公开(公告)号：US08688351B2

公开(公告)日：2014-04-01

申请号：US13034946

申请日：2011-02-25

申请人： Robert Oalen ,  Hoi Ching Wong

发明人： Robert Oalen ,  Hoi Ching Wong

IPC分类号： F02D41/02 ,  F02D41/28 ,  F02D41/00 ,  F02D41/40

CPC分类号： F02D41/02 ,  F02D19/061 ,  F02D19/0647 ,  F02D19/105 ,  F02D41/0025 ,  F02D41/009 ,  F02D41/0097 ,  F02D41/266 ,  F02D41/28 ,  F02D41/401 ,  F02D2250/12 ,  Y02T10/36 ,  Y02T10/44

摘要： The timing of a controlled event is advanced or retarded in an IC engine by emulating the engine speed and position signal pattern prior to transmission of that signal pattern to an output such as a fuel injector. In a multi-controller engine in which a second controller is controlled at least in part by signals delivered by first controller, the signal preferably is emulated in the first controller prior to transmission to the second engine controller in order to allow the shifting of a timing of a controlled event without direct data transfer from the second controller to the first controller. The technique is particularly well-suited for controlling diesel fuel injection in a dual fuel or other multi-fuel engine. In this case, the first controller must be a dual fuel controller and the second controller may be a diesel controller.

摘要翻译： 通过在将该信号图案发送到诸如燃料喷射器的输出之前模拟发动机速度和位置信号模式，IC引擎中的受控事件的定时被提前或延迟。 在其中第二控制器至少部分地由第一控制器传送的信号控制的多控制器引擎中，在传输到第二发动机控制器之前，该信号优选地在第一控制器中被仿真，以允许定时 没有从第二控制器到第一控制器的直接数据传送的受控事件。 该技术特别适用于控制双燃料或其他多燃料发动机中的柴油燃料喷射。 在这种情况下，第一控制器必须是双燃料控制器，而第二控制器可以是柴油控制器。

公开(公告)号：US06273076B1

公开(公告)日：2001-08-14

申请号：US08991413

申请日：1997-12-16

申请人： Niel Lenannes Beck ,  Kresimir Gebert ,  Hoi Ching Wong

发明人： Niel Lenannes Beck ,  Kresimir Gebert ,  Hoi Ching Wong

IPC分类号： E02D4104

CPC分类号： F02D41/1458 ,  F02B1/12 ,  F02B29/0412 ,  F02B29/0418 ,  F02B29/0493 ,  F02B37/00 ,  F02B37/04 ,  F02B39/08 ,  F02B2275/32 ,  F02D13/0203 ,  F02D13/0215 ,  F02D13/0234 ,  F02D13/0253 ,  F02D13/0269 ,  F02D13/06 ,  F02D15/04 ,  F02D19/023 ,  F02D19/0642 ,  F02D41/0007 ,  F02D41/0025 ,  F02D41/0027 ,  F02D41/14 ,  F02D41/1448 ,  F02D41/3035 ,  F02D41/3827 ,  F02D2041/001 ,  F02D2041/1433 ,  F02D2200/0406 ,  F02D2200/0414 ,  F02D2200/0602 ,  F02D2250/31 ,  F02D2250/32 ,  F02M26/05 ,  F02M26/08 ,  F02M26/23 ,  F02M26/33 ,  F02M63/0225 ,  Y02T10/142 ,  Y02T10/144 ,  Y02T10/146 ,  Y02T10/18 ,  Y02T10/36

摘要： The performance of a compression ignition internal combustion engine is improved by optimizing excess air ratio (lambda) and/or intake air charge temperature (ACT) on a full time, full range basis. The basic procedure is to first determine the desired or optimum lambda and then to control ACT and intake manifold absolute pressure (MAP) to maintain them at the optimum values for the fuel quantity required at a particular operating point. This approach allows control of both temperature and pressure of the air entering the engine. Full range control requires that lambda and ACT be controlled both upward and downward to achieve optimal engine performance. Control of both lambda and ACT is further enhanced through the use of a supercharger with adjustable input power installed in series with a standard turbocharger compressor of the engine. Supercharger control may if desired be supplemented with turbo air bypass (TAB) control, turbocharger variable area nozzle or wastegate, turboexpander control, and intake and exhaust valve control including skip fire of both fuel and air. The essence of optimized lambda control is to measure the physical properties of the working fluid in the intake manifold, exhaust manifold, or both, compute the actual value of lambda, and compare that actual value with an optimum value for the prevailing engine operating conditions. This comparison yields an error signal which is then used to control the magnitude of the required adjustment in turbocharger pressure or other engine operating parameter.

摘要翻译： 通过在全时间，全范围的基础上优化过量空气比（λ）和/或进气充气温度（ACT）来提高压缩点火内燃机的性能。 基本步骤是首先确定所需的或最佳的λ，然后控制ACT和进气歧管绝对压力（MAP），以将它们保持在特定工作点所需的燃料量的最佳值。 这种方法允许控制进入发动机的空气的温度和压力。 全范围控制要求将λ和ACT向上和向下控制，以实现最佳的发动机性能。 通过使用具有与发动机的标准涡轮增压器压缩机串联安装的可调输入功率的增压器来进一步增强对lambda和ACT的控制。 如果需要，增压器控制可以补充涡轮空气旁路（TAB）控制，涡轮增压器可变区域喷嘴或废气门，涡轮膨胀机控制以及进气和排气阀控制，包括燃料和空气的跳火。 优化的λ控制的本质是测量进气歧管，排气歧管或两者中的工作流体的物理性质，计算λ的实际值，并将该实际值与当前发动机运行条件的最佳值进行比较。 该比较产生误差信号，然后将其用于控制​​涡轮增压器压力或其它发动机运行参数中所需调整的大小。

公开(公告)号：US08527186B2

公开(公告)日：2013-09-03

申请号：US12877487

申请日：2010-09-08

申请人： Hoi Ching Wong ,  Madhusudhan Chellappa ,  Carlos Gamez

发明人： Hoi Ching Wong ,  Madhusudhan Chellappa ,  Carlos Gamez

IPC分类号： F02D41/14 ,  G06F19/00

CPC分类号： F02D41/0027 ,  F02D19/027 ,  F02D19/0647 ,  F02D19/0692 ,  F02D19/081 ,  F02D19/105 ,  F02D41/1402 ,  F02D41/1454 ,  F02D41/1458 ,  F02D2041/1432 ,  Y02T10/32 ,  Y02T10/36

摘要： A computer-implemented method is used to correct deviations between a predicted gas excess air ratio and a calculated excess air ratio in a dual fuel engine or other gas fueled compression ignition engine. The method includes determining gas excess air ratio for the engine based at least in part on at least one detected current operating parameter and calculating a predicted exhaust gas oxygen concentration engine based on the predicted gas excess air ratio. A time based filtered predicted exhaust gas oxygen concentration value may then be calculated and compared to a time-based filtered measured exhaust gas oxygen concentration value. The resultant oxygen concentration deviation value may be used to generate a corrected predicted gas excess air ratio.

摘要翻译： 使用计算机实现的方法来校正双燃料发动机或其它气体燃料压缩点火发动机中预测的气体过量空气比和计算的过量空气比之间的偏差。 该方法包括至少部分地基于至少一个检测到的当前操作参数来确定发动机的气体过量空气比，并且基于预测的气体过量空气比计算预测排气氧浓度发动机。 然后可以计算基于时间的过滤的预测废气氧浓度值，并将其与基于时间的过滤的测量废气氧浓度值进行比较。 所得到的氧浓度偏差值可用于产生经校正的预测气体过量空气比。

公开(公告)号：US20140076291A1

公开(公告)日：2014-03-20

申请号：US14115472

申请日：2012-07-30

申请人： Hoi Ching Wong

发明人： Hoi Ching Wong

IPC分类号： F02M25/07

CPC分类号： F02M26/13 ,  F02B1/12 ,  F02B29/0406 ,  F02D19/0647 ,  F02D19/081 ,  F02D19/105 ,  F02D35/025 ,  F02D41/0007 ,  F02D41/0025 ,  F02D41/0027 ,  F02D41/0057 ,  F02D41/3047 ,  F02D41/405 ,  F02M21/0239 ,  F02M21/042 ,  F02M26/27 ,  F02M26/28 ,  Y02T10/128 ,  Y02T10/144 ,  Y02T10/36 ,  Y02T10/42 ,  Y02T10/44 ,  Y02T10/47

摘要： A method of fueling an internal combustion engine including operating the internal combustion engine in a dual-fuel mode in which the engine is fueled by a pre-mixed charge of fresh air, recirculated exhaust gases, gaseous fuel as primary fuel and early injected liquid fuel as a secondary fuel, ignited by a late injected pilot fuel to provide low temperature combustion. The method further includes adjusting EGR and/or fresh airflow to the engine to maintain peak in-cylinder temperature in a desired range, preferably between 1500 K and 2000 K. EGR preferably is controlled to obtain a desired in-cylinder O2 mole fraction, and fresh airflow preferably is controlled to obtain a desired fresh air lambda.

摘要翻译： 一种燃烧内燃机的方法，包括以双燃料模式操作内燃机，其中发动机通过新鲜空气，再循环废气，气体燃料作为主要燃料和早期注入的液体燃料的预混合装料来燃料 作为二次燃料，被晚期喷射的引燃燃料点燃以提供低温燃烧。 该方法还包括调节发动机的EGR和/或新鲜气流以将缸内温度保持在期望范围内，优选地在1500K和2000K之间。EGR优选地被控制以获得期望的缸内O2摩尔分数，以及 新鲜气流优选地被控制以获得所需的新鲜空气λ。

公开(公告)号：US20110213545A1

公开(公告)日：2011-09-01

申请号：US13034946

申请日：2011-02-25

申请人： Robert Oaten ,  Hoi Ching Wong

发明人： Robert Oaten ,  Hoi Ching Wong

IPC分类号： F02D41/30 ,  F02D45/00

CPC分类号： F02D41/02 ,  F02D19/061 ,  F02D19/0647 ,  F02D19/105 ,  F02D41/0025 ,  F02D41/009 ,  F02D41/0097 ,  F02D41/266 ,  F02D41/28 ,  F02D41/401 ,  F02D2250/12 ,  Y02T10/36 ,  Y02T10/44

摘要： The timing of a controlled event is advanced or retarded in an IC engine by emulating the engine speed and position signal pattern prior to transmission of that signal pattern to an output such as a fuel injector. In a multi-controller engine in which a second controller is controlled at least in part by signals delivered by first controller, the signal preferably is emulated in the first controller prior to transmission to the second engine controller in order to allow the shifting of a timing of a controlled event without direct data transfer from the second controller to the first controller. The technique is particularly well-suited for controlling diesel fuel injection in a dual fuel or other multi-fuel engine. In this case, the first controller must be a dual fuel controller and the second controller may be a diesel controller.

摘要翻译： 通过在将该信号图案发送到诸如燃料喷射器的输出之前模拟发动机速度和位置信号模式，IC引擎中的受控事件的定时被提前或延迟。 在其中第二控制器至少部分地由第一控制器传送的信号控制的多控制器引擎中，在传输到第二发动机控制器之前，该信号优选地在第一控制器中被仿真，以允许定时 没有从第二控制器到第一控制器的直接数据传送的受控事件。 该技术特别适用于控制双燃料或其他多燃料发动机中的柴油燃料喷射。 在这种情况下，第一控制器必须是双燃料控制器，而第二控制器可以是柴油控制器。

公开(公告)号：US06474323B1

公开(公告)日：2002-11-05

申请号：US09924969

申请日：2001-08-08

申请人： Niel Lenannes Beck ,  Kresimir Gebert ,  Hoi Ching Wong

发明人： Niel Lenannes Beck ,  Kresimir Gebert ,  Hoi Ching Wong

IPC分类号： F02B2904

CPC分类号： F02D41/1458 ,  F02B1/12 ,  F02B29/0412 ,  F02B29/0418 ,  F02B29/0493 ,  F02B37/00 ,  F02B37/04 ,  F02B39/08 ,  F02B2275/32 ,  F02D13/0203 ,  F02D13/0215 ,  F02D13/0234 ,  F02D13/0253 ,  F02D13/0269 ,  F02D13/06 ,  F02D15/04 ,  F02D19/023 ,  F02D19/0642 ,  F02D41/0007 ,  F02D41/0025 ,  F02D41/0027 ,  F02D41/14 ,  F02D41/1448 ,  F02D41/3035 ,  F02D41/3827 ,  F02D2041/001 ,  F02D2041/1433 ,  F02D2200/0406 ,  F02D2200/0414 ,  F02D2200/0602 ,  F02D2250/31 ,  F02D2250/32 ,  F02M26/05 ,  F02M26/08 ,  F02M26/23 ,  F02M26/33 ,  F02M63/0225 ,  Y02T10/142 ,  Y02T10/144 ,  Y02T10/146 ,  Y02T10/18 ,  Y02T10/36

摘要： The performance of a compression ignition internal combustion engine is improved by optimizing excess air ratio (lambda) and/or intake air charge temperature (ACT) on a full time, fall range basis. The basic procedure is to first determine the desired or optimum lambda and then to control ACT and intake manifold absolute pressure (MAP) to maintain them at the optimum values for the fuel quantity required at a particular operating point. This approach allows control of both temperature and pressure of the air entering the engine. Full range control requires that lambda and ACT be controlled both upward and downward to achieve optimal engine performance. Control of both lambda and ACT is further enhanced through the use of a supercharger with adjustable input power installed in series with a standard turbocharger compressor of the engine. Supercharger control may if desired be supplemented with turbo air bypass (TAB) control, turbocharger variable area nozzle or wastegate, turboexpander control, and intake and exhaust valve control including skip fire of both fuel and air. The essence of optimized lambda control is to measure the physical properties of the working fluid in the intake manifold, exhaust manifold, or both, compute the actual value of lambda, and compare that actual value with an optimum value for the prevailing engine operating conditions. This comparison yields an error signal which is then used to control the magnitude of the required adjustment in turbocharger pressure or other engine operating parameter.

摘要翻译： 压缩点火式内燃机的性能通过在全时，下降范围的基础上优化过量空气比（λ）和/或进气充气温度（ACT）来提高。 基本步骤是首先确定所需的或最佳的λ，然后控制ACT和进气歧管绝对压力（MAP），以将它们保持在特定工作点所需的燃料量的最佳值。 这种方法允许控制进入发动机的空气的温度和压力。 全范围控制要求将λ和ACT向上和向下控制，以实现最佳的发动机性能。 通过使用具有与发动机的标准涡轮增压器压缩机串联安装的可调输入功率的增压器来进一步增强对lambda和ACT的控制。 如果需要，增压器控制可以补充涡轮空气旁路（TAB）控制，涡轮增压器可变区域喷嘴或废气门，涡轮膨胀机控制以及进气和排气阀控制，包括燃料和空气的跳火。 优化的λ控制的本质是测量进气歧管，排气歧管或两者中的工作流体的物理性质，计算λ的实际值，并将该实际值与当前发动机运行条件的最佳值进行比较。 该比较产生误差信号，然后将其用于控制​​涡轮增压器压力或其它发动机运行参数中所需调整的大小。

公开(公告)号：US20120055457A1

公开(公告)日：2012-03-08

申请号：US12877487

申请日：2010-09-08

申请人： Hoi Ching Wong ,  Madhusudhan Chellappa ,  Carlos Gamez

发明人： Hoi Ching Wong ,  Madhusudhan Chellappa ,  Carlos Gamez

IPC分类号： F02D41/00 ,  G06F15/00

CPC分类号： F02D41/0027 ,  F02D19/027 ,  F02D19/0647 ,  F02D19/0692 ,  F02D19/081 ,  F02D19/105 ,  F02D41/1402 ,  F02D41/1454 ,  F02D41/1458 ,  F02D2041/1432 ,  Y02T10/32 ,  Y02T10/36

摘要： A computer-implemented method is used to correct deviations between a predicted gas excess air ratio and a calculated excess air ratio in a dual fuel engine or other gas fueled compression ignition engine. The method includes determining gas excess air ratio for the engine based at least in part on at least one detected current operating parameter and calculating a predicted exhaust gas oxygen concentration engine based on the predicted gas excess air ratio. A time based filtered predicted exhaust gas oxygen concentration value may then be calculated and compared to a time-based filtered measured exhaust gas oxygen concentration value. The resultant oxygen concentration deviation value may be used to generate a corrected predicted gas excess air ratio.

摘要翻译： 使用计算机实现的方法来校正双燃料发动机或其它气体燃料压缩点火发动机中预测的气体过量空气比和计算的过量空气比之间的偏差。 该方法包括至少部分地基于至少一个检测到的当前操作参数来确定发动机的气体过量空气比，并且基于预测的气体过量空气比计算预测排气氧浓度发动机。 然后可以计算基于时间的过滤的预测废气氧浓度值，并将其与基于时间的过滤的测量废气氧浓度值进行比较。 所得到的氧浓度偏差值可用于产生经校正的预测气体过量空气比。

公开(公告)号：US07270089B2

公开(公告)日：2007-09-18

申请号：US10552894

申请日：2004-06-10

申请人： Hoi Ching Wong

发明人： Hoi Ching Wong

IPC分类号： F02D19/00 ,  F02B7/00 ,  F02M21/00

CPC分类号： F02D19/061 ,  F02D19/105 ,  F02M26/05 ,  F02M26/23 ,  F02M26/35 ,  Y02T10/36

摘要： At least one engine operating parameter other than total fuel energy content is taken into account when transitioning between operating modes in a dual fuel or other multimode engine (20) in order to maintain a smooth transition between modes. The parameter preferably comprises at least one of primary fuel excess air ratio (lambda) and ignition timing and preferably is controlled in addition to total fuel energy content control. Lambda control is especially beneficial because it permits the control system to compensate for the engine's inability to substantially alter the instantaneous air mass in the combustion chamber during the transition period. For instance, during a transition from pilot ignited gaseous fuel mode to diesel mode, the controlled parameter preferably comprises diesel lambda, and the controlling step comprises setting diesel lambda at a relatively high value at the beginning of the transition period and thereafter reducing diesel lambda during the transition period.

摘要翻译： 在双燃料或其他多模式发动机（20）中的工作模式之间转换时，考虑到除总燃料能量含量之外的至少一个发动机操作参数，以便保持模式之间的平滑过渡。 该参数优选地包括初级燃料过量空气比（λ）和点火正时中的至少一个，并且优选地除了总燃料能量含量控制之外被控制。 Lambda控制是特别有益的，因为它允许控制系统补偿发动机不能在过渡期间基本上改变燃烧室中的瞬时空气质量。 例如，在从先导点燃气态燃料模式到柴油模式的过渡期间，受控参数优选地包括柴油λ，并且控制步骤包括在过渡期开始时将柴油λ设定在相对高的值，然后在过渡期开始时减少柴油λ 过渡期。

公开(公告)号：US06948475B1

公开(公告)日：2005-09-27

申请号：US10292115

申请日：2002-11-12

申请人： Hoi Ching Wong ,  John Payne ,  Niels Johannes Beck

发明人： Hoi Ching Wong ,  John Payne ,  Niels Johannes Beck

IPC分类号： F02B3/06 ,  F02B29/04 ,  F02B43/00 ,  F02B47/08 ,  F02D41/00 ,  F02D41/14 ,  F02D41/40 ,  F02M25/07 ,  F02M51/00 ,  F02P5/00

CPC分类号： F02D19/10 ,  F02B3/06 ,  F02B29/0406 ,  F02B29/0493 ,  F02B43/00 ,  F02B47/08 ,  F02D19/024 ,  F02D41/0027 ,  F02D41/005 ,  F02D41/144 ,  F02D41/1454 ,  F02D41/40 ,  F02D2200/0418 ,  F02M21/0215 ,  F02M26/06 ,  F02M26/19 ,  F02M26/27 ,  F02M26/28 ,  F02M26/35 ,  Y02T10/32 ,  Y02T10/36 ,  Y02T10/44 ,  Y02T10/47

摘要： An EGR equipped internal combustion engine is controlled to maximize the beneficial effects and minimize the detrimental effects of EGR on engine operation. Specifically, at least one parameter indicative of the O2 concentration in the intake mixture and/or at least one parameter indicative of the H2O concentration in the intake mixture is monitored, and the monitored parameter is relied on to control one or more aspects of engine operation by open loop adjustment of other control strategies and/or by a separate closed loop control strategy. These controls are applicable to virtually any engine, and are particularly beneficial to lean burn engines such as diesel (compression ignition) engines, spark ignited natural gas engines, and dual fuel or other compression ignited natural gas engines. The engine may be equipped with either actively controllable EGR or passive and uncontrolled EGR.

摘要翻译： 控制EGR配置的内燃机以最大化有益效果并最小化EGR对发动机操作的不利影响。 具体地说，监测进气混合物中指示O 2 O 2浓度的至少一个参数和/或指示进气混合物中H 2 O 2浓度的至少一个参数 并且所依赖的监视参数通过其他控制策略的开环调整和/或通过单独的闭环控制策略来控制发动机操作的一个或多个方面。 这些控制适用于几乎任何发动机，并且对诸如柴油（压燃式）发动机，火花点火天然气发动机和双燃料或其它压缩点燃天然气发动机的稀燃燃烧发动机特别有利。 发动机可以配备有主动控制的EGR或被动和不受控制的EGR。

公开(公告)号：US06742335B2

公开(公告)日：2004-06-01

申请号：US10193257

申请日：2002-07-11

申请人： N. John Beck ,  Hoi Ching Wong ,  Kresimir Gebert

发明人： N. John Beck ,  Hoi Ching Wong ,  Kresimir Gebert

IPC分类号： F02B3344

CPC分类号： F02B37/16 ,  F01N3/021 ,  F01N3/043 ,  F02B29/0406 ,  F02B37/00 ,  F02M26/06 ,  F02M26/10 ,  F02M26/19 ,  F02M26/32 ,  F02M26/35 ,  F02M26/47 ,  Y02T10/144 ,  Y02T10/20

摘要： EGR mass fraction or a value indicative thereof can be calculated based on temperature measurements rather than mass flow and/or pressure measurements, hence negating the need for expensive and relatively unreliable measurement devices in an active EGR system for an internal combustion engine. The EGR system may be a low pressure EGR system configured to direct cooled, filtered EGR to the engine's air intake system using an effective, simple venturi and/or a continuously regenerated catalytic particulate trap. The resultant system can reduce NOx emissions in a diesel engine on the order of 50% and approximately 90% for CO, HC, and PM. NOx and other emissions can be reduced still further when the EGR system is combined with other pretreatment and/or after treatment devices. Many components of the low pressure EGR system are also usable in a passive EGR system.

摘要翻译： 可以基于温度测量而不是质量流量和/或压力测量来计算EGR质量分数或指示其的值，因此不需要用于内燃机的主动EGR系统中昂贵且相对不可靠的测量装置。 EGR系统可以是低压EGR系统，其被配置为使用有效的简单文丘里管和/或连续再生的催化颗粒捕集器将冷却过滤的EGR引导到发动机的进气系统。 所得到的系统可以将CO，HC和PM的柴油发动机中的NOx排放量减少约50％和约90％。 当EGR系统与其他预处理和/或后处理装置组合时，NOx和其它排放物可以进一步降低。 低压EGR系统的许多部件也可用于被动EGR系统。