device to control a bi-fuel engine, method for operating a bi-fuel engine, cross platform kit to ret

专利摘要:
DEVICE FOR CONTROLLING A FUEL ENGINE, METHOD FOR OPERATING A FUEL ENGINE, SYSTEM FOR CONTROLLING A FUEL ENGINE, CROSS-PLATFORM KIT FOR RE-FITTING AN ENGINE TO CONVERT THE ENGINE TO A COMBUSTIBLE ENGINE IN A COMBUSTIBLE NON-CARBON AND DEVICE FOR CONTROLING A NATURALLY ASPIRATED BI-FUEL ENGINE A conventional gasoline engine is retrofitted to operate as a bi-fuel engine calibrated to burn Hydrogen gas as a primary fuel and gasoline as a secondary fuel and various air and fuel ratios acceptable while avoiding prohibited air and fuel ratios. The engine is preferably operated to burn Hydrogen fuel in a charged mode and in a scarce mode in certain proportions of acceptable air and fuel, where relatively small NOx emissions occur. When additional power or acceleration is requested, processor-controlled fuel injectors are operated to inject relatively small amounts of gasoline into the engine resulting in a fuel mixture that prevents increases in NOx emissions, as the processor controls the engine to operate in a proportion of air and stoichiometric fuel, where a catalytic converter has (...).
公开号:BR112012031112B1
申请号:R112012031112-3
申请日:2010-12-31
公开日:2020-11-03
发明作者:José Ignacio Galindo；Klaus M. Schauffer；Daniel Leitner；Christof Hepp
申请人:H2 Ip Investments Ltd.；
IPC主号:

专利说明:

TECHNICAL FIELD OF THE INVENTION
The present invention relates, in general, to the design and control of internal combustion engines that operate with two different fuels and capable of different modes of operations with different proportions of air and fuel. HISTORY OF THE INVENTION
Internal combustion engines operate on the principle of igniting a mixture of air and gasoline (or other fuel) within a cylinder to cause combustion within the cylinder, where the resulting release energy is converted into mechanical energy through the use of a piston inside the cylinder, driving a crankshaft. Internal combustion engines are typically naturally aspirated, which means that air is collected from the engine at atmospheric pressure. As a result of combustion of air, the mixture of fuel within an engine cylinder, different types of toxic gases and unwanted pollutants are generated in the cylinder and pass through an exhaust system to a device commonly referred to as a catalytic converter.
The catalytic converter contains certain materials and catalysts to cause a chemical reaction to occur between said materials and the toxic, polluting exhaust gases, converting these harmful gases into less harmful emissions. Some of the harmful gases include carbon monoxide, hydrocarbons or volatile organic compounds, and nitrogen oxides (referred to as NOX emissions). For the efficient use of the catalytic converter, it is desirable that the mixture of fuel and air is maintained in the proportion of air and stoichiometric fuel of the fuel, which is used. That is, for exhaust gases resulting from a ratio of stoichiometric air and fuel, catalytic converters are best designed to convert these types of harmful exhaust gases into less harmful emissions. For optimal combustion, the amount of air and fuel used for combustion in an engine chamber is so that there is no residual oxygen or fuel remaining in the chamber after combustion, the proportion of air and particular fuel is referred to as the proportion of air and stoichiometric fuel. The proportion of air and stoichiometric fuel depends on the type of fuel used; for example, for gasoline, the ratio of air to stoichiometric fuel is 14.7 lbs of air to 1 1b of gasoline. The proportion of air and actual fuel in an engine is generally expressed in terms of the proportion of air and stoichiometric fuel and the symbol Λ (lambda) is typically used to denote the ratio between the actual proportion and the stoichiometric proportion. The mathematical expression for Λ is therefore:

Based on the definition of Λ above, internal combustion engines are ideally designed to operate at an λ = 1, which means that the proportion of air and fuel in an engine cylinder is maintained in the stoichiometric ratio or relatively close to the ich stoichiometric ratio for achieve the greatest reduction of harmful gases by a catalytic converter. DESCRIPTION OF THE INVENTION
The present invention provides a device, system and method for controlling a bi-fuel internal combustion engine, as well as a platform kit for retrofitting an engine to convert the engine to a bi-fuel engine in which one of the fuels can be a non-based fuel. carbon.
According to the invention, the device for controlling a bi-fuel engine, the device comprises a processor coupled to the engine, an air pump attached to the engine and the processor and said air pump is controlled by the processor to supply air to the engine, where said processor also controls the intake of fuel in the engine to operate the engine, preferably in a scarce mode, with a primary fuel at Λ acceptable values, avoiding prohibited valores values and, based on one or more engine parameter values, the processor controls the fuel intake to inject adequate amounts of the primary fuel and a secondary fuel into the engine to operate the engine, preferably in a sparse mode, at acceptable valores values and to avoid operating at prohibited valores values, where Λ is a proportion of ratio of air and actual fuel to the ratio of air and stoichiometric fuel.
In addition, the method for operating a bi-fuel engine, according to the invention, comprises engine control with a processor that uses primary fuel at Λ acceptable values, where Λ is a ratio of air to actual fuel to air to fuel stoichiometric; and injection of adequate amounts of secondary fuel and primary fuel into the engine using a processor in response to engine parameters to operate the engine using a mixture of primary and secondary fuels at acceptable values for Λ, while avoiding prohibited values of Λ .
The system for controlling a bi-fuel engine, according to the invention, comprises a processor and an air pump controlled by the processor to supply air to the engine and the processor controls the intake of fuel in the engine to operate the engine with a primary fuel in which , based on one or more engine parameter values, the processor can further control the intake of fuel into the engine to inject adequate amounts of a secondary fuel into the engine to achieve acceptable air and fuel ratios and avoid prohibited air and fuel ratios .
According to the invention, the cross platform kit for retrofitting an engine to convert the engine to a dual-fuel engine, in which one of the fuels can be a non-carbon based fuel, the kit comprises a processor, an air pump and a fuel inlet assembly, where the processor, air pump and fuel inlet assembly are installed in the engine, so that the processor controls the air pump and fuel inlet assembly to operate the engine.
As is apparent, the device comprises a processor and an air pump, both coupled to the engine and with each other, with this, the processor is able to control the engine's air pump and fuel intake. The air pump, engine fuel intake and engine parameters are controlled by the processor to meet engine power requirements, achieve acceptable air and fuel ratios and avoid prohibited air and fuel ratios during engine operation. The proportions of air and fuel are described in terms of Λ.
Acceptable values are values that are desirable based on one or more defined conditions. For example, when the defined condition is the amount of harmful or unwanted exhaust gases generated from the combustion of the primary fuel and air or the combustion of a mixture of the primary fuel and secondary fuel and air, or the combustion of the secondary fuel and air, acceptable values are the values where X = 1, as the resulting harmful gases can be better reduced by a catalytic converter at that X value. Also, acceptable values are the values in which the combustion of the primary fuel and air (or mixture primary and secondary fuel and air, or a mixture of secondary fuel and air) for X values other than 1 does not produce any appreciable amounts of harmful gases or unwanted gases. The amount of harmful or unwanted gases considered to be appreciable can be adjusted arbitrarily for different applications and / or implementations of the claimed invention.
In contrast, prohibited X values are values that are not desirable (or not acceptable) based on one or more defined conditions. For example, when a defined condition is the amount of harmful or unwanted exhaust gases generated by combustion of primary fuel and air, primary fuel, mixture of secondary fuel and air, or mixture of secondary fuel and air, any X value that produces a definable amount (that is, amounts equal to or beyond an arbitrary limit) of harmful or unwanted gases is prohibited.
The engine can run on either a primary fuel or a secondary fuel or a mixture of both fuels. When the engine is running on a mixture of primary and secondary fuels, the processor calculates engine parameter values including adequate amounts of primary and secondary fuels to inject into the engine, to meet the engine's power requirements. The term "suitable amount" can represent a quantity of fuel or a quantity of fuel mixture, or an amount of air or any combination of these quantities to permit the operation of a desired engine, mode or result to occur. The fuel inlet can be processor controllable components and / or assemblies (for example, processor controllable fuel injectors) designed to inject primary and / or secondary fuels into the engine. For example, the fuel intake may comprise fuel injectors to inject primary fuel and fuel injectors to inject secondary fuel into the engine.
When the engine uses primary fuel, it preferably operates in a sparse mode. When engine acceleration or power increase is requested while the engine is using primary fuel, the processor calculates a first set of engine parameter values that includes the appropriate amount of primary fuel to be collected or injected into the engine, the adequate amount of air to be collected or pumped into the engine and, therefore, the proportion of air and resulting fuel corresponding to ΛA to achieve the requested power. The processor also calculates a second set of engine parameter values that includes the appropriate amounts of secondary fuel and primary fuel, the appropriate amount of air to be collected or pumped into the engine, and therefore the corresponding resulting air and fuel ratio a ΛB to reach the requested power. The processor also calculates a third set of engine parameter values that includes the appropriate amounts of primary and secondary fuels finally mixed in an engine cylinder, and the appropriate amount of air to be collected or pumped into the engine for a proportion of air and fuel corresponding to Λ = 1 to achieve the requested power. It should be noted that the appropriate quantities of primary fuel and secondary fuel can be mixed either before entering the engine cylinder (for example, in the intake manifold) or inside the engine cylinder.
The device, system and method of the present invention uses the third set of engine parameter values to operate the engine if both the air and fuel ratios of the first and second set of engine parameter values are prohibited. Otherwise, the device, system and method of the present invention selects the set of engine parameter values from the first or second set that provides an acceptable air and fuel ratio. When both ΛA and ΛB are acceptable, the method of the present invention selects the lowest fuel pobre, that is, the Λ having the highest value.
When the engine uses a fuel mixture comprising primary and secondary fuels, the processor controls the intake of fuel and air in the engine to preferentially operate the engine in low mode. The processor can use the second set of engine parameter values and the corresponding air and fuel ratio to achieve a required power. Also, the processor can use the third set of engine parameter values to operate the engine at X = 1. If the operation using the second set of parameter values and corresponding air and fuel ratio (ie, the corresponding Λ) is prohibited, the device, system and method of the present invention uses the third set of engine parameter values to control the engine in a proportion of air and fuel corresponding to Λ = 1.
The first, the second and the third set of engine parameter values, each includes a respective set of reserve engine parameter values calculated by the processor to operate the engine using the secondary fuel with a proportion of air and fuel corresponding to Λ = 1 (or with an acceptable Λ scarce) to reach a requested power; this operation occurs when the primary fuel is not available. Some examples of primary fuel unavailability include when the system cuts off the primary fuel source due to a hazardous condition (for example, primary fuel leak) or when the primary fuel has run out. Thus, secondary fuel acts as a backup fuel when primary fuel is not available. The reserve sets of engine parameter values are pre-calculated to allow a shift in operation for secondary fuel operation when the primary fuel becomes unavailable. In addition, the method, device and system of the present invention can switch to secondary fuel operation using the reserve engine parameter values when a user of the invention intentionally switches to secondary fuel operation and cuts off the primary fuel source or fuel primary is not available.
The method, device and system of the present invention are, therefore, designed to automatically switch the engine operation - when the primary fuel becomes unavailable - to a ratio of air and fuel corresponding to Λ = 1 (or an acceptable Λ scarce) using secondary fuel and backup engine parameter values, at any time, during engine operation in which only primary fuel was being used or when a mixture of primary and secondary fuel was being used. Also, switching to secondary fuel using the reserve engine parameter values can be intentionally made at any time during engine operation by a system user. During this operation, the user can cut off the primary fuel source, in which case the spare engine parameter values are used to operate the engine. If primary fuel is available, then operation with secondary fuel is as follows.
When the engine uses secondary fuel, the processor controls the fuel intake and air intake to preferentially operate the engine in low mode. The processor calculates a set of engine parameter values for a ratio of air and fuel corresponding to Λ for sparse operation, which meets λs power requirements of the engine. The processor calculates another set of motor parameter values corresponding to Λ = 1; these sets of engine parameter values are not necessarily the same as the set of parameters corresponding to the set of reserve parameter values when primary fuel is not available. In case, if the set of parameter values for the sparse operation results in a prohibited Λ, the processor uses the set of parameter values corresponding to Λ = 1 to operate the motor.
During engine operation, the air pump, which can be implemented as a turbo charger, is activated in order to pump air into the engine at increased pressure with the throttle held in a wide open position for scarce values of Λ, that is, for Λ »l; engine operation with the throttle in a wide open position is referred to as quality control. 'Wide open' refers to opening the throttle in one position, so that it does not restrict the air flow in the engine to appropriate values of Λ (the air being pumped into the engine by the turbo charger or supercharger or air pump). A wide open position will vary for different types of engines depending on the accelerator design and engine speed. When using quality control, an increase in engine output power is achieved by injecting additional fuel into the engine. For the operation of Λ = 1, the quantity control is used, which means that the engine is accelerated. That is, when using quantity control, the position of the engine throttle is varied to meet the engine's output power requirements. Therefore, when the motor operation changes from a scarce Λ to an operation of Λ = 1, at the same time, the motor control changes from quality control to quantity control, as explained above.
It should be noted that the present invention can also be applied to a naturally aspirated bi-fuel engine. That is, during engine operation, the throttle is kept in a wide open position for scarce values of Λ, that is, for Λ> 1; engine operation with the throttle in a wide open position, as described above, is referred to as quality control. As described above, when using quality control, an increase in the engine's output power is achieved by injecting additional fuel into the engine, for the operation of Λ = 1, quantity control is used, which means that the engine is accelerated . That is, when using quantity control, the position of the engine throttle is varied to meet the engine's output power requirements. Therefore, when the engine operation changes from a scarce Λ to an operation of Λ = 1, at the same time, the naturally aspirated biofuel engine controls changes from quality control to quantity control. For mixing fuel operation in which adequate amounts of primary fuel and secondary fuel are injected into the naturally aspirated engine, the processor calculates and / or determines engine parameter values to meet the power requirements of the naturally aspirated engine.
In one embodiment, the primary fuel is hydrogen gas and the secondary fuel is gasoline. In this embodiment, the air pump can be implemented with a turbo charger driven by the exhaust gases from the engine. When operating with primary hydrogen fuel, the processor uses the first or third set of engine parameter values. That is, for the desired power, if the first set of engine parameter values cannot provide the desired power in an acceptable air and fuel ratio, then operation using a mixture of hydrogen gas and gasoline is used and this operation is achievable in the proportion of air and fuel corresponding to Λ equal to 1.
In this embodiment and in other embodiments that use a primary gaseous fuel and a secondary liquid fuel, the addition of the secondary liquid fuel tends to significantly reduce the starting tendency, since the addition of a secondary liquid fuel results in the reduction of the temperature of the mixture resulting fuel and intake system. This temperature reduction is due to the evaporation of the secondary liquid fuel, a process that reduces the temperature of the air and fuel mixture. Also, when the secondary liquid fuel is added to the primary fuel, the primary fuel mass is reduced by a correspondingly adequate amount (that is, equal amount of primary fuel in energy for added secondary fuel energy) to maintain the total energy density of the fuel mixture, thus resulting in a scarce primary fuel operation that reduces the starting tendency. In addition, the addition of a secondary fuel that has inherently less starting tendency than the primary fuel will also reduce the starting tendency of the engine operating on that fuel mixture. BRIEF DESCRIPTION OF THE DRAWINGS
Henceforth, the aspects and realizations of the invention will be described based on the drawings, in which
FIGURE 1 presents a graph of the value Λ of the proportion of air and fuel for a conventional gasoline engine;
FIGURE 2 shows an embodiment of the device and system of the present invention;
FIGURE 3 shows the operation of an engine designed according to the present invention in terms of value Λ of the proportion of air and fuel;
FIGURE 3A presents a mapping for different values of Λ as a function of motor speed and motor torque;
FIGURE 3B presents a graph of NOX emissions as a function of Λ;
FIGURE 4 shows another embodiment of the device and system of the present invention;
FIGURE 5 shows a flow chart of the method of the present invention;
FIGURE 6 presents a flow chart of the method of the present invention for a vehicle engine using Hydrogen as a primary fuel and gasoline as a secondary fuel. ACCOMPLISHMENTS OF THE INVENTION
FIGURE 1 presents a graph of Λ as a function of time for a typical internal combustion gasoline engine. The upper limit 102 of the value 1.03 and the lower limit 104 of the value 0.97 for a desirable value 108 of Λ = 1 +/-, 03 are shown. The Λ 106 curve is shown to be within the limit values during engine operation. In many circumstances, the Λ curve is outside the limits, resulting in relatively higher emissions of harmful gases into the environment, as the catalytic converter cannot reduce these emissions as efficiently as the emissions resulting from a Λ = 1 +/-, 03. When a motor is operated with a Λ> 1, the motor is said to be operated in a sparse mode. When Λ <1, the engine is said to be operated in a rich mode.
It should be noted that the device, system and method of the present invention apply to engines referred to as Otto cycle engines that include gasoline internal combustion engines, as well as diesel internal combustion engines converted to operate on gasoline or Compressed Natural Gas ( CNG). It is well known that diesel engines can be converted into Otto cycle engines, such as (1) internal combustion engines that run on CNG or (2) internal combustion engines that run on gasoline.
The present invention will be described in the context of a bi-fuel engine that operates with Hydrogen gas as a primary fuel and gasoline with a secondary fuel. By way of explanation, the device of the present invention will be described using a retrofitted, naturally aspirated conventional gasoline engine 224, as shown in FIGURE 2 and described herein, and calibrated to burn hydrogen gas using a turbo charger or supercharger or some well-known type of air pump. Calibrating the engine to run on Hydrogen (or any other type of primary fuel) involves determining, calculating and adjusting the engine parameters to certain values to allow this operation. The retrofitting of an engine refers to the modification and / or adjustment of a naturally aspirated engine, a turbocharged engine or a supercharged engine with the various components of the device of the present invention to operate according to the method of the present invention.
One way in which an engine can be retrofitted is to use components from a transverse platform kit comprising several components, such as a housing, a processor stored in the housing, a processor-controlled air pump (eg turbo charger, supercharger), a processor-controlled accelerator and processor-controlled fuel intake assembly (for example, pre-drilled intake manifold and fuel injectors for primary and secondary fuels). That is, the device of the present invention is prepared or packaged as a cross platform kit. The intake manifold pre-drilled holes have diameters suitable for installing primary and secondary fuel injectors that are also part of the kit. For example, an engine being retrofitted to become a bi-fuel engine that operates with Hydrogen as the primary fuel and gasoline as the secondary fuel can be adjusted with a pre-drilled intake manifold where the pre-drilled holes in the intake manifold are openings. through which fuel injectors can be fitted. Also, the primary and / or secondary fuel injectors can be installed or positioned on or near the engine, so that they inject their respective fuels directly into the engine cylinder or chamber; this technique is called direct injection. The kit may further comprise an electric accelerator pedal that can be coupled to processor 200 to allow the processor to determine the position of the pedal in a particular time range. The term 'transverse platform' refers to the ability to use the same or similar kit to retrofit different types of internal combustion engines. For variations in engine size and design, certain kit components can be modified, but the basic set of components in a cross platform kit remains virtually the same from engine to engine. For example, the intake manifold may be smaller or larger or a different shape for different engines, but the basic component of an intake manifold is constant for all kits. Alternative versions of the cross platform kit may not have a processor; on the contrary, software having instructions for operating the engine according to the method of the present invention can be downloaded to the engine ECU by being retrofitted. The downloaded software can complement the existing software in the ECU to properly operate the engine. The transverse platform kit is therefore a grouping of components that, when properly installed in a conventional engine (naturally aspirated, turbocharged or supercharged) to retrofit the engine, allow the engine to operate as a bi-fuel engine where at least one of the fuels it can be a non-carbon based fuel (for example, hydrogen).
It will be readily understood, however, that engines originally designed specifically to operate according to the method, device and system of the present invention can also be used and, thus, the present invention is not limited to retrofitted engines. That is, the present invention can be implemented as an engine originally designed and manufactured to operate in accordance with the method, device and system of the present invention. It will also be readily understood that the method, device and system of the present invention are not limited to the particular retrofitted conventional gasoline engine shown in FIGURE 2; the particular engine in FIGURE 2 is used to facilitate explanation. When operating an internal combustion engine with Hydrogen (ie Hydrogen gas, H2) the device, method and system of the present invention allows for more power at lower engine speed (ie, lower final torque) and oxide emissions reduced nitrogen at lower motorcycle speeds. The terms Hydrogen and Hydrogen gas will henceforth be used interchangeably to indicate the various states of Hydrogen that can be used in this claimed invention.
Hydrogen or Hydrogen gas is preferably stored in a specially designed 216 compressed tank at a relatively high pressure (for example, 200 bars or greater). Hydrogen can also be stored in liquid form or as a hydrogen bonded using tanks made with specialized materials (like alkali metals) to which the Hydrogen molecules are attached or the Hydrogen gas can be stored in any other way that allows the device , method and system of the present invention have access to primary fuel when necessary for engine operation. The 218 gas tank is a conventional gas tank that is used to store gasoline. As will be described here, the primary fuel is the fuel that is mainly used to operate the engine and adequate amounts of the primary and secondary fuels are injected at appropriate times to provide more power to the engine when needed. Also, in y, the secondary fuel can be injected to operate the engine as a backup fuel when the primary fuel is not available, for example, due to safety reasons (for example, cut of primary fuel due to λ leak detection) primary fuel) or due to primary fuel exhaustion (ie, the primary fuel tank is empty). During operation with primary fuel or a mixture of primary and secondary fuels, there are relatively small amounts of aggressive gas emissions; this is because the engine is operated in a sparse mode, as described here, or in a stoichiometric air and fuel ratio, where harmful emissions are greatly reduced by a catalytic converter. For mixing fuel operation, when one of the fuels is gasoline, then the operating mode of Λ = 1 should be used as discussed here.
With reference to λ FIGURE 2, an embodiment of the device and system of the present invention is presented in which a primary hydrogen gas fuel and a secondary gasoline fuel are used. The processor 200 may be a microprocessor, a microcontroller, a signal processor, a microcomputer or any combination thereof. Processor 200 has control lines 202, 204, 206 and 208 for controlling actuators, such as discharge valve 236, gasoline fuel injectors 222, Hydrogen gas fuel injectors 212 and engine accelerator 226 respectively. Actuators are electric, mechanical, electromechanical or other types of motor components, all of which are controllable by processor 200 (or processor 400 in FIGURE 4 to be discussed below) and some of which are part of the device of the present invention. In general, processor 200 may have N control lines, where N is an integer equal to 1 or greater. The control lines carry signals from the processor 200 to the various drivers to control these devices according to the present invention. Control lines can be implemented as electrical wires that carry electrical or electronic signals. Control lines can also be optical lines that carry optical signals or communication channels from a wireless communication system. Focusing temporarily on the intake side of engine 224, tank 216 (or a Hydrogen storage system) contains Hydrogen gas that supplies Hydrogen to the engine via fuel line 214 and hydrogen fuel injectors 212. Fuel tank gasoline 218 supplies gasoline to the engine through fuel line 220 and gasoline fuel injectors 222. Hydrogen gas fuel injectors 212 and gasoline fuel injectors 222 are mounted on intake manifold 210 where they inject fuel at be used by the engine; fuel injectors can also be mounted on the engine, so that they inject fuel directly into an engine combustion chamber (ie a cylinder) - this arrangement is commonly known as direct injection.
The device of the present invention, as discussed below, can be prepared and / or packaged as a kit for installation on an internal combustion engine. Some of the kit components comprise a housing having the processor 200 with several outputs that serve as control lines (eg 202-208 or, in general, N control lines) and several input lines (li,, IN), where N is an integer equal to 1 or greater, connected to the different sensors and motor monitoring devices. For example, input lines can carry signals from sensors and / or monitoring devices, such as a sensor sensor, an accelerator pedal position indicator, accelerator position indicator, mass air flow sensor, H2 sensor (or primary fuel sensor), engine speed monitor, engine temperature monitor, H2 pressure sensor, auxiliary propulsion and pressure sensor, vacuum pump sensor (monitors the vacuum pump operation used in a vehicle brake system) and ambient conditions sensor (eg temperature, pressure). These different sensors, monitoring devices and indicators measure motor parameters that are continuously provided to the 200 processor. The motor parameters are variables of measurable motor characteristics of the sensors and / or monitoring devices that, when analyzed, reflect the status of a engine and its operation. The values of one or more motor parameters can be processed, manipulated and / or modified to control the operation of the motor. The measured values of these different sensors, monitors, and indicators are motor parameter values that can be used by processor 200 to calculate the need for motor power and other motor status. For example, engine parameter values such as the position of the accelerator pedal, engine torque and / or engine speed can be used by processor 200 to determine whether more power is being requested by an engine operator. Thus, processor 200 will do the same based on these engine parameter values. Hydrogen 212 gas fuel injectors, which are also part of the kit, can be mounted on the intake system 210 (for example, intake manifold 210 with pre-drilled holes). An accelerator pedal capable of generating an electrical or electronic signal indicating the position of the pedal - that is, an electric accelerator pedal can also be part of the kit. In addition, a processor controllable accelerator can also be part of the kit. The electric or electronic signal from the accelerator pedal can then be received by processor 200 for engine operation. Mounting the Hydrogen 212 fuel injectors may involve perforated openings in the engine body (for example, intake manifold 210) relatively close to the existing 222 gasoline fuel injectors and then hold these Hydrogen 212 fuel injectors through these openings. Other methods for assembling the Hydrogen 212 fuel injectors can be used. For example, Hydrogen fuel injectors (as well as gasoline fuel injectors) can be mounted on or near the engine near the engine's combustion chambers or positioned relative to the combustion chambers, so that the fuel is injected directly in the combustion chambers; this is commonly referred to as direct injection. The fuel injectors release fuel to the intake manifold, and then the mixture of air and fuel is released into the combustion chamber via the inlet valves of the combustion chambers. The H2 sensor or primary fuel sensor can act in conjunction with a primary fuel shut-off valve (not shown) to automatically cut off primary fuel when the sensor has detected a primary fuel leak. The primary fuel then becomes unavailable. The primary fuel shut-off valve can be positioned inside or in line with the primary fuel line and is controllable by processor 200 to automatically cut primary fuel by receiving a signal from the primary fuel sensor (eg H2 sensor) ) indicating a primary fuel leak, causing the processor to operate the engine in a reserve mode, using secondary fuel. In addition, an engine operator can trigger a switch (not shown) attached to processor 200 through one of its input lines to cause the valve to shut off to cut primary fuel and cause the processor to operate the engine in a mode reserve using secondary fuel.
In other embodiments, it will readily be understood that the processor 2 00 can be integrated with an existing Engine Control Unit (ECU) of the vehicle or system; that is, additional instructions can be programmed in the ECU to carry out the steps of the method, device and system of the present invention, thus avoiding the use of an additional processor, such as processor 200.
On the exhaust side of the engine 224, there is an exhaust manifold 230 from which the exhaust pipe 240 extends. The exhaust gas path is shown by arrows 238 A, 238B, 238C and 238D. The exhaust gases flow through the exhaust pipe 240 and a portion of these exhaust gases can be redirected when the discharge valve 236 (for example, a valve) is controlled by processor 200 via control line 202 to open , allowing a portion of the exhaust gases to flow through the bypass exhaust pipe 242. The discharge valve 236 is positioned inside or in line with the exhaust pipe 242. When processor 200 causes the discharge valve 236 close, the exhaust gas does not flow through the bypass exhaust pipe 242. On the contrary, the exhaust gases flow through the exhaust pipe 240 to engage the turbo charger 232 comprising turbine 232B coupled to shaft 232C that drives compressor 232A .
Thus, the exhaust gases that are not re-routed through the discharge valve 236, flow through the exhaust pipe 240 to engage the turbine 232B (positioned inside or in line with the exhaust pipe 24 0) that is coupled and fits the shaft 232C that drives the compressor 232A (positioned inside or in line with the air inlet duct 244) which serves to pump fresh air into the air inlet duct (for example, a pipe or pipe) 244 to the engine accelerator engine 226. Thus, the control of the discharge valve 236 determines the amount of fresh air released to the engine. The accelerator 226 is controlled by the processor 200 via the control line 208. For the various embodiments discussed here, the accelerator can be controllable by the processor or controlled by the processor. The fresh air pumped by the compressor 232A into the air intake duct 244 is first cooled with the cooling device 228 (see, for example, Wikipedia.org/wiki/Intercooler) and then flows to the accelerator 226 for engine operation 224 adequate. Thus, the air pump is implemented using a turbo charger 232 coupled to the accelerator 226 through the air duct 244. Finally, the exhaust gases flow through the various pipes 240 and / or 242 to the catalytic converter 234, as shown , and the converter converts the largest amount of exhaust gases to non-harmful gases that is allowed by the proportion of air and fuel in the exhaust gases, thus reducing the amount of harmful gases emitted into the environment.
When operating the engine using the device, system and method of the present invention, care is taken to control the proportion of air and fuel in the engine to avoid or reduce harmful carbon gas emissions and to avoid nitrogen oxide emissions (for example , NO, NO0). With Hydrogen gas as a primary fuel, the engine is controlled to operate in scarce mode. An internal combustion engine that operates in a sparse mode while burning hydrogen gas produces harmful gases for certain variations in air and fuel ratios. For most other proportions of air and fuel, the combustion of hydrogen and air produces virtually no harmful gases and the by-product of this combustion is typically water. As previously described, the ratio of air to fuel is typically expressed in terms of a stoichiometric ratio of air to fuel using the symbol Λ. An engine that burns fuel in the proportion of air and stoichiometric fuel has a Λ = 1. Equation (1) is reproduced below for ease of reference:

In a sparse mode of operation where Λ> 1, more air flows to the engine than for stoichiometric operation. The opposite of the sparse mode is the rich mode, where Λ <1. For gasoline engines, it is desirable to operate at a Λ = 1, as harmful exhaust gases can be better reduced by a catalytic converter at Λ = 1; that is, current catalytic converters, which are typically positioned in the exhaust system close to the engine, are designed to better reduce harmful emissions resulting from air / fuel combustion in the proportion of air and stoichiometric fuel (ie, Λ = l) to the fuel being burned. Also, for gasoline engines, because there is growing concern about the amount of harmful exhaust gases that are emitted by these engines, many government regulatory authorities require that these engines operate at Λ = 1 each time.
The device, method and system of the present invention can control an engine that runs on a primary fuel and a secondary fuel to operate at Λ acceptable values and avoid operating at prohibited valores values, where at least one of the fuels can be a fuel based in non-carbon. A non-carbon based fuel is the matter that can be burned in an internal combustion engine, where none of the atomic or molecular components of the matter is carbon. Acceptable values are values that are desirable based on one or more defined conditions. For example, when the defined condition is the amount of harmful gases generated by the combustion of the primary fuel and air or the combustion of a mixture of primary fuel and secondary fuel and air, or the combustion of the secondary fuel and air, acceptable values are the values where Λ = 1, as the resulting harmful gases can be better reduced by a catalytic converter at that value Λ. In addition, acceptable values are values in which combustion of primary fuel and air (or mixture of primary and secondary fuel and air, or a mixture of secondary fuel and air) for values valores other than 1 does not produce any appreciable amount of gases harmful exhaust gases reasonably considered to be harmful to the environment. The amount of harmful gases considered to be harmful can be arbitrarily adjusted for different applications and / or implementations of the claimed invention. Conversely, prohibited Λ values are values that are not desirable (or not acceptable) based on one or more defined conditions. For example, when the defined condition is the amount of harmful gases generated by combustion of the primary fuel and air, primary fuel, mixture of secondary fuel and air or mixture of secondary fuel and air, any value Λ that produces a definable quantity (ie , equal amounts or beyond an arbitrary limit) of harmful gases is prohibited. It should be understood that for gasoline engines, even for Λ = 1, harmful gases are produced by combustion of air and gasoline. However, because catalytic converters can better reduce harmful gas emissions to Λ = 1, current conventional gasoline engines are operated at Λ = 1 most of the time.
Therefore, prohibited valores values are outside the limits of an efficient functioning range of a catalytic converter; how a variation in functioning is typically close to the proportion of stoichiometric air and fuel (ie, Λ = 1 + / - a percentage). An efficient operating range is a range of values for Λ, in which the catalytic converter is better able to reduce harmful and / or harmful emissions of exhaust gases resulting from the combustion of the fuels with which an engine is operating. Acceptable values for Λ are within the limits or within the range of efficient operation of the catalytic converter, where said acceptable values can be scarce values of Λ; for these values of Λ, there are virtually no nitrous oxide emissions.
With reference to λ FIGURE 3, a graph 30 0 of Λ is presented as a function of time, that is, Λ (t), or curve 022, which presents an example of how Λ can be controlled to operate an engine using gas Hydrogen as the primary fuel and gasoline as the secondary fuel. Graph 300 shows a region of Λ prohibited values or prohibited zone 312 with a lower limit 306 having a Λ value of 1.03 and an upper limit 304 having a value of 1.8. The particular limits shown in FIGURE 3 represent the operational limits for a specific type of engine and are presented for ease of explanation. It will be readily obvious that the limits of the prohibited zone may be different for different types of engines. For the particular engine being discussed (gasoline engine naturally aspirated, calibrated and retrofitted with the device, system and method of the present invention), stoichiometric operation, that is, in Λ = 1, the desirable value 310, the upper limit 306 has a value of 1.03 and lower limit 308 has a value of 0.97. For operation of Λ = 1, the accuracy to be within +/-, 03 is typically desired. When the engine is started using Hydrogen as the fuel, sparse operation is desired and thus Hydrogen gas is injected and air is pumped into the engine to achieve sparse operation; the motor is equipped with a sensor Λ (not shown) that provides values Λ to processor 200. One of the inputs, IN, to processor 200, where N is an integer equal to 1 or greater, can be sensor values Λ. Alternatively, processor 200 can calculate the value Λ by measuring the amount of air sucked or pumped into each cylinder and the amount of Hydrogen gas it injects into the same cylinders and performs the calculation using equation (1) above. In sparse mode operation, the engine is operated using quality control, that is, accelerator 226 is kept open in a wide open position and the engine's power output is controlled by the amount of fuel (for this realization, Hydrogen) injected on the engine.
Processor 200 will continue to operate the engine in sparse mode, as shown. With Hydrogen as a primary fuel, operating at Λ values greater than 1.8, as shown, results in negligible amounts of harmful emissions, where most of the by-product of this operation is water. The more power required from the engine, the 200 processor increases the amount of Hydrogen fuel injected into the engine's cylinders, reducing indo in the same way; an example of more power being requested occurs between times ti and t2 of graph 300. The request for more power is reflected in a change in one or more motor parameter values and this change is detected by processor 200. Between times t2 and t3, even more power is required (for example, accelerator pedal is being depressed with increasing pressure) and Λ is reduced further. At some point, the amount of power requested from the engine will need Λ values that are within the prohibited region 312.
The combustion of Hydrogen with air at valores values in the prohibited region not only results in the generation of appreciable amounts of harmful gases, such as nitrogen oxides, but could lead to λ unstable engine operation, as pre-ignition and / or start-up may occur. In general, start-up takes place while the inlet valve remains open and takes the place of the intake manifold and / or combustion chamber. In order to reduce the tendency to start, the hydrogen injection must be stopped before the combustion chamber inlet valve (ie, inlet valve of an engine cylinder) closes. The injection of a liquid fuel, such as gasoline, together with or before the injection of Hydrogen gas and the pumped air results in the mixture of air and fuel in a cooled environment due to evaporation of the liquid fuel; evaporation of liquid fuel reduces the temperature of the air and fuel mixture. That is, the resulting mixture of air and fuel in the intake manifold has a temperature lower than the temperature of the mixture of hydrogen gas and air. Even more importantly, adding an amount of gasoline reduces the amount of hydrogen in the fuel mixture by that equivalent amount that tends to reduce starting with the added advantage of increasing engine output power. The parts of the air and fuel mixture (ie, air, hydrogen, gasoline) can be injected into the intake manifold virtually, simultaneously. However, the full amount of each part is not injected into a release, but can be released to the intake manifold in measured quantities, so as not to promote unwanted combustion in the intake manifold. Thus, the injection of the various components of the mixture of air and fuel does not result in combustion in the intake manifold regardless of the order in which the quantities released are injected. Another approach to mixing fuel operation that reduces the starting tendency is the injection of gasoline (or a liquid fuel) and hydrogen (or gaseous fuel), so that gasoline (or a liquid fuel) enters the combustion chamber before hydrogen (or gaseous fuel). The injection of hydrogen (or gaseous fuel) must be calibrated so that the hydrogen-air mixture enters the combustion chamber before the inlet valve closes and therefore air is placed in front of the closed inlet valve. As a result, a significant reduction in the start-up trend is achieved. The mass of the primary fuel (for example, Hydrogen) corresponding to a given energy density is reduced to operate with a poorer primary fuel, thus reducing the starting tendency. However, an adequate amount of a secondary liquid fuel is added so that the total energy content of the fuel mixture remains constant. The addition of a secondary fuel (eg gasoline) that has a lower starting tendency will reduce the starting tendency of the fuel mixture. At time t3, processor 200 will determine that entry into the forbidden region is imminent. At this point, processor 200 changes engine operation to Λ = 1 mode. In particular, processor 200 controls gasoline fuel injectors 222 to inject an adequate amount of gasoline for the Hydrogen it is injecting from the injector control of Hydrogen fuel 212 resulting in a fuel mixture that has almost the same amount of energy as the Hydrogen fuel injected at time t3. Simultaneously, processor 200 resets the throttle to reduce the amount of air collected in the engine to reach a value of 1 to Λ. The changeover from operation in sparse mode to the fuel mixing operation with Λ = 1 is done as soon as possible to avoid engine operation in the prohibited zone 312; arrow 314 shows the exchange that occurs over a period of time between moments t3 and t4. The time period between moments t3 and t4 should be as short as possible. At time t4, processor 200 successfully controlled the ratio of air and fuel, reached a 1 of approximately 1.0 by injecting the proper amount of Hydrogen / gasoline mixture and controlled the accelerator 226 to pump the appropriate amount of air. The amount of air and the amount of fuel mixture needed to achieve the operation of Λ = 1 are calculated by the processor preferably at a time before time t3, since the power demand that needs to be changed can occur at any time. For example, the calculation of the air and fuel mixture quantities can be done immediately after the engine is started and then the calculation can be periodically updated. In this way, any sudden power demand can be handled using these pre-calculated quantities. In general, during sparse engine operation, calculations for the de = 1 operation are made in anticipation of a sudden need (for example, sudden spike power demand) for this operation. Likewise, during the operation of Λ = 1, the calculations for the operation in the sparse mode are made in anticipation of a sudden change to the sparse operation. It should be noted that a gasoline-stoichiometric air mixture has a higher volumetric energy density than a stoichiometric air hydrogen mixture, considering the formation of the external mixture. A mixture of hydrogen gas and gasoline will serve to increase the power output of an engine that runs on hydrogen gas only. That is, for a given volume of space unit, a liquid fuel that occupies that space has a higher energy content per unit volume (that is, greater volumetric energy density) than a gaseous fuel that occupies a unit volume of space.
Alternatively, processor 200 can continuously inject defined unit quantities of gasoline while monitoring sensor output Λ to maintain the operation of Λ = 1 +/-, 03. Other approaches to switching to operação = 1 can be used and, therefore, the present invention is not limited to the two particle methods discussed here. The method, device and system of the present invention are designed to switch from scarce operation to operation of Λ = 1, thus avoiding engine operation in the prohibited region. During sparse operation, the method of the present invention uses quality control which is the operation of the engine with the throttle in a wide open position. When using the quality control technique, the engine power is controlled by an amount of fuel injected into the engine. The engine is operated at Λ which equals 1 from t4 to t5. During operation in mode Λ = 1, the engine is controlled using the quantity control which is the operation of the accelerator (varying the position of the accelerator) to control the output power of the engine. While operating in Λ = 1 mode, the present invention that anticipates a return to the sparse mode of operation calculates the proportion of air and fuel and thus the Λ (and other parameter values) required to return to the sparse operation, as a reduced power demand that allows for scarce operation can occur at any time. At time t5, the Λ for power requirements is outside the forbidden region, so the engine can be operated in low mode again, without having to inject gasoline as a fuel; quality control is therefore used again. The arrow 316 shows the change from operation Λ = 1 to the operation of the sparse mode that occurs between moments t5 and t6. Processor 200 eventually reduces and eliminates the injection of gasoline and can also reduce or increase the amount of Hydrogen injected into the engine and controls the throttle, resulting in an increase in valores values, allowing the engine to switch over to scarce operation. From time t5 to t8, processor 200 continuously decreases the amount of hydrogen that is injected into the engine, causing p Λ to increase in the same way. Thus, processor 200 is able to control the engine's fuel intake and air intake to meet engine requirements, while avoiding prohibited air and fuel ratios. It should be noted that the forbidden region shown in FIGURE 3 is an example of a forbidden region in particular for a particular vehicle gasoline engine retrofitted and calibrated to run on Hydrogen and gasoline. Other regions prohibited for other types of engines and for other types of applications may occur, as required by the particular application. It should be noted that at any time during operation with primary fuel or a mixture of primary and secondary fuels, the primary fuel may be rendered unavailable (eg, primary fuel cut due to λ primary or tank leakage detection empty primary fuel); in anticipation of these cases, reserve parameter values are calculated for operation with the secondary fuel at a Λ = 1. If the secondary fuel is not gasoline and can burn without emitting harmful gases to different values of Λ, then operation with values other than 1 to Λ is allowed. The processor can then switch to the operation using the secondary fuel at Λ = 1, when it was signaled by a fuel sensor that the primary fuel is not available. It should also be noted that the implementation of the method, device and system of the present invention is not limited to a retrofitted and calibrated engine. It will be readily obvious that the device, system and method of the present invention can be implemented with motors specifically designed and constructed to operate in accordance with the present invention, as described and / or claimed herein.
With reference now to λ FIGURE 3A, a mapping of several values to Λ is presented as a function of engine speed (measured in terms of revolutions per minute or rpm) and engine torque (measured in terms of BMEP (Average Efficient Brake Pressure) )) for a calibrated and retrofitted gasoline engine to run on Hydrogen gas with a primary fuel and gasoline as a secondary fuel, as shown in FIGURE 2. The engine is operated using Hydrogen only for Λ> 2.0. When using only Hydrogen, the engine load is controlled by an amount of Hydrogen injected into the engine without accelerating the fresh air pumped, where the accelerator is kept in a wide open position; as previously explained, this is referred to as a quality control operation. If more torque is required (eg, accelerator pedal depressed), the present invention will inject hydrogen to achieve the required power. However, in increasing the amount of Hydrogen injected into the engine, if a forbidden region is reached, the present invention changes to operation of Λ = 1, where an additional injection of gasoline and also the acceleration of the engine are made to control the load of the engine. motor; engine acceleration (ie, changing the throttle position to control the engine's output power) is referred to as the quantity control operation. The control of fuel mixture (for example, injection of gasoline into the hydrogen fuel mixture) allows us to switch to the operation of Λ = l. In anticipation of switching from scarce operation to operating at Λ = 1, the throttle position and other engine parameters are calculated before switching. Thus, the injection of gasoline and the change of the accelerator position to the pre-calculated position are done simultaneously. In this way, the motor operation is able to change from the scarce operation to the operation of Λ = l. The present invention, therefore, has the ability to change to the operation of operação = 1 for each and every point of operation of the engine, since the fuel mixture can be controlled as described herein. After reaching the operation of Λ = 1, the motor is operated using quantity control; that is, when more power is needed, the position of the accelerator will change in the same way to allow more air in the engine and the processor correspondingly injects more fuel to maintain Λ = 1. For the example shown in FIGURE 3A, for operation of Λ = 1, (see shaded region) up to 30% of all energy, due to the gasoline fuel injected and the remaining energy is hydrogen fuel. The dashed line shown in the operation of Λ = 1 represents the torque curve of the engine for Hydrogen operation only, indicating that the volumetric energy density of Hydrogen gas is less than the volumetric energy density of a mixture of Hydrogen and gasoline. With the use of only Hydrogen and a mixture of Hydrogen and gasoline, an engine retrofitted with the device of the present invention is capable of operating in a relatively wide range of engine output torque or power. With Hydrogen-only operation, the output torque or power produced by the engine is at the bottom end of an output torque / power scale. With the addition of gasoline to Hydrogen, medium level torques or engine output power can be achieved. With gasoline-only operation, the highest levels of torque or output power can be achieved. When a turbo charger is used, as described above, the greater enthalpy of exhaust gas for the blending fuel operation (ie hydrogen and gasoline) engages the turbo charger as described above, providing greater supercharging pressure and thus creates more engine torque.
With reference to λ FIGURE 3B, a graph of NOX emissions is presented as a function of Λ for a retrofitted gasoline engine or originally designed to operate according to the method, device and system of the present invention. The dashed line is a graph of N0x vs. Λ for Hydrogen fuel only. The solid line chart is a NOX vs. Λ for a Hydrogen / gasoline fuel mixture. As Λ approaches 1, the N0x emissions resulting from the primary hydrogen gas fuel increase appreciably. As shown, gasoline is added to Hydrogen, harmful fumes are reduced and at Λ = 1, an amount of NOX emissions into the environment is significantly reduced by the engine's catalytic converter. The three-way catalytic converter is a typical catalytic converter designed to reduce harmful Nitrogen Oxides, Burnt Hydrocarbons and Carbon Monoxide.
With reference now to λ FIGURE 4, another embodiment of the device and system of the present invention is presented, in which a primary hydrogen gas fuel and a secondary gasoline fuel are used. FIGURE 2 looks like λ FIGURE 4, except that, instead of a turbo charger, a 432 air pump (for example, at eaton.com/EatonCom/ProductsServices/PerformancesProducts/Prod ucts / Supercharge rs / index.htm) by processor 400 it is used to pump fresh air into engine 424. Another type of air pump known as a turbo charger VTG (Variable Turbine Geometry) can also be used. It will be readily understood that the air pump 432 represents any pump that can supply the necessary air (with the proper pressure) for the operation of the motor 424 according to the present invention, as described and / or claimed. For example, the air pump 43 2 can be an electric or electronically controlled pump. Processor 400 has control lines 402, 404, 406 and 408 for controlling triggers, such as air pump 432, gasoline fuel injectors 422, Hydrogen fuel injectors 412 and engine throttle 426, respectively. In general, processor 400 can have N control lines, where N is an integer equal to 1 or greater. The control lines carry signals from the processor 400 to the various drivers to control these devices according to the present invention. Control lines can be implemented as electrical wires that carry electrical or electronic signals; the control lines can be optical lines or communication channels of a wireless communication system. Focusing temporarily on the intake side of engine 424, tank 416 contains hydrogen fuel that supplies hydrogen to the engine through fuel line 414 and hydrogen fuel injectors 412. Fuel tank 418 contains gasoline, providing gasoline to the engine for middle of the fuel line 420 and gasoline fuel injectors 422. Hydrogen fuel injectors 412 and gasoline fuel injectors 422 are mounted on the intake manifold 410. Another method for mounting the fuel injectors can be used, such as assembly of the fuel injectors so that they can inject the fuel directly into the combustion chambers of the engine (a provision commonly known as direct injection).
That embodiment of the device of the present invention can similarly be packaged and prepared as a kit, in the same way as the embodiment shown in FIGURE 2. That is, the device can be packaged as a kit, where a part of the kit is a housing having disposed of it processor 400 with several outputs that serve as control lines (for example, 402 to 408 or, in general, N control lines) and several input lines (li, ...., IN), where N is a integer equal to 1 or greater, connected to the different sensors and engine monitoring devices. For example, input lines can carry signals from sensors and / or monitoring devices, such as a sensor sensor, an acceleration pedal, accelerator position indicator, mass air flow sensor, H2 sensor (or sensor primary fuel), engine speed monitor, engine temperature sensor, H2 pressure sensor, auxiliary propulsion and pressure sensor and ambient conditions sensor (eg temperature, pressure). The values of these different sensors, monitoring devices and indicators are motor parameters that can be used by the 400 processor to determine the demand for motor power and other motor status. The H2 sensor or primary fuel sensor can act in conjunction with the primary fuel shut-off valve (not shown) to cut off primary fuel when the sensor has detected a primary fuel leak. The primary fuel then becomes unavailable. The primary fuel shut-off valve can be positioned inside or in line with the primary fuel line and is controllable by the 400 processor to automatically cut the primary fuel by receiving a signal from the primary fuel sensor (eg H2 sensor) indicating a primary fuel leak, causing the engine to be operated using secondary fuel in a reserve mode. In addition, an engine operator can activate a switch (not shown) coupled to processor 400 through one of its inlet lines to cause the shut-off valve to cut the primary fuel and cause the processor to operate the engine with the secondary fuel in a standby mode. The kit can also comprise a processor controllable accelerator, Hydrogen fuel injectors 412 to be mounted on the intake manifold 410 and an accelerator pedal capable of generating an electrical or electronic signal indicating the position of the pedal - that is, an accelerator pedal electric. This electrical or electronic signal can then be received by processor 400 for engine operation. Assembly of the 412 Hydrogen gas fuel injectors may involve perforated openings in the engine body relatively close to the existing 422 gasoline fuel injectors and then hold these 412 Hydrogen fuel injectors through these openings. Other methods for mounting the Hydrogen 412 fuel injectors can be used. Hydrogen fuel injectors (as well as gasoline fuel injectors) can be mounted and positioned in relation to combustion chambers, so that Hydrogen fuel or gasoline fuel or both can be injected directly into the combustion chambers of the motor. In other embodiments, it will readily be understood that processor 400 can be integrated with an existing Engine Control Unit (ECU) of the vehicle or system; that is, additional instructions can be programmed in the ECU to carry out the steps of the method, device and system of the present invention, thus avoiding the use of an additional processor, such as the 400 processor.
On the exhaust side of the engine 424, there is the exhaust manifold 43 0, from which the exhaust pipe 44 0 extends. The exhaust gas path is shown by arrow 438. The exhaust gases flow through the exhaust pipe 440 to the catalytic converter 434 which serves to reduce a number of harmful gases emitted into the environment. Fresh air is provided by the air pump 43 2, which is controlled by processor 400 via control line 402. Fresh air is piped through the air intake duct 436 and is cooled by the cooling device 428 before being released to the air. accelerator 426, which is controlled by processor 400 through control line 408.
Although not shown, there are one or more fuel sensors (for example, fuel leak sensors, empty tank sensors) in the device of the present invention, as shown in FIGURES 2 and 4. These sensors are coupled or in communication with the processor 200, 400 by means of one of the N control lines to signal to the processor the occurrence of a fuel leak, an empty fuel tank or any other primary fuel unavailability events. A fuel leak is detected by one of the fuel sensors, which causes the processor to cut the primary fuel source (making the primary fuel unavailable) to avoid unsafe conditions. As described below in relation to the method of the present invention, processor 200, 400 calculates a reserve set of parameters for operating the engine using the secondary fuel at Λ = 1 when the primary fuel is not available. Secondary fuel thus acts as a reserve fuel in this situation.
The device of the present invention, as shown in FIGURES 2 and 4 and discussed above, also represents a system for controlling a bi-fuel engine where a processor is used to control the engine's fuel intake and air supply to operate the engine in proportions of acceptable air and fuel and avoid prohibited air and fuel ratios. The device of the present invention has been discussed in the context of an engine and vehicle. However, the device of the present invention is also a system where a primary fuel is burned for several different applications than for vehicles or transportation machines. For example, an internal combustion engine can be used to burn a primary fuel, such as hydrogen gas, and also a secondary fuel, such as gasoline, to generate electricity. It will be readily obvious to a person skilled in the art that other applications using a primary and secondary fuel-burning internal combustion engine, according to the method and device of the present invention, can be used for many other applications and is not limited to vehicles or λ electricity generation. As such, the system of the present invention can contain the same or similar components, as described in FIGURES 2 and 4, but it can be distributed over an area where some or none of the components are co-located in relation to other components. Yet, unlike the vehicle application, some or none of the system components may not be portable.
Referring to FIGURES 2 and 4, the fuel distribution mechanisms and air distribution mechanisms described can use one or more additional pumping mechanisms to release fresh air, the primary fuel and secondary fuel to the engine. For example, in FIGURE 2, the air inlet duct 244 and, in FIGURE 4, the air inlet duct 436 may have coupled to them additional pumping mechanisms to release fresh air to engine 224 and 424 respectively; this is due to the length of the air duct you may need these additional pumps to release fresh air over a relatively very long distance in non-portable applications, such as using an engine to generate electricity. Another example are the processor control lines 200 and 400 for the various controllable components in which these control lines can be implemented as wireless transmission systems, electrical communication systems (using coaxial wires or cables, for example) , optical signal communication systems (using optical fibers) where each of these lines can be a channel of a general communication system. Similarly, the exhaust system, in which part or all of the exhaust gases are redirected, can be part of a general system, in which relatively long exhaust piping with additional pumping mechanisms is used to pump the exhaust gases. and reduce harmful emissions to the environment. The input signals to the processors of FIGURES 2 and 4 can also be part of the same communication system used to control the various components of the system; that is, several monitoring components and / or sensors can transmit their values to the processor to allow the present system, method and device to operate as described above.
Another embodiment of the present invention provides a bi-fuel engine that can achieve increased output power using a primary fuel (for example, Hydrogen gas) or a mixture of primary and secondary fuels for three power modes. This achievement includes naturally aspirated engines, turbocharged or super charged engines. The scarce operation of this engine is preferable. Also, the device, method and system of this realization can be packaged as a kit similar to the kits previously described for the other realizations already discussed.
A first power mode is the operation of the engine with primary fuel (for example, hydrogen fuel) using a naturally aspirated engine fitted with a turbo charger. The turbo charger can be a Variable Turbine Geometry (VTG) turbo charger. When the turbo charger is powered by the processor and powered by the exhaust gases, the engine is said to be in charged mode. Although not shown, it will be readily understood by a person skilled in the art that a processor-controlled shut-off valve positioned inside or in line with the exhaust pipe 240 can be controlled by processor 200 to cut off any exhaust gas flow to the turbo charger 232 if the engine is to be operated in unloaded mode. The engine is sucked through the air duct 244 or, alternatively, an additional air duct (not shown) can be coupled to the accelerator 226 for unloaded operation with a valve (not shown) positioned on it to cut off the air flow when the engine is operating in this mode.
A second power mode includes the turbocharged engine (or an overcharged engine) that is calibrated and retrofitted with a second turbo charger, which can be triggered to obtain increased engine power using the primary fuel. For the realization of two turbo chargers, when the engine is operated with primary fuel and high power is requested, the originally designed turbo charger is deactivated or diverted (that is, exhaust gases do not engage its turbines) and the second turbo charger is driven and the engine is operated using quality control; that is, the exhaust gases are routed (through the control of the discharge valve 236) to engage the turbine 232B that drives the shaft 232C to cause the compressor 232A to pump fresh air into the engine with the throttle in a wide open position . The appropriate size of the second turbo charger is selected so that the exhaust gases from the primary fuel can engage this turbo charger to provide the requested additional power. In this second power mode, the new or additional turbo charger can be a Variable Turbine Geometry (VTG) turbo charger. The new or additional turbo charger is selected not only to be driven by the exhaust gases from the primary fuel, but also operate in the required range of engine resistance.
In the second power mode, only one of the two turbo chargers or super chargers is shown (see FIGURES 2 and 4). The originally designed turbo charger or supercharger is not presented for ease of explanation. However, it will be understood that the originally designed turbo charger or supercharger may have the same configuration and layout as the second turbo charger, as shown in FIGURES 2 and 4. For an overcharged engine, when operating on primary fuel, processor 200 can control the original supercharger to provide the proper amount of air to be pumped into the engine.
A third power mode uses a turbocharged engine with a turbo charger having a wide range of operating temperature (ie, exhaust gas temperature) and can therefore be operated with either primary or secondary fuel. This particular turbo charger can be powered by exhaust gases from a primary fuel, such as hydrogen gas, or exhaust gases from a secondary fuel, such as gasoline. An example of this turbo charger is what we will refer to as a VTG turbo supercharger having a relatively wide operating temperature range. The SuperVTG is different from the VTG mentioned above, in that the SuperVTG can operate for a relatively wide temperature range, so that it can operate with the exhaust gases of the primary or secondary fuels. As with the first and second power modes, this third power mode provides increased output power from the engine in the loaded mode using the primary fuel and the operation technique mentioned as quality control.
The three power modes use the turbo charger 232 driven by the processor (by allowing the exhaust gases to engage the turbines of the turbo charger 232) and powered by exhaust gases from the combustion of the primary fuel (eg, hydrogen) and air in the cylinders engines that cause fresh air to be pumped into the engine by the 232A compressor while the processor controls the engine throttle. Also, in the third power mode, a turbo charger that can be activated by exhausting the exhaust gases from the air combustion and the primary or secondary fuel is used. Alternatively, the three power modes can use a processor-controlled supercharger to operate the engine while using quality control. Processor 200 can maintain the throttle in a wide open position in this mode, or it can vary the throttle opening (that is, accelerating the engine) when the engine changes to de = 1 operation. power are referred to as charged modes when the turbo charger (a second turbo charger in the case of a turbocharged engine) is activated and driven to provide extra output power, using the exhaust gases from the primary fuel and the quality control technique . In charged mode, the shut-off valve (not shown) on the exhaust pipe 240 is controlled by processor 200 to allow exhaust gases to flow into turbine 232B of the turbo charger 232. The discharge valve 236 is controlled by processor 200 to prevent exhaust gases to flow through the bypass exhaust pipe 242. However, at various times, in order to increase engine supercharging pressure, processor 200 can control the discharge valve 236 to allow some amount of exhaust gas flow through the bypass exhaust pipe 242 for certain periods of time.
The three power modes can also use a supercharger (electrically or electronically controlled by processor 200) instead of a turbo charger, in which case, processor 200 controls an amount of power supplied to the supercharger. Also, for the second power mode, a supercharger can be used as an air pump instead of a second turbo charger. The engine is operated using quality control while it is preferably in low mode. For applications in which the requested power cannot be provided with scarce operation, the engine changes to operation with Λ = 1, the engine can be accelerated (ie, accelerator position varied according to the engine's power requirements) to control the engine's output power.
Referring now to λ FIGURE 5, a flow chart 500 of the method of the present invention applicable to the system and device of the present invention is presented, the embodiments of which are depicted in FIGURES 2 and 4, as described above. For ease of explanation, the method of the present invention will be described in the context of a vehicle engine.
In step 502, the system power is turned on; this involves providing power to the processor (200 in FIGURE 2, 4 00 in FIGURE 4) and igniting the motor 224, 424. In step 504, the processor determines the value of a mode switch (not shown in FIGURE 2 or 4) indicating whether the primary fuel or secondary fuel operation has been selected. Alternatively, the operator can make a selection after the system is turned on. In step 506, the processor, based on the mode switch value, determines whether the primary fuel operation has been selected. If the primary fuel is not selected, the method of the present invention proceeds to step 520 for operation using the secondary fuel. If the primary fuel operation is selected, the method of the present invention proceeds to step 510.
In step 510, the method of the present invention determines values of motor parameters that are provided by the various sensors, monitoring devices and indicators that send information to the processor 200, 400 through the input lines li,. . . . IN. The value of the engine parameters can include the result of a request made by an engine operator. In step 512, processor 200, 400 calculates the engine power request based on the engine parameter values (for example, accelerator pedal position and engine speed). The power demand may be the result of a request made by the engine operator to increase or decrease the power. Once the power demand for the engine has been calculated and the values of the various engine parameters have been collected, the method of the present invention proceeds to step 514.
In step 514, based on the calculated power request from step 512 and the motor parameter values, processor 200, 400 calculates three sets of parameter values to control the motor. The three sets of parameter values correspond λs two possibilities for sparse operation and the operation of Λ = 1. The sparse operation can be achieved using primary fuel only or a mixture of primary fuel and secondary fuel. For the operation of Λ = 1, a mixture of primary and secondary fuel is used. Each of the three sets of parameter values contains a reserve set of parameter values that are used to operate the engine using secondary fuel with an acceptable air and fuel ratio correspondente or a corresponding air and fuel ratio a Λ = 1. These reserve sets of engine parameter values are used when primary fuel is not available due to the primary fuel being cut off by the system when a hazardous condition is detected (for example, fuel leak is detected) or when the primary fuel tank is empty or if the operator chooses to operate the engine on secondary fuel only; these situations are examples in which the primary fuel is said to be unavailable. Secondary fuel is therefore used as a reserve fuel in these situations. Parameter values are values used to control these components (ie, actuators) such as accelerator 226, 426, gasoline fuel injectors 222, 422, hydrogen fuel injectors 212, 412, discharge valve 236, turbo charger 23 2 and air pump 43 2. Each set of parameter values calculated to control the engine includes a value Λ that will determine the operation of the particular engine. Power demand can be achieved using primary fuel only with a corresponding first value,, a mixture of primary fuel and secondary fuel in a corresponding second value,, or a mixture of primary fuel and secondary fuel at em = 1. The set A parameter values are parameter values (for example, amount of fuel to be injected and amount of air to be pumped into the engine) calculated to achieve the power requirement using the primary fuel with a Λ value resulting from ΛA. The set of parameters B are parameter values calculated to achieve the power requirement using a mixture of primary / secondary fuel with a value Λ resulting from ΛB. Parameter sets A and B are for sparse operation using primary fuel only or a mixture of primary and secondary fuels. For certain secondary fuels, such as gasoline, the scarce operation using a mixture of primary and secondary fuels does not provide an acceptable Λ and, therefore, this operation is not used. The set of C parameters are parameter values calculated to achieve the power request using a primary / secondary fuel mixture for operation of Λ = 1. The calculations performed in step 514 can also be made in anticipation of a power request requested for change the motor from the low operation to the operation of Λ = 1 or change the motor from the operation of Λ = 1 to the low operation. The parameter values are stored by the processor 200, 400. For each of the mentioned parameter sets, when the primary fuel is not available, there is a reserve set of parameters that are used to operate the engine using only one combustível secondary fuel. preferably scarce or if scarce operation is not possible, in a proportion of air and fuel corresponding to Λ = 1. Secondary fuel is thus used in this mode of operation called the reserve mode. The method of the present invention can switch to standby mode at some point during engine operation after the primary fuel becomes unavailable. The reserve set of parameter values for the reserve mode are pre-calculated and are ready to be applied regardless of which set of parameter values the engine is currently using. During reserve mode, the method of the present invention pre-calculates parameter sets for operating primary fuel (low mode) or mixing primary fuel and secondary fuel (low mode or Λ = 1 mode) to be ready to switch to those operating modes, the primary fuel must become available.
In step 516, the method of the present invention applies a Λ selection algorithm that chooses which set of parameters should be used to control the engine. An example of the selection value of Λ is as follows: if ΛAcceptable and ΛB is not acceptable, the method proceeds to step 508A to control the various components using parameter values from parameter set A to operate the motor in a sparse mode using primary fuel only. When Λ = ΛB is acceptable and Λ = ΛA is not acceptable and the only other option is Λ = 1, ΛB is selected. The method of the present invention proceeds to step 508B to control the engine in low operating mode using a mixture of primary and secondary fuels. When both ΛA and ΛB are acceptable, the method of the present invention selects the lowest fuel pobre, that is, the o having the highest value. When neither ΛA nor XB is acceptable, the operation of Λ = 1 is selected and the method of the present invention proceeds to step 508C to control the operation of the engine using an appropriate mixture of primary and secondary fuels. As explained above, when the system detects any problem in the primary fuel supply system, such as leaks or an empty primary fuel tank, the method of the present invention moves to a reserve mode using a subset of parameters to control the operation of the engine (not shown) using secondary fuel. In steps 508A, 508B and 508C, processor 200, 400 controls throttle 226, 426 and fuel injectors, 212, 412 and 222, 422 to meet power requirements and corresponding valores values. That is, for Λ scarce acceptable values, the method of the present invention uses quality control to operate the engine and for Λ = 1, the method of the present invention uses quantity control to operate the engine.
Returning to λ step 5 06, if the primary fuel operation is not selected, the method of the present invention proceeds to step 520. In step 520, the method of the present invention determines engine parameter values being provided by the various sensors, monitoring and indicators that send information to the processor 200, 400 through the input lines li, ...., IN. The value of the engine parameters can be the result of a request made by an engine operator. In step 522, processor 200, 400 calculates the engine power request based on engine parameter values (for example, accelerator pedal position and engine speed). The power demand may be the result of a request made by the engine operator to increase or decrease the power. Once the power request for the motor has been calculated and the values of the various motor parameters have been collected, the method of the present invention proceeds to step 524. In step 524, the processor calculates the parameter values (that is, a first set of parameters) to reach the power request made and the corresponding value Λ. Also, in step 524, the processor calculates parameter values (that is, a second set of parameters) for Λ = 1. In step 526, the processor controls the fuel injectors and the throttle to control the engine operation at the value Λ corresponding to step 524, using quality control. If the value Λ is not acceptable, then the parameter values for Λ = 1 are used to control the operation of the motor using quantity control. It will be noted that while the engine is being operated with the secondary fuel in the corresponding Λ, the parameter values for the operation of Λ = 1 are being calculated in anticipation of an exchange for an operation using the parameter set having a Λ equal to 1 On the contrary, while the motor is being operated with a Λ = 1, the parameter values and correspondingly acceptable Λ that meet λs power requirements are being calculated in anticipation of an operation change of Λ = 1. It should also be noted that while the engine is being operated using secondary fuel, the engine user can intentionally switch to reserve mode, causing the method of the present invention to switch operation to reserve mode using the pre-calculated engine parameter values . During the reserve mode operation, the method of the present invention can pre-calculate parameter values for secondary fuel operation when the primary fuel is available in anticipation of the user, making the primary fuel available. Thus, the parameter reserve values used for secondary fuel operation when primary fuel is not available are not necessarily equal to the parameter values for secondary fuel operation when primary fuel is available.
Referring now to λ FIGURE 6, a flow chart 600 of the method of the present invention applicable to the system and device of the present invention is presented, realizations of which are depicted in FIGURES 2 and 4, as described above. Flowchart 600 represents the method of the present invention, in which the primary fuel is hydrogen and the secondary fuel is gasoline. For ease of explanation, the method of the present invention will be described in the context of a vehicle engine.
In step 602, the system power is turned on; this involves providing power to the processor (200 in FIGURE 2, 400 in FIGURE 4) and igniting the engine 224, 424. In step 604, the processor determines whether the Hydrogen fuel operation is indicated by the value of a fuel selector switch. mode (not shown in FIGURES 2 or 4). The system operator can have access to the mode selector switch (not shown) that can be connected to one of the processor inputs 200, 400 and can select the Hydrogen fuel operation immediately before turning on the system. Alternatively, the operator can make a selection after the system is turned on. In step 606, the processor, based on the mode switch value, determines whether the Hydrogen fuel operation has been selected. If the Hydrogen fuel operation is not selected, the method of the present invention proceeds to step 620 for the operation using gasoline as the fuel. If the Hydrogen fuel operation is selected, the method of the present invention proceeds to step 610.
In step 610, the method of the present invention determines motor parameter values (for example, accelerator pedal position and motor speed) being provided by the various sensors, monitoring devices and indicators that send information to the processor 200, 400 through of the entry lines Ilz ..., IN. The value of the engine parameters can be the result of a request made by an engine operator. In step 612, processor 200, 400 calculates the engine power request based on the engine parameter values (for example, accelerator pedal position and engine speed). The power demand may be the result of a request made by the engine operator to increase or decrease the power. Once the power demand for the engine has been calculated and the values of the various engine parameters have been collected, the method of the present invention proceeds to step 614.
In step 614, based on the calculated power request from step 612 and the motor parameter values, processor 200, 400 calculates two sets of parameters that can be used as parameter values to control the motor. The two sets of parameters correspond to λ sparse operation and λ operation to Λ = 1. The sparse operation can be achieved using only Hydrogen at acceptable valores values. For X = 1 operation, a mixture of Hydrogen and gasoline can therefore be used. Parameter values are values used to control these components (ie actuators) such as accelerator 226, 426, gasoline fuel injectors 222, 422, hydrogen fuel injectors 212, 412, discharge valve 236, turbo charger 23 2 and air pump 432. Each set of parameters calculated to control the engine includes a Λ value that will determine the operation of the engine in particular, the power requirement can be achieved using Hydrogen with a corresponding valor value or a mixture of Hydrogen and gasoline at Λ = 1. Parameter sets A are parameter values (for example, amount of fuel to be injected and amount of air to be pumped) calculated to achieve the power requirement using Hydrogen with a Λ value resulting from ΛA. The set of parameters B are parameter values calculated to achieve the power request using a Hydrogen / gasoline fuel mixture for the operation of Λ = 1. The calculations performed in step 614 can be made in anticipation of a requested power request. to change the engine from the scarce operation to the operação = 1 operation or to change the engine from the Λ = 1 operation using a mixture of Hydrogen and gasoline to an acceptable X using Hydrogen in the operation in the scarce mode. Parameter values are stored by processor 200, 400. Parameter values also include a backup set for operation when Hydrogen is not available. For example, a Hydrogen gas leak detector or another fuel sensor (not shown) can be used to detect fuel leaks that can lead to unsafe engine operation. The fuel sensor preferably positioned next to the Hydrogen fuel line is coupled to or communicates with the processor to inform the processor of a fuel leak. The system pre-calculates the parameter values necessary to operate at Λ = 1, using only gasoline. This is a backup mode for situations when Hydrogen is not available because it has been cut off due to safety considerations or the Hydrogen gas is depleted (empty tank) or the user cuts off the Hydrogen gas. The method of the present invention can be returned to operation using Hydrogen if it becomes available.
In step 616, the method of the present invention determines whether XA is acceptable. If ΛA is not within a prohibited zone and is therefore acceptable, the method of the present invention proceeds to step 618A to operate the motor in sparse mode, using the set of parameter values A. That is, in step 618A, the processor 200, 400 controls the accelerator 226, 426 and fuel injectors 212, 412 to achieve the power requirement in an acceptable X, using quality control. If it is not acceptable and, therefore, the operation to meet the power request cannot be performed using Hydrogen only, the method of the present invention proceeds to step 618B. In step 618B, processor 200,400 controls accelerator 226, 426 and fuel injectors to inject adequate amounts of Hydrogen and gasoline to achieve the power requirement at X = 1. During operation using Hydrogen or a mixture of Hydrogen and gasoline, the system will switch to gasoline operation if (1) Hydrogen is no longer available due to the Hydrogen fuel tank being empty or (2) a Hydrogen fuel leak is detected, causing the system to cut the fuel source from Hydrogen, or (3) if the operator changes to run the engine on secondary fuel or cut off Hydrogen fuel.
Returning to step 6 06, if the Hydrogen fuel operation is not selected, the method of the present invention proceeds to step 620. In step 620, the method of the present invention determines engine parameter values that are provided by the various sensors , monitoring devices and indicators that send information to the processor 200, 400 through the input lines Ilz ...., IN. The engine is operated using gasoline. Therefore, the value of Λ is kept at Λ = 1, regardless of the power demand requested by an engine operator. In step 622, processor 200, 400 calculates the engine power request based on the engine parameter values (for example, accelerator pedal position and engine speed). The power demand may be the result of a request made by the engine operator to increase or decrease the power. Once the power request for the motor has been calculated and the values of the various motor parameters have been collected, the method of the present invention proceeds to step 624. In step 624, the processor calculates the parameter values to achieve the request for power requested for the operation of Λ = 1. In step 626, the processor controls the fuel injectors and accelerator to control the operation of the engine, maintaining a value of A equal to 1, using quantity control.
The device, system and method of the present invention has been described in terms of the various embodiments as described herein. It will be readily understood that the embodiments disclosed herein do not in any way limit the scope of the present invention. A person skilled in the art to which this invention belongs can, after reading the disclosure, implement the device, system and method of the present invention using other implementations which are different from those disclosed here, but which are well within the scope of the claimed invention.

权利要求:
Claims (57)
[0001]
1. DEVICE FOR CONTROLLING A FUEL ENGINE (224, 424), comprising: a processor (200, 400) coupled to the engine (224, 424); and an air pump (432) coupled to the motor (224, 424) and processor (200, 400) and said air pump is controlled by the processor to supply air to the motor, characterized by the processor (200, 400) calculating values Λ acceptable based on motor parameter values and operating the motor (224, 424) in one of the first, second and third Λ acceptable values, avoiding prohibited valores values, the processor (200, 400) operates the motor (224, 424 ) in a scarce first mode, using a primary fuel in an acceptable first value; the processor (200, 400) operates the engine (224, 424) in a second sparse mode using a mixture of primary and secondary fuels at a second Λ acceptable value; the processor (200, 400) operates the engine (224, 424) in a Λ = 1 mode using a mixture of primary and secondary fuels; where, in anticipation of λ alteration of the motor power requirements during operation in low mode, the processor (200, 400) calculates the motor parameter values necessary to switch to operation Λ = 1, and during operation Λ = 1, the processor calculates the engine parameter values needed to switch to low-mode operation where Λ is a ratio of the proportion of actual air and fuel to the ratio of stoichiometric air and fuel.
[0002]
2. DEVICE, according to claim 1, characterized by the processor (200, 400) additionally controlling the fuel intake that operates the engine (224, 424) and said fuel intake comprises processor-controlled fuel injectors (212, 412) for primary fuel and processor controllable fuel injectors (222, 422) for secondary fuel.
[0003]
3. DEVICE, according to claim 2, characterized by the fuel injectors (212, 222 and 412, 422) for the primary and secondary fuels to be mounted on an intake manifold (210, 410) of the engine (224, 424) .
[0004]
4. DEVICE, according to claim 2, characterized by the fuel injectors (212, 222 and 412, 422) for the primary and secondary fuels to be mounted so that the fuel is injected directly into the combustion chambers of the engine (224, 424).
[0005]
5. DEVICE, according to claim 2, characterized in that the primary fuel injectors (212, 412) are coupled to a first fuel line (214) and the secondary fuel injectors (222, 422) are coupled to a second line fuel (220, 420), where the first fuel line is further coupled to a primary fuel tank (216, 416) and the second fuel line is further coupled to a secondary fuel tank (218, 418).
[0006]
6. DEVICE, according to claim 2, characterized by the fuel injectors (212, 412) for the primary fuel or the fuel injectors (222, 422) for the secondary fuel to be positioned so that the primary fuel or the fuel secondary or both fuels are injected directly into the combustion chambers of the engine (224, 424).
[0007]
7. DEVICE, according to claim 5, characterized in that a processor-controlled primary fuel shut-off valve (200, 400) is positioned in line or within the first fuel line (214, 414), this valve can be controlled by the processor to close the primary fuel upon receipt of a signal over an input line coupled to a fuel sensor or an operator-controlled switch that causes the engine (224, 424) to close the primary fuel and operate the engine at a reservation mode.
[0008]
8. DEVICE, according to claim 1, characterized by the prohibited values estar being outside an efficient operating range of a catalytic converter (234, 434) of the engine (224, 424) and results in the production of harmful exhaust gases and acceptable Λ values are within an efficient operating range of the catalytic converter.
[0009]
9. DEVICE, according to claim 1, characterized in that the air pump is coupled to an engine air intake duct (244, 436), which is coupled to a controlled accelerator (226, 426) per processor (200, 400) of the engine (224, 424).
[0010]
DEVICE, according to claim 9, characterized in that the air pump (432) is a turbo charger (232) comprising a turbine (232B) positioned inside or in line with an exhaust pipe (240, 440) of the engine ( 224, 424), an axis (2320) coupled to the turbine; and a compressor (232A) driven by the shaft, where said compressor is positioned inside or in line with the air intake duct (244, 436).
[0011]
11. DEVICE, according to claim 10, characterized in that the turbo charger (232) is a turbo charger of Variable Turbine Geometry.
[0012]
12. DEVICE, according to claim 10, characterized in that the turbo charger (232) is a turbo charger of Super Variable Turbine Geometry having a relatively wide operating temperature variation to allow the operation to be with primary or secondary fuel .
[0013]
13. DEVICE, according to claim 9, characterized in that the air pump (432) is a processor controllable supercharger.
[0014]
14. DEVICE, according to claim 1, characterized by the processor (200, 400) having N input lines and N control lines, where N is an integer equal to 1 or greater and the input lines are coupled to sensors or motor monitoring devices (224, 424) to provide the motor parameter values to the processor and the N control lines carry signals from the processor to control one or more motor drives.
[0015]
15. DEVICE, according to claim 14, characterized by the sensors or monitoring devices comprising a sensor sensor, an accelerator pedal position indicator, accelerator position indicator, mass air flow sensor, H2 sensor ( or primary fuel sensor), engine speed monitor, engine temperature monitor, H2 pressure sensor, pressure propulsion sensor, a vacuum pump sensor and an ambient condition sensor and the one or more actuators comprise a primary fuel injector (212, 412), a primary fuel shutoff valve, a secondary fuel injector (222, 422), a processor controllable engine throttle (226, 426), a discharge valve (236) or an air pump.
[0016]
16. DEVICE, according to claim 1, characterized by the primary fuel being Hydrogen and the secondary fuel being Compressed Natural Gas.
[0017]
17. DEVICE, according to claim 1, characterized by the primary fuel being Hydrogen and the secondary fuel being gasoline and the engine being a naturally aspirated engine (224, 424).
[0018]
18. DEVICE, according to claim 17, characterized in that the air pump (432) is a processor-controlled supercharger.
[0019]
19. DEVICE, according to claim 17, characterized by the processor (200, 400) controlling the motor (224, 424) to operate in low mode using Hydrogen, where the air pump (432) is a supercharger coupled to a duct engine air intake (244, 436) and controlled by the processor to cause air to be pumped to an engine accelerator (226, 426) via an air intake duct having one end coupled to the supercharger and the other end coupled to the throttle and where, during sparse mode operation, the processor keeps the throttle in a wide open position.
[0020]
20. DEVICE, according to claim 17, characterized by the processor (200, 400) controlling the engine (224, 424) to operate in low mode using Hydrogen, where the air pump (432) is a turbo charger (232) coupled to an engine exhaust pipe (240, 440) and driven by engine exhaust gases when the processor controls an engine exhaust valve driver to direct the exhaust gases to engage the turbo charger, causing air is pumped to an engine throttle via an air intake duct (244, 436) having one end attached to the turbo charger and the other end attached to the throttle and where, during operation in scarce mode, the processor keeps the throttle in a wide open position.
[0021]
21. DEVICE, according to claim 17, characterized by the processor (200, 400) controlling the engine (224, 424) to operate in sparse mode using Hydrogen, where the air pump (432) is a turbo VTG charger coupled to an exhaust pipe (240, 440) from the engine and driven by engine exhaust gases when the processor controls an engine exhaust valve driver to direct the exhaust gases to engage the VTG turbo charger, causing air to be pumped to an accelerator (226, 426) of the engine through an air intake duct (244, 436) having one end coupled to the turbo charger and the other end coupled to the accelerator and where, during operation in scarce mode, the processor keeps the throttle in a wide open position.
[0022]
22. DEVICE, according to claim 17, characterized by the processor (200, 400) controlling the motor (224, 424) to operate in a sparse mode using Hydrogen, where the air pump (432) is a VTG of variation of relatively wide operating temperature that can be triggered by hydrogen exhaust gases or gasoline and said turbo charger (232) is coupled to an engine exhaust pipe (240, 440) and driven by engine exhaust gases when the processor controls an engine exhaust valve driver to direct the exhaust gases to engage the turbo charger, causing air to be pumped to an engine accelerator (226, 426) through an air intake duct (244, 436) having one end coupled to the turbo charger and the other end coupled to the accelerator (226, 426) and where during operation in sparse mode, the processor keeps the accelerator in a wide open position.
[0023]
23. DEVICE, according to claim 17, characterized by the fuel admission comprising Hydrogen fuel injectors (412) and gasoline fuel injectors (422), where said Hydrogen fuel injectors are coupled to a Hydrogen tank through a fuel line where at least part of the said Hydrogen tank is made of alkali metals to which the Hydrogen molecules can bond.
[0024]
24. DEVICE, according to claim 17, characterized by the processor (200, 400) controlling the engine (224, 424) to operate in a mode Λ = 1 using gasoline or a mixture of Hydrogen and gasoline where the air pump ( 432) is a turbo charger (232) coupled to an exhaust pipe (240, 440) of the engine and powered by engine exhaust gases when the processor controls an engine exhaust valve driver to direct the exhaust gases to gear the turbo charger, causing the air to be pumped into an accelerator (226, 426) of the engine through an air intake duct (244, 436) having one end coupled to the turbo charger and the other end coupled to the accelerator and where , during the operation of Λ = 1, the processor accelerates the motor.
[0025]
25. DEVICE, according to claim 1, characterized in that the engine (224, 424) is a naturally aspirated engine and where the processor (200, 400) controls the engine to operate in a scarce mode using primary fuel or a mixture of primary and secondary fuels where the air pump (432) is a turbo charger (232) coupled to an exhaust pipe (240, 440) of the engine and powered by engine exhaust gases when the processor controls a discharge valve driver of the engine to direct the exhaust gases to engage the turbo charger causing the air to be pumped into an accelerator (226, 426) of the engine through an air intake duct (244, 436) having one end attached to the charger turbo and another end coupled to the throttle and where, during operation in sparse mode, the processor keeps the engine throttle in a wide open position.
[0026]
26. DEVICE, according to claim 1, characterized in that the engine (224, 424) is a naturally aspirated engine and where the processor (200, 400) controls the engine to operate in a scarce mode using primary fuel or a mixture of primary and secondary fuels where the air pump (432) is a supercharger (232) coupled to an exhaust pipe (240, 440) of the engine and controlled by the processor to cause air to be pumped into an accelerator (226, 426 ) of the engine via an air intake duct (244, 436) having one end coupled to the supercharger and the other end coupled to the throttle and where, during sparse operation, the processor holds the engine throttle in a wide open position .
[0027]
27. DEVICE, according to claim 1, characterized in that the engine (224, 424) is a naturally aspirated engine and where the processor (200, 400) controls the engine to operate in a mode Λ = 1 using secondary fuel or a mixture of primary and secondary fuels where the air pump (432) is a turbo charger (232) coupled to an exhaust pipe (240, 440) of the engine and powered by engine exhaust gases when the processor controls a valve driver exhaust system to route the exhaust gases to engage the turbo charger causing the air to be pumped into an engine accelerator (226, 426) through an air intake duct (244, 436) having a coupled end to the turbo charger and another end coupled to the accelerator and where, during the operation of Λ = 1, the processor accelerates the engine.
[0028]
28. DEVICE, according to claim 1, characterized in that the engine (224, 424) is a naturally aspirated engine and where the processor (200, 400) controls the engine to operate in a mode Λ = 1 using secondary fuel or a mixture of primary and secondary fuels where the air pump (432) is a supercharger (232) coupled to an exhaust pipe (240, 440) of the engine and controlled by the processor to cause air to be pumped into an accelerator (226 , 426) of the engine by means of an air intake duct (244, 436) having one end coupled to the supercharger and the other end coupled to the accelerator and where, during operation of Λ = 1, the processor accelerates the engine.
[0029]
29. METHOD FOR OPERATING A BICOMBUSTIBLE ENGINE, characterized by: motor control (224, 424) with a processor (200, 400) in one of a first scarce mode, a second scarce mode and a mode Λ = 1 where Λ is a ratio of the proportion of air and fuel to the proportion of air and stoichiometric fuel; where a primary fuel is used to operate the engine in the first scarce mode at an acceptable first value avoiding prohibited values; a mixture of primary and secondary fuels is used to operate the engine in the second scarce mode at a second Λ acceptable value avoiding prohibited valores values; a mixture of primary and secondary fuels is used to operate the engine in modo = 1 mode; and in anticipation of λ changing the power requirements of the motor during operation in low mode, the processor calculates the motor parameter values needed to switch to operation Λ = 1, and during operation Λ = 1, the processor calculates the values of motor parameter needed to switch to low mode operation.
[0030]
30. METHOD, according to claim 29, characterized by the control step comprising: selection of a primary fuel or a secondary operating fuel; determination of motor parameter values; calculation of power requirements from the motor parameter values; calculation of one or more sets of motor parameter values and corresponding valores values based on the calculated power requirements; and engine operation using primary fuel or a mixture of primary and secondary fuels and one of the calculated set of engine parameter values having an acceptable Λ.
[0031]
31. METHOD, according to claim 29, characterized by the control step additionally comprising the operation of the engine using secondary fuel in a reserve mode and calculation of engine parameter values corresponding to a Λ scarce or Λ = 1 when primary fuel is not available.
[0032]
32. METHOD according to claim 31, characterized by the calculation step further comprising calculating engine parameter values corresponding to an acceptable Λ scarce or Λ = 1 using primary fuel or a mixture of primary and secondary fuels in anticipation of an exchange in the operation in which the primary fuel is available.
[0033]
33. METHOD according to claim 31, characterized in that the operating step further comprises detecting a leak in the primary fuel or an empty primary fuel tank; closing primary fuel in the event of a leak; and use of an appropriate set of engine parameter values and corresponding Λ value for operation with secondary fuel.
[0034]
34. METHOD according to claim 30, characterized in that the selected operating fuel is the primary fuel and the one or more sets of engine parameter values comprise: a first set of engine parameter values for operation using the primary fuel with a first corresponding Λ; a second set of engine parameter values for operation using a mixture of primary and secondary fuel with a corresponding second Λ; a third set of parameters for operation using the mixture of primary fuel and secondary fuel with a Λ = 1; and selecting one from the set of parameters having an acceptable Λ to operate the engine.
[0035]
35. METHOD, according to claim 34, characterized by the first and the second set of parameters preferably corresponding to the scarce modes of operation, where the first corresponding Λ and the second corresponding Λ, both, have a value greater than 1.
[0036]
36. METHOD according to claim 34, characterized in that the selected Λ is equal to 1 when neither the first Λ nor the second Λ is acceptable.
[0037]
37. METHOD, according to claim 34, characterized in that the engine has a combustion chamber with an inlet valve and the primary fuel is hydrogen, where the first and second set of parameters preferably correspond to scarce modes of operation with the first Λ and the second Λ corresponding, both, having a value greater than 1 and where the hydrogen injection must be calibrated so that the hydrogen-air mixture enters the combustion chamber before the inlet valve closes and thus the air is placed in front of the closed inlet valve.
[0038]
38. METHOD according to claim 30, characterized in that the selected operating fuel is the secondary fuel and the one or more sets of calculated engine parameter values comprise: a first set of engine parameter values for operation using the fuel secondary with a corresponding Λ; and a second set of engine parameter values for operation using the secondary fuel with Λ = 1; and selecting one of the sets of motor parameter values having an acceptable Λ to operate the motor. 39. METHOD, according to claim 29, characterized by the first set of parameters corresponding to a scarce mode of operation where the corresponding Λ has a value greater than 1. 40. METHOD, according to claim 38, characterized in that the selected Λ is equal to 1 when the first corresponding Λ is not acceptable.
[0039]
41. METHOD, according to claim 29, characterized in that the biofuel engine is a naturally aspirated gasoline engine that is retrofitted and calibrated to operate using Hydrogen as the primary fuel and gasoline as the secondary fuel, where the operation using Hydrogen comprises: determining the position the accelerator pedal; calculation of the desired power based at least on the accelerator pedal position; calculation, based on the calculated power, of a first set of engine parameter values with a corresponding Λ for Hydrogen operation; calculation, based on the calculated power, of a second set of engine parameter values for a corresponding Λ = 1 for operation of hydrogen fuel mixture; selection of the first set of motor parameter values when the corresponding Λ is acceptable; selecting the second set of motor parameter values when the corresponding Λ is not acceptable; engine operation using Hydrogen and quality control when the corresponding Λ is selected; and engine operation using a mixture of hydrogen fuel and gasoline when Λ = 1 is selected.
[0040]
42. METHOD, according to claim 29, characterized by the bi-fuel engine being a retro-tuned turbocharged gasoline engine to operate using Hydrogen as the primary fuel and gasoline as the secondary fuel, where the operation using Hydrogen comprises: determining the position of the gas pedal; calculation of the desired power based at least on the accelerator pedal position; calculation, based on the calculated power, of a first set of engine parameter values with a corresponding Λ for Hydrogen operation; calculation, based on the calculated power, of a second set of engine parameter values for a corresponding Λ = 1 for operation of hydrogen fuel mixture; selection of the first set of motor parameter values when the corresponding Λ is acceptable; selecting the second set of motor parameter values when the corresponding Λ is not acceptable; engine operation using Hydrogen and quality control when the corresponding Λ is selected; and engine operation using a mixture of hydrogen fuel and gasoline when Λ = 1 is selected.
[0041]
43. METHOD, according to claim 29, characterized in that the biofuel engine is a supercharged gasoline engine retro-tuned and calibrated to operate using Hydrogen as the primary fuel and gasoline as the secondary fuel, where the operation using Hydrogen comprises: determining the position of the gas pedal; calculation of the desired power based at least on the accelerator pedal position; calculation, based on the calculated power, of a first set of engine parameter values with a corresponding Λ for Hydrogen operation; calculation, based on the calculated power, of a second set of engine parameter values for a corresponding Λ = 1 for operation of hydrogen fuel mixture; selection of the first set of motor parameter values when the corresponding Λ is acceptable; selecting the second set of motor parameter values when the corresponding Λ is not acceptable; engine operation using Hydrogen and quality control when the corresponding Λ is selected; and engine operation using a mixture of hydrogen fuel and gasoline when mode Λ = 1 is selected.
[0042]
44. METHOD, according to claim 29, characterized in that the biofuel engine is a naturally aspirated gasoline engine that is retrofitted and calibrated to operate using Hydrogen as the primary fuel and gasoline as the secondary fuel, where the operation using gasoline comprises: determining the position the accelerator pedal; calculation of the desired power based at least on the accelerator pedal position; calculation, based on the calculated power, of a set of engine parameter values with Λ = 1 for gasoline operation; and engine operation using gasoline, maintaining the value of Λ in 1.
[0043]
45. METHOD according to claim 29, characterized in that the biofuel engine is a retro-tuned turbocharged petrol engine to operate using Hydrogen as the primary fuel and gasoline as the secondary fuel, where the operation using gasoline comprises: determining the position the accelerator pedal; calculation of the desired power based at least on the accelerator pedal position; calculation, based on the calculated power, of a set of engine parameter values with Λ = 1 for gasoline operation; and engine operation using gasoline, maintaining the value of Λ in 1.
[0044]
46. METHOD, according to claim 29, characterized in that the biofuel engine is a supercharged gasoline engine retro-tuned and calibrated to operate using Hydrogen as the primary fuel and gasoline as the secondary fuel, where the operation using gasoline comprises: determining the position of the gas pedal; calculation of the desired power based at least on the accelerator pedal position; calculation, based on the calculated power, of a set of engine parameter values with Λ = 1 for gasoline operation; and engine operation using gasoline, maintaining the value of Λ in 1.
[0045]
47. METHOD, according to claim 46, characterized in that the accelerator is an electric accelerator pedal.
[0046]
48. METHOD according to claim 29, characterized in that the primary fuel is a gaseous fuel and the secondary fuel is a liquid fuel, the liquid fuel and the gaseous fuel injected so that the liquid fuel enters the combustion chamber before the gaseous fuel, where the gaseous fuel injection is calibrated so that the mixture of air and primary fuel enters the combustion chamber before the chamber inlet valve closes and thus air is placed inside the combustion chamber in front of the inlet valve closed.
[0047]
49. METHOD, according to claim 48, characterized in that the primary gaseous fuel is hydrogen.
[0048]
50. CROSS-PLATFORM KIT TO RE-ADJUST AN ENGINE (224, 424) TO CONVERT THE ENGINE TO A BIOFUEL ENGINE, IN WHICH ONE OF THE FUELS IS A NON-CARBON FUEL, which comprises: a processor (200, 400); an air pump (432); and a fuel intake assembly, where the processor (200, 400), the air pump (432) and the fuel intake assembly are installed in the engine (224, 424), so that the processor controls the fuel pump air and the fuel intake set to provide air to the engine and operate the engine, characterized by the processor calculating acceptable valores values based on the measured engine parameter values, and operating the engine at one of the first, second and third acceptable valores values , avoiding forbidden values, the processor operates the engine in a scarce mode using a primary fuel in an acceptable first value; the processor (200, 400) operates the engine in a sparse mode using one of the primary fuel and the mixture of primary and secondary fuel at a second Λ acceptable value; the processor (200, 400) operates the engine in a Λ = 1 mode using a mixture of primary and secondary fuels; where, according to the changes in the power requirements of the motor, during operation in low mode, the processor calculates the motor parameter values necessary to switch to operation Λ = 1, and during operation Λ = 1, the processor ( 200, 400) calculates the engine parameter values needed to switch to low mode operation, where Λ is a ratio of the proportion of air and actual fuel to the proportion of air and stoichiometric fuel.
[0049]
51. CROSS-PLATFORM KIT, according to claim 50, characterized in that it additionally comprises an electric accelerator pedal.
[0050]
52. CROSS-PLATFORM KIT, according to claim 50, characterized in that the air pump (432) is a turbo charger (232).
[0051]
53. CROSS-PLATFORM KIT, according to claim 50, characterized in that the air pump (432) is selected from a VTG turbo charger and a VTG turbo supercharger.
[0052]
54. CROSS-PLATFORM KIT, according to claim 50, characterized in that it also includes a supercharger.
[0053]
55. CROSS-PLATFORM KIT, according to claim 50, characterized in that the fuel intake assembly comprises an intake manifold (210, 410) with pre-drilled holes for assembling processor-controlled fuel injectors (212, 222 and 412 , 422), processor controllable fuel injectors (212, 412) for primary fuel, processor controllable fuel injectors (222, 422) for secondary fuel and a processor controllable accelerator (226, 426).
[0054]
56. DEVICE FOR CONTROLLING A NATURALLY ASPIRATED BI-FUEL ENGINE, comprising: a processor (200, 400) coupled to the engine (224, 424); and an air pump (432) coupled to the motor (224, 424) and processor (200, 400) and said air pump being controlled by the processor to supply air to the motor, characterized by the processor (200, 400) calculating acceptable valores values based on the measured motor parameter values, and operating the motor (224, 424) at one of the first, second and third Λ acceptable values, avoiding prohibited valores values, the processor (200, 400) operates the motor (224, 424 ) in a first sparse mode using a primary fuel at an acceptable first value; the processor (200, 400) operates the engine (224, 424) in a second sparse mode using a mixture of primary and secondary fuel at a second Λ acceptable value; the processor (200, 400) operates the engine (224, 424) in a Λ = 1 mode using a mixture of primary and secondary fuels; where, in anticipation of λs changes in engine power requirements, during operation in low mode, the processor calculates the values of the motor parameter needed to switch to operation Λ = 1, and during operation Λ = 1, the processor (200 , 400) calculates the engine parameter values needed to switch to low mode operation, where Λ is a ratio of the proportion of air and actual fuel to the proportion of air and stoichiometric fuel.
[0055]
57. DEVICE, according to claim 56, characterized in that the fuel intake assembly comprises fuel injectors (212, 412) for primary fuel and fuel injectors (222, 422) for secondary fuel, where said injectors are used to inject the respective fuels into an engine combustion chamber, through a combustion chamber inlet valve.
[0056]
58. DEVICE, according to claim 57, characterized in that the engine (224, 424) is operated with primary fuel and said fuel is injected so that the mixture of air and primary fuel enters the combustion chamber before the inlet close and air is placed inside the combustion chamber in front of the closed inlet valve.
[0057]
59. DEVICE, according to claim 58, characterized in that the primary fuel is hydrogen.

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同族专利:

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公开号 | 公开日

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AU2010355042A1|2013-01-24|

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KR20130133155A|2013-12-06|

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JP2016136023A|2016-07-28|

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MX346338B|2017-03-15|

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SG186184A1|2013-01-30|

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BR112012031112A2|2018-05-29|

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CL2012003438A1|2013-08-09|

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MX2012013856A|2013-03-18|

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JP2013528260A|2013-07-08|

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MY166994A|2018-07-27|

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WO2011154028A1|2011-12-15|

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CO6640333A2|2013-03-22|

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ZA201300103B|2014-03-26|

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EA201291483A1|2013-05-30|

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US9140161B2|2015-09-22|

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AP2013006660A0|2013-01-31|

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US20110301826A1|2011-12-08|

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CN103069137A|2013-04-24|

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JP6125062B2|2017-05-10|

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CA2801792A1|2011-12-15|

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法律状态:
2018-06-05| B15I| Others concerning applications: loss of priority|

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2018-08-07| B12F| Appeal: other appeals|

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2019-05-21| B06T| Formal requirements before examination [chapter 6.20 patent gazette]|

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2019-08-06| B06F| Objections, documents and/or translations needed after an examination request according [chapter 6.6 patent gazette]|

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2019-10-15| B06A| Notification to applicant to reply to the report for non-patentability or inadequacy of the application [chapter 6.1 patent gazette]|

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2019-11-19| B25A| Requested transfer of rights approved|Owner name: H2 IP INVESTMENTS LTD. (GB) |

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2020-04-07| B09A| Decision: intention to grant [chapter 9.1 patent gazette]|

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2020-11-03| B16A| Patent or certificate of addition of invention granted|Free format text: PRAZO DE VALIDADE: 20 (VINTE) ANOS CONTADOS A PARTIR DE 31/12/2010, OBSERVADAS AS CONDICOES LEGAIS. |

优先权:

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申请号 | 申请日 | 专利标题

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US12/795,410|2010-06-07|

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US12/795,410|US9140161B2|2010-06-07|2010-06-07|Bi-fuel engine with variable air fuel ratio|

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PCT/EP2010/008000|WO2011154028A1|2010-06-07|2010-12-31|Bi-fuel engine with variable air fuel ratio|

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