Abstract: Operating a gaseous fuel engine system includes determining a detonation level in combustion cylinders in an engine in the gaseous fuel engine system, comparing the detonation level to a detonation level limit, calculating a detonation error, and limiting an engine load of the engine to a derated engine load level based on a reduction to intake manifold air pressure (IMAP) that is performed responsive to the detonation error. The gaseous fuel engine system can be operated at a reduced, derated engine load, rather than being shut down, and permitted to increase in engine load level as detonation events clear. Related control logic and structure are disclosed.

Abstract: Operating a gaseous fuel engine system includes determining a detonation level in combustion cylinders in an engine in the gaseous fuel engine system, comparing the detonation level to a detonation level limit, calculating a detonation error, and limiting an engine load of the engine to a derated engine load level based on a reduction to intake manifold air pressure (IMAP) that is performed responsive to the detonation error. The gaseous fuel engine system can be operated at a reduced, derated engine load, rather than being shut down, and permitted to increase in engine load level as detonation events clear. Related control logic and structure are disclosed.

Abstract: A method for controlling an internal combustion engine includes receiving a request for a desired output from the internal combustion engine, receiving sensor information indicative of at least an engine speed or a pressure of gas provided to the internal combustion engine, and setting a changeable limit associated with a supply of air and fuel to the internal combustion engine. The method also includes, based at least in part on the received sensor information, changing the changeable limit to define a changed limit and reducing an output of the internal combustion engine based on the changed limit.

Abstract: 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.

Abstract: A method for controlling an internal combustion engine includes receiving a request for a desired output from the internal combustion engine, receiving sensor information indicative of at least an engine speed or a pressure of gas provided to the internal combustion engine, and setting a changeable limit associated with a supply of air and fuel to the internal combustion engine. The method also includes, based at least in part on the received sensor information, changing the changeable limit to define a changed limit and reducing an output of the internal combustion engine based on the changed limit.

Abstract: A controller for an internal combustion engine is configured to operate the engine at a desired output power and at a desired air/fuel ratio provided in the cylinder, the desired air/fuel ratio depending on an amount of air, the primary fuel, and the secondary fuel provided to the cylinder selectively; gradually increase a power output of the engine during a transient event from an initial power output, to an intermediate power output, and then to a final power output; during the transient event, simultaneously with the power output increase, increase the amount of the primary fuel and the secondary fuel to produce a rich air/fuel ratio in the cylinder.

Abstract: A controller for an internal combustion engine is configured to operate the engine at a desired output power and at a desired air/fuel ratio provided in the cylinder, the desired air/fuel ratio depending on an amount of air, the primary fuel, and the secondary fuel provided to the cylinder selectively; gradually increase a power output of the engine during a transient event from an initial power output, to an intermediate power output, and then to a final power output; during the transient event, simultaneously with the power output increase, increase the amount of the primary fuel and the secondary fuel to produce a rich air/fuel ratio in the cylinder.

Abstract: A method for controlling fuel flow in a multi fuel engine is disclosed. An input power for operating the multi fuel engine at a desired engine speed is determined and a fuel flow rate based on the input power, one or more fuel properties and a specified fuel substitution ratio for apportioning the plurality of fuels is determined. Also, a correction factor for the fuel flow rate based on a desired charge density, wherein the desired charge density is based at least on a relationship between an engine load and charge density is determined and a corrected fuel flow rate, based on the determined correction factor, is output to a corresponding actuator of a fluid flow control device for the one of the fuels to cause the corresponding actuator to provide the one of the plurality of fuels at the corrected fuel flow rate.

Abstract: A control system for a dual gaseous and liquid fuel engine includes an electronic controller configured to receive data from a plurality of sensing mechanisms indicative of an error in a plurality of different engine operating parameters. The electronic controller is further configured to determine a highest priority one of the errors, and limit substitution of the gaseous fuel responsive to a normalized value thereof.

Abstract: A fuel injection timing management system for a dual fuel engine is configured to determine a first diesel injection timing corresponding to a first mode of operation of the engine system and a second diesel injection timing corresponding to a second mode of operation. The system may further determine a direction of change in a mode of operation of the engine system, and selectively perform a change in the diesel injection timing from the first diesel injection timing to the second diesel injection timing at a first rate of transition or a second rate of transition, based on the direction of change in a mode of operation of the engine system.

Abstract: A method for controlling fuel flow in a multi fuel engine is disclosed. An input power for operating the multi fuel engine at a desired engine speed is determined and a fuel flow rate based on the input power, one or more fuel properties and a specified fuel substitution ratio for apportioning the plurality of fuels is determined. Also, a correction factor for the fuel flow rate based on a desired charge density, wherein the desired charge density is based at least on a relationship between an engine load and charge density is determined and a corrected fuel flow rate, based on the determined correction factor, is output to a corresponding actuator of a fluid flow control device for the one of the fuels to cause the corresponding actuator to provide the one of the plurality of fuels at the corrected fuel flow rate.

Abstract: A method for controlling fuel flow to apportion a plurality of available fuels in a multi fuel engine is disclosed. An input power for operating the multi fuel engine at a desired engine speed is determined at a PI controller, and a fuel flow rate for each of a plurality of available fuels is determined at a fuel apportionment module based on the required input power and a specified fuel substitution ratio for apportioning the plurality of fuels to the multi fuel engine. Fuel flow commands for each of the plurality of fuels are output to corresponding actuators of fluid flow control devices for the fuels to cause the cause the fluid flow control devices to provide the corresponding fuels to the multi fuel engine at the corresponding fuel flow rate.

Abstract: A method for controlling fuel flow in a multi fuel engine during transient events is disclosed. A specified fuel substitution ratio may be used for apportioning multiple fuels available for providing power to the multi fuel engine to provide input power for operating the engine at a desired engine speed. When a transient event occurs, such as a significant change in the desired engine speed or the load on the engine, a transient event fuel substitution ratio may used instead of the specified fuel substitution ratio to achieve a desired engine response to the event. The transient event may be detected based on, for example, the change in input power or engine speed caused by the event. The transient event fuel substitution ratio may be specified, or may be calculated based on a knock limit air fuel ratio or other factors.

Abstract: A method for controlling emissions in an engine system including an internal combustion engine and a catalytic converter with oxygen storage capacity. The method includes determining a real time oxygen storage level of the three-way catalytic converter based on a real time exhaust gas flow rate and a real time measured upstream oxygen quantity with respect to the catalytic converter. Further, maintaining an optimal oxygen storage level of the three-way catalytic converter for different types of fuel used in the internal combustion engine.

Abstract: An engine system includes a fuel supply unit configured to supply fuel into a combustion chamber. The engine system includes a fuel supply unit to regulate the supply of fuel into an inlet port via a fuel rail and an air supply unit configured to supply compressed air into the combustion chamber. A control system is configured to receive operating conditions of the engine system. Further, the control system includes a detector component configured to generate a control signal indicative of a start-up condition of an engine system. A switching component of the controller receives the control signal indicative of the start-up condition of the engine system from the detector component and further transmits a fuel supply control signal to the fuel valve based on an air-fuel ratio error signal, and transmit an air supply control signal to the choke valve based on an engine speed error signal.

Abstract: A fuel injection timing management system for a dual fuel engine is configured to determine a first diesel injection timing corresponding to a first mode of operation of the engine system and a second diesel injection timing corresponding to a second mode of operation. Further, determine a direction of change in a mode of operation of the engine system, and selectively perform a change in the diesel injection timing from the first diesel injection timing to the second diesel injection timing at a first rate of transition or a second rate of transition, based on the direction of change in a mode of operation of the engine system.

Abstract: Controlling a gaseous fuel internal combustion engine includes receiving a signal indicative of a desired state of an operating parameter of the engine dependent upon a fueling rate, and tracking the desired state via adjusting a pressure drop from a gaseous fuel common rail to an intake conduit such that the fueling rate is adjusted toward a fueling accordant with the desired state. The control further includes limiting an error in the tracking via executing the adjustment of the pressure drop responsive to a fluid pressure disturbance within the intake conduit.

Abstract: A control system for a dual gaseous and liquid fuel engine includes an electronic controller configured to receive data from a plurality of sensing mechanisms indicative of an error in a plurality of different engine operating parameters. The electronic controller is further configured to determine a highest priority one of the errors, and limit substitution of the gaseous fuel responsive to a normalized value thereof.

Abstract: Controlling intake pressure in an internal combustion engine includes calculating a proportional control term based on a difference between actual and desired intake pressure, determining choke and waste gate position values responsive to the proportional control term, and commanding a change in position of the choke or waste gate responsive to the corresponding position value to adjust actual intake pressure toward desired intake pressure. Related apparatus and control logic is also disclosed.

Abstract: A method of determining and regulating a mass flow rate exhaust gases recirculated into an engine is disclosed. The method may comprise directing the exhaust gases through a venturi and sensing a differential exhaust pressure across the venturi. The method may further include sensing an absolute exhaust pressure at the venturi, and sensing a temperature of the exhaust gases. The method may further include determining the mass flow rate of the exhaust based on the sensed differential fluid pressure, absolute fluid pressure, and temperature.