Abstract: Operating a gaseous fuel engine system includes detecting preignition in one or more of a plurality of cylinders based on a monitored cylinder pressure during combustion of a gaseous fuel such as a gaseous hydrogen fuel. Operating a gaseous fuel engine system also includes reducing a fuel injection amount for the one or more of the plurality of cylinders to a derated fuel injection amount that is based on a timing of the detected preignition. Fuel injection amount may be reduced to a greater relative extent if detected preignition is early, and to a lesser relative extent if detected preignition is later, in an engine cycle. Related apparatus and control logic is also disclosed.

Abstract: The piston has a contoured combustion bowl with a radially inner shelf portion that is spaced axially away from the radially outer lip portion a first axial distance, and a swirl pocket that extends radially from the radially inner shelf portion and defines a lower axial extremity that is spaced axially away from the radially outer lip portion a second axial distance that is greater than the first axial distance. The swirl pocket defines a tangent extending in the radially outer direction, forming an acute angle with the radially outer lip portion ranging from 70 degrees to 80 degrees.

Abstract: The piston has a contoured combustion bowl with a radially inner shelf portion that is spaced axially away from the radially outer lip portion a first axial distance, and a swirl pocket that extends radially from the radially inner shelf portion and defines a lower axial extremity that is spaced axially away from the radially outer lip portion a second axial distance that is greater than the first axial distance. The swirl pocket defines a tangent extending in the radially outer direction, forming an acute angle with the radially outer lip portion ranging from 70 degrees to 80 degrees.

Abstract: A system for estimating engine performance is configured to receive, via a cylinder combustion model, a cylinder pressure of a cylinder associated with operation of an internal combustion engine. The system estimates a liner bending moment based at least in part on the cylinder pressure, generates a piston side load associated with the cylinder based at least in part on the liner bending moment, and estimates a piston friction value for a piston associated with the cylinder. The piston friction value may be based at least in part on the cylinder pressure and an engine speed of the internal combustion engine. The system receives, via a convective heat transfer model, an exhaust heat transfer value indicative of a cumulative heat transfer from an exhaust manifold, and estimates an engine torque value based at least in part on the exhaust heat transfer value.

Abstract: A system may include at least one processor configured to receive a fuel signal indicative of an amount of fuel supplied to a cylinder of an internal combustion engine, receive an air signal indicative of a quantity of air supplied to the cylinder, and estimate a mean effective pressure in the cylinder based at least in part on the fuel signal and the air signal. The system may estimate an exhaust gas temperature for exhaust gas entering an exhaust manifold associated with the internal combustion engine, generate a rate of temperature change value for the exhaust manifold based at least in part on the exhaust gas temperature, generate an estimated exhaust manifold temperature based at least in part on the rate of temperature change value for the exhaust manifold, and estimate an exhaust gas temperature for exhaust gas exiting the exhaust manifold and entering a turbine of a turbocharger.

Abstract: A system may include at least one processor configured to receive a fuel signal indicative of an amount of fuel supplied to a cylinder of an internal combustion engine, receive an air signal indicative of a quantity of air supplied to the cylinder, and estimate a mean effective pressure in the cylinder based at least in part on the fuel signal and the air signal. The system may estimate an exhaust gas temperature for exhaust gas entering an exhaust manifold associated with the internal combustion engine, generate a rate of temperature change value for the exhaust manifold based at least in part on the exhaust gas temperature, generate an estimated exhaust manifold temperature based at least in part on the rate of temperature change value for the exhaust manifold, and estimate an exhaust gas temperature for exhaust gas exiting the exhaust manifold and entering a turbine of a turbocharger.

Abstract: A system for estimating engine performance is configured to receive, via a cylinder combustion model, a cylinder pressure of a cylinder associated with operation of an internal combustion engine. The system estimates a liner bending moment based at least in part on the cylinder pressure, generates a piston side load associated with the cylinder based at least in part on the liner bending moment, and estimates a piston friction value for a piston associated with the cylinder. The piston friction value may be based at least in part on the cylinder pressure and an engine speed of the internal combustion engine. The system receives, via a convective heat transfer model, an exhaust heat transfer value indicative of a cumulative heat transfer from an exhaust manifold, and estimates an engine torque value based at least in part on the exhaust heat transfer value.

Abstract: A method for estimating a peak cylinder pressure associated with operation of an internal combustion engine may include receiving, in a cylinder combustion model, a fuel signal and an air signal. The cylinder combustion model may be configured to estimate at a first crankshaft angle, a first mass fuel burn rate and a first burned fuel-air ratio associated with combustion. The cylinder combustion model may also be configured to estimate at a second crankshaft angle, a combustion ignition delay associated with the combustion, and estimate at the second crankshaft angle, a start of combustion associated with the combustion of the fuel and the air supplied to the cylinder. The cylinder combustion model may be further configured to estimate, based at least in part on the start of combustion, a peak cylinder pressure associated with the combustion of the fuel and the air supplied to the cylinder.

Abstract: A method for estimating a peak cylinder pressure associated with operation of an internal combustion engine may include receiving, in a cylinder combustion model, a fuel signal and an air signal. The cylinder combustion model may be configured to estimate at a first crankshaft angle, a first mass fuel burn rate and a first burned fuel-air ratio associated with combustion. The cylinder combustion model may also be configured to estimate at a second crankshaft angle, a combustion ignition delay associated with the combustion, and estimate at the second crankshaft angle, a start of combustion associated with the combustion of the fuel and the air supplied to the cylinder. The cylinder combustion model may be further configured to estimate, based at least in part on the start of combustion, a peak cylinder pressure associated with the combustion of the fuel and the air supplied to the cylinder.

Abstract: A ducted combustion system for an internal combustion. The ducted combustion system includes a combustion chamber, a fuel injector in fluid communication with the combustion chamber and configured to inject a sequence of at least two fuel charges into a combustion chamber during a combustion cycle and one or more ducts disposed within the combustion chamber and configured to receive at least a part of the fuel charges.

Abstract: Systems and methods for operating an engine include controlling a temperature of recirculated exhaust gas to achieve a predetermined recirculated exhaust gas temperature. A mixture of air and temperature-controlled recirculated exhaust gas are admitted in a combustion chamber and a gaseous fuel injector delivers gaseous fuel during an intake stroke. A diesel fuel injector is activated for a first time to deliver a pre-pilot diesel quantity directly into the combustion chamber at an early stage of a compression stroke, and is activated again for a second time to deliver a pilot diesel quantity directly into the combustion chamber at a later stage of the compression stroke. A total air/fuel ratio within the combustion chamber upon completion of the second diesel fuel injector activation is lean. The air/fuel mixture is combusted during a combustion stroke, and combustion products are removed during an exhaust stroke.

Abstract: An internal combustion engine includes at least one cylinder having a reciprocable piston, an intake system directing intake air to the at least one cylinder, and an exhaust system directing exhaust gasses from the at least one cylinder. A first fuel injector disposed to inject a first fuel into the cylinder, and a second fuel injector disposed to inject a second fuel into said cylinder. At least one intake valve of said cylinder is configured to open and close with a variable timing in accordance with a Miller thermodynamic cycle. An exhaust gas recirculation system, provides exhaust gas to said cylinder through the intake valve. An electronic controller is disposed to monitor and receive at least one input signal indicative of the operating conditions of the internal combustion engine, and adjusts at least the amount of exhaust gas recirculation.

Abstract: An internal combustion engine includes a first cylinder having an intake valve in fluid communication with an intake manifold, and a second cylinder having an exhaust valve in fluid communication with an exhaust manifold. A transfer passage fluidly connects the first cylinder with the second cylinder. A first fuel injector is configured to provide a first fuel to the first cylinder, and a second fuel injector is configured to provide a second fuel to the second cylinder. The first cylinder operates, at times, to push a first air/fuel mixture through the transfer passage into the second cylinder. The second fuel injector is configured to provide at least one fuel injection plume into the first air/fuel mixture.

Abstract: An internal combustion engine is configured to utilize a reactivity controlled compression ignition process and an exhaust gas recirculation (“EGR”) system. The EGR system directs a portion of the exhaust gasses from the exhaust system to the air intake system. The engine system is adapted to introduce a first fuel charge having a first reactivity to a combustion chamber at a first time during the intake-compression cycle of the engine. The engine system is also adapted to introduce a second fuel charge having a second reactivity at a second time during the intake-compression cycle to generate stratified regions of different reactivity in the combustion chamber. A controller operatively associated with the engine can monitor one or more operating parameters and can adjust either the EGR system and/or the second introduction of the second fuel charge based in part upon the operating parameter.

Abstract: Systems and methods for operating an engine include controlling a temperature of recirculated exhaust gas to achieve a predetermined recirculated exhaust gas temperature. A mixture of air and temperature-controlled recirculated exhaust gas are admitted in a combustion chamber and a gaseous fuel injector delivers gaseous fuel during an intake stroke. A diesel fuel injector is activated for a first time to deliver a pre-pilot diesel quantity directly into the combustion chamber at an early stage of a compression stroke, and is activated again for a second time to deliver a pilot diesel quantity directly into the combustion chamber at a later stage of the compression stroke. A total air/fuel ratio within the combustion chamber upon completion of the second diesel fuel injector activation is lean. The air/fuel mixture is combusted during a combustion stroke, and combustion products are removed during an exhaust stroke.

Abstract: An internal combustion engine includes at least one cylinder having a reciprocable piston, an intake system directing intake air to the at least one cylinder, and an exhaust system directing exhaust gasses from the at least one cylinder. A first fuel injector disposed to inject a first fuel into the cylinder, and a second fuel injector disposed to inject a second fuel into said cylinder. At least one intake valve of said cylinder is configured to open and close with a variable timing in accordance with a Miller thermodynamic cycle. An exhaust gas recirculation system, provides exhaust gas to said cylinder through the intake valve. An electronic controller is disposed to monitor and receive at least one input signal indicative of the operating conditions of the internal combustion engine, and adjusts at least the amount of exhaust gas recirculation.

Abstract: An internal combustion engine is configured to utilize a reactivity controlled compression ignition process and an exhaust gas recirculation (“EGR”) system. The EGR system directs a portion of the exhaust gasses from the exhaust system to the air intake system. The engine system is adapted to introduce a first fuel charge having a first reactivity to a combustion chamber at a first time during the intake-compression cycle of the engine. The engine system is also adapted to introduce a second fuel charge having a second reactivity at a second time during the intake-compression cycle to generate stratified regions of different reactivity in the combustion chamber. A controller operatively associated with the engine can monitor one or more operating parameters and can adjust either the EGR system and/or the second introduction of the second fuel charge based in part upon the operating parameter.

Abstract: An internal combustion engine includes a first cylinder having an intake valve in fluid communication with an intake manifold, and a second cylinder having an exhaust valve in fluid communication with an exhaust manifold. A transfer passage fluidly connects the first cylinder with the second cylinder. A first fuel injector is configured to provide a first fuel to the first cylinder, and a second fuel injector is configured to provide a second fuel to the second cylinder. The first cylinder operates, at times, to push a first air/fuel mixture through the transfer passage into the second cylinder. The second fuel injector is configured to provide at least one fuel injection plume into the first air/fuel mixture.

Abstract: An internal combustion engine system is configured to operate using a first fuel of a first reactivity and a second fuel of a second reactivity. The engine system measures an operating parameter of the internal combustion system. The engine system further introduces to a combustion chamber of the engine system and combusts therein the first fuel and the second fuel during high temperature/speed (HTS) conditions. The engine system also introduces to the combustion chamber and combusts primarily only one of the first fuel or second fuel during a low temperature/speed (LTS) condition.

Abstract: An internal combustion engine includes at least one cylinder, an intake system, and an exhaust system. At least one engine cooler is disposed to cool intake air that enters or exits the at least one cylinder. A first fuel injector is disposed to inject a first fuel into the cylinder, and a second fuel injector is disposed to inject a second fuel into said cylinder. At least one intake valve of said cylinder is configured to open and close with a variable timing in accordance with a Miller thermodynamic cycle. An electronic controller is disposed to monitor and receive at least one input signal indicative of the operating conditions of the internal combustion engine, and adjust at least one of engine valve timing, operation of the first fuel injector, and operation of the second fuel injector in response to that signal.