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WO1999046495A1 - Technique visant a fournir au moins une certaine quantite pilote de carburant liquide a un moteur hybride - Google Patents

Technique visant a fournir au moins une certaine quantite pilote de carburant liquide a un moteur hybride Download PDF

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Publication number
WO1999046495A1
WO1999046495A1 PCT/US1999/004477 US9904477W WO9946495A1 WO 1999046495 A1 WO1999046495 A1 WO 1999046495A1 US 9904477 W US9904477 W US 9904477W WO 9946495 A1 WO9946495 A1 WO 9946495A1
Authority
WO
WIPO (PCT)
Prior art keywords
liquid fuel
engine
energy rate
determined
control signal
Prior art date
Application number
PCT/US1999/004477
Other languages
English (en)
Inventor
Scott C. Brown
Martin L. Willi
Original Assignee
Caterpillar Inc.
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Caterpillar Inc. filed Critical Caterpillar Inc.
Publication of WO1999046495A1 publication Critical patent/WO1999046495A1/fr

Links

Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D19/00—Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures
    • F02D19/06—Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures peculiar to engines working with pluralities of fuels, e.g. alternatively with light and heavy fuel oil, other than engines indifferent to the fuel consumed
    • F02D19/0602—Control of components of the fuel supply system
    • F02D19/0607—Control of components of the fuel supply system to adjust the fuel mass or volume flow
    • F02D19/061—Control of components of the fuel supply system to adjust the fuel mass or volume flow by controlling fuel injectors
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B7/00—Engines characterised by the fuel-air charge being ignited by compression ignition of an additional fuel
    • F02B7/06—Engines characterised by the fuel-air charge being ignited by compression ignition of an additional fuel the fuel in the charge being gaseous
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D19/00—Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures
    • F02D19/06—Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures peculiar to engines working with pluralities of fuels, e.g. alternatively with light and heavy fuel oil, other than engines indifferent to the fuel consumed
    • F02D19/0626—Measuring or estimating parameters related to the fuel supply system
    • F02D19/0628—Determining the fuel pressure, temperature or flow, the fuel tank fill level or a valve position
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D19/00—Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures
    • F02D19/06—Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures peculiar to engines working with pluralities of fuels, e.g. alternatively with light and heavy fuel oil, other than engines indifferent to the fuel consumed
    • F02D19/08—Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures peculiar to engines working with pluralities of fuels, e.g. alternatively with light and heavy fuel oil, other than engines indifferent to the fuel consumed simultaneously using pluralities of fuels
    • F02D19/10—Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures peculiar to engines working with pluralities of fuels, e.g. alternatively with light and heavy fuel oil, other than engines indifferent to the fuel consumed simultaneously using pluralities of fuels peculiar to compression-ignition engines in which the main fuel is gaseous
    • F02D19/105—Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures peculiar to engines working with pluralities of fuels, e.g. alternatively with light and heavy fuel oil, other than engines indifferent to the fuel consumed simultaneously using pluralities of fuels peculiar to compression-ignition engines in which the main fuel is gaseous operating in a special mode, e.g. in a liquid fuel only mode for starting
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/10—Internal combustion engine [ICE] based vehicles
    • Y02T10/30—Use of alternative fuels, e.g. biofuels

Definitions

  • This invention relates generally to dual fuel engines, and more particularly, to a method for ensuring delivery of at least a pilot quantity of liquid fuel to the engine during a dual fuel operating mode, particularly under changing engine speed and/or fuel injection timing conditions.
  • a dual fuel engine can typically operate in two modes.
  • a liquid fuel such as diesel fuel
  • a gaseous fuel such as natural gas
  • a small amount or pilot amount of the liquid fuel is injected into the cylinder or the precombustion chamber and ignited by compression in order to ignite the mixture of air and gaseous fuel.
  • a problem, that may be potentially damaging to the dual fuel engine, can occur when an unburned gaseous fuel passes through the engine. This can occur when an - 2 -
  • the present invention is directed to overcoming one or more of the problems as set forth above .
  • a method for ensuring delivery of a desired pilot quantity of liquid fuel in a dual fuel engine including a first step of determining a value indicative of a determined liquid fuel energy rate for the engine, and a second step of comparing the value indicative of the determined liquid fuel energy rate to a value, preferably predetermined, indicative of a liquid fuel energy rate for a desired liquid fuel pilot condition and, if the value indicative of the determined liquid fuel energy rate is less than the value indicative of the liquid fuel energy rate for the desired liquid fuel pilot condition, then increasing a value indicative of an actual liquid fuel energy rate for the engine to a level corresponding to the value indicative of the liquid fuel energy rate for the desired liquid fuel pilot condition.
  • the desired liquid fuel pilot condition is preferably a condition wherein a minimum quantity of liquid fuel sufficient to cause ignition and substantially complete combustion of the gaseous fuel is - 3 -
  • This value and the other values indicative of liquid fuel energy rates used can be any suitable indicator of liquid fuel delivery to the engine, such as, but not limited to, a liquid fuel injector signal duration.
  • the determined liquid fuel energy rate for the engine can be based on a governor output, a fuel energy rate determination or computation for the engine, or other suitable determinant, and the liquid fuel energy rate for the desired liquid fuel pilot condition can be based all or in part on factors including, but not limited to, operating parameters such as engine speed, fuel injection timing, load, and the like, as well as other factors such as fuel quality and the like.
  • liquid fuel energy rate for the desired liquid fuel pilot condition is based on factors that can vary, such as engine operating conditions including speed and the like, the liquid fuel energy rate for the desired pilot condition can likewise vary. Accordingly, values indicative of this energy rate for a wide range of conditions are preferably predetermined through testing or other suitable means and stored in a memory device such as a look-up table or map in an engine control module or elsewhere, so as to be retrieved by the engine control module or other device for controlling the engine for making the above comparison.
  • the engine control module determines the liquid fuel injector control signal duration or other indicator of the determined liquid fuel energy rate from the governor, fuel energy rate computation or other source, and compares it to the retrieved liquid fuel injector control signal duration - 4 -
  • the engine control module will incorporate the injector control signal duration for the desired pilot condition into the liquid fuel injector signal which controls the quantity of liquid fuel delivered to the engine by the liquid fuel injector or injectors. If the determined fuel injector control signal duration is greater than the injector control signal duration for the desired pilot condition, then the engine control module will incorporate the determined fuel injector control signal duration into the liquid fuel injector signal.
  • Fig. 1 is a schematic view of a dual fuel engine system in accordance with the present invention.
  • Fig. 2 is a flowchart of operating steps for the dual fuel engine system of Fig. 1 in accordance with the present invention.
  • numeral 10 in Fig. 1 depicts a dual fuel engine system used in association with the present invention, including an internal combustion engine 12 having a representative cylinder 14. Although only one cylinder 14 is shown, it is recognized that the number of cylinders of engine 12 could vary and that engine 12 could be of the in-line type, V-type, or alternatively a rotary engine.
  • a piston 16 is positioned for reciprocal movement in - 5 -
  • Engine 12 includes a fuel injector 28, such as an electronic unit injector, positioned for injecting liquid fuel, such as diesel fuel, into cylinder 14.
  • the liquid fuel may be provided to fuel injector 28 by means commonly known in the art (not shown) .
  • a gaseous fuel admission valve 30 is positioned between a gaseous fuel manifold 32 at an upstream side and intake port 18 at a downstream side, a nozzle portion of valve 30 extending into intake port 18 for delivering gaseous fuel thereto.
  • Gaseous fuel admission valve 30 may, for example, be of the type shown and described in U.S. Patent No. 5,398,724 available from Woodward Governor Company.
  • Gaseous fuel manifold 32 is connected to a source of gaseous fuel 34 by fuel path 36, a solenoid operated gaseous fuel shut off valve 38 being positioned along fuel path 36.
  • a solenoid operated gaseous fuel shut off valve 38 being positioned along fuel path 36.
  • such a system might typically include a balance regulator positioned between gaseous fuel source 34 and gaseous fuel manifold 32 for regulating the gaseous fuel pressure at the upstream side of gaseous fuel admission valve 30.
  • Dual fuel system 10 includes an electronic control module (ECM) 40 which is representative of a wide variety of engine control means including processor means, such as a microcontroller or microprocessor, as well as electronic circuitry, such as input/output circuitry, and associated memory.
  • ECM 40 is connected to a pressure sensor 42 via conductive path 44 and to a - 6 -
  • a temperature sensor 43 is also provided in gaseous fuel manifold 32 to provide temperature indicative signals to ECM 40 via conductive path 45.
  • ECM 40 is connected for controlling gaseous fuel admission valve 30 by conductive path 50 and is also connected for controlling fuel injector 28 by conductive path 52.
  • driver circuitry within an ECM such as ECM 40 for delivering current control signals to such devices.
  • An engine speed sensor 54 associated with a crankshaft, camshaft or other indicator of the operating speed (not shown) of engine 12 is also connected to ECM 40 via conductive path 56 for delivering engine speed indicative signals thereto.
  • a mode switch 58 is connected to ECM 40 via conductive path 60 and is operable by an operator to select a liquid fuel operating mode or a dual fuel operating mode. The actual engine operating mode is determined based upon the mode switch selection and other monitored engine parameters .
  • ECM 40 further includes an associated governor 62 for processing selected of the above mentioned input signals and generating output signals for controlling a selected operating parameter or parameters of engine 12, such as engine speed, either solely or in association with operator input .
  • Governor 62 can be operable to control the selected parameter or parameters such as engine speed in a suitable manner such as by controlling - 7 -
  • governor 62 is operable to generate an output signal having a value which is indicative of a liquid fuel rate necessary to maintain a desired engine speed based upon a comparison of the actual engine speed and the desired engine speed.
  • the desired engine speed may be a predetermined engine speed stored in a suitable memory device such as internal memory 64 shown, or it may be indicated by an operator input such as a throttle setting, for example.
  • the liquid fuel energy rate is also indicative of the total fuel energy rate for maintaining the desired engine speed. From the liquid fuel energy rate the duration of a fuel injector control signal for the desired engine speed can be determined. Liquid fuel is then caused to be delivered to engine 12 by delivering a control signal of the determined duration to fuel injector 28.
  • governor 62 is operable to produce an output signal value indicative of a desired total fuel energy rate to maintain the desired engine speed.
  • a first value indicative of the desired liquid fuel rate and a second value indicative of the desired gaseous fuel energy rate can then be determined in a suitable manner, and a duration of a gaseous fuel admission valve control signal necessary to inject gaseous fuel in amount which provides the desired gaseous fuel energy rate can be determined and the duration of a fuel injector control signal necessary to inject liquid fuel in an amount which provides the desired liquid fuel rate can be determined.
  • liquid fuel and liquid fuel are then caused to be delivered to engine 12 under control of control signals incorporating the determined durations sent to valve 30 and injector 28.
  • liquid fuel mode the liquid fuel is injected into engine cylinder 14 via injector 28 and serves as the sole source of fuel energy for combustion.
  • gaseous fuel is mixed with air in intake port 18 and inducted into cylinder 14, and the liquid fuel is injected into cylinder 14 where it is ignited by compression to thereby combust and ignite the mixture of air and gaseous fuel.
  • the dual fuel mode it is desirable to limit the amount of liquid fuel injected to a pilot quantity sufficient to ignite the mixture of air and gaseous fuel, so as to minimize liquid fuel costs, as well as emissions of unburned liquid fuel and pollutants from combustion of the liquid fuel.
  • a pilot quantity of liquid fuel is injected into the cylinder, the mixture of air and gaseous fuel may not be sufficiently ignited or may incompletely combust, which can result in poor engine performance, emissions problems, and possible engine damage.
  • dual fuel system 10 when in the dual fuel mode, dual fuel system 10 is desirably operable to ensure delivery of a desired pilot quantity of liquid fuel to engine 12, preferably an amount corresponding to a minimum liquid fuel energy rate sufficient to provide complete combustion of the air and gaseous fuel mixture, yet not so great as to produce undesirable levels of emissions of pollutants.
  • a value indicative of a determined liquid fuel energy rate for engine 12 is determined. This value is preferably a liquid fuel injector control signal duration.
  • the value indicative of the determined liquid fuel energy rate from step 68 is compared to a value, preferably predetermined and retrieved from memory 64 (Fig. 1), indicative of a liquid fuel energy rate for the desired liquid fuel pilot condition, and which is also preferably a liquid fuel injector control signal duration.
  • a value indicative of an actual liquid fuel energy rate for the engine (also preferably a liquid fuel injector control signal duration) is increased to a level corresponding to the predetermined value indicative of the liquid fuel energy rate for the desired liquid fuel pilot condition by ECM 40.
  • the value indicative of the determined liquid fuel energy rate from step 68 is greater than the value indicative of a liquid fuel energy rate for the desired liquid fuel pilot condition, then the value indicative of an actual liquid fuel energy rate for the engine can optionally be set at a level corresponding to the determined value indicative of the determined liquid fuel energy rate or some other value (not shown) .
  • the determined liquid fuel energy rate for the engine can be based on a governor output, a total or other fuel energy rate computation for the engine, or any other suitable determinant, and the liquid fuel energy rate for the desired liquid fuel pilot condition can be based all or in part on factors including, but not limited to, operating parameters such as engine - 10 -
  • liquid fuel energy rate for the desired liquid fuel pilot condition will also vary, and predetermined liquid fuel energy rates for a wide range of contemplated engine operating conditions are preferably determined by testing or other suitable means and stored in a memory device such as memory 64, a map file such as a 3 -dimensional map file, or the like, for retrieval by ECM 40 in step 70.
  • the present invention provides a method for ensuring the delivery of a minimum desired pilot quantity of liquid fuel to an engine operating in a dual fuel mode wherein, for instance, a mixture of air and a gaseous fuel such as natural gas or methane is ignited by the liquid fuel which can be diesel fuel, other oil based fuels, and the like.
  • the liquid fuel which can be diesel fuel, other oil based fuels, and the like.
  • the present invention has applicability for use with a wide variety of dual fuel engines, including engines used in applications such as stationary applications for pumping, generation of electricity, and other purposes, as well as a wide variety of vehicular applications. Additionally, although it is disclosed herein to ensure the delivery of the desired quantity of liquid fuel based on parameters including engine speed and timing, it is likewise contemplated that such fuel quantity could be - 11 -

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Oil, Petroleum & Natural Gas (AREA)
  • Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)
  • Output Control And Ontrol Of Special Type Engine (AREA)

Abstract

Dans le cadre de cette technique visant à fournir une quantité pilote désirée de carburant liquide à un moteur hybride (12), on détermine une valeur indicative du taux énergétique déterminé d'un carburant liquide pour ledit moteur (12) et on la compare à une valeur, prédéterminée de préférence, indicative du taux énergétique d'un carburant liquide pour la condition pilote désirée de carburant liquide et, si la valeur indicative du taux énergétique déterminé de carburant liquide est inférieure à la valeur indicative du taux énergétique du carburant liquide pour la condition pilote désirée de carburant liquide, on augmente une valeur indicative d'un taux énergétique réel de carburant liquide pour ledit moteur (12) pour l'amener à un niveau correspondant à la valeur indicative du taux énergétique du carburant liquide pour la condition pilote désirée de carburant liquide. Il est possible de se fonder, s'agissant du taux énergétique déterminé de carburant liquide, sur les données de sortie d'un régulateur, sur une détermination ou sur un calcul du taux énergétique du carburant pour le moteur (12) ou encore sur un autre facteur déterminant. Le taux énergétique du carburant liquide pour la condition pilote désirée de carburant liquide peut se fonder, entièrement ou partiellement, sur les facteurs incluant - sans toutefois se limiter à ceux-ci - des paramètres opérationnels tels que le régime du moteur, l'avance à l'injection, la charge et analogue, ainsi que sur d'autres facteurs tels que la qualité du carburant et analogue. Les valeurs indicatives du taux énergétique du carburant liquide ou le taux énergétique lui-même, pour la condition pilote désirée de carburant liquide, sont, de préférence, déterminées par essai, ou par tout autre moyen approprié, et stockées dans un dispositif mémoire, tel qu'une table de consultation ou un plan mémoire, associé au module de commande du moteur ou d'un autre dispositif de commande de moteur.
PCT/US1999/004477 1998-03-11 1999-03-02 Technique visant a fournir au moins une certaine quantite pilote de carburant liquide a un moteur hybride WO1999046495A1 (fr)

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US3864898A 1998-03-11 1998-03-11
US09/038,648 1998-03-11

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Cited By (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP1213457A2 (fr) 2000-12-11 2002-06-12 Institut Francais Du Petrole Méthode de gestion d'un moteur à combustion interne fonctionnant en mono ou en bicarburation avec injection directe d'essence et moteur à combustion interne fonctionnant selon avec une telle méthode
EP1985825A1 (fr) 2007-04-27 2008-10-29 Ifp Procédé pour contrôler le fonctionnement d'un moteur pouvant utiliser un mode de combustion en monocarburation ou en multicarburation
CN102278189A (zh) * 2011-04-28 2011-12-14 上海交通大学 柴油-汽油双燃料顺序燃烧直喷式发动机
EP2653706A1 (fr) 2012-04-20 2013-10-23 Caterpillar Motoren GmbH & Co. KG Surveillance du système d'injection de carburant de moteurs bicarburants

Citations (10)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
GB1007313A (en) * 1962-05-12 1965-10-13 Rushton & Hornsby Ltd Governing internal combustion dual fuel engines
EP0108582A2 (fr) * 1982-10-30 1984-05-16 Cryogas Engineering Limited Moteur à injection pour carburant Diesel et gaz
US4641625A (en) 1984-10-10 1987-02-10 Industrial Trade Exchange, Inc. Fuel control system
US4708094A (en) * 1986-12-15 1987-11-24 Cooper Industries Fuel control system for dual fuel engines
US5140959A (en) 1991-01-28 1992-08-25 Durbin Enoch J Method and apparatus for operation of a dual fuel compression ignition combustion engine
JPH05215035A (ja) * 1992-02-04 1993-08-24 Nippon Hakuyo Kiki Kaihatsu Kyokai 二元燃料エンジン
WO1994021911A1 (fr) * 1993-03-22 1994-09-29 Davis Family Trust Systeme de commande de carburant pour moteur a carburant combine diesel et gaz naturel, et procede d'utilisation d'un tel systeme
US5398724A (en) 1993-06-28 1995-03-21 Woodward Governor Company High speed electrically actuated gaseous fuel admission valve
US5450829A (en) 1994-05-03 1995-09-19 Servojet Products International Electronically controlled pilot fuel injection of compression ignition engines
US5711270A (en) * 1996-01-15 1998-01-27 Man B&W Diesel A/S Method of controlling the fuel supply to a diesel engine which by high-pressure injection may be supplied with both fuel oil and fuel gas, and a high-pressure gas injection engine of the diesel type

Patent Citations (10)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
GB1007313A (en) * 1962-05-12 1965-10-13 Rushton & Hornsby Ltd Governing internal combustion dual fuel engines
EP0108582A2 (fr) * 1982-10-30 1984-05-16 Cryogas Engineering Limited Moteur à injection pour carburant Diesel et gaz
US4641625A (en) 1984-10-10 1987-02-10 Industrial Trade Exchange, Inc. Fuel control system
US4708094A (en) * 1986-12-15 1987-11-24 Cooper Industries Fuel control system for dual fuel engines
US5140959A (en) 1991-01-28 1992-08-25 Durbin Enoch J Method and apparatus for operation of a dual fuel compression ignition combustion engine
JPH05215035A (ja) * 1992-02-04 1993-08-24 Nippon Hakuyo Kiki Kaihatsu Kyokai 二元燃料エンジン
WO1994021911A1 (fr) * 1993-03-22 1994-09-29 Davis Family Trust Systeme de commande de carburant pour moteur a carburant combine diesel et gaz naturel, et procede d'utilisation d'un tel systeme
US5398724A (en) 1993-06-28 1995-03-21 Woodward Governor Company High speed electrically actuated gaseous fuel admission valve
US5450829A (en) 1994-05-03 1995-09-19 Servojet Products International Electronically controlled pilot fuel injection of compression ignition engines
US5711270A (en) * 1996-01-15 1998-01-27 Man B&W Diesel A/S Method of controlling the fuel supply to a diesel engine which by high-pressure injection may be supplied with both fuel oil and fuel gas, and a high-pressure gas injection engine of the diesel type

Non-Patent Citations (1)

* Cited by examiner, † Cited by third party
Title
PATENT ABSTRACTS OF JAPAN vol. 017, no. 656 (M - 1521) 6 December 1993 (1993-12-06) *

Cited By (7)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP1213457A2 (fr) 2000-12-11 2002-06-12 Institut Francais Du Petrole Méthode de gestion d'un moteur à combustion interne fonctionnant en mono ou en bicarburation avec injection directe d'essence et moteur à combustion interne fonctionnant selon avec une telle méthode
EP1985825A1 (fr) 2007-04-27 2008-10-29 Ifp Procédé pour contrôler le fonctionnement d'un moteur pouvant utiliser un mode de combustion en monocarburation ou en multicarburation
US9309818B2 (en) 2007-04-27 2016-04-12 IFP Energies Nouvelles Method of controlling operation of an engine that can use a single-fuel of a multi-fuel combustion mode
CN102278189A (zh) * 2011-04-28 2011-12-14 上海交通大学 柴油-汽油双燃料顺序燃烧直喷式发动机
CN102278189B (zh) * 2011-04-28 2012-11-28 上海交通大学 柴油-汽油双燃料顺序燃烧直喷式发动机
EP2653706A1 (fr) 2012-04-20 2013-10-23 Caterpillar Motoren GmbH & Co. KG Surveillance du système d'injection de carburant de moteurs bicarburants
WO2013156161A1 (fr) 2012-04-20 2013-10-24 Caterpillar Motoren Gmbh & Co. Kg Surveillance de systèmes d'injection de combustible d'allumage de moteurs à deux combustibles

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