FORM 2
THE PATENTS ACT, 1970
(39 of 1970)
AND
THE PATENTS RULES, 2003
COMPLETE SPECIFICATION
(See Section 10; rule 13)
TITLE OF THE INVENTION
HYDROGEN-PIPED NATURAL GAS BASED SPARK IGNITION
ENGINE FOR POWER GENRATION APPLICATION
APPLICANT(S)
KIRLOSKAR OIL ENGINES LIMITED
Nationality: Indian
Laxmanrao Kirloskar Road,
Khadki, Pune – 411 003,
Maharashtra, India.
PREAMBLE TO THE DESCRIPTION
The following specification particularly describes the invention and the manner in
which it is to be performed.
2
HYDROGEN-PIPED NATURAL GAS BASED SPARK IGNITION ENGINE
FOR POWER GENRATION APPLICATION
FIELD OF THE INVENTION
[0001] The present invention is related to an Internal Combustion Engines, more
particularly related to a hydrogen-piped natural gas (H2-PNG) based spark ignition
engine for power generation application.
5 BACKGROUND OF THE INVENTION
[0002] The internal combustion engine has remained the favored power source for
all types of automotive applications, with spark ignition engines dominating the
passenger car, 3-wheeler, and 2-wheeler segments, while the Compression ignition
10 engine has dominated the light commercial vehicle and heavy-duty vehicle
segments. However, conventional Diesel and Gasoline engines are known for their
high emissions, prompting researchers to explore alternative, environmentally
friendly fuels. In light of stringent emission norms and rising fuel costs, gaseous
fuels such as natural gas, propane, hydrogen, and their blends have emerged as
15 cleaner burning fuels compared to liquid fuels like diesel. Consequently, attention
has been directed towards developing engines that can burn these fuels while
delivering the power and performance that engine operators have come to expect
from diesel engines.
20 [0003] Hydrogen, a carbon-neutral fuel, produces only water when consumed in an
internal combustion engine. It is widely regarded as the cleanest fuel known to
humanity, with superior combustion and emissions characteristics compared to
other competing fuels. Additionally, its high octane value allows for high
compression ratios, resulting in greater thermal efficiency. Hydrogen can be
25 derived from a range of domestic resources, including natural gas, nuclear power,
biomass, and renewable power such as solar and wind. Developing a dedicated
hydrogen internal combustion engine requires significant effort and development
3
time, as advanced technologies must be implemented in comparison to a diesel
engine.
[0004] Presently, the focus of research has been directed towards development of a
CNG Injection engine compliant to Euro-5 IV norms and development strategy for
HCNG operation. Representative publications relating to such research include
Kavathekar, K., Rairikar, S., and Thipse, S., "Development of a CNG Injection
Engine Compliant to Euro-IV Norms and Development Strategy for HCNG
Operation, SAE Paper 2007-26-029, (2007).
10
[0005] Conventional system is related to the use of Hydrogen (H2) and Compressed
Natural Gas (CNG) blend (HCNG) fuel. This fuel is stored at a high pressure of 200
Bar, which requires various pressure reduction systems and a complicated fuel
injection system in the engine. The blending of H2 and CNG at such a high pressure
15 is a critical process that requires specialized equipment and expertise. The
conventional system is based on lean burn technology, which is a method of
combustion that uses a lean fuel-air mixture to reduce emissions and improve fuel
efficiency. However, this system has certain limitations and drawbacks, such as the
need for expensive equipment and the difficulty of maintaining the proper fuel-air
20 ratio.
[0006] It is desired to address the above-mentioned disadvantages or other short
comings or at least provide a useful alternative.
25 OBJECT OF THE INVENTION
[0007] The principal object of the embodiments herein is to provide a H2-PNG
based spark ignition engine for power generation application.
30 [0008] Another object of the embodiments herein is to seamlessly blend H2 with
PNG directly at the genset site, even at low pressure, for use in the proposed H2-
PNG genset. This eliminates the need to compress natural gas to 200 bar (as
4
required for automobile applications with CNG), thereby conserving the energy
typically required for gas compression.
[0009] Another object of the embodiments herein is to provide the H2-PNG based
engine designed for genset applica 5 tion, capable of operating on a blend ratio of H2
as 18% in Natural Gas, without necessitating any manual intervention.
[0010] Another object of the embodiments herein is to enhance the H2-PNG engine
by equipping it with NCD (NOx Control Diagnostic). This diagnostic system
10 utilizes two lambda sensors, positioned before and after the catalytic converter, to
monitor the sensor output. By analyzing the data obtained from these sensors, the
engine control unit (ECU) can accurately detect any malfunctioning catalytic
converter, which plays a crucial role in controlling NOx emissions.
15 [0011] Another object of the embodiments herein is to generate an audio-visual
alarm that can be easily recognized by the operator during a fault condition. This
serves to alert the operator about the fault condition, and subsequently, the engine
will be automatically shut down to prevent the release of high emission exhaust into
the environment.
20
SUMMARY OF THE INVENTION
[0012] In one aspect the object is satisfied by providing a H2-PNG based spark
ignition engine including a hydrogen gas cylinder, a H2-PNG blender, a gas-train
25 assembly connected to the H2-PNG blender, an electronic fuel control valve, a gasair
mixer, an Engine Control Unit (ECU), a spark plug and an ignition coil
connected to the ECU. The hydrogen gas cylinder supplies hydrogen gas. The H2-
PNG blender is connected to the hydrogen gas cylinder and a PNG supply. The H2-
PNG blender receives the hydrogen gas from the H2-PNG blender and PNG from
30 the PNG supply, and blends the hydrogen gas with the PNG to form a H2-PNG
fuel. The gas-train assembly is connected to the H2-PNG blender The gas-train
assembly receives the H2-PNG fuel from the H2-PNG blender. The electronic fuel
5
control valve is connected to the gas-train assembly. The electronic fuel control
valve controls a flow of the H2-PNG fuel to maintain an air-fuel ratio. The gas-air
mixer is connected to the electronic fuel control valve and an air filter. The gas-air
mixer receives air from the air filter and the flow of the H2-PNG fuel, and mixes
the H2-PNG fuel with the air to form a gas-5 air fuel mixture. The ECU is connected
to an ECU-controlled electronic throttle body (also referred as a governor) to
maintain a fixed speed of an internal combustion engine required to generate an
electrical output using the gas-air fuel mixture. Further ECU triggers ignition
system to generate a spark required for combustion at the internal combustion
10 engine based on the electrical output.
[0013] In an embodiment, the H2-PNG based spark ignition engine includes a
crankshaft, a flywheel connected to the crankshaft, and a crank sensor located on
the flywheel for detecting a speed signal of the flywheel and a crankshaft position
15 required for detection of a Top dead center (TDC) location of a piston. The ECU
receives the speed signal and the crankshaft position from the crank sensor, and
operate the ECU-controlled governor based on the speed signal of the flywheel and
the crankshaft position to generate the electrical output for controlling the H2-PNG
based spark ignition engine.
20
[0014] In an embodiment, the H2-PNG based spark ignition engine includes an oil
pressure temperature sensor to measure an oil temperature at the internal
combustion engine, a coolant temperature sensor to measure a coolant temperature,
and an oil pressure to measure an oil pressure of the internal combustion engine.
25 The ECU detects any malfunction in the internal combustion engine based on the
speed signal, the oil temperature, the coolant temperature, and the oil pressure.
[0015] In an embodiment, the H2-PNG based spark ignition engine includes an
exhaust manifold for collecting exhaust gases, and pre-catalytic lambda sensor
30 located in the exhaust manifold for measuring oxygen percentage in the exhaust
gases and based on the oxygen percentage, an air-fuel ratio is calculated in the ECU.
The ECU receives a signal from the pre-catalytic lambda sensor and activates the
6
electronic fuel control valve for regulating the flow of the H2-PNG fuel to the gasair
mixer.
[0016] In an embodiment, the ECU is configured to receive a pre-catalytic lambda
sensor signal and a post-catalytic lambda sensor signal. 5 The pre-catalytic lambda
sensor signal indicates a presence of oxygen present in exhaust gas before passing
through a catalytic converter. The post-catalytic lambda sensor signal indicates a
presence of the oxygen present in the exhaust gas after passing through the catalytic
converter. Further, the ECU is configured to detect a faulty condition associated
10 with the catalytic converter based on the pre-catalytic lambda sensor signal and the
post-catalytic lambda sensor signal. The catalytic converter controls emission of the
exhaust gas from the internal combustion engine. Furthermore, the ECU is
configured to generate an alarm when the faulty condition associated with a
catalytic converter is detected, and automatically shut down the internal combustion
15 engine to prevent emissions of the exhaust gas into environment from the internal
combustion engine.
[0017] In an embodiment, the gas-train assembly receives the H2-PNG fuel from
the H2-PNG blender at a supply pressure of 0.5 Bar for power generation
20 application.
[0018] In an embodiment, the gas-train assembly receives the H2-PNG fuel from
the H2-PNG blender with a supply pressure at 200 Bar for automobile application.
25 [0019] In an embodiment, the air-fuel ratio is automatically adjusted to comprise
18% of the hydrogen gas in the natural gas without any manual intervention.
[0020] In an embodiment, the gas-air mixer is configured to maintain a pressure of
the H2-PNG fuel and air mixture at a level that is close to atmospheric pressure in
30 the range of 1 to 5 mbar gauge pressure during mixing to form the homogeneous
gas-air fuel mixture.
7
[0021] In an embodiment, the gas-train assembly includes a gas filter (17) to
removes impurities or contaminants from the H2-PNG fuel, and a solenoid valve
(18) connected to the gas filter (17). The solenoid valve (18) controls the flow of
the H2-PNG fuel to the engine. Further, the gas-train assembly includes a pressure
regulator, connected to the solenoid 5 valve (18), to prevent over-pressurization of
the H2-PNG fuel and a zero pressure regulator connected to the pressure regulator.
The zero pressure regulator maintain a H2-PNG pressure output close to the
atmospheric pressure in the range of 1 to 5 mbar gauge pressure required for H2-
PNG mixing with air in air-fuel mixer.
10
[0022] In another aspect the object is satisfied by providing a hydrogen-piped
natural gas (H2-PNG) genset. The H2-PNG genset includes a H2-PNG based spark
ignition engine, an AC alternator, a radiator. a fan assembly, a PNG supply, a
canopy, a catalytic converter, an exhaust silencer, lambda sensors, an electrical
15 control panel, and controller with a display.
[0023] The H2-PNG based spark ignition engine is provided for injecting a mixture
of hydrogen and natural gas into an internal combustion engine. The AC alternator
is coupled to the H2-PNG based spark ignition engine. The AC alternator generates
20 an electrical power output required for various applications.
[0024] The radiator and the fan assembly is provided for cooling of an engine
coolant circulated by coolant pump to the H2-PNG based spark ignition engine. The
coolant absorbs heat from the H2-PNG based spark ignition engine and is cooled
25 by the radiator and the fan assembly before being recirculated. The PNG supply
given through a gas-train assembly of the H2-PNG based spark ignition engine. The
PNG supply is mounted on a base frame of the H2-PNG genset.
[0025] The canopy is provided for controlling noise emitted from the H2-PNG
30 based spark ignition engine. The canopy encloses the H2-PNG based spark ignition
engine and reduces a noise level generated by the engine.
8
[0026] The catalytic converter is mounted on a top of the H2-PNG genset. The
catalytic converter controls emission of exhaust gas from the internal combustion
engine. The exhaust silencer is connected to the catalytic converter and is mounted
on top of the H2-PNG genset. The exhaust silencer further reduces the noise level
generated b 5 y the H2-PNG based spark ignition engine.
[0027] The post-catalytic lambda sensor is mounted on a pipe between the catalytic
converter and the exhaust silencer. The post-catalytic lambda sensor measures
oxygen content of the exhaust gas and provides feedback to an ECU of the H2-PNG
10 based spark ignition engine for generating alarm when the faulty condition
associated with a catalytic converter is detected. The electrical control panel is
provided for controlling an electrical power output of the H2-PNG genset. Further,
the controller is provided for reading current parameters of the H2-PNG based spark
ignition engine and the H2-PNG genset. The controller starts and stops the H2-PNG
15 based spark ignition engine and generates a spark required for combustion at the
internal combustion engine based on the mixture of hydrogen and natural gas from
the H2-PNG based spark ignition engine.
[0028] In an embodiment, the H2-PNG genset includes a battery provided for
20 engine cranking purpose during starting of the H2-PNG based spark ignition
engine, and a charging alternator fitted on the H2-PNG based spark ignition engine
for charging the battery during operation of the H2-PNG genset. The controller is
configured to regulate the output of the alternator based on a state of charge of the
battery.
25
[0029] These and other aspects of the embodiments herein will be better
appreciated and understood when considered in conjunction with the following
description and the accompanying drawings. It should be understood, however, that
the following descriptions, while indicating preferred embodiments and numerous
30 specific details thereof, are given by way of illustration and not of limitation. Many
changes and modifications may be made within the scope of the embodiments
9
herein without departing from the scope thereof, and the embodiments herein
include all such modifications.
BRIEF DESCRIPTION OF DRAWING(S)
5
[0030] The proposed control device is illustrated in the accompanying drawings,
throughout which like reference letters indicate corresponding part in the various
figures. The embodiments herein will be better understood from the following
description with reference to the drawings, in which:
10 [0031] FIG. 1 illustrates a block diagram of a H2-PNG based spark ignition engine,
according to embodiment as disclosed herein;
[0032] FIG. 2 illustrates air flow and H2-PNG fuel flow directions, according to
embodiment as disclosed herein;
[0033] FIG. 3 illustrates a throttle Body (governor) and a fuel control valve
15 assembly, according to embodiment as disclosed herein;
[0034] FIG. 4 illustrates a gas-train assembly, according to embodiment as
disclosed herein;
[0035] FIG. 5 illustrates an ignition coil and an ECU, according to embodiment as
disclosed herein; and
20 [0036] FIGS. 6a-6e illustrates an a H2-PNG genset, according to embodiment as
disclosed herein.
[0037] Further, those of ordinary skill in the art will appreciate that elements in the
drawing are illustrated for simplicity and may not have been necessarily drawn to
25 scale. For example, the dimension of some of the elements in the drawing may be
exaggerated relative to other elements to help to improve the understanding of
aspects of the invention. Furthermore, the one or more elements may have been
represented in the drawing by conventional symbols, and the drawings may show
only those specific details that are pertinent to the understanding the embodiments
30 of the invention so as not to obscure the drawing with details that will be readily
apparent to those of ordinary skill in the art having benefit of the description herein.
10
DETAILED DESCRIPTION OF THE INVENTION
[0038] The implementations herein and the various features and advantageous
details thereof are explained more fully with reference to the non-limiting
implementations that are illustrated in the accompanying 5 drawings and detailed in
the following description. It should be understood, however, that the following
descriptions, while indicating preferred implementations and numerous specific
details thereof, are given by way of illustration and not of limitation. Many changes
and modifications may be made within the scope of the implementations herein
10 without departing from the spirit thereof, and the implementations herein include
all such modifications. The examples used herein are intended merely to facilitate
an understanding of ways in which the implementations herein can be practiced and
to further enable those skilled in the art to practice the implementations herein.
Accordingly, the examples should not be construed as limiting the scope of the
15 implementations herein.
[0039] Descriptions of well-known components and processing techniques are
omitted so as to not unnecessarily obscure the implementations herein. Also, the
various implementations described herein are not necessarily mutually exclusive,
20 as some implementations can be combined with one or more other implementations
to form new implementations.
[0040] Referring now to the drawings, and more particularly to FIGS. 1 through 6,
where similar reference characters denote corresponding features consistently
25 throughout the figures, there are shown preferred implementations. Further, for the
sake of simplicity, and without limitation, the same numbers are used throughout
the drawings to reference like features and components. The implementations
herein will be better understood from the following description with reference to
the drawings.
30
[0041] FIG. 1 illustrates a block diagram of a H2-PNG based spark ignition engine
(1), according to embodiment as disclosed herein. The H2-PNG based spark
11
ignition engine (1) includes a hydrogen gas cylinder (2), a H2-PNG blender (3), a
gas-train assembly (5) connected to the H2-PNG blender (3), an electronic fuel
control valve (6), a gas-air mixer (7), an Engine Control Unit (ECU) (9) and a spark
plug (14) and an ignition coil (15) connected to the ECU (9).
5
[0042] The hydrogen gas cylinder (2) supplies hydrogen gas. The proposed
invention provide the hydrogen gas cylinder (2) that is specifically designed for use
with a spark ignition engine (1) that runs on a blend of hydrogen and natural gas
(H2-PNG). It is typically made of steel or aluminum and is pressurized to keep the
10 hydrogen gas in a liquid or gaseous state. It may also have safety features such as
pressure relief valves that allows the hydrogen gas to be released when needed. The
hydrogen gas cylinder (2) is an essential component of the H2-PNG engine,
providing a reliable and efficient source of hydrogen gas for combustion.
15 [0043] The H2-PNG blender (3) is connected to the hydrogen gas cylinder (2) and
a PNG supply (4). The H2-PNG blender (3) receives the hydrogen gas from the H2-
PNG blender (3) and PNG from the PNG supply (4), and blends the hydrogen gas
with the PNG to form a H2-PNG fuel.
20 [0044] The H2-PNG blender (3) is a device that is used to mix hydrogen gas with
the PNG. The PNG supply (4) is the source of natural gas that is used in households
and industries. The PNG is a type of natural gas that is transported through a
pipeline system to various locations for use as a fuel source. The PNG is a cleanerburning
fuel alternative to gasoline or diesel and is used as a fuel for spark ignition
25 engines, which are commonly found in cars, trucks, and other vehicles.
[0045] When used as a fuel for spark ignition engines, the PNG is typically
compressed and stored in high-pressure tanks before being injected into the engine's
combustion chamber. The use of the PNG as a fuel source for spark ignition engines
30 has several benefits, including lower emissions and reduced fuel costs compared to
traditional gasoline or diesel fuels. Additionally, the PNG is a domestically
produced fuel source, which can help reduce dependence on foreign oil imports.
12
Overall, the use of the PNG for the spark ignition engines is a promising alternative
fuel option that can help reduce greenhouse gas emissions and improve energy
security.
[0046] The H2-PNG blender (3) is connected 5 to both the hydrogen gas cylinder (2)
and the PNG supply (4). The hydrogen gas is received from the hydrogen gas
cylinder (2), while the PNG is received from the PNG supply (4). The H2-PNG
blender (3) then mixes the two gases to create the H2-PNG fuel. This process helps
to increase the energy efficiency of the natural gas by blending it with hydrogen
10 gas, which is a clean and renewable energy source.
[0047] The gas-train assembly (5) is connected to the H2-PNG blender (3). The
gas-train assembly (5) receives the H2-PNG fuel from the H2-PNG blender (3). The
gas-train assembly (5) typically includes a series of components that work together
15 to ensure that the fuel is delivered safely and efficiently to the intended destination.
The details of the gas-train assembly (5) are explained in conjunction with the FIG.
4. In an embodiment, the gas-train assembly (5) receives the H2-PNG fuel from the
H2-PNG blender (3) at a supply pressure of 0.5 Bar for power generation
application. In an embodiment, the gas-train assembly (5) receives the H2-PNG fuel
20 from the H2-PNG blender (3) with a supply pressure at 200 Bar for automobile
application.
[0048] The electronic fuel control valve (6) is connected to the gas-train assembly
(5). The electronic fuel control valve (6) controls a flow of the H2-PNG fuel to
25 maintain an air-fuel ratio. The electronic fuel control valve (6) opens and closes to
allow fuel to flow through the gas-train assembly. The electronic fuel control valve
(6) is connected to the gas-train assembly, which is responsible for delivering fuel
to the combustion chamber. By controlling the flow of fuel, the electronic fuel
control valve (6) ensures that the air-fuel ratio remains within the desired range,
30 which is critical for efficient combustion and reduced emissions.
13
[0049] In an embodiment, the air-fuel ratio is automatically adjusted to comprise
18% of the hydrogen gas in the natural gas without any manual intervention. The
purpose of automatically adjusting the air-fuel ratio to include 18% of hydrogen gas
in natural gas is to improve the efficiency or performance of the engine. The airfuel
ratio refers to the ratio of air to 5 fuel in the combustion process of the internal
combustion engine (11). The air-fuel ratio is usually expressed in terms of the mass
of air to the mass of fuel, and it is essential to maintain the correct balance between
the two for optimal engine performance. The ideal air-fuel ratio depends on the type
of fuel used and the engine design and can vary from engine to engine.
10
[0050] Maintaining the correct air-fuel ratio is crucial for several reasons, including
reducing emissions, improving fuel efficiency, and preventing engine damage. If
the ratio is too lean, meaning that there is too much air and not enough fuel, the
engine may run hot and suffer from detonation or pre-ignition, which can cause
15 damage to the pistons and valves. On the other hand, if the ratio is too rich, meaning
that there is too much fuel and not enough air, the engine may produce excessive
emissions, waste fuel, and have reduced power and efficiency. Therefore, it is
essential to monitor and adjust the air-fuel ratio to ensure optimal engine
performance and longevity.
20
[0051] Further, the electronic fuel control valve (6) is typically controlled by the
ECU (9). In an embodiment, the H2-PNG based spark ignition engine (1) includes
an exhaust manifold for collecting exhaust gases, and pre-catalytic lambda sensor
(24) located in the exhaust manifold for measuring oxygen percentage in the
25 exhaust gases and based on the oxygen percentage, an air-fuel ratio is calculated in
the ECU. The ECU (9) receives signal from the pre-catalytic lambda sensor (24)
and activates the electronic fuel control valve (6) for regulating the flow of the H2-
PNG fuel to the gas-air mixer (7). The gas-air mixer is responsible for blending the
fuel and air together before it is delivered to the engine for combustion. The use of
30 pre-catalytic lambda sensor (24) and the post-catalytic lambda sensor (26) allows
real-time adjustments to the fuel flow to maintain optimal combustion conditions,
even in changing operating conditions.
14
[0052] The Lambda sensors (24, 26), also known as oxygen sensors, are electronic
devices that are used to measure the amount of oxygen in an exhaust system. They
are typically located in the exhaust pipe and are responsible for monitoring the airto-
fuel ratio of the engine. This information 5 is then sent to the ECU, which uses it
to adjust the fuel injection system and maintain optimal engine performance.
[0053] The gas-air mixer (7) is connected to the electronic fuel control valve (6)
and an air filter (8). The gas-air mixer (7) receives air from the air filter (8) and the
10 flow of the H2-PNG fuel, and mixes the H2-PNG fuel with the air to form a gas-air
fuel mixture. The electronic fuel control valve (6) regulates the flow of H2-PNG
fuel to the mixer, while the air filter (8) ensures that the air entering the mixer is
free of contaminants that could damage the engine. The gas-air mixer (7) receives
the air from the air filter (8) and the flow of the H2-PNG fuel from the electronic
15 fuel control valve (6). The gas-air mixer (7) then blends the two components
together to create a gas-air fuel mixture. The ratio of H2-PNG fuel to air is critical
to the performance of the engine, and the gas-air mixer (7) is designed to ensure
that the mixture is consistent and properly balanced. Once the gas-air mixture (7) is
created, it is delivered to the engine where it is ignited to produce power.
20
[0054] In an embodiment, the gas-air mixer (7) is configured to maintain a pressure
of the H2-PNG fuel and air mixture at a level that is close to atmospheric pressure
during mixing to form the gas-air fuel mixture. This means that the pressure of the
mixture is not significantly higher or lower than the pressure of the surrounding
25 environment. By maintaining the pressure of the H2-PNG fuel and air mixture close
to atmospheric pressure, the gas-air mixer ensures that the gas-air fuel mixture is
safe and stable for use in the genset or automobile applications. This can help to
prevent issues such as explosions or other safety hazards that can occur when the
pressure of the fuel mixture is too high or too low. Additionally, by keeping the
30 pressure close to atmospheric pressure, the gas-air mixer (7) can help to improve
the efficiency and effectiveness of the fuel mixture, as it allows for more precise
control over the mixing process.
15
[0055] The ECU (9) is a central component that manages various aspects of an
internal combustion engine (11), including fuel injection, ignition timing, and other
engine parameters. The ECU (9) is connected to the ECU-controlled governor (10),
which is responsible for maintaining a fixed 5 speed of the engine. This is necessary
to generate an electrical output using the gas-air fuel mixture.
[0056] In embodiment, the ECU-controlled electronic throttle body (10) also
referred as a governor (10). An electronic throttle body (governor) (10) is a
10 component of a modern engine management system that controls the flow of air
into the engine. It is a device that regulates the amount of air that enters the engine
by opening or closing the electronic fuel control valve (6), which is controlled by
an electronic signal from the ECU (9). The electronic throttle body replaces the
traditional mechanical throttle body that was operated by a cable and a linkage
15 system. The electronic throttle body is more precise and responsive than the
mechanical system, as it can adjust the throttle opening to match the engine's needs
in real-time.
[0057] In an embodiment, the ECU (9) is connected to an ECU-controller governor
20 (10) to maintain a fixed speed of an internal combustion engine (11) required to
generate an electrical output using the gas-air fuel mixture. Further, the ECU (9)
generates a spark required for combustion at the internal combustion engine (11)
based on the electrical output using the spark plug (14) and the ignition coil (15).
25 [0058] The ECU (9) generates the spark required for combustion at the internal
combustion engine (11). This is achieved using the spark plug (14) and the ignition
coil (15). The ECU (9) receives the electrical output of approximately 50Hz
generated by the engine and uses it to trigger the ignition coil (15) to produce a high
voltage spark at the spark plug (14). This spark ignites the fuel-air mixture in the
30 engine cylinder, resulting in combustion and the generation of power.
16
[0059] Overall, the system described in the text passage is designed to ensure that
the internal combustion engine (11) operates at a fixed speed, which is necessary to
maintain the electrical output required for various applications. The ECU (9) and
the ECU-controller governor (10) work together to regulate the engine speed, while
the E 5 CU (9) also controls the ignition process to ensure efficient combustion.
[0060] In an embodiment, the H2-PNG based spark ignition engine (1) includes a
crankshaft, a flywheel connected to the crankshaft, and a crank sensor located on
the flywheel. The crank sensor detects a speed signal of the flywheel and a
10 crankshaft position required for detection of a Top dead center (TDC) location of a
piston. The crankshaft is a mechanical component that converts the linear motion
of the pistons into rotational motion, which is then used to power the vehicle. The
flywheel is connected to the crankshaft and helps to smooth out any fluctuations in
the engine's rotational speed. Further, the crank sensor is located on the flywheel
15 and is used to monitor the engine's rotational speed and position. The purpose of
the crank sensor is to detect the speed signal of the flywheel and the crankshaft
position, which is necessary for identifying the TDC location of a piston.
[0061] By detecting the position of the crankshaft, the sensor can determine when
20 the engine is at the TDC, which is the point at which the piston is at its highest point
in the cylinder. The detection of the TDC location of a piston is critical for the
proper functioning of an internal combustion engine. This information is used to
ensure that the engine's ignition and fuel injection systems are timed correctly,
which can improve the engine's performance and fuel efficiency. The ECU (9)
25 receives the speed signal and the crankshaft position from the crank sensor, and
operate the ECU-controlled governor (10) based on the speed signal of the flywheel
and the crankshaft position to generate the electrical output for controlling the H2-
PNG based spark ignition engine (1).
30 [0062] In an embodiment, the H2-PNG based spark ignition engine (1) includes an
oil pressure temperature sensor (27) to measure an oil temperature at the internal
combustion engine (11), a coolant temperature sensor (28) to measure a coolant
17
temperature, and an oil pressure to measure an oil pressure of the internal
combustion engine (11). The information about the oil temperature allows the
engine to adjust its performance based on the temperature of the oil, which can
affect the engine's efficiency and overall performance. The temperature of the
engine's coolant is used for regulating the engine's 5 temperature and preventing
overheating. The oil pressure information is sued for ensuring that there is enough
oil circulating through the engine to lubricate its moving parts and prevent damage.
Further, the ECU (9) generates spark required for combustion at the internal
combustion engine (11) based on the speed signal, the electrical output, the oil
10 temperature, the coolant temperature, and the oil pressure.
[0063] In an embodiment, the ECU (9) is configured to receive a pre-catalytic
lambda sensor signal and a post-catalytic lambda sensor signal from both the
lambda sensors located before and after the catalytic converter (12). The pre15
catalytic lambda sensor signal indicates a presence of oxygen present in exhaust gas
before passing through a catalytic converter (12). The post-catalytic lambda sensor
signal indicates a presence of the oxygen present in the exhaust gas after passing
through the catalytic converter (12). Further, the ECU (9) is configured to detect a
faulty condition associated with the catalytic converter (12) based on the pre20
catalytic lambda sensor signal and the post-catalytic lambda sensor signal. The
catalytic converter (12) controls emission of the exhaust gas from the internal
combustion engine (11). Furthermore, the ECU (9) is configured to generate an
alarm when the faulty condition associated with a catalytic converter (12) is
detected, and automatically shut down the internal combustion engine (11) to
25 prevent emissions of the exhaust gas into environment from the internal combustion
engine (11).
[0064] The ECU (9) receives input from two lambda sensors (24, 26), one located
before the catalytic converter (12) and one located after. These sensors measure the
30 oxygen content of the exhaust gases before and after they pass through the catalytic
converter. By comparing the readings from both sensors, the ECU (9) can determine
if the catalytic converter (12) is functioning properly. If the readings indicate that
18
the converter is not effectively reducing emissions, the ECU (9) will trigger a fault
code and alert the easy recognition to operator about fault condition through a
warning light. This system helps ensure that vehicles meet emissions standards and
can help prevent damage to the catalytic converter, which can be expensive to
5 replace.
[0065] FIG. 2 illustrates air flow and H2-PNG fuel flow directions, according to
embodiment as disclosed herein. In FIG 2, the gas-air mixer (7) is linked to the air
filter (8) and a PNG supply (4). The air is flowed to the gas-air mixer (7), while the
10 PNG is provided through the PNG fuel supply (4). The gas-air mixer (7) combines
the air from the air filter (8) with the H2-PNG fuel flow from the electronic fuel
control valve (6) to form a gas-air fuel mixture. In one embodiment, the gas-air
mixer (7) is designed to maintain the pressure of the H2-PNG fuel and air mixture
close to atmospheric pressure while blending to create the gas-air fuel mixture. By
15 maintaining the pressure of the fuel-air mixture at or near atmospheric pressure, the
gas-air mixer is able to ensure that the mixture is stable and consistent, which is
essential for efficient and effective operation of the system.
[0066] FIG. 3 illustrates the throttle Body (governor) (10) and the fuel control valve
(6) connected to the inlet manifold (16), according to embodiment as disclosed
20 herein.
[0067] FIG. 4 illustrates a gas-train assembly (5), according to embodiment as
disclosed herein. In an embodiment, the gas-train assembly (5) includes a gas filter
(17), a solenoid valve (18), a pressure regulator (19), and a zero pressure regulator
25 (20). The gas filter (17) removes impurities and contaminants from the H2-PNG
fuel, ensuring that it is clean and suitable for use in the engine. The solenoid valve
(18), connected to the gas filter (17), controls the flow of fuel to the engine, allowing
for precise regulation of the fuel flow rate. The pressure regulator (19) is connected
to the solenoid valve (18) and prevents over-pressurization of the fuel. The zero
30 pressure regulator (20) is connected to the pressure regulator (19) and maintain a
H2-PNG pressure output close to atmospheric pressure in the range of 1 to 5 mbar
gauge pressure required for H2-PNG mixing with air in air-fuel mixer. These
19
components work together to ensure that the H2-PNG fuel system operates safely
and efficiently, providing a reliable source of fuel for the engine.
[0068] FIG. 5 illustrates the ignition coil (15) and the ECU (9), according to
embodiment as disclosed herein. The ECU (9) 5 is connected to the ignition coil (15),
a high tension cable (21), wiring harness (22), and the crank sensor (23). The
ignition coil (15) is responsible for converting the low voltage from the battery (34)
into high voltage needed to ignite the spark plugs (14). The high tension cable
connects the ignition coil (15) to the spark plugs (14) and helps to transfer the high
10 voltage. The wiring harness (22) is a bundle of wires that connects various electrical
components of the engine, such as sensors and actuators. The crank sensor (23)
measures the engine's rotational speed and position, which helps the ECU (9) to
determine the correct timing for fuel injection and ignition.
15 [0069] FIGS. 6a-6e illustrates an a H2-PNG genset, according to embodiment as
disclosed herein.
[0070] The H2-PNG genset includes a H2-PNG based spark ignition engine (1), an
AC alternator (30), a radiator (32). a fan assembly (33), a PNG supply (4), a canopy,
20 a catalytic converter (12), an exhaust silencer (13), lambda sensors (24, 26), an
electrical control panel (29), and controller with a display (35).
[0071] The H2-PNG based spark ignition engine (1) is provided for injecting a
mixture of hydrogen and natural gas into an internal combustion engine (11). The
25 AC alternator (30) is coupled to the H2-PNG based spark ignition engine (1). The
AC alternator (30) generates an electrical power output to power electrical loads of
the H2-PNG based spark ignition engine (1).
[0072] The radiator (32) and the fan assembly (33) is provided for cooling of an
30 engine coolant circulated by coolant pump to the H2-PNG based spark ignition
engine (1). The coolant absorbs heat from the H2-PNG based spark ignition engine
(1) and is cooled by the radiator (32) and the fan assembly (33) before being
20
recirculated. The PNG supply (4) given through a gas-train assembly (5) of the H2-
PNG based spark ignition engine (1). The PNG supply (4) is mounted on a base
frame of the H2-PNG genset.
[0073] The canopy is provided for 5 controlling noise emitted from the H2-PNG
based spark ignition engine (1). The canopy encloses the H2-PNG based spark
ignition engine (1) and reduces a noise level generated by the engine.
[0074] The catalytic converter (12) is mounted on a top of the H2-PNG genset. The
10 catalytic converter (12) controls emission of exhaust gas from the internal
combustion engine (11). The exhaust silencer (13) is connected to the catalytic
converter (12) and is mounted on top of the H2-PNG genset. The exhaust silencer
(13) further reduces the noise level generated by the H2-PNG based spark ignition
engine (1);
15
[0075] The post-catalytic lambda sensor (26) is mounted on a pipe between the
catalytic converter (12) and the exhaust silencer (13). The post-catalytic lambda
sensor (26) measures oxygen content of the exhaust gas and provides feedback to
an ECU (9)of the H2-PNG based spark ignition engine for generating alarm when
20 the faulty condition associated with a catalytic converter is detected.The electrical
control panel (29) is provided for controlling an electrical power output of the H2-
PNG genset. Further, the controller is provided for reading current parameters of
the H2-PNG based spark ignition engine (1) and the H2-PNG genset. The controller
starts and stops the H2-PNG based spark ignition engine (1) and generates a spark
25 required for combustion at the internal combustion engine (11) based on the mixture
of hydrogen and natural gas from the H2-PNG based spark ignition engine (1).
[0076] In an embodiment, the H2-PNG genset includes a battery (34) provided for
engine cranking purpose during starting of the H2-PNG based spark ignition engine
30 (1), and a charging alternator (31) fitted on the H2-PNG based spark ignition engine
(1) for charging the battery (34) during operation of the H2-PNG genset. The
21
controller is configured to regulate the output of the alternator based on a state of
charge of the battery (34).
[0077] Further, a Dynamometer (25) is connected to the H2-PNG based spark
ignition engine (1) to measure the 5 power output of the engine (1). The H2-PNG
engine performance and emission testing can be done using the Dynamometer (25).
[0078] The foregoing description of the specific implementations will so fully
reveal the general nature of the implementations herein that others can, by applying
10 current knowledge, readily modify and/or adapt for various applications without
departing from the generic concept, and, therefore, such modifications and
adaptations should and are intended to be comprehended within the meaning and
range of equivalents of the disclosed implementations. It is to be understood that
the phraseology or terminology employed herein is for the purpose of description
15 and not of limitation. Therefore, while the implementations herein have been
described in terms of preferred implementations, those skilled in the art will
recognize that the implementations herein can be practiced with modification
within the spirit and scope of the implementations as described herein.
20 [0079] List to reference numerals:
Sr. No. Description
1 H2-PNG based spark ignition engine
2 hydrogen gas cylinder
3 H2-PNG blender
4 PNG supply
5 gas-train assembly
6 electronic fuel control valve
7 gas-air mixer
8 air filter
9 ECU
10 ECU-controller governor
22
11 Internal combustion engine
12 Catalytic converter
13 Exhaust silencer
14 Spark plug
15 Ignition coil
16 Inlet manifold
17 Gas filter
18 Solenoid valve
19 Pressure regulator
20 Zero pressure regulator
21 High tension cable
22 Wiring harness
23 Crank sensor
24 Pre-Catalytic Lambda sensor
25 Dynamometer
26 Post-Catalytic Lambda sensor
27 Oil pressure temperature sensor
28 Coolant temperature sensor
29 Battery
30 AC alternator
31 AC alternator
32 Radiator
33 Fan assembly
34 Battery
35 Display
We Claim:
1. A hydrogen-piped natural gas (H2-PNG) based spark ignition engine (1)
comprising:
a hydrogen gas cylinder (2) to supply hydrogen gas;
a H2-PNG blender (3) connected to the hydrogen gas cylinder (2) and a PNG supply (4), wherein the H2-PNG blender (3) receives the hydrogen gas from the H2-PNG blender (3) and PNG from the PNG supply (4), and blends the hydrogen gas with the PNG to form a H2-PNG fuel;
a gas-train assembly (5) connected to the H2-PNG blender (3), wherein the gas-train assembly (5) receives the H2-PNG fuel from the H2-PNG blender (3);
an electronic fuel control valve (6) connected to the gas-train assembly (5), wherein the electronic fuel control valve (6) controls a flow of the H2-PNG fuel to maintain an air-fuel ratio;
a gas-air mixer (7) connected to the electronic fuel control valve (6) and an air filter (8), wherein the gas-air mixer (7) receives air from the air filter (8) and the flow of the H2-PNG fuel, and mixes the H2-PNG fuel with the air to form a gas-air fuel mixture;
an Engine Control Unit (ECU) (9) connected to an ECU-controller governor
(10) to maintain a fixed speed of an internal combustion engine (11) required
to generate an electrical output using the gas-air fuel mixture; and
a spark plug (14) and an ignition coil (15) connected to the ECU (9), wherein to generate a spark required for combustion at the internal combustion engine
(11) using the spark plug (14) and the ignition coil (15) based on the electrical
output.
2. The H2-PNG based spark ignition engine (1) as claimed in claim 1, comprising:
a crankshaft;
a flywheel connected to the crankshaft; and

a crank sensor (23) located on the flywheel for detecting a speed signal of the flywheel and a crankshaft position required for detection of a Top dead center (TDC) location of a piston,
wherein the ECU (9) receives the speed signal and the crankshaft position from the crank sensor (23), and operate the ECU-controlled governor (10) based on the speed signal of the flywheel and the crankshaft position to generate the electrical output for controlling the H2-PNG based spark ignition engine (1).
3. The H2-PNG based spark ignition engine (1) as claimed in claim 2, comprising:
an oil pressure temperature sensor (27) to measure an oil temperature at the internal combustion engine (11);
a coolant temperature sensor (28) to measure a coolant temperature; and
an oil pressure to measure an oil pressure of the internal combustion engine (11),
wherein the ECU (9) generate spark required for combustion at the internal combustion engine (11) based on the speed signal, the electrical output, the oil temperature, the coolant temperature, and the oil pressure.
4. The H2-PNG based spark ignition engine (1) as claimed in claim 1, comprising:
an exhaust manifold for collecting exhaust gases; and
at pre-catalytic lambda sensor (24) located in the exhaust manifold for measuring oxygen percentage in exhaust gases and calculate in an air-fuel ratio based on oxygen percentage using the ECU
wherein the ECU (9) activates the electronic fuel control valve (6) for regulating the flow of the H2-PNG fuel to the gas-air mixer (7).
5. The H2-PNG based spark ignition engine (1) as claimed in claim 4, wherein the
ECU (9) is configured to:
receive a pre-catalytic lambda sensor signal and a post-catalytic lambda sensor signal, wherein the pre-catalytic lambda sensor (24) signal indicates a presence of oxygen present in exhaust gas before passing through a catalytic

converter (12), and wherein a post-catalytic lambda sensor (26) signal indicates a presence of the oxygen present in the exhaust gas after passing through the catalytic converter (12);
detect a faulty condition associated with the catalytic converter (12) based on the pre-catalytic lambda sensor signal and the post-catalytic lambda sensor signal, wherein the catalytic converter (12) controls emission of the exhaust gas from the internal combustion engine (11);
generate an alarm when the faulty condition associated with a catalytic converter (12) is detected; and
automatically shut down the internal combustion engine (11) to prevent emissions of the exhaust gas into environment from the internal combustion engine (11).
6. The H2-PNG based spark ignition engine (1) as claimed in claim 1, wherein the gas-train assembly (5) receives the H2-PNG fuel from the H2-PNG blender (3) at a supply pressure of 0.5 Bar for power generation application.
7. The H2-PNG based spark ignition engine (1) as claimed in claim 1, wherein the gas-train assembly (5) receives the H2-PNG fuel from the H2-PNG blender (3) with a supply pressure at 200 Bar for automobile application.
8. The H2-PNG based spark ignition engine (1) as claimed in claim 1, wherein the air-fuel ratio is automatically adjusted to comprise 18% of the hydrogen gas in the natural gas without any manual intervention.
9. The H2-PNG based spark ignition engine (1) as claimed in claim 1, wherein the gas-air mixer (7) is configured to maintain a pressure of the H2-PNG fuel and air mixture at a level that is close to an atmospheric pressure in a range of 1 to 5 mbar gauge pressure during mixing to form the gas-air fuel mixture.
10. The H2-PNG based spark ignition engine (1) as claimed in claim 1, wherein the gas-train assembly (5) comprises:

a gas filter (17) to removes impurities or contaminants from the H2-PNG fuel,
a solenoid valve (18) connected to the gas filter (17), wherein the solenoid valve (18) controls the flow of the H2-PNG fuel to the engine;
a pressure regulator, connected to the solenoid valve (18), to prevent over-pressurization of the H2-PNG fuel; and
a zero pressure regulator connected to the pressure regulator to maintain a H2-PNG pressure close to atmospheric pressure required for H2-PNG mixing with air in an gas-air mixer (7).
11. A hydrogen-piped natural gas (H2-PNG) genset comprising:
a H2-PNG based spark ignition engine (1) for injecting a mixture of hydrogen and natural gas into an internal combustion engine (11);
an AC alternator (30) coupled to the H2-PNG based spark ignition engine (1), wherein the AC alternator (30) generates an electrical power output to power electrical loads of the H2-PNG based spark ignition engine (1);
a radiator (32) and a fan assembly (33) for cooling of an engine coolant circulated by coolant pump to the H2-PNG based spark ignition engine (1), wherein the coolant absorbs heat from the H2-PNG based spark ignition engine (1) and is cooled by the radiator (32) and the fan assembly (33) before being recirculated;
a PNG supply (4) given through a gas-train assembly (5) of the H2-PNG based spark ignition engine (1), wherein the PNG supply (4) is mounted on a base frame of the H2-PNG genset;
a catalytic converter (12) mounted on a top of the H2-PNG genset, wherein the catalytic converter (12) controls emission of exhaust gas from the internal combustion engine (11);
an exhaust silencer (13) connected to the catalytic converter (12) and is mounted on top of the H2-PNG genset, wherein the exhaust silencer (13) reduces a noise level generated by the H2-PNG based spark ignition engine (1);
a pre-catalytic lambda sensor (2) mounted on an inlet manifold (16), wherein the pre-catalytic lambda sensor (24) measures oxygen content of the

exhaust gas and provides feedback to an ECU (9) of the H2-PNG based spark ignition engine (1) for adjusting an air-fuel ratio of the H2-PNG based spark ignition engine (1);
an electrical control panel (29) for controlling an electrical power output of the H2-PNG genset;
a controller with a display (35) for reading current parameters of the H2-PNG based spark ignition engine (1) and the H2-PNG genset, wherein the controller starts and stops the H2-PNG based spark ignition engine (1) and generates a spark required for combustion at the internal combustion engine (11) based on the mixture of hydrogen and natural gas from the H2-PNG based spark ignition engine (1).
12. The H2-PNG genset as claimed in claim 11, comprises:
a battery (34) provided for engine cranking purpose during starting of the H2-PNG based spark ignition engine (1); and
an charging alternator (31) fitted on the H2-PNG based spark ignition engine (1) for charging the battery (34) during operation of the H2-PNG genset, wherein the controller is configured to regulate the output of the alternator based on a state of charge of the battery (34).
13. The H2-PNG genset as claimed in claim 11, comprises a canopy for controlling
noise emitted from the H2-PNG based spark ignition engine (1), wherein the
canopy encloses the H2-PNG based spark ignition engine (1) and reduces the
noise level generated by the H2-PNG based spark ignition engine (1).