DESC:DUAL FUEL SYSTEM

FIELD OF INVENTION

[01] The present invention relates to fuel systems, more specifically to a dual fuel system with advanced injector-based electronic control unit (ECU) for operating engines on a combination of diesel and methane-based fuels.

BACKGROUND OF THE INVENTION

[02] With improvements in the technology for internal combustion (IC) engines, there is a growing need for improved efficiency, reduced emissions, and enhanced operational flexibility. Traditional IC engines, even though efficient, face scrutiny due to their environmental impact and reliance on a single fuel source. In order to overcome the drawbacks of continuous usage of the IC engines, the concept of a dual fuel system has emerged to be a viable alternative. The dual fuel system allows engines to operate on a mixture of liquid fuel (like diesel) and gaseous fuel (like natural gas or methane-based fuels), or 100% diesel.

[03] Several attempts have been made in the past to implement the dual fuel system in a variety of ways. However, the implementation of the dual fuel system has been hampered despite its potential benefits. The implementation is hampered due to the complexity of retrofitting existing engines, lack of standardization, and suboptimal integration with engine management systems.

[04] In the dual fuel system, an electronic control unit (ECU) plays an important role in managing the operation of engines. The ECU controls the fuel supply and optimizes the mixture of gaseous and liquid fuels. Further, the ECU adjusts the fuel injection timing and quantity to ensure efficient combustion for maximizing performance and minimizing emissions. Existing ECUs struggle with improper optimization/calibration of the fuel mixture and combustion process. The improper optimization/calibration may result in excessive emissions or poor performance of the engine.

[05] Therefore, there is a need in the art to provide a dual fuel system that enhances the performance, efficiency, and environmental impact of internal combustion engines.

SUMMARY OF THE INVENTION

[06] It is an object of the present invention to provide a dual fuel system (DFS) that enhances the performance and efficiency of internal combustion engines while reducing emissions and operating costs.

[07] It is another object of the present invention to provide a dual fuel system (DFS) incorporating an advanced dual fuel controller (DFC) for precise fuel management and engine optimization.

[08] It is another object of the present invention to provide a dual fuel system (DFS) having remote management capabilities for enhanced system control and maintenance.

[09] In order to achieve one or more objects, the present invention provides a dual fuel system (DFS) for an engine. The DFS utilizes both gaseous and liquid fuels to enhance efficiency and reduce emissions. The DFS comprises a dual fuel controller (DFC) having an advanced injector-based electronic control unit (ECU) integrating a controller area network (CAN) interface for precise fuel injection and combustion synchronization. The DFS integrates a turbocharger, an intercooler, a combustion chamber, a manifold absolute pressure (MAP) sensor, and an exhaust gas temperature (EGT) sensor to optimize engine performance and reduce emissions. The DFS comprises an air filter for supplying air, which is then mixed with a mixture and supplied to the combustion chamber while utilizing an exhaust gas from the combustion chamber. The DFS comprises a dual fuel controller (DFC) having an advanced injector-based electronic control unit (ECU) integrating a controller area network (CAN) interface for precise fuel injection and combustion synchronization. In the event of any anomalies detected in engine parameters, the DFC seamlessly shifts to 100% diesel operation, ensuring uninterrupted power supply. The DFS comprises a location module, such as a Global Positioning System (GPS) module, offering enhanced functionality and the convenience of remote updates via General Packet Radio Service (GPRS).

[010] In one advantageous feature of the invention, the DFC integrates a controller area network (CAN) interface having enhanced precision in analogue emulators to provide precise control and synchronization of fuel injection and combustion processes. The DFC controls the injection of diesel fuel and gaseous fuel into the engine based on the data obtained from the MAP sensor, and the EGT sensor.

[011] In another advantageous feature of the invention, the EGT sensor monitors the temperature of the exhaust gases, and provides the data to the DFC for adjusting fuel delivery and turbocharger operation. This helps in preventing engine overheating and optimizing performance.

[012] In another advantageous feature of the invention, the DFS reduces carbon emissions compared to traditional diesel engines, potentially cutting them by more than half when using natural gas. The DFS enables cleaner operation of the engine which helps to extend the maintenance intervals, potentially doubling the time between services and reducing operational costs.

[013] Features and advantages of the invention hereof will become more apparent in light of the following detailed description of selected embodiments, as illustrated in the accompanying FIGURES. As will be realized, the invention disclosed is capable of modifications in various respects, all without departing from the scope of the invention. Accordingly, the drawings and the description are to be regarded as illustrative in nature.

BRIEF DESCRIPTION OF THE DRAWINGS

[014] In the following drawings like reference numbers are used to refer to like elements. Although the following figures depict various examples of the invention, the invention is not limited to the examples depicted in the figures.

[015] FIG. 1 illustrates a schematic diagram of a dual fuel system (DFS), in accordance with one embodiment of the present subject matter; and

[016] FIG. 2 illustrates a dual fuel system implemented in a genset, in accordance with one exemplary embodiment of the present subject matter.

DETAILED DESCRIPTION OF THE INVENTION

[017] The following detailed description is susceptible to various modifications and alternative forms, specific embodiments thereof will be described in detail and shown by way of example. It should be understood, however, that there is no intent to limit example embodiments of the present invention to the particular forms disclosed. Conversely, example embodiments are to cover all modifications, equivalents, and alternatives falling within the scope of the invention.

[018] It should be understood that, although the terms first, second, etc. may be used herein to describe various elements, these elements are not limited by these terms. These terms are only used to distinguish one element from another. For example, a first element could be termed a second element, and, similarly, a second element could be termed a first element, without departing from the scope of the present invention.

[019] The terminology used herein is for the purpose of describing particular embodiments only and is not intended to limit the invention. As used herein, the singular forms “a,” “an,” and “the” are intended to include the plural forms as well, unless the context clearly indicates otherwise. It should be further understood that the terms “comprises,” “comprising,” “includes,” “including,” and/or “having” specify the presence of stated features, integers, steps, operations, elements, and/or components when used herein, but do not preclude the presence or addition of one or more other features, integers, steps, operations, elements, components, and/or groups thereof.

[020] Unless otherwise defined, all terms (including technical and scientific terms) used herein have the same meaning as commonly understood by one of ordinary skill in the art to which the present invention belongs. It should be further understood that terms, e.g., those defined in commonly used dictionaries, should be interpreted as having a meaning that is consistent with their meaning in the context of the relevant art and are not to be interpreted in an idealized or overly formal sense unless expressly so defined herein.

[021] Various features and embodiments of a dual fuel system (DFS) are explained in conjunction with the description of FIGs. 1-2.

[022] Referring to FIG. 1, a schematic diagram of a dual fuel system (DFS) 10 is shown, in accordance with one embodiment of the present invention. As known, the dual fuel system utilizes two types of fuel, say gaseous fuel like natural gas and a liquid fuel such as diesel, to improve engine efficiency and reduce emissions. In some examples, the dual fuel system is a concurrent combustion of two fuels i.e., methane-based fuel and diesel. Both fuels are consumed in coexistence to run an engine on dual fuel mode, in that the engine operates either on a mixture of diesel and methane fuels, or on 100% diesel fuel. In no circumstances, the engine is able to operate on gaseous fuels exclusively. This solution can be implemented for vehicles as well as stationary engines.

[023] The presently disclosed dual fuel system (DFS) 10 can be implemented in diesel generator (DG) sets, vehicles/locomotives and the like. The DFS 10 comprises a Dual Fuel Controller (DFC) 12. The DFC 12 indicates an advanced injector-based electronic control unit (ECU) 12 capable of combining the features of other controllers and allows operation of the simplest Genset/vehicles with a mechanical pump and the newest structures Euro VI (6). The DFC 12 is the first gas and diesel controller with an in-built controller area network (CAN) interface for seamless integration with a variety of genset and vehicle models. The DFC 12 has enhanced precision in analogue emulators. Here, the analog emulators in the DFC 12 are designed to provide precise control and synchronization of fuel injection and combustion processes, ensuring seamless operation across various engine loads and conditions. The DFC 12 adapts to operate with mechanical/ electronic pump-based gensets as well as the latest Euro 6-compliant genset and vehicle structures.

[024] The DFC/ECU 12 operatively connects to port/jet injectors 13. The port/jet injectors 13 receive gas supply from a gas source e.g., gas tank (not shown). The gas passes through a gas filter 16. In one example, the DFS 10 comprises a stop solenoid motor 14. The stop solenoid motor 14 is used to control the sequential opening and closing of low, medium, and high pressure in the gas path system.

[025] Further, the DFS 10 integrates a turbocharger 20. The turbocharger 20 receives the gas such as natural gas, LPG, producer gas, bio gas, etc., via the port/jet injectors 13. Additionally, an air filter 18 supplies air to the turbocharger 20. The air filter 18 cleans the incoming air before it reaches the turbocharger 20. In one example, the DFS 10 works on an input pressure from 1.5 bar to 250 bar. The DFC 12 adjusts the timing and quantity of the port/jet injectors 13 based on the air flow from the turbocharger 20 in order to ensure optimal air-fuel mixture. The turbocharger 20 works in conjunction with the port/jet injectors 13 and the air filter 18 to enhance engine performance by improving air intake and combustion efficiency. Here, the turbocharger 20 utilizes the gas injected to spin a turbine. The turbine draws in the ambient air, compresses it and forces the fresh air into a combustion chamber 22 of an engine via an inter cooler 21. A person skilled in the art understands that the compressed air exiting from the turbocharger 20 can become very hot. The inter cooler 21 cools the compressed air before it enters the combustion chamber 22. The combustion chamber 22 allows the air-fuel mixture and ignition. The increased pressure and temperature of the compressed air received from the turbocharger 20 allows to burn the air-fuel mixture. The complete air-fuel mixture burning provides higher power output and lower emissions.

[026] In one embodiment, the DFS 10 comprises a manifold absolute pressure (MAP) sensor 24 between the inter cooler 21 and the combustion chamber 22. The MAP sensor 24 measures the pressure intake of the engine. The MAP sensor 24 operatively connects to the DFC 12. Here, the DFC 12 receives data from the MAP sensor 24 and determines the load on the engine in order to adjust the air-fuel mixture. The data obtained from the MAP sensor 24 helps to optimize the performance of the turbocharger 20 in order to ensure that the engine operates efficiently under varying conditions. It should be understood that the DFC 12 utilizes the load-dependent governing data from the MAP sensor 24 and optimizes the fuel injection and controls the combustion in order to enhance engine performance and efficiency.

[027] The exhaust gases from the combustion chamber 22 is extracted by the turbine in the turbocharger 20. The turbocharger 20 utilizes the exhaust gases, which otherwise would be wasted. Utilization of the exhaust gases further enhances the efficiency of the engine. In one example, the DFS 10 comprises an exhaust gas temperature (EGT) sensor 26 positioned between the combustion chamber 22 and the turbocharger 20. The EGT sensor 26 is configured to measure the temperature of the exhaust gas exiting from the combustion chamber 22. The EGT sensor 26 transmits the data to the DFC 12 to adjust the fuel delivery and turbocharger operation. The DFC 12 utilizes the data to prevent the engine and the turbocharger 20 from overheating and potential damage. In other words, the DFC 12 utilizes the data from the EGT sensor 26 for real-time safety monitoring and control, thereby safeguarding the engine against damage and optimizing performance. In case any anomaly is detected by the EGT sensor 26, the DFC 12 automatically switches to diesel operation mode upon detecting abnormal engine parameter conditions, ensuring uninterrupted power supply and system reliability. The DFC 12 operatively connects to a display 28 for displaying the engine’s power output and efficiency, such as Revolutions Per Minute (RPM), Amperes (AMPs), etc 30.

[028] In accordance with one embodiment of the present invention, the DFS 10 comprises a transmitter/location sensor 32. The location sensor 32 indicates a Global Positioning System (GPS) module capable of receiving and providing updates remotely to the DFC 12 via General Packet Radio Service (GPRS). The DFS 10 equipped with the location sensor 32 enables location-based functionalities and enhances the DFS’s 10 adaptability for various applications and remote management. The remote updates via the GPRS connection allow for seamless software and firmware enhancements, ensuring the DFS 10 remains up-to-date and adaptable to changing operational requirements.

[029] The presently disclosed DFS 10 can be provided as a gas and diesel kit equipped with 2 digital and 3 analogue emulation channels. FIG. 2 shows an exemplary environment 100 showcasing a kit 102 implemented on a stationary engine 104. The kit 102 may consist of: controller ca48 prime (similar to DFC 12), cable harness, gas pressure reducer suitable from 50mbar up to 250bar,2 x injector Hana, rail for injectors, EGT sensor, ca33 map sensor, reducer temperature sensor, gas level sensor, fuse, fuse cable socket, tee for vacuum, gas filter, fuel switch.

[030] The DFC 12 i.e., the CA48 Prime variant, represents the pinnacle of dual fuel control technology. The DFC 12 is easy to install and its operation makes it compatible with a wide range of gensets and vehicles, from basic mechanical pump models to the latest Euro 6-compliant structures. The built-in CAN interface sets a new standard for dual fuel controllers, and the optional location module 32 enables advanced functionality while facilitating remote updates via GPRS. Additionally, the optional frequency emulator for flow meters adds a versatile advantage to the system's capabilities.

[031] The presently disclosed DFS 10 allows the generator to reduce the carbon contents in comparison to diesel generators. Natural gas is a clean fuel and using natural gas will diminish carbon emission to less than half with respect to diesel. Due to the above reason, all systems of DG generator, like lube oils etc. remain clean. Due to this, the DFS 10 allows an increase in the time of maintenance and service for almost just double in contrast to Diesel Generator.

[032] The DFS 10 saves cost by displacing a percentage of diesel fuel with methane-based gas provides an immediate economic benefit based on the cost difference between the fuels and the amount of run time of the genset. In high usage gensets, the DFS 10 can pay for itself in a short period of time.

[033] The DFS 10 increases run time of the engine or gensets by reducing the amount of diesel fuel used and extends the run time in proportion to the substitution rate. This provides extra hours of operation for critical applications during extended power outages.

[034] The DFS 10 reduces liquid fuel storage as environmental concerns about liquid fuel storage increases pressure on operators. The DFS 10 offers a relief by reducing the volume of aboveground diesel fuel storage.

[035] The presently disclosed DFS 10 provides several advantages over the prior art. The DFS enhances the performance of the engine by optimal air-fuel mixture of the methane-based fuel and diesel. The DFS enables engines to operate on a mixture of methane-based fuel and diesel or 100% diesel, enhancing flexibility and fuel options. The DFS includes the DFC that seamlessly integrates with various genset and vehicle models, from basic mechanical pumps to Euro 6-compliant structures, increasing market appeal and application range. The DFC incorporating CAN interface is very easy to install on existing engines/gensets. The DFS helps to use alternative fuels such as PNG/CNG/CBG/Biogas/Waste Gas/Syngas/Well Head Gas/Pyrogas to substitute diesel fuel. The DFS offers state-of-the-art controls and monitoring. In case of detecting abnormal engine parameter conditions, the DFC switches to diesel operation mode ensuring uninterrupted power supply and system reliability. The DFS increases the engine run time by reducing diesel fuel consumption, which is critical for extended power outages.

[036] In the above description, numerous specific details are set forth such as examples of some embodiments, specific components, devices, methods, in order to provide a thorough understanding of embodiments of the present subject matter. It will be apparent to a person of ordinary skill in the art that these specific details need not be employed, and should not be construed to limit the scope of the subject matter.

[037] In the development of any actual implementation, numerous implementation-specific decisions must be made to achieve the developer's specific goals, such as compliance with system-related and business-related constraints. Such a development effort might be complex and time consuming, but may nevertheless be a routine undertaking of design, fabrication, and manufacture for those of ordinary skill. Hence as various changes could be made in the above constructions without departing from the scope of the invention, it is intended that all matter contained in the above description or shown in the accompanying drawings shall be interpreted as illustrative and not in a limiting sense.

[038] The foregoing description of embodiments is provided to enable any person skilled in the art to make and use the subject matter of the present disclosure. Various modifications to these embodiments will be readily apparent to those skilled in the art, and the novel principles and subject matter disclosed herein may be applied to other embodiments without the use of the innovative faculty. It is contemplated that additional embodiments are within the true scope of the disclosed subject matter.
,CLAIMS:WE CLAIM:

1. A dual fuel system (DFS) (10) for a diesel engine, comprising:
a dual fuel controller (DFC) (12);
port injectors (13) operatively connecting the DFC (12);
an air filter (18) for supplying air, which is then mixed with a mixture and supplied to a combustion chamber (22) while utilizing an exhaust gas from the combustion chamber (22);
characterized in that:
a manifold absolute pressure (MAP) sensor (24) operatively connected to the DFC (12); and
an exhaust gas temperature (EGT) sensor (26) transmitting data to the DFC (12),
wherein the DFC (12) integrates a controller area network (CAN) interface having enhanced precision in analogue emulators to provide precise control and synchronization of fuel injection and combustion processes, wherein the DFC (12) controls the injection of diesel fuel and gaseous fuel into the engine based on the data obtained from the MAP sensor (24), and the EGT sensor (26), and
a location sensor (32) operatively connecting the DFC (12) to provide remote updates to the DFC (12) via General Packet Radio Service (GPRS).

2. The DFS (10) as claimed in claim 1, wherein the DFC (12) adjusts timing and quantity of the port injectors (13) to ensure optimal air-fuel mixture.

3. The DFS (10) as claimed in claim 1, wherein the DFC (12) utilizes data from the MAP sensor (24) to determine engine load and adjust air-fuel mixture accordingly.

4. The DFS (10) as claimed in claim 1, wherein the DFC (12) utilizes data from the EGT sensor (26) for real-time safety monitoring and control, and wherein the DFC (12) automatically switches the engine to a diesel operation mode upon detecting abnormal engine parameter conditions.

5. The DFS (10) as claimed in claim 1, wherein the gaseous fuel is selected from the group consisting of natural gas, liquified petroleum gas (LPG), producer gas, bio gas, and combinations thereof.

6. The DFS (10) as claimed in claim 1, comprises a turbocharger (20) operatively receiving gas from the port injectors (13), wherein the turbocharger (20) compresses the air and supplies to the combustion chamber (22), wherein the MAP sensor (24) is positioned between the intercooler (21) and the combustion chamber(22), and wherein the DFC (12) utilizes the data from the MAP sensor (24) for real-time monitoring and adjustment of the air-fuel mixture based on engine load.

7. The DFS (10) as claimed in claim 1, comprises an intercooler (21) positioned between the turbocharger (20) and the combustion chamber (22) to cool the compressed air.

8. The DFS (10) as claimed in claim 1, wherein the EGT sensor (26) monitors the temperature of the exhaust gases, and provides the data to the DFC (12) for adjusting fuel delivery and turbocharger operation, and helps in preventing engine overheating and optimizing performance.

9. The DFS (10) as claimed in claim 1, comprises a stop solenoid motor (14) for controlling the sequential opening and closing of low, medium, and high pressure of the gas in a gas path system.

10. The DFS (10) as claimed in claim 1, wherein the DFC (12) is an injector-based electronic control unit (ECU) capable of precise control and synchronization of fuel injection and combustion processes.