since more than one type, different types or multiple mixers can be used and are considered to fall within the scope of the subject matter disclosed herein.A composition sensor 513 is used to measure the concentrations of the first fuel 504 and the second fuel 508 exiting the T-piece 518. In some examples, a flow meter (not illustrated) can be used at the outlet of the first fuel metering valve 516 to measure the flow rate of the first fuel 504 entering the T-piece 518. The relative concentrations of the first fuel 504 and the second fuel 508 exiting the T-piece 518 can be calculated based on the measured volumetric flow rates of the first fuel 504 and the second fuel 508. In another example, the volumetric flow rates of the first fuel 504 and the second fuel 508 can be pre-measured based on pump speeds and / or the positions of their respective metering valves.These and other methods can be used to calculate the relative concentrations of the first fuel 504 and the second fuel 508 exiting the T-piece 518.

[0022] When the second fuel 508 is used as the primary fuel, outlet 528 of mixer 526 is primarily the second fuel 508. The second fuel pump 520 pumps the second fuel 508 from the second fuel tank 510 through the second fuel metering valve 122, the flow meter 523, through the check valve 521, and into the T-piece 518. In the configuration where the second fuel 508 is the primary fuel, outlet 524 of T-piece 518 is the second fuel 508 because the first fuel metering valve 516 is closed, thus preventing the flow of the first fuel 504 from the first fuel pump 512 in block 514 to the first fuel metering valve 516. The first fuel 504 flows from the first fuel pump 512 through the block 514 and the pilot fuel distribution line 505 and into the engine 502 as pilot fuel.When the first fuel 504 is used as the primary fuel, the outlet 528 of the mixer 526 is primarily the first fuel 504. The first fuel pump 512 pumps the first fuel 504 from the first fuel tank 506. Since, in this example, the first fuel 504 is used as the primary fuel, the outlet 524 of the tee 518 is the first fuel 504 because the second fuel metering valve 522 is closed, thus preventing the flow of the second fuel 508 from the second fuel pump 520 to the second fuel metering valve 522. In some examples where the first fuel 504 is used as the primary fuel, in addition to closing the second fuel metering valve 522, the second fuel pump 520 may also be switched off.

[0023] In addition to the configurations in which the second fuel 508 or the first fuel 504 is used as the primary fuel, the system 500 also includes a configuration in which the primary fuel can be a mixture (or emulsion) of the first fuel 504 and the second fuel 508. In these examples, if the engine power demand increases and the engine 502 switches from using the second fuel 508 as the sole primary fuel to using the first fuel 504 as the sole primary fuel, the first fuel 504 and the second fuel 508 can be mixed in different concentrations while the engine 502 goes through the transition and back again.In the configuration in which the engine 502 switches from using the second fuel 508 as the sole primary fuel to the first fuel 504 as the sole primary fuel, the first fuel metering valve 516 is initially closed and the second fuel metering valve 522 is throttled to control the volume flow of the second fuel 508 into the T-piece 518, the mixer 526 and finally the engine 502 as primary fuel.

[0024] A controller 530 can be used to control or change the relative amounts of the first fuel 504 and the second fuel 508 in the primary fuel. The controller 530 can be a component of an engine control unit (ECU), an engine control module (ECM) of an internal combustion engine, or another component used to control various aspects of an internal combustion engine. The controller 530 controls the amount of primary fuel entering the primary fuel distribution line 529, as well as the concentrations of the first fuel 504 and the second fuel 508 in the primary fuel. The controller 530 comprises one or more processors and a working memory in which instructions are stored that, when executed by the processor of the controller 530, cause the controller 530 to control various components of the system 500. These and other aspects of the controller 530 are described below in Fig. 7 explained in more detail.

[0025] To transition from the configuration in which the second fuel 508 is used as the primary fuel to the configuration in which the primary fuel comprises a mixture of the second fuel 508 and the first fuel 504, the controller 530 is configured to control the position of the first fuel metering valve 516 using the first fuel control signal 532. The controller 530 is further configured to control the position of the second fuel metering valve 522 using the second fuel control signal 534. The controller 530 uses an engine power demand input 536 to determine the desired or required positions of the second fuel metering valve 522 and the first fuel metering valve 516 for the engine power demand. As mentioned above, the second fuel 508 can only provide a maximum amount of power for a given system configuration.If the maximum power output is less than the full load achievable by the engine 102, the first fuel 504 can be added to the second fuel 508 to provide additional power.

[0026] If the power demand exceeds the maximum amount of power that the second fuel 508 can provide for a given system configuration, it may be necessary to add additional quantities of the first fuel 504, possibly to the point where the first fuel 504 is the sole component of the primary fuel. Therefore, the controller 530 uses the engine power demand input 536 to determine the desired relative amounts of the first fuel 504 and the second fuel 508 in the primary fuel.For example, assuming that the second fuel 508, as the sole component of the primary fuel, can provide sixty percent (50%) of the potential maximum power of the engine 102, and that the first fuel 504 can provide up to one hundred percent (100%) of the potential maximum power of the engine 102, achieving more than 50% of the engine power requires the use of the first fuel 504 in combination with the second fuel 508 above power demand levels of 50%. The changes in relative concentration can vary as the power demand levels increase. For example, the relative concentrations (or the ratio of the volumetric flow rate of the second fuel to the volumetric flow rate of the first fuel) can vary from 100:0 at a power demand level of 50%, through 50:50 at a power demand level of 75%, to 0:100 at a power demand level of 100%.It should be noted that these ratios serve only to illustrate how the ratio changes based on the power requirement level and are not to be understood as a limitation of the subject matter disclosed herein. The controller 530 can additionally use a composition input 548, which represents the concentrations of the first fuel 504 and the second fuel 508 exiting the T-piece 518 and which is received by the composition sensor 513 (if used) to further adjust the positions of the second fuel metering valve 522 and the first fuel metering valve 516.

[0027] To increase the quantity of the first fuel 504 added to the primary fuel, the control unit 530 outputs the first fuel control signal 532 to open the first fuel metering valve 516 to a position that increases the flow of the first fuel 504 through the first fuel metering valve 516. Furthermore, if necessary to maintain or achieve a specific total volumetric flow rate of the primary fuel entering the engine 102, the control unit 530 outputs the second fuel control signal 534 to close or open the second fuel metering valve 522.To reduce the amount of first fuel 504 added to the primary fuel, the controller 530 outputs the first fuel control signal 532 to close the first fuel metering valve 516 and, if necessary to maintain or achieve a specific total volume flow rate of primary fuel entering the engine 102, the second fuel control signal 534 to close or open the second fuel metering valve 522. It should be understood that the use of a throttle valve is provided only as an example, since other technologies for controlling the volume flow rate of the first fuel 504, including variable-speed pumps, can be used and are considered to fall within the scope of the subject matter disclosed herein. In some examples, not all of the primary fuel may be consumed by the engine 502.In these examples, it may be necessary to recirculate excess primary fuel 540, which is unburned primary fuel that is not injected into a combustion chamber of the engine 502, back into the engine 502 or to store it in a tank. Fig. 5. The excess primary fuel 540 from the engine 502 enters a cooler 542, as the primary fuel may have a higher temperature. The cooler 542 reduces the temperature of the excess primary fuel 540, or cools it. The excess primary fuel 540 leaves the cooler 542 and enters a flow meter 544, which is a fuel flow meter that measures the volumetric flow rate of the excess primary fuel 540 and outputs an excess flow rate signal 546 to the controller 530. If the flow rate exceeds a setpoint, the controller 530 can output an updated first fuel control signal 532 to reduce the flow rate of the first fuel 504, and an updated second fuel control signal 534 to reduce the flow rate of the second fuel 508 entering the mixer 526.The mixture pump 511 can be used to draw at least some of the excess primary fuel 540 back to the mixer 526 via the check valve 549. Additional excess primary fuel 540 can be stored in a mixture tank 550 by opening the mixture tank valve 552.

[0028] Fig. Figure 6 illustrates a method 600 for operating the internal combustion engine 502, wherein the controller 530 controls the relative amounts of the first fuel 504 and the second fuel 508 in the primary fuel, according to various examples of the subject matter disclosed herein. Method 600 and other processes described herein are illustrated as exemplary flowcharts, each operation being a sequence of operations that may be implemented in hardware, software, or a combination thereof. In the context of software, the operations are computer-executable instructions stored on one or more tangible, computer-readable storage media, which, when executed by one or more processors, perform the operations described.In general, computer-executable instructions comprise routines, programs, objects, components, data structures, and the like that perform specific functions or implement certain abstract data types. The order in which the operations are described is not a restriction, and any number of the described operations can be combined in any order and / or in parallel to execute the procedures.

[0029] Procedure 600 begins at step 602, in which the controller 530 monitors the system 500. At step 602, the controller 530 is operational and receives various inputs, such as, but not limited to, the engine power demand input 536, the excess flow rate signal 546, and the composition input 548. The controller 530 uses these inputs to control the flow rates of the first fuel 504 and the second fuel 508 into the engine 502.

[0030] At step 604, the controller 530 receives an updated engine power demand input 536. The engine power demand input 536 is a message to the controller 530 informing it of a desired power demand from the engine 502. Although not limited to a specific source, the engine power demand input 536 can be generated and received by various sensors or inputs associated with the engine 502, including an engine control unit (ECU), an engine control module (ECM) of an internal combustion engine, or any other component used to control various aspects of an internal combustion engine.

[0031] In step 606, the controller 530 retrieves the flow rates of the first fuel 504 and the second fuel 508 to meet the demand. Although not limited to a specific source for the flow rates of the first fuel 504 and the second fuel 508, in some examples the controller 530 can access an engine map. As used here, an "engine map" is a set of data that provides various engine settings, such as the flow rates of the first fuel 504 and the second fuel 508, to achieve one or more desired engine performances (e.g., torque or power). Therefore, the controller 530 uses the engine power demand input 536 to determine the desired relative amounts of the first fuel 504 and the second fuel 508 in the primary fuel using data such as an engine map.For example, an engine map may contain a table according to which, at a power demand of 80%, the flow rate of the first fuel (504) should be 265 ml / min and the flow rate of the second fuel (508) should be 265 ml / min. The controller (530) has stored or access to the settings of the first fuel metering valve (516) and the second fuel metering valve (522) in order to achieve these respective flow rates.

[0032] At step 608, the controller 530 transmits the first fuel control signal 532 to the first fuel metering valve 516, causing the first fuel metering valve 516 to adjust its position to achieve the first fuel flow rate based on the first fuel control signal 532. Similarly, the controller 530 transmits the second fuel control signal 534 to the second fuel metering valve 522, causing the second fuel metering valve 522 to adjust its position to achieve the second fuel flow rate based on the second fuel control signal 534. As the first fuel 504 and the second fuel 508 flow through the T-piece 518, the streams of the first fuel 504 and the streams of the second fuel 508 are finally mixed in the mixer 526 to be supplied to the engine 502 as primary fuel.

[0033] Fig. Figure 7 shows a component-level view of the controller 530 for use with the systems and methods described herein, according to various examples of the present disclosed subject matter. The controller 530 can be any device that provides the functions associated with the systems and methods described herein. The controller 530 can comprise several components for performing the aforementioned functions. The controller 530 can consist of hardware, software, or various combinations thereof. As described below, the controller 530 can comprise memory 702, including an operating system (OS) 704 and one or more standard applications 706.The standard applications 706 can include applications that provide the first fuel control signal 532, the second fuel control signal 534, and receive and store signals such as the engine power demand input 536 and the excess flow rate signal 546.

[0034] The controller 530 can also include one or more processors 710 and one or more removable memories 712, non-removable memories 714, transceivers 716, output device(s) 718, and input device(s) 720. In various implementations, the memory 702 can be volatile (e.g., random-access memory (RAM)), non-volatile (e.g., read-only memory (ROM), flash memory, etc.), or a combination of both. The memory 702 can contain data relating to signals, such as the motor power demand input 536 and the excess flow rate signal 546, as well as other information, and can be stored on a remote server or a cloud of servers accessible by the controller 530.

[0035] Memory 702 can also contain OS 704. OS 704 varies depending on the manufacturer of the 530 controller. OS 704 contains the modules and software that support basic functions of the 530 controller, such as scheduling tasks, application execution, and control of peripheral devices. OS 704 can also enable the 530 controller to send and receive other data and perform other functions, such as the engine power demand input 536 and the excess flow rate signal 546, as well as instructions for the first fuel control signal 532 and the second fuel control signal 534.

[0036] The Controller 530 can also include one or more Processors 710. In some implementations, the Processor(s) 710 can be one or more central processing units (CPUs), graphics processing units (GPUs), both CPU and GPU, or any other combination and number of processing units. The Controller 530 can also include additional (removable and / or non-removable) data storage devices, such as magnetic disks, optical disks, or tapes. Such additional storage is in Fig.Figure 7 illustrates non-volatile computer-readable media by means of removable storage device 712 and non-removable storage device 714. Non-volatile computer-readable media can include volatile and non-volatile, removable and non-removable tangible, physical media implemented in technologies for storing information, such as computer-readable instructions, data structures, program modules, or other data. The memory device 702, the removable storage device 712, and the non-removable storage device 714 are all examples of non-volatile computer-readable media.Non-volatile, computer-readable media include, but are not limited to, RAM, ROM, electronically erasable programmable ROM (EEPROM), flash memory or other storage technologies, compact disc ROM (CD-ROM), digital versatile discs (DVD) or other optical storage media, magnetic cartridges, magnetic tapes, magnetic disk storage or other magnetic storage devices, or any other tangible, physical medium that can be used to store the desired information and that the Controller 530 can access. Any of these non-volatile, computer-readable media can be part of the Controller 530 or a separate database, database, remote server, or cloud-based server. In some implementations, the Transceiver 716 includes all transceivers known in the art. In some examples, the Transceiver 716 may include one or more wireless modems to provide wireless connectivity with other components (e.g.,between the controller 530 and one or more pumps or valves), the internet, and / or an intranet. Specifically, the transceiver(s) 716 can include one or more transceivers that enable the controller 530 to send and receive data. Thus, the transceiver(s) 716 can include multiple single-channel transceivers or one multi-frequency multi-channel transceiver to enable the controller 530 to send and receive video calls, audio calls, messages, etc. The transceiver(s) 716 can enable the controller 530 to connect to multiple networks, including but not limited to 2G, 3G, 4G, 5G, and WLAN networks. The 716 transceiver(s) can also include one or more transceivers to enable the 530 controller to connect to future (e.g., 6G) networks, Internet of Things (IoT), Machine-to-Machine (M2M) and other current and future networks.

[0037] The 716 transceiver(s) may also include one or more radio transceivers that perform the function of sending and receiving high-frequency communication via an antenna (e.g., WLAN or Bluetooth®). ® In other examples, the Transceiver 716 may include wired communication components, such as a wired modem or an Ethernet port, to communicate over one or more wired networks. The Transceiver 716 may enable the Controller 530 to make audio and video calls, download files, access web applications, and provide other communications associated with the systems and procedures described above.

[0038] In some implementations, the output device(s) 718 include all output devices known in the art, such as a display (e.g., a liquid crystal or thin-film transistor (TFT) display), a touchscreen, a speaker, a vibration mechanism, or a tactile feedback mechanism. Thus, the output device(s) may include a screen or display. The output device(s) 718 may also include speakers or similar devices to play sounds or ringtones when an audio or video call is received. The output device(s) 718 may also include connectors for one or more peripheral devices, such as headphones, peripheral speakers, or a peripheral display.

[0039] In various implementations, the Input Device(s) 720 include any input device known in the art. The Input Device(s) 720 may, for example, include a camera, a microphone, or a keyboard. The Input Device(s) 720 may include a touch-sensitive display or a keyboard to enable users to enter data, make requests and receive responses via web applications (e.g., in a web browser), make audio and video calls, and use the standard applications 706.A touch-sensitive display or keyboard / keypad can be a standard alphanumeric multi-key keyboard (such as a conventional QWERTY keyboard), virtual controls on a touchscreen, or one or more other types of keys or buttons, and may also include a joystick, a wheel, and / or certain navigation keys or the like. A touch-sensitive display can serve as both an input device 720 and an output device 718. Commercial applicability

[0040] The present disclosure relates generally to internal combustion engines that use a mixer, such as mixers 126 or 526, to blend a first fuel (e.g., diesel) with a second fuel (e.g., methanol) to enable a transition from the maximum power provided by using only the second fuel to the maximum power provided by using only the first fuel. In some engines, such as engine 102 or 502, the second fuel, such as methanol, is used to achieve performance and / or environmental improvements compared to using the first fuel, such as diesel. However, the energy content of a fuel such as methanol may be one to two times lower than the energy content of diesel. Thus, in some systems, the flow rate of methanol may not be sufficient to meet a given power requirement.There may be a power demand gap between the maximum power available using the second fuel and the maximum power available using the first fuel.

[0041] The systems 100 and 500 described herein enable a transition between the maximum available power output of the second fuel 508 and a given power demand above this maximum output. Instead of switching from the second fuel 508 to the first fuel 504 when a power demand exceeds this maximum output, systems 100 and 500 use a mixer that blends the first fuel 504 with the second fuel 508 to retain at least some of the advantages of using the second fuel 508. The ratio of the second fuel to the first fuel in the mixture changes with the change in power demand, with the concentration of the second fuel 508 relative to the concentration of the first fuel 504 decreasing when the power demand increases and increasing relative to the concentration of the first fuel 504 when the power demand decreases.Thus, in some examples, systems 100 and 500 allow the use of at least part of the second fuel 508 in the primary fuel, instead of foregoing the desired performance and / or environmental benefits achieved by using the second fuel.

[0042] Unless expressly excluded, the use of the singular to describe a component, structure, or process does not preclude the use of the multitude of such components, structures, or processes, or their equivalents. As used herein, the word "or" refers to any possible permutation of a set of elements. For example, the phrase "A, B, or C" refers to at least one of A, B, C, or any combination thereof, such as any of the following: A; B; C; A and B; A and C; B and C; A, B, and C; or multiples thereof, such as A and A; B, B, and C; A, A, B, C, and C; etc.

[0043] While aspects of the present disclosure have been shown and described in particular with reference to the foregoing embodiments, it is obvious to those skilled in the art that various additional embodiments can be considered by modifying the disclosed machines, systems, and methods without deviating from the meaning and scope of the disclosure. These embodiments shall be understood as falling within the scope of the present disclosure as determined on the basis of the claims and any correspondences thereto. QUOTES INCLUDED IN THE DESCRIPTION

[0000] This list of documents cited by the applicant was automatically generated and is included solely for the reader's convenience. The list is not part of the German patent or utility model application. The DPMA accepts no liability for any errors or omissions. Cited patent literature

[0000] US 4,499,862 f

[0004]

Claims

[1] System (100), comprising: an engine (102) which burns a primary fuel and a pilot fuel, wherein the engine (102) is an internal combustion engine (102); a first fuel tank (106) for storing a first fuel (104); a second fuel tank (110) for storing a second fuel (108); a first fuel metering valve (116) for controlling a first fuel flow rate of the first fuel (104) through a T-piece (118), wherein an outlet (124) of the T-piece (118) flows into a mixer (126); a second fuel metering valve (122) for controlling a second fuel flow rate of the second fuel (108) through the T-piece (118); and the mixer (126) for mixing the outlet (124) of the T-piece (118), wherein a mixer outlet (128) of the mixer (126) flows into a primary fuel distribution line (206) for use by the engine (102) as primary fuel, wherein a position of the first fuel metering valve (116) and a position of the second fuel metering valve (122) determine a concentration of the first fuel (104) and a concentration of the second fuel (108) in the primary fuel. [2] System (100) according to claim 1, further comprising: a first fuel pump (112) in fluid connection with the first fuel (104), wherein the first fuel pump (112) pumps the first fuel (104) from the first fuel tank (106) to a block (114); the block (114) having internal connections to direct a first part of the first fuel (104) to a pilot distribution line, wherein the first part of the first fuel (104) is the pilot fuel for use by the engine (102), and wherein a second part of the first fuel (104) is directed to the first fuel metering valve (116); and a second fuel pump (120) in fluid connection with the second fuel (108) in the second fuel tank (110), wherein the second fuel pump (120) pumps the second fuel (108) into the T-piece (118). [3] System (100) according to claim 1, further comprising: a first fuel metering valve (116) for measuring a flow rate of the first fuel (104) through the first fuel metering valve (116); and a second fuel flow meter for measuring the flow of the second fuel (108) through the second fuel metering valve (122). [4] System (100) according to claim 1, further comprising a composition sensor (513) configured to measure a concentration of the first fuel (104) and a concentration of the second fuel (108) in the mixer outlet (128). [5] System (100) according to claim 1, further comprising: a cooler (542) for cooling excess primary fuel (540), wherein the excess primary fuel (540) is unburned primary fuel that has not been injected into a combustion chamber of the engine (102); an excess primary fuel flow meter (544) for measuring a flow rate of the excess primary fuel (540); a mixture pump for pumping at least a portion of the excess primary fuel (540) and the outlet of the T-piece (118) into the mixer (126); and a mixing tank for receiving and storing the excess primary fuel (540) which is not pumped back into the mixer (126). [6] System (100) according to claim 1, further comprising a control system comprising: a memory that stores computer-executable instructions; and a processor in conjunction with memory, wherein the computer-executable instructions cause the processor to perform actions, comprising: Monitoring the system (100); Receiving a service requirement request (536); Retrieving a first fuel flow rate and retrieving a second fuel flow rate from an engine map based on the power demand input (536); Outputting an initial fuel control signal (532) to the initial fuel metering valve (116) to cause the initial fuel metering valve (116) to adjust its position to achieve the initial fuel flow rate; and Output of a second fuel control signal (534) to the second fuel metering valve (122) to cause the second fuel metering valve (108) to adjust the position of the second fuel metering valve (122) based on the second fuel control signal (534). [7] Method for operating a system (100), comprising the method: Monitoring, by means of a control, of the system (100), encompassing the system (100): an internal combustion engine (102) which burns a primary fuel and a pilot fuel; a first fuel tank (106) for storing a first fuel (104); a second fuel tank (110) for storing a second fuel (108); a first fuel metering valve (116) for controlling a first fuel flow rate of the first fuel (104) through a T-piece (118), wherein an outlet of the T-piece (118) flows into a mixer (126); a second fuel metering valve (122) for controlling a second fuel flow rate of the second fuel (108) through the T-piece (118); and the mixer (126) for mixing the outlet of the T-piece (118), wherein a mixer outlet (128) of the mixer (126) flows into a primary fuel distribution line (206) for use by the engine (102) as primary fuel, wherein a position of the first fuel metering valve (116) and a position of the second fuel metering valve (122) determine a concentration of the first fuel (104) and a concentration of the second fuel (108) in the primary fuel; and Received, through the control system, a power requirement input; Retrieving, by the controller, a first fuel flow rate and retrieving a second fuel flow rate from an engine map based on the power demand input; Output, by means of the control, a first fuel control signal (532) to the first fuel metering valve (116) to cause the first fuel metering valve (116) to adjust a position of the first fuel metering valve (116) to achieve the first fuel flow rate; and Output, by means of the control, of a second fuel control signal (534) to the second fuel metering valve (122) to cause the second fuel metering valve (122) to adjust a position of the second fuel metering valve (122) based on the second fuel control signal (534) to the position. [8] Method according to claim 7, further comprising: Received, by the controller, a composition input (548) specifying a concentration of the first fuel (104) and a concentration of the second fuel (108) at the outlet of the T-piece (118); and Adjusting, by controlling, the position of the first fuel metering valve (116) or a position of the second fuel metering valve (122) to achieve the first fuel flow rate and the second fuel flow rate. [9] Method according to claim 7, wherein the first fuel flow rate and the second fuel flow rate transition from: a first configuration wherein the second fuel (108) is the only component of the primary fuel; a second configuration, wherein the first fuel (104) and the second fuel (108) are mixed in the mixer (126) as the primary fuel, the primary fuel comprising an emulsion of the first fuel (104) and the second fuel (108); and a third configuration, wherein the first fuel (104) is the only component of the primary fuel. [10] The method of claim 7, further comprising: Measuring the flow rate of the first fuel (104) through the first fuel metering valve (116); and Measuring the flow rate of the second fuel (108) through the second fuel metering valve (122).

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