Systems, methods and apparatus for controlling operation of dual fuel engines are disclosed that regulate the fueling amounts provided by a first fuel and a second fuel during operation of the engine. The first fuel can be a liquid fuel and the second fuel can be a gaseous fuel. The fueling amounts are controlled to improve operational outcomes of the duel fuel engine.

An electronic control unit for a vehicle with a combustion engine and a method of fuel analysis are provided. At least one dynamic torque sensor value from a high pressure pump of the vehicle and at least one additional sensor value including at least one pressure sensor value and/or at least one timing value are used to determine whether a combustible fuel type currently in use is known, unknown, or similar to a known fuel type. In each case, the operation of the combustion engine is optimized using specific parameter configurations for the fuel injectors of the vehicle. The specific parameter configurations are either retrieved from a database, or are generated using artificial intelligence methods.

A control circuit for a dual fuel generator includes a primary fuel valve to control the supply of a primary fuel, a secondary fuel valve to control the supply of a secondary fuel, a primary fuel pressure switch to detect the primary fuel, a secondary fuel pressure switch to detect the secondary fuel, and a controller. The controller is configured to receive a primary signal for availability of the primary fuel from the primary fuel pressure switch and a secondary signal for availability of the secondary fuel from the secondary and operate the primary fuel valve and the secondary fuel valve in response to the primary signal and the secondary signal. When the secondary fuel valve is open so that the secondary fuel is provided to the dual fuel generator, the control circuit is configured to ground the primary signal by connecting the primary fuel pressure switch to ground.

A system, apparatus, and method for controlling an engine system can provide fuel reactivity compensation control for an engine of the engine system. The control can include controlling pilot fuel quantity supplied to an engine based on a pilot fuel offset value; and controlling air-to-fuel ratio (AFR) for the engine based on an AFR control trim value. A NOx error value can be used to generate one of the pilot fuel offset value or the AFR control trim value, and an exhaust temperature error value can be used to generate the other of the pilot fuel offset value or the AFR control trim value.

The invention concerns a method of detecting hydrogen leakage from a power plant installation using hydrogen as fuel. A rate of supply of hydrogen to the power plant (“the supply rate”) is determined. A rate of change of mass of hydrogen in the tank arrangement (“the rate of mass change”) is determined. The supply rate is compared with the rate of mass change to determine whether leakage is taking place.

An illustrative fuel delivery system for an engine can include a fuel type indicator device and a flow management device. The flow management device can be configured to receive fuel from an auxiliary fuel tank and to direct it based on the type of fuel in the auxiliary fuel tank. If the type of fuel in the auxiliary fuel tank is a primary fuel type (such as diesel or gasoline), the flow management device can deliver the primary fuel to a piston cylinder of the engine. If the type of fuel in the auxiliary fuel tank is an auxiliary fuel (such as a mixture of ethanol and water the flow management device can deliver the auxiliary fuel to an air intake system of the engine.

Systems, methods and apparatus for controlling operation of dual fuel engines are disclosed that regulate the fuelling amounts provided by a first fuel and a second fuel during operation of the engine. The first fuel can be a liquid fuel and the second fuel can be a gaseous fuel. The fuelling amounts are controlled to improve operational outcomes of the duel fuel engine.

The performance of an automotive gasoline fueled spark-ignited internal combustion engine (ICE) optionally operated with a dedicated exhaust gas recycle system is enhanced by reforming the fuel in the presence of injected water to increase the yield of hydrogen which permits higher compression ratios and suppresses engine knock associated with pre-ignition of the fuel. Reforming can occur (a) in the cylinder with the reaction of a fuel-rich mixture and steam from the water injected into the intake manifold of one or more dedicated exhaust gas recirculation cylinders; (b) in a catalytic reformer located upstream of the engine; (c) in a catalytic reformer located downstream of the engine that receives fuel and the exhaust gas stream from the dedicated exhaust gas recirculation cylinder(s), and returns cooled reformate to the intake manifold; and (d) in a catalytic reformer that receives fuel and the exhaust gas stream from the engine exhaust gas manifold, and delivers reformate to the intake manifold.

A movable electrical generation system includes a generator operable to produce a supply of electrical energy, a prime mover operable to drive the generator, a first fuel, a second fuel different from the first fuel, and a fuel selector valve assembly operable to selectively deliver the first fuel and the second fuel to the prime mover, wherein in response to a transition from delivery of the first fuel to the prime mover to delivery of the second fuel to the prime mover, both the first and second fuels are delivered to the prime mover before cessation of delivery of the first fuel.

An internal combustion engine in which a fuel reforming operation in a fuel reformation cylinder is not executed when a gas temperature of a fuel reformation chamber at a time point when a piston in the fuel reformation cylinder reaches a compression top dead point is estimated to fall short of a reforming operation allowable lower limit gas temperature set based on a lower limit value of a reforming reaction enabling temperature. For example, fuel is supplied from an injector so that an equivalence ratio in the fuel reformation chamber is less than 1. Alternatively, the fuel supply from an injector is stopped. This way, a supply of non-reformed fuel from the fuel reformation cylinder to an output cylinder can be avoided, and knocking in the output cylinder can be avoided.