U.S. patent application number 13/948514 was filed with the patent office on 2015-01-22 for fuel mixture system and assembly.
The applicant listed for this patent is Jason Green. Invention is credited to Jason Green.
Application Number | 20150025774 13/948514 |
Document ID | / |
Family ID | 52342549 |
Filed Date | 2015-01-22 |
United States Patent
Application |
20150025774 |
Kind Code |
A1 |
Green; Jason |
January 22, 2015 |
FUEL MIXTURE SYSTEM AND ASSEMBLY
Abstract
A system and attendant structural assembly operative to
establish a coordinated mixture of gaseous and distillate fuels for
an engine including an electronic control unit (ECU) operative to
monitor predetermined engine data determinative of engine fuel
requirements and structured to regulate ratios of the gaseous and
distillate fuel of an operative fuel mixture for the engine. The
system and assembly includes at least one mixing assembly
comprising an integrated throttle body and air gas mixer directly
connected to one another, wherein the throttle body is disposed in
fluid communication with a pressurized gaseous fuel supply and the
air gas mixer is disposed in fluid communication with a flow of
intake air to a combustion section of the engine. In use, the
throttle body is structured to direct a variable gaseous fuel flow
directly to the air gas mixer for dispensing into the intake air
flow to the combustion section.
Inventors: |
Green; Jason; (Davie,
FL) |
|
Applicant: |
Name |
City |
State |
Country |
Type |
Green; Jason |
Davie |
FL |
US |
|
|
Family ID: |
52342549 |
Appl. No.: |
13/948514 |
Filed: |
July 23, 2013 |
Related U.S. Patent Documents
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Application
Number |
Filing Date |
Patent Number |
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13947410 |
Jul 22, 2013 |
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13948514 |
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Current U.S.
Class: |
701/103 |
Current CPC
Class: |
F02D 19/081 20130101;
Y02T 10/30 20130101; F02D 41/0027 20130101; F02D 43/04 20130101;
F02D 19/10 20130101; F02D 41/182 20130101; F02M 21/045 20130101;
Y02T 10/36 20130101; F02D 41/0025 20130101; F02D 35/027 20130101;
F02D 41/30 20130101 |
Class at
Publication: |
701/103 |
International
Class: |
F02D 43/04 20060101
F02D043/04 |
Claims
1. A control system for establishing gaseous fuel input for a
compression ignition engine operative on a variable mixture of
gaseous and distillate fuels, said control system comprising: an
electronic control module (ECU) operative to regulate a
concentration of gaseous fuel within an intake air flow to a
combustion section of the CI engine, a mass air flow measuring
assembly comprising at least one mass air flow (MAF) sensor
disposed in monitoring relation to the intake air flow, said one
MAF sensor operatively connected to said ECU and structured to
transfer data signals to said ECU indicative of a mass flow rate of
the intake air flow, a throttle assembly structured to deliver
variable quantities of gaseous fuel to the intake air flow
dependent at least on the mass flow rate of intake air, and said
throttle assembly cooperatively structured with said ECU and
operative therewith to establish a sufficient concentration of
gaseous fuel delivered to the intake air flow to comply with
predetermined operating parameters of the CI engine.
2. A control system as recited in claim 1 wherein said
predetermined operating parameters comprise a maximum gaseous fuel
input of 4.5% by volume of the mass flow rate of intake air.
3. A control system as recited in claim 2 wherein said
predetermined operating parameters further comprise a sufficient
input of gaseous fuel to restrict the occurrence of engine
knocking.
4. A control system as recited in claim 1 wherein said
predetermined operating parameters comprise an input of a
sufficiently reduced quantity of gaseous fuel to restrict the
occurrence of engine knocking.
5. A control system as recited in claim 4 further comprising a
knock sensor assembly operatively disposed relative to the
combustion section and structured to determine an occurrence of
engine knock therein.
6. A control system as recited in claim 5 wherein said knock sensor
assembly is operatively connected to said ECU and structured to
signal said ECU of an occurrence of engine knock in the combustion
section.
7. A control system as recited in claim 6 wherein said ECU is
cooperatively structured with said throttle assembly to regulate
delivery of gaseous fuel to the intake air based on the
determination of engine knock by said knock sensor assembly.
8. A control system as recited in claim 6 wherein said ECU is
cooperatively structured with said throttle assembly to deliver a
diminished quantity of gaseous fuel to the intake air flow upon a
determination of engine knock by said knock sensor assembly.
9. A control system as recited in claim 8 wherein said diminished
quantity of gaseous fuel comprises an amount sufficiently less than
4.5% by volume of the mass flow rate of intake air to restrict
engine knock in the combustion section.
10. A control system as recited in claim 9 wherein said
predetermined operating parameters comprise a maximum gaseous fuel
input of 4.5% by volume of the mass flow rate of intake air.
11. A control system as recited in claim 1 wherein said one MAF
sensor comprises a hot-wire MAF sensor.
12. A control system as recited in claim 1 further comprising a
gaseous fuel supply structured to retain and deliver the gaseous
fuel under a positive pressure; said throttle assembly and said
gaseous fuel supply being cooperatively structured to direct the
variable gaseous fuel flow from the throttle assembly to the intake
air at a positive pressure.
13. A control system as recited in claim 12 wherein said
predetermined operating parameters comprise a maximum gaseous fuel
input of 4.5% by volume of the mass flow rate of intake air.
14. A control system as recited in claim 1 further including at
least one mixing assembly comprising an air gas mixer structurally
integrated with said throttle assembly, said throttle assembly
disposed in fluid communication with said gaseous fuel supply and
said air gas mixer disposed in gaseous fuel delivering relation
with the intake air flow to the combustion section.
15. A control system as recited in claim 14 further comprising a
gaseous fuel supply structured to retain and deliver the gaseous
fuel under a positive pressure; said throttle assembly structured
to direct a variable gaseous fuel flow under said positive pressure
directly to said integrated air gas mixer there from to the intake
air flow.
16. A control system for establishing gaseous fuel input for a
compression ignition engine operative on a variable mixture of
gaseous and distillate fuels, said control system comprising: an
electronic control module (ECU) operative to regulate a
concentration of gaseous fuel within intake air flow to a
combustion section of the CI engine, a mass air flow measuring
assembly comprising at least one mass air flow (MAF) sensor
disposed in monitoring relation to the intake air flow, said one
MAF sensor operatively connected to said ECU and structured to
transfer data signals to said ECU indicative of a mass flow rate of
the intake air flow, a gaseous fuel supply structured to retain and
dispense the gaseous fuel under a positive pressure, at least one
mixing assembly comprising a structurally integrated throttle body
and air gas mixer, said throttle body structured to direct a
variable gaseous fuel flow under the positive pressure directly to
said integrated air gas mixer and there from to the intake air, and
said throttle body cooperatively structured with said ECU and
operative therewith to establish a sufficient concentration of
gaseous fuel delivered to said integrated air gas mixer and the
intake air flow to comply with predetermined operating parameters
of the CI engine.
17. A control system as recited in claim 16 wherein said
predetermined operating parameters further comprise an input of a
quantity of gaseous fuel sufficient to restrict the occurrence of
engine knock.
18. A control system as recited in claim 17 further comprising a
knock sensor assembly operatively disposed relative to the
combustion section and structured to determine an occurrence of
engine knock therein.
19. A control system as recited in claim 18 wherein said
predetermined operating parameters comprise a maximum gaseous fuel
input of 4.5% by volume of the mass flow rate of intake air.
20. A control system as recited in claim 19 wherein said ECU is
cooperatively structured with said throttle body to deliver a
diminished quantity of gaseous fuel to the intake air flow upon a
determination of engine knock by said knock sensor assembly.
21. A control system as recited in claim 20 wherein said diminished
quantity of gaseous fuel comprises an amount sufficiently less than
4.5% by volume of the mass flow rate of intake air to restrict
engine knock in the combustion section.
22. A control system as recited in claim 1 wherein said one MAF
sensor comprises a hot-wire MAF sensor.
Description
CLAIM OF PRIORITY
[0001] The present application is a continuation-in-part
application of previously filed, now pending application having
Ser. No. 13/947,410, filed on Jul. 22, 2013.
BACKGROUND OF THE INVENTION
[0002] 1. Field of the Invention
[0003] This invention is directed to a system and attendant
apparatus operative to establish a variable operative fuel mixture
for powering a stationary engine or generator, as well as a vehicle
engine. The operative fuel mixture may comprise a varying ratio of
both a gaseous fuel, such as natural gas, and a distillate fuel,
such as diesel. The ratio of gaseous and distillate fuel is
dependent, at least in part, on a plurality of operating
characteristics of the engine, which are monitored by an electronic
control unit (ECU). The system is adaptable for determining an
efficient and effective operative fuel mixture due at least
partially to the inclusion of one or more mixing assemblies each
comprising and integrated throttle body and air-gas mixer.
[0004] 2. Description of the Related Art
[0005] Typically large, stationary engines as well as mobile
engines used to power heavy duty industrial vehicles are powered by
either direct drive diesel or diesel electric power trains
frequently including a multiple horse power turbo charged
operation.
[0006] Accordingly, it is well recognized that distillate fuels,
specifically diesel, are used as the primary fuel source for such
engines. Attempts to maximize the operational efficiency, while
maintaining reasonable safety standards, have previously involved
modified throttle control facilities. These attempts serve to
diminish adverse effects of control mechanisms which may be
potentially harmful to the engine operation and may also be at
least generally uneconomical. Typical adverse effects include
increased fuel consumption and wear on operative components.
Therefore, many diesel engines are expected to accommodate various
types of high capacity loads and provide maximum power for
relatively significant periods of operation. As a result, many
diesel engines are commonly operated at maximum or near maximum
capacity resulting in an attempted maximum power delivery from the
engine and consequent high rates of diesel consumption. It is
generally recognized that the provision of a substantially rich
fuel mixture in the cylinders of a diesel engine is necessary for
providing maximum power when required. Such continued high capacity
operation of the engine results not only in wear on the engine
components, but also in high fuel consumption rates, lower
operating efficiencies, more frequent oil changes and higher costs
of operation.
[0007] Accordingly, there is a long recognized need for a fuel
control system specifically intended for use with high capacity,
variable or constant speed compression ignition engines that would
allow the use of more efficient fueling methods using other
commonly available fuel sources. Therefore, an improved fuel
control system is proposed which is determinative of an effective
and efficient operative fuel mixture comprised of a combination of
gaseous and distillate fuels. More specifically, gaseous fuels can
comprise a natural gas or other appropriate gaseous type fuels,
wherein distillate fuel would typically include, but not be limited
to diesel fuel.
[0008] Such a preferred and proposed fuel control system should be
capable of regulating the composition of the operative fuel mixture
on which the engine operates to include 100% distillate fuel, when
the operating mode(s) thereof clearly indicate that the combination
of gaseous and distillate fuels is not advantageous. Further, such
a proposed fuel control system could have an included secondary
function to act as a general safety system serving to monitor
critical engine operating parameters. As a result, control
facilities associated with such a preferred fuel control system
should allow for discrete, user defined control and safety set
points for various engine and/or fuel system parameters.
[0009] In order to enhance efficient operation of an engine it is
known to use a mass air flow sensor to determine the mass flow rate
of air entering an internal combustion engine. It is known that air
changes its density as it expands and contracts with temperature
and pressure. As a result, it has been found that the determination
of mass air flow is more appropriate than volumetric flow sensors
for accurately determining the quantity of intake air delivered to
the combustion section of the engine.
[0010] In the proper operation of CI engines, other factors to be
considered include, but are not limited to, the occurrence of
engine knocking. Knocking is a common occurrence in diesel engines
where fuel is injected into highly compressed air at the end of the
compression stroke. There is a short lag between the fuel being
injected and combustion starting. Typically there is a quantity of
fuel in the combustion chamber which will be ignited first in areas
of greater oxygen density prior to the combustion of the complete
fuel charge. A sudden increase in pressure and temperature may
cause what has been recognized as a distinctive diesel "knock" or
"clatter".
[0011] Yet another factor to be considered in the effective and
efficient performance of CI engines is "flammability limits".
Flammability limits refer to the fact that mixtures of gaseous fuel
and air will only burn if the fuel concentration lies within well
defined limits. The terms "flammability limits" and "explosive
limits" are used interchangeably and recognized flammability limits
are typically determined experimentally. Maintaining a preferred
combination of fuel and air in an explosive mixture is important in
internal combustion engines specifically including, but not limited
to, CI engines or diesel engines. In addition, it is important to
maintain the air fuel mixture below "lower flammability limits"
prior to the delivery of the air fuel mixture into the combustion
chambers in order to avoid or restrict pre-ignition and resultant
damage to the engine.
SUMMARY OF THE INVENTION
[0012] This invention is directed to a system and included
apparatus, comprising technology that allows for the safe and
efficient use of a gaseous fuel such as, but not limited to,
natural gas, in combination with a predetermined quantity of
conventional distillate fuel, such as diesel fuel. As a result, the
composition of an "operative fuel mixture" used to power an
associated engine will, dependent on the operating modes and/or
operating characteristics thereof, be either a combined mixture of
gaseous fuel and distillate fuel or substantially entirely
distillate fuel, absent any contribution of gaseous fuel.
[0013] Moreover, the fuel control system of the present invention
incorporates "real time" measurement capabilities specifically, but
not exclusively, of each of the gaseous fuel and distillate fuel
and the operative fuel mixture. More specifically, metering
technology appropriate to each of the gaseous and distillate fuels
will be used to establish the percentage of gaseous fuel and diesel
fuel contained in the composition of the operative fuel mixture.
Such appropriate metering will also facilitate the tracking of the
overall gaseous fuel and diesel fuel consumption.
[0014] Accordingly, the system of at least one preferred embodiment
of the present invention includes both controlling and safety
features, specifically adaptable for use with compression ignition
engines (CI), of the type more fully described herein. It is to be
noted that the term "operative fuel mixture" may, as set forth
above, include a composition composed of both gaseous fuel and
distillate fuel present in varying ratios. However, for purposes of
clarity, the term "operative fuel mixture" may also specifically
refer to a composition comprised substantially entirely of the
distillate fuel. Therefore, and as set forth in greater detail
hereinafter, the composition of the operative fuel mixture may best
comprise both gaseous fuel and distillate fuel in predetermined
quantities, wherein the ratio of the gaseous and distillate fuels
may vary. It is again emphasized, that the term "gaseous fuel" is
meant to include natural gas or other gaseous type fuels
appropriate for engine operation. Similarly, the term "distillate
fuel" refers primarily, but not exclusively, to a diesel fuel.
[0015] The system and assembly of the present invention allows
operators of stationary engines, including electric power
generators and/or vehicle mounted engines, to substantially reduce
costs, extend run time and improve sustainability by substituting
natural gas or other gaseous fuel for a portion of the distillate
fuel, such as diesel fuel in predetermined ratios. As a result,
safe use of a natural gas and other gaseous fuel is used in place
of distillate fuel with the combined ratios of an "operative gas
mixture" in the range of 50% to 70% of the engines total fuel
requirement. Importantly, generators or other stationary engines
converted with the system and assembly of the present invention
exhibit diesel like performance in such critical areas as load
acceptance, power output, stability and efficiency.
[0016] Additional advantages of the system and assembly of the
present invention allow for the onsite conversion of stationary or
mobile engines to natural gas and/or diesel fuel operation. The
installation and/or conversion process utilizes components that are
installed externally of the engine/generator in a manner which does
not require any changes or modifications to the combustion section
thereof. As such, OEM combustion section components including
cylinders, pistons, fuel injectors and/or cylinder heads remain the
same. By retaining the OEM diesel or distillate fuel system in its
entirety, the operative and structural features of the present
invention maintains the engines capability to operate solely on
diesel fuel when such is needed based on the operational modes or
operating characteristics of the engine.
[0017] Moreover, the present invention utilizes "pipe-line supplied
gaseous fuel" at a positive pressure, generally in the range of 3
psi to 7 psi. Accordingly, gaseous fuel is added to the intake air
of the combustion section of the engine, at a positive pressure,
utilizing one or more unique mixing assemblies. In more specific
terms, each of the one or more mixing assemblies includes an
electronically controlled throttle body integrated with a fixed
geometry, low restriction air gas mixture. In terms of the
integrated features of the throttle body and corresponding air gas
mixer, the air gas mixer comprises a housing wherein the throttle
body is fixedly mounted on or connected directly to the housing of
the corresponding air gas mixer, such as on the exterior thereof.
In addition, at least a portion of the housing of the air gas mixer
is disposed in and thereby may at least partially define a path of
travel or flow line of intake air to the combustion section of the
engine. Moreover, a dispensing nozzle is disposed within the
interior of the housing in direct communication and/or aligned
relation within the flow path of the intake air. Further, a
delivery conduit is disposed on the interior of the housing of the
air gas mixer in interconnecting, gaseous fuel delivering relation
between the throttle body and the dispensing nozzle.
[0018] As indicated, the supply of gaseous fuel is maintained at a
positive pressure and delivered from the fuel supply to the
throttle body and eventually from the throttle body to the
corresponding, integrated air gas mixer at such positive pressure.
Therefore, the gaseous fuel supply, throttle body and integrated
air gas mixer are cooperatively structured and collectively
operative to deliver gaseous fuel in appropriate, variable
quantities and under a positive pressure to the intake air of the
combustion section of the engine. This may differ from conventional
fuel systems, wherein fuel is not maintained under a positive
pressure or "pushed" from a fuel delivery assembly into the flow
path of intake air. Moreover, one advantageous feature of the
positive pressure delivery of the gaseous fuel of the present
invention comprises the ability to "predict" and/or more precisely
control the quantity of gaseous fuel being delivered to the flow of
intake air and to the combustion section of the engine. As a result
the maximum amount of gaseous fuel, within predetermined limits or
parameters, may be added to the gaseous and distillate fuel mixture
of the operative fuel composition and thereby assure efficient
operation of the engine without consuming an excessive amount of
distillate fuel. Factors which may limit the delivery of the
maximum quantity of gaseous fuel, as set forth above may include,
but are not limited to, the occurrence of "knocking" in the engine,
maintaining appropriate lower flammability limits, etc.
[0019] Further direct mounting or connection of the throttle body
to the integrated air gas mixer provides an additional safety
feature. More specifically, due to such an integrated structure,
there will not be a collection of gaseous fuel in a connecting
conduit or line, between throttle body and air gas mixer and/or
intake air, which may exist in conventional fuel systems.
Therefore, unlike conventional fuel delivery connections, the
gaseous fuel of the present invention may be "pushed" under the
aforementioned positive pressure from the throttle body directly
into the air gas mixer.
[0020] Dependent on the structural and operative features of the
engine and/or generator with which the system and included
structure is utilized, a turbo charger may be disposed within one
or more intake air flow paths to the combustion chamber. When one
or more turbochargers are so utilized and installed, the integrated
throttle body and air gas mixer are disposed in fluid communication
with the corresponding flow path upstream of the turbocharger. In
yet another preferred embodiment of the system and assembly of the
present invention a plurality of mixing assemblies are utilized,
wherein each mixing assembly comprises an integrated throttle body
and air gas mixer. As set forth above, the structural integration
of each of the throttle body and corresponding air gas mixer
comprises the air gas mixer including a housing disposed at least
partially within and thereby at least partially defining the intake
air flow path to the combustion section of the engine. Further,
each throttle body will be fixedly mounted on or directly connected
to the corresponding, integrated air gas mixer, such as on the
housing thereof, to at least partially define the integrated
structure thereof. The result of this integrated structure will be
the advantages and enhanced operative features, as set forth
above.
[0021] As also indicated, each of the throttle bodies are
independently operable based on monitored data determined by the
ECU. As a result, each of a plurality of integrated throttle
bodies/air gas mixers may provide a different and variable gaseous
fuel flow to a different intake air flow path and corresponding
combustion cylinder of the combustion section of the engine.
Therefore, each combustion cylinder associated with the
engine/generator with which the system of the present invention is
utilized, may receive a gaseous fuel and distillate fuel mixture
which differs from one or more of the other cylinders, depending
upon the operating characteristics of the engine. This allows for
even greater efficiency in regulating output of the engine based on
operating characteristics of the engine, as detected by the
monitoring capabilities of the ECU. Such engine operating
characteristics include, but are not limited to, fuel rates,
exhaust gas temperatures, vibrations levels, manifold air
temperatures, mass air flow, gas pressures, engine coolant
temperature, engine RPM, compressor inlet pressures and/or manifold
air pressures. Operational enhancement and versatility of the ECU
is structured to sample each data input up to 50 times per second
thereby insuring rapid detection and collection of anomalies.
[0022] Yet another preferred embodiment of the present invention is
directed to a fuel control system operative to establish gaseous
fuel input for a compression ignition (CI) or diesel engine which
is powered by a variable mixture of gaseous and distillate fuels
dependent, at least in part, on the operating characteristics or
parameters of the CI engine. Moreover, this additional preferred
embodiment includes an electronic control module (ECU), of the type
generally described above and in greater detail herein. As such,
the ECU is operative to determine and/or regulate a concentration
of gaseous fuel added into the intake air which is then directed to
the combustion section of the CI engine. In order to facilitate
proper and more efficient operation of the CI engine, a mass air
flow measuring assembly comprising at least one mass air flow (MAF)
sensor. The at least one MAF sensor is disposed in monitoring
relation to the flow of intake air and along the flow path thereof
upstream of a throttle assembly, also to be described in greater
detail herein after.
[0023] The at least one MAF sensor is operatively connected to the
ECU and cooperatively structured therewith to transfer appropriate,
predetermined data and/or data signals thereto. The data delivered
from the MAF sensor to the ECU is indicative of mass flow rate of
the intake air passing along the path of intake air flow to the
combustion section of the engine. The at least one MAF sensor is
preferred over other known or conventional volumetric flow sensors
for determining the quantity of intake air due to its greater
accuracy and/or dependency in certain applications and at least
partially dependent on the use of the engine with which the one MAF
sensor is combined. As will also be described in greater detail,
this additional preferred embodiment defines the mass air flow
measuring assembly as including the one MAF sensor comprising a
"hot wire" MAF sensor. As utilized and applied, the hot-wire mass
air flow sensor functions by heating a wire, which is suspended in
the engines intake air, with an electric current. The wire's
electrical resistance increases when the wire temperature
increases. This in turn limits the electrical current flowing
through the circuit. When intake air flows past the wire, the wire
cools thereby decreasing its resistance, which in turn allows more
current to flow through the circuit. The current flow through the
circuit increases the wire's temperature until the resistance
reaches equilibrium.
[0024] Accordingly, it may be determined that the operative current
required to maintain the wires temperature is proportional to the
"mass air flow" over the heated wire. Moreover, the integrated
electronic circuit associated with the hot-wire MAF sensor converts
the measurement of current to a voltage signal which is then sent
to the ECU. The voltage signal or data signal, as used herein, is
thereby indicative of the mass air flow rate of the intake air
which in turn will be determinative, within certain operational
parameters of the engine, of the amount of gaseous fuel which is
added to the intake air flow directed to the combustion section of
the CI engine. Further with regard to these structural and
operative features of the hot-wire MAF sensor, if air density
increases due to pressure increase or temperature increase or
temperature drop while the air volume remains constant, the denser
air will remove more heat from the heated wire indicating a higher
mass air flow. Therefore, unlike other related sensors the hot-wire
MAF sensor responds directly to air density. As a result, the
hot-wire sensor represents a distinctive and more efficient
operative component of this preferred embodiment of the fuel
control system as it is better suited to support the combustion
process of a CI engine which operates on a variable mixture of
gaseous and distillate fuels.
[0025] Further, it is to be noted that the aforementioned
predetermined operating parameters of this preferred embodiment
include, but are not limited to, a maximum gaseous fuel input into
the intake air flow of 4.5% by volume of the quantity of intake air
based on the determination of by the mass flow rate of the intake
air. Moreover, the 4.5% of gaseous fuel relative to intake air is
also sufficient to maintain lower flammability limits of the air
mass and gaseous fuel mixture prior to entering into the combustion
chambers of the CI engine.
[0026] Additional predetermined operating parameters also include
the restriction, reduction or prevention of engine knocking. More
specifically, this preferred embodiment of the fuel control system
of the present invention includes an engine knock sensor
operatively connected to the ECU. Accordingly, when engine knocking
is detected the predetermined operating parameters dictate that the
input of gaseous fuel into the intake air flow is reduced to an
amount which serves to eliminate or at a minimum significantly
restrict the occurrence of engine knocking so as to prevent damage
to the engine.
[0027] As also explained in greater detail, the "throttle assembly"
used in the structure and operation of this embodiment of the fuel
control system preferably comprises the "throttle body" associated
with the aforementioned mixing assembly. Accordingly, the throttle
assembly comprises and/or is at least partially defined by the
structurally integrated throttle body and air gas mixer. Moreover,
the integrated throttle body and air gas mixer is disposed and
structured to dispose the throttle body in fluid communication with
a positively pressured gaseous fuel supply. As a result, gaseous
fuel is "pushed" under a positive pressure, to the integrated
throttle body and air gas mixer and there through to the intake air
flow, being directed to the combustion section of the CI
engine.
[0028] Due to the fact that the gaseous fuel is delivered under a
positive pressure from the gaseous fuel supply it can be more
efficiently regulated by effectively "pushing" the gaseous fuel
through the throttle body into the air gas mixer and therefrom
directly into the intake air flow in specified quantities and/or
volumes to accommodate delivery of gaseous fuel in the amounts no
greater than the 4.5% by volume of intake air and/or controlled,
lesser amounts to restrict engine knocking and other unwanted
operating features associated with the CI engine.
[0029] These and other objects, features and advantages of the
present invention will become clearer when the drawings as well as
the detailed description are taken into consideration.
BRIEF DESCRIPTION OF THE DRAWINGS
[0030] For a fuller understanding of the nature of the present
invention, reference should be had to the following detailed
description taken in connection with the accompanying drawings in
which:
[0031] FIG. 1 is a perspective view of one preferred embodiment of
the system and assembly of the present invention wherein a mixing
assembly comprising an integrated throttle body and air gas mixer
are connected to an intake air flow path being delivered to a
combustion section of an engine/generator with which the mixing
assembly is utilized.
[0032] FIG. 2 is a schematic representation of the embodiment of
FIG. 1.
[0033] FIG. 3 is a schematic representation of yet another
preferred embodiment of the system of the present invention
comprising a plurality of mixing assemblies of the type represented
in FIGS. 1, 4 and 5.
[0034] FIG. 4 is a perspective detailed view of an integrated
throttle body and air gas mixer defining one of a possible
plurality of mixing assemblies of the type represented in FIG.
1.
[0035] FIG. 5 is a rear perspective detailed view of the embodiment
of FIG. 4.
[0036] FIG. 6 is a schematic representation of yet another
preferred embodiment of the fuel control system of the present
invention.
[0037] Like reference numerals refer to like parts throughout the
several views of the drawings.
DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENT
[0038] As schematically represented in the accompanying Figures,
the present invention is directed to a control system and included
structure operative to establish a coordinated operative fuel
mixture of combined gaseous fuel and distillate fuel. The ratio of
gaseous fuel to distillate fuel will vary dependent on the
operating characteristics of an engine which incorporates the
structural and operative features of the system of the present
invention. In particular, the control system of the present
invention is specifically, but not exclusively, adaptable for use
with stationary compression ignition (CI) engines or generators,
which may or may not include turbo-charging capabilities.
[0039] With primary references to FIGS. 1-3, the system of the
present invention comprises an electronic control unit 12 operative
to monitor at least predetermined engine data associated with and
indicative of the operating characteristics of the engine with
which the system is utilized. It is emphasized that FIGS. 2 and 3
are schematic representations intended to provide a detailed
description of the structural and operative characteristics of the
system of the present invention. As such, the electronic control
unit (ECU) 12 includes a plurality of data channels 14 for the
monitoring of intended, predetermined or critical parameters such
as, but not necessarily limited to fuel rates, exhaust gas
temperatures, operation levels, manifold air temperatures, mass air
flow, gas pressure, engine coolant, engine RPM, compressor inlet
pressures and manifold air pressures, etc.
[0040] In addition, one feature of the system of the present
invention is the incorporation of at least one mixing assembly
generally indicated as 16. As also schematically represented in
FIG. 3, yet another preferred embodiment of the system of the
present invention incorporates the use of a plurality of such
mixing assemblies 16 as will be described in greater detail
hereinafter. Accordingly, each mixing assembly 16 comprises an
integrated throttle body 18 and air gas mixer 20. Each of the one
or more throttle bodies 18 is connected in fluid communication with
a gaseous fuel supply 22. Moreover, each of the air gas mixers 20,
being structurally integrated with a corresponding one of throttle
bodies 18, is disposed in direct fluid communication with a flow
path 22 of intake air 22', wherein the flow path or flow line 22
may be an OEM portion of the engine, as represented in FIG. 1, so
as to deliver intake air 22' to a combustion section 24 of the
engine.
[0041] With primary reference to FIGS. 1, 4 and 5 each of the one
or more mixing assemblies 16 is defined by the structurally
integrated throttle body 18 and air gas mixer 20. As such, the air
gas mixer 20 includes a housing 26 having an interior 28 which at
least partially defines a corresponding one of the flow paths 22 of
the inlet air 22' being delivered to the combustion section 24. As
clearly represented in FIG. 1, the housing 26 of the air gas mixer
20 may be installed directly in-line with the corresponding OEM air
intake flow path 22, by any appropriate fluid seal connectors, as
at 25, Such installation thereby facilitates the interior 28 of the
housing 26 defining at least a portion of the flow path 22 of the
intake air 22'.
[0042] Additional structural features of the air mixer 20 include a
dispensing nozzle 30 represented in FIGS. 3 and 4. The dispensing
nozzle 30 includes an aerodynamically shaped head 31 formed on one
end of the nozzle 30. A plurality of dispensing nozzle ports 32,
represented in FIG. 4, are disposed downstream of the head 31 and
are structured to deliver or dispense the gaseous fuel, received
from the corresponding, integrated air mixer 20, directly into the
intake air 22' travelling along the intake air flow path 22 as set
forth above. At least one, but preferably a plurality of
interconnecting segments or vanes 34, are disposed and structured
to facilitate the substantially aligned, supported disposition of
the dispensing nozzles 30 into the flow path 22 of intake air 22'.
Further, each of the connecting vanes 38 may be configured and
dimensioned to not adversely disrupt air flow 22' and further
facilitate proper mixing of the gaseous fuel into the flow of
intake air 22'. A delivery conduit 40 is also disposed on the
interior of the housing 26 and serves to provide a direct fluid
flow connection of gaseous fuel from the throttle housing 18 into
the delivery nozzle 30 of the corresponding, integrated air gas
mixer 20.
[0043] In at least one preferred embodiment, the structural
integration of the throttle body 18 and air gas mixer 20 comprises
the mounting and/or direct fixed connection of the throttle body 18
on the exterior of the housing 26. Therefore, the delivery conduit
40 is in direct fluid communication between the nozzle 30 and the
outlet fuel outlet (not shown) from the throttle body 18. Due to
such an integrated structure, there will not be a collection of
gaseous fuel in a connecting conduit or line, between throttle body
and air gas mixer and/or intake air, which may exist in
conventional fuel systems. Therefore, unlike conventional fuel
delivery connections, the gaseous fuel of the present invention may
be "pushed" under positive pressure from the throttle body 18
directly into the air gas mixer 20.
[0044] More specifically, and as indicated herein, the gaseous fuel
supply 21 stores, maintains and dispenses the gaseous fuel under a
positive pressure to the throttle body 18. As a result, there will
be a positive pressure flow of gaseous fuel, through the delivery
conduit 40, into the dispensing nozzle 30. Due to this positively
pressurized fuel delivery, there will be no collection of gaseous
fuel between the throttle body 18 and the dispensing nozzle 30 of
the air gas mixer 20 as may be known in conventional fuel systems
as at least generally set forth above. Therefore, the supply of
gaseous fuel is maintained at a positive pressure and delivered
from the fuel supply 21 to the throttle body 18 and eventually from
the throttle body 18 to the corresponding, integrated air gas mixer
20 at such positive pressure. Accordingly, the gaseous fuel supply
21, throttle body 18 and integrated air gas mixer 20 are
cooperatively structured and collectively operative to deliver
gaseous fuel in appropriate, variable quantities and under a
positive pressure to the intake air 22' of the combustion section
24 of the engine.
[0045] In the embodiments of FIGS. 1, 4 and 5, the throttle body 18
is electrically powered and as such includes an electrical socket
or other appropriate connection 44. Further, the delivery of
gaseous fuel from the fuel supply 21, under pressure, to the
throttle body 18 is accomplished by interconnection of an
appropriate conduit or line to a throttle body inlet 46.
[0046] With primary reference to FIG. 3 in combination with the
structural details represented in FIGS. 1, 4 and 5, an additional
preferred embodiment of the system comprises the electronic control
unit structured to monitor predetermined engine data by virtue of
at least one but more practically a plurality of data input and
input channels 14. As indicated, the monitored engine data is
determinative of engine fuel requirements and will ultimately
determine the appropriate and/or most efficient ratio between the
distillate fuel and gaseous fuel defining the aforementioned
operative fuel mixture being delivered to the combustion section 24
and/or the individual combustion cylinders 24' defining the
combustion section 24. As with the embodiment of FIG. 2, additional
preferred embodiment includes a pressurized gaseous fuel supply 21
structured to retain and dispense the gaseous fuel under a positive
pressure preferably, but not necessarily, of generally about 3 psi
to 7 psi. As also emphasized above, each of the one or more mixing
assemblies 16 are structured to independently establish a
predetermined coordinated mixture and/or ratio of gaseous and
distillate fuels, which in turn define the operative fuel mixture
for each combustion section 24 and more specifically for each of
the combustion chambers 24'. As indicated, the supply of gaseous
fuel is maintained at a positive pressure and delivered from the
fuel supply 21 to the throttle body 18 and eventually from the
throttle body 18 to the corresponding, integrated air gas mixer 20
at such positive pressure. Therefore, the gaseous fuel supply,
throttle body 18 and integrated air gas mixer 20 are cooperatively
structured and collectively operative to deliver gaseous fuel in
appropriate, variable quantities and under a positive pressure to
the intake air of the combustion section 24 of the engine.
[0047] Therefore, in the additional preferred embodiment of FIG. 3,
a plurality of mixing assemblies 16 each include an integrated
throttle body 18 and air gas mixer 20. As a result, each of the
various cylinders 24' of the combustion section 24 may have a
different, variable ratio of gaseous and distillate fuels delivered
thereto. Accordingly, an effectively different operative fuel
mixture may be consumed in the different combustion chambers 24'.
It is also emphasized that the ECU 12 and the one or more input
data channels 14 are structured to continuously and repetitively
monitor the predetermined engine data which in turn is
determinative of the specific and/or range or ratios of distillate
and gaseous fuels present in the mixture of the operative fuel
mixture being delivered to each of the chambers 24'.
[0048] Accordingly, each of the plurality of mixing assemblies 16
comprises the integrated throttle body and air gas mixer 18 and 20
respectively. Further, each of the throttle bodies 18 is
independently connected in gaseous fuel receiving relation to a
common and/or separate fuel supply 21. As also represented, each of
the air gas mixers 20 is disposed in fluid communication with a
different flow path 22 and the intake air 22' associated therewith.
Further, the integrated structure of each of the mixing assemblies
16 include a throttle body 18 fixedly mounted on and/or connected
to an exterior of a corresponding housing 26 of the associated,
integrated air gas mixer 20. Similarly, each of the air gas mixers
20 includes a delivery nozzle 30 receiving gaseous fuel from a
corresponding, integrated throttle body 18 through a delivery
conduit 40. As such, each of the delivery conduits 40 is disposed
within the interior 28 the housing 26 of corresponding ones of the
air gas mixers 20.
[0049] With further regard to both FIGS. 2 and 3, dependent on the
intended operation and structure of the engine with which the
system of the present invention is utilized, a turbocharger 50 may
be disposed within or along the flow path 22 of intake air 22' so
as to further process the intake air 22' prior to being delivered
to the combustion section 24 and/or individual cylinders 24'. In
the embodiment of FIG. 2, a single turbocharger 50 is located
between the mixing assembly 16 and the combustion section 24, such
that the mixing assembly 16, including the integrated throttle body
18 and air gas mixer 20 is upstream along the flow path 22 of
intake air 22' being delivered to the combustion section 24.
[0050] Yet another preferred embodiment of the fuel control system
of the present invention is schematically represented in FIG. 6.
Many of the structural and operative features of the embodiment of
FIG. 6 are substantially equivalent to the embodiments of FIGS. 1
through 5. Accordingly the additional preferred embodiment, as
represented in FIG. 6 comprises the ECU 12 operative to monitor at
least predetermined engine data associated with and indicative of
the operating characteristics of the IC engine. The ECU comprises a
plurality of data channels 14 for the monitoring of intended,
predetermined operating parameters of the engine, which may be
critical to the safety and/or appropriate fuel mixture. Such
predetermined operating parameters include, but are not necessarily
limited to, fuel rates, exhaust gas temperatures, operation levels,
manifold air temperature, mass air flow, gas pressure, engine
coolant, engine RPM, compressor inlet pressures and manifold air
pressures, etc.
[0051] Further, the preferred embodiment of FIG. 6 also includes a
throttle assembly which is embodied in the aforementioned and
described mixing assembly, which is generally represented in FIG.
6, as 116. As such, the mixing assembly 116 comprises a
structurally integrated throttle body 18 and an air gas mixer 20
connected in fluid communication with a gaseous fuel supply 21
maintained under a positive pressure. Therefore, gaseous fuel
delivered from the fuel supply 21 is effectively "pushed" under the
aforementioned positive pressure to the throttle body 18. The
positive delivery of the gaseous fuel to the throttle body 18 and
there from to the air gas mixer 20 thereby allows a "predictive"
amount of gaseous fuel being delivered to the intake air 22'.
[0052] In more specific terms and again with primary referenced to
FIG. 6, the ECU 12 is operative to determine and/or regulate the
concentration of gaseous fuel within the intake air flow 22, 22'
being delivered to a combustion section 24 of the CI engine. In
order to affect a more precise quantity of gaseous fuel utilized to
power the combustion section 24, a mass air flow measuring assembly
60 is inserted in fluid communication with the path of inlet air
flow 22 and in direct fluid communication with the intake air 22'.
Moreover, the mass air flow measuring assembly 60 preferably
includes at least one mass air flow sensor 62 operatively connected
to the ECU 12 so as to provide signals determination of the mass
air flow rate of the intake air 22' passing along the intake flow
path 22. In turn the ECU 12 is operatively connected to the mixing
assembly 116 including throttle assembly including the integrated
throttle body and the air gas mixer 18 and 20 respectively. As a
result, gaseous fuel delivered under pressure from the fuel supply
21, will be effectively "pushed" in adequate quantities to
sufficiently and safely power the combustion section 24. In
addition, the throttle body 18 is cooperatively structured with the
ECU 12 and operative therewith to establish a sufficient
concentration and/or quantity of gaseous fuel being delivered to
the intake air 22' to comply with proper operation of the CI engine
in accord with predetermined operating parameters of the CI engine.
As also indicated the condition of state of the predetermined
operating parameters are determined by the ECU 12 over data
channels 14.
[0053] Accordingly, in this preferred embodiment of the present
invention, the aforementioned operating parameters specifically
include, but are not limited to, a maximum gaseous fuel input into
the intake air of 4.5% by volume of the quantity of intake air
and/or mass flow rate thereof. Moreover, the operating parameters
can also be at least partially defined by a control of the quantity
of gaseous fuel into the intake air 22' which is sufficiently less
to eliminate or restrict the occurrence of engine knocking.
Therefore, the additional preferred embodiment of FIG. 6 may also
include an engine knocking sensor 64 disposed and structured to
facilitate the detection of engine knocking. Further the engine
knocking sensor 64 is connected and/or operatively structured with
the ECU 12 to facilitate the determination by the ECU 12 that
engine knocking is or has occurred. In turn the ECU 12 is
operatively connected to the throttle assembly or throttle body 18
so as to regulate and more specifically diminish the quantity of
gaseous fuel being delivered into the intake air 22' through the
aforementioned integrated gas mixer 20. As such, the lesser
quantity of gaseous fuel, below the maximum of 4.5% by volume of
intake air is sufficiently reduced to restrict the engine
knocking.
[0054] Since many modifications, variations and changes in detail
can be made to the described preferred embodiment of the invention,
it is intended that all matters in the foregoing description and
shown in the accompanying drawings be interpreted as illustrative
and not in a limiting sense. Thus, the scope of the invention
should be determined by the appended claims and their legal
equivalents.
[0055] Now that the invention has been described,
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