초록 ▼

In an internal combustion engine that can burn two fuels, the main fuel may become unavailable, either temporarily or until the main fuel is replenished. The present apparatus determines when to fuel an engine with main fuel and secondary fuel, or secondary fuel alone. The apparatus includes a main-

In an internal combustion engine that can burn two fuels, the main fuel may become unavailable, either temporarily or until the main fuel is replenished. The present apparatus determines when to fuel an engine with main fuel and secondary fuel, or secondary fuel alone. The apparatus includes a main-fuel supply system comprising a main-fuel injection valve that introduces main fuel into an engine combustion chamber; a secondary-fuel injection system comprising a secondary-fuel injection valve that introduces secondary fuel directly into the combustion chamber; a pressure sensor associated with the main-fuel supply system for determining injection pressure inside the main-fuel injection valve; and an electronic controller in communication with the pressure sensor and programmable to separately command actuation of the secondary-fuel and the main-fuel injection valve when injection pressure is greater than a predetermined threshold, and to otherwise command actuation of the secondary-fuel injection valve and not the main-fuel injection valve.

대표청구항 ▼

What is claimed is: 1. An apparatus is provided for determining when to fuel an internal combustion engine with main fuel and secondary fuel or secondary fuel alone, said apparatus comprising: (a) a main-fuel supply system comprising a main-fuel injection valve that is operable to introduce said ma

What is claimed is: 1. An apparatus is provided for determining when to fuel an internal combustion engine with main fuel and secondary fuel or secondary fuel alone, said apparatus comprising: (a) a main-fuel supply system comprising a main-fuel injection valve that is operable to introduce said main fuel into a combustion chamber of said engine; (b) a secondary-fuel injection system comprising a secondary-fuel injection valve that is operable to introduce said secondary fuel directly into said combustion chamber; (c) a pressure sensor associated with said main-fuel supply system for determining an available injection pressure inside said main-fuel injection valve; and (d) an electronic controller in communication with said pressure sensor and programmable to separately command actuation of said secondary-fuel injection valve and said main-fuel injection valve to permit said engine to operate at power levels up to full power when said available injection pressure is greater than a predetermined threshold and to otherwise command actuation of said secondary-fuel injection valve and not said main-fuel injection valve to permit said engine to operate at reduced power levels less than full power for up to a predetermined amount of time. 2. The apparatus of claim 1 wherein said pressure sensor is installed on a main-fuel supply rail between a pressure control valve and said main-fuel injection valve. 3. The apparatus of claim 1 wherein said engine comprises a plurality of combustion chambers and said main-fuel injection valve is one of a plurality of main-fuel injection valves with each one of said plurality of main-fuel injection valves associated with a respective one of said plurality of combustion chambers. 4. The apparatus of claim 3 each one of said plurality of main-fuel injection valves comprises a nozzle extending into said associated one of said combustion chambers such that said main fuel is injectable directly into each one of said associated combustion chambers. 5. The apparatus of claim 1 wherein said secondary-fuel injection valve and said main-fuel injection valve are independently operable and integrated in a combined dual fuel injection valve assembly with orifices for separately introducing said main fuel and said secondary fuel directly into said combustion chamber. 6. The apparatus of claim 1 further comprising an accumulator fluidly connected to a main-fuel supply pipe with a shut off valve between said accumulator and said main-fuel supply pipe. 7. The apparatus of claim 6 wherein said accumulator is in fluid communication with said main-fuel supply pipe at a point between a device for pressurizing said main fuel and a pressure regulating valve. 8. The apparatus of claim 7 further comprising a second accumulator vessel that is in fluid communication with said main-fuel supply pipe. 9. The apparatus of claim 1 wherein said main-fuel supply system comprises a device for pressurizing said main fuel and a main-fuel supply pipe for delivering said main fuel from said device to said main-fuel injection valve. 10. The apparatus of claim 9 wherein said device is a compressor. 11. The apparatus of claim 10 further comprising a thermally insulated storage tank adapted to store said main fuel as a liquefied gas at cryogenic temperatures, and wherein said device for pressurizing said main fuel is a pump capable of pumping said liquefied gas. 12. The apparatus of claim 1 wherein said main-fuel supply system is adapted to supply a gaseous fuel selected from the group consisting of natural gas, methane, propane, butane, hydrogen, and blends thereof. 13. The apparatus of claim 1 wherein said secondary-fuel supply system is adapted to supply a liquid fuel selected from the group consisting of diesel fuel, dimethylether, bio-diesel, and kerosene. 14. The apparatus of claim 1 wherein said secondary-fuel injection valve and said main-fuel injection valve are integrated into a single assembly. 15. A method of determining when to fuel an internal combustion engine with main fuel and secondary fuel or secondary fuel alone, said method comprising: (a) measuring available injection pressure of said main fuel; (b) operating in a dual fuel mode in which said engine is operable at power levels up to full power, by fuelling said engine with said main fuel and said secondary fuel with commanded quantity and injection timing for each fuel determined based upon engine speed and engine load, when said available injection pressure is above a predetermined threshold pressure; and (c) operating in a secondary fuel mode in which said engine is operable at reduced power levels less than full power for up to a predetermined amount of time, by fuelling said engine with secondary fuel alone with commanded quantity and injection timing based upon engine speed and load. 16. The method of claim 15 further comprising: switching between said dual fuel mode and said secondary fuel mode when said available injection pressure equals said predetermined threshold pressure, and then enabling a deadband which defines a predetermined pressure range that comprises said threshold pressure; preventing further switching between operating modes until said deadband is disabled; disabling said deadband and operating in said dual fuel mode when said available injection pressure is higher than said predetermined pressure range; and disabling said deadband and operating in said secondary fuel mode when said available injection pressure is lower than said predetermined pressure range. 17. The method of claim 16 wherein said predetermined pressure range has boundaries higher and lower than said threshold pressure. 18. The method of claim 15 wherein when said engine is operating in said secondary fuel mode, said method further comprising providing a warning to an engine operator that the engine will shut down if said predetermined amount of time expires, and shutting down said engine when said predetermined amount of time expires. 19. The method of claim 18 wherein said predetermined amount of time is 10 minutes. 20. The method of claim 18 wherein said predetermined amount of time is less than 15 minutes. 21. The method of claim 15 further comprising pressurizing an accumulator vessel for said main fuel before shutting down said engine. 22. The method of claim 21 further comprising closing a shut off valve between said accumulator vessel and a main fuel supply pipe before shutting down said engine. 23. The method of claim 22 further comprising opening said shut off valve for a predetermined time when said engine is starting up until available injection pressure equalizes with pressure inside said accumulator, and then closing said shut off valve until said available injection pressure is raised to a high set point. 24. The method of claim 15 further comprising pressurizing a large accumulator vessel and a small accumulator vessel, wherein both accumulator vessels are in fluid communication with a main-fuel supply pipe that delivers main fuel to said main-fuel injection valve.