An engine control unit of a multi-fuel is provided. The engine consumes a mixture of a first combustion fuel and a second combustion fuel. The engine control unit includes hardware circuitry that includes one or more processors configured to calculate an autoignition delay of the mixture of the air and the second combustion fuel based on current operating conditions of the multi-fuel engine. The one or more processors also are configured to calculate an upper limit on an amount of the second combustion fuel that is supplied to the multi-fuel engine based on the autoignition delay that is calculated.

An internal combustion engine is provided. The internal combustion engine includes a control device, and at least one injector for liquid fuel. The injector(s) can be controlled by the control device via an actuator control signal. The injector(s) include an injector outlet opening for the liquid fuel which can be closed by a needle. A sensor is also provided for measuring a measurement variable of the injector(s). The sensor is or can be in a signal connection with the control device. An algorithm is stored in the control device, which algorithm calculates a state of the injector(s) based on input variables and an injector model, compares the state calculated via the injector model with a target state, and produces a state signal in accordance therewith. The state signal is characteristic of a change in the state of the injector(s) that occurs during intended use of the injector(s) and/or an unforeseen change in the state of the injector(s). The input variables include at least the actuator control signal and the measurement values of the sensor. A method for operating such an internal combustion engine and an injector is also provided.

An engine including a main fuel injection valve, a pilot fuel injection valve, a liquid fuel supply rail pipe, and a pilot fuel supply rail pipe. The main fuel injection valve supplies liquid fuel from the liquid fuel supply rail pipe to a combustion chamber during combustion in a diffusion combustion system. The pilot fuel injection valve supplies pilot fuel from the pilot fuel supply rail pipe to the combustion chamber in order to ignite gaseous fuel during combustion in a premixed combustion system. The liquid fuel supply rail pipe is disposed at one side of an imaginary vertical plane (P1) including an axis of a crank shaft. The pilot fuel supply rail pipe is disposed at the side of the imaginary vertical plane at which the liquid fuel supply rail pipe is disposed.

A method of operating an internal combustion engine having at least one combustion chamber and an actuator disposed therein being arranged to drive an output shaft of the engine, the method comprising: 5 (i) injecting a water containing fuel into the combustion chamber; (ii) flash boiling the water-containing fuel to form water vapour within the combustion chamber; (iii) thermolyzing the water vapour to form hydrogen gas and oxygen gas; and (iv) combusting the hydrogen gas to drive the actuator within the combustion chamber to 10 thereby drive the connected output shaft of the combustion engine.

The present invention relates to a diesel methanol combined combustion engine, comprising: a diesel engine, a methanol injection system, a methanol electronic control unit, a methanol supply system and a post-processor combination. The methanol injection system is on an inlet pipe of the diesel engine, which is connected with the methanol electronic control unit and the methanol supply system. The Methanol specific SCR system and the DPF are controlled by the methanol electronic control unit. The post-processor combination is installed on the exhaust pipe. The DMCC technology can achieve high efficiency combustion of the diesel engine, in particular, improving the thermal efficiency of engines especially under medium and full load conditions, and reducing NOx and soot emissions without urea assistance. The invention also relates to a control method of the diesel methanol combined combustion engine.

A system and method for dynamically controlling an aggregate load on a generator is described. Fuel change data for a gaseous fuel for the generator is identified. The fuel change data indicates a change in fuel type for the generator. A controller identifies at least one load portion from the aggregate load associated with the change in fuel type and generates a switch command for a switch coupled to the at least one load in response to the change in fuel type.

An electricity generator includes a generator section which is a complete standalone electricity generator designed to operate on a hydrocarbon fuel and a fuel conversion section which adapts the generator section to operate on alternative fuels that are different than the designed fuel of generator section. The generator section includes a RPM control unit, an internal combustion engine which has a crankshaft, an electromagnetic conversion component which converts the rotational motion of the crankshaft into electricity and a crankshaft sensor which senses the rotational speed of the crankshaft thereby creating a RPM control signal. The control signal is provided to the RPM control unit which controls the rotational speed of the crankshaft. The fuel conversion section includes a first fuel source and a second fuel source. Characteristically, the first fuel source provides a methanol-containing fuel and the second fuel source provides LPG or flare gas.

A fuel system for an internal combustion engine includes a nozzle, a fuel pump, a spill valve assembly, and a pumping control unit. The spill valve assembly includes a first spill valve and a second spill valve fluidly in parallel between a plunger cavity in the fuel pump and a low pressure space. A pumping control unit commands closing of the first spill valve and then the second spill valve to adjust the spill valve assembly to start pressurization in the fuel pump, and commands opening the first spill valve to end pressurization in the fuel pump. A pumping duration is determined based on a timing of the commanded closing of the second spill valve and a timing of the commanded opening of the first spill valve.

A method of controlling a dual fuel engine system includes adjusting a phasing control parameter such as air-fuel ratio (AFR), based on a phasing signal to limit an error in a phasing of combustion of gaseous fuel. The cylinder is switched to a dual fuel liquid pilot-ignited mode by commanding direct injection of an early pilot shot of liquid fuel, based on the adjustment to the phasing control parameter, and production of a spark to ignite gaseous fuel in the cylinder. Switching the cylinder to the dual fuel liquid pilot-ignited mode is completed by commanding direct injection of an early pilot shot and a second pilot shot of liquid fuel to ignite gaseous fuel in response to combustion of the early and second pilot shots in the cylinder.

An engine including a main fuel injection valve, a pilot fuel injection valve, a liquid fuel supply rail pipe, and a pilot fuel supply rail pipe. The main fuel injection valve supplies liquid fuel from the liquid fuel supply rail pipe to a combustion chamber during combustion in a diffusion combustion system. The pilot fuel injection valve supplies pilot fuel from the pilot fuel supply rail pipe to the combustion chamber in order to ignite gaseous fuel during combustion in a premixed combustion system. The liquid fuel supply rail pipe is disposed at one side of an imaginary vertical plane including an axis of a crank shaft. The pilot fuel supply rail pipe is disposed at the side of the imaginary vertical plane at which the liquid fuel supply rail pipe is disposed.