Introduction

New Eagle has experience in engine controls development for a range of alternative fuels applications. There is a push towards the use of alternative fuels in the transportation industry based on the reduced operating costs, decreased environmental impact, and domestic availability.For consumption of alternative fuels to increase, infrastructure and vehicle solutions must be put in place. New Eagle is well placed to assist in supporting the need for vehicle solutions with low volume product distribution and engineering support. New Eagle distributes high capability automotive controllers and engine control software, plus auxiliary displays, throttle bodies, injectors and other engine and vehicle components to companies producing alternative fuel solutions. In addition to the hardware (and software), New Eagle also provides engineering resources to support our customers in the development of the full range of alternative fuel systems and vehicles. This support can range from mechanical system integration through to complete engine control systems for all markets.

Alternative Fuel Components

New Eagle has an extensive supplier network to provide the best validated components at competitive prices. This offering includes a full set of components required for the design and assembly alternative fuel vehicle systems.

For information on industrial parts/components please click here. or search the wiki products by application or products by category section.

Alternative Fuel Systems

There is a range of applications which allow vehicles to operate on alternative fuels and New Eagle has extensive experience on the most common examples of these; dedicated, bifuel and dual fuel. Dedicated systems will operate on only one fuel - for example conventional diesel and gasoline engines are typically dedicated fuel engines. These engines can then be converted to operate "dedicated" on DME (from diesel) and CHG or propane autogas (from gasoline) Bi-fuel systems are designed to allow an engine to switch between a primary and a second, alternative fuel during operation. Generally speaking, the engine can operate on either fuel at any time. Examples of this are bifuel gasoline / CNG and bi-fuel gasoline / propane autogas. Dual fuel systems allow an engine to operate on a blend of the primary and alternative fuel but the primary fuel must always be present. Examples of this are dual fuel diesel / CNG compression ignition engines being introduced in many larger engines. Notes 1 - The definitions for bifuel and dual fuel are swapped across the industry 2 - For completeness, Flexfuel systems allow not just a switch between a primary and alternative fuel but also a blending of the two.

New Eagle has experience with the development of most of these types of systems for alternative fuel vehicles. The New Eagle engineering team has experience with safety-critical system development, vehicle integration, communication protocol standards, and diagnostics and this expertise is integrated into our solutions.

Certified Dedicated Alt. Fuel Heavy Duty Spark Ignited Engine

Powertrain Integration have developed an 8.0L, V8, naturally aspirated engine to operate on dedicated propane autogas fuel for various Freightliner truck and bus platforms. For this new engine configuration, New Eagle were chosen as the engine control system provider - supplying both the engine controller hardware and the full engine control model and strategy. The control system developed by New Eagle includes model-based torque estimation, torque limiters and arbitration as well as various OBD specific physical based models. The controls system is designed to be safety critical and provides redundant monitoring of critical paths. This control system has been fully certified by CARB and U.S. EPA to meet 2013 on-highway standards.

The developed Engine Control Software has the following features:

Pedal interpretation as torque requester
Cruise Control
PTO Control
Torque limiting functions
Torque arbitration (between pedal, cruise, PTO)
open loop fuel control
close loop fuel control
Airflow characterizations and dynamics
Idle Control
Deceleration Fuel Cutoff and safety fuel cut
Ignition angle and energy characterization
Engine torque characterization
- Forward path: friction and pumping losses, indicated engine torque to air charge characterization, modifiers for ignition retarding, temperature and pressure modifiers, equivalence ratio modifier, ignition angle offset request based on fast path torque, torque reserve request
- Reverse path: frictional and pumping losses, air charge to torque characterization, modifiers for ignition retarding, equivalence ratio modifier, temperature and pressure modifiers, fuel cutoff
- Slow path: throttle based slow path torque delivers nominal torque plus torque reserve request
- Fast path: spark based fast path torque delivers transient torque requests from torque reserve
Modeled air charge
Engine state determination
Steady state determination
Modeled temperatures
Lambda
Accessory control
Throttle Position control
HEGO heater control
Injector characterization
Ignition angle and energy characterization
Sensor rationalities for redundancy
Secondary microprocessor rationalities
OBD II Diagnostics
OBD II Major Monitors
- Fuel system monitor
- Catalyst monitor
- Catalyst temperature model
- Engine coolant temperature monitor

Bi-Fuel Gasoline Engines

New Eagle has verified a Bi-Fuel system design which utilizes a proven off-the-shelf embedded controller and custom electronics working in parallel with the standard OEM controller. The vehicle requires the addition of a secondary fuel system - primarily an additional set of fuel injectors which the New Eagle controller will drive. For the control system, the New Eagle design intercepts a number of I/Os in the base OEM control system to allow - for example - disabling the OEM control of the injector signal and replacing this with the New Eagle system control of the secondary fuel injector.

The introduction of an aftermarket component into an OEM control loop such as fueling will inevitably introduce gain and lag. The New Eagle system is designed to minimize the gain and lag introduced to the system by allowing on-cycle fueling adjustments and calibration of start of injection of the secondary fuel. The gain and lag that are introduced can cause instability in the OEM fueling control. The Bi-Fuel controller must allow the OEM control loop to drive to the correct engine output oxygen content. This means that a properly tuned system will have a different 'pedal to power' relationship on the secondary fuel when compared to the primary fuel. The system can be calibrated to operate on one fuel or the other at different engine conditions, allowing customization of the drive areas where most displacement is desired. Future system developments aim to utilize existing OEM fuel mapping to allow for bi-fuel operation without a change to the 'pedal to power' relationship.

New Eagle is continuing to advance development of Bi-Fuel technology - looking at full OBD-II compliance and what can be done with direct injection engines being the two highest priorities.

Dual Fuel Diesel Engines

The New Eagle Dual Fuel Control System uses compressed natural gas (NG) as the fuel source. A spark plug for dedicated system to ignite the NG air-fuel charge. Dual-Fuel systems use a small amount of diesel in a standard compression ignition engine to ignite the NG. Natural Gas is introduced into the intake air flow while the throttle command is intercepted from the driver so as to reduce the demand for diesel. This reduces the need to make significant hardware changes to the engine, reducing the overall kit cost for a retrofitted engine. The control system is designed so that any failure in the kit results in a return to nominal operation of the vehicle, this reduces the risk of introduction into the critical torque path.

Diesel is replaced by NG so that during highway operation diesel flow rates can be comparable to idle operation. A torque based control model is used to control the NG and diesel injection quantities to reduce changes to the effective power curve of the engine. The displacement that can be achieved is limited by multiple factors depending on the operating condition. There is a minimum diesel quantity needed for combustion at low loads. There are over-fueling and knock limits at higher engine loads. Emissions considerations will also limit displacement; the engine's after-treatment systems must be kept in operable ranges.

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Alternative Fuel Vehicles

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