Abstract:
An electronically controlled fuel blending system that injects compressed natural gas into the air intake of a diesel engine resulting in lower emissions, increased fuel economy is disclosed.

Description:
CROSS-REFERENCE TO RELATED APPLICATIONS 
       [0001]    This application claims the benefit of U.S. Provisional Application No. 61/265,279, filed Nov. 30, 2009, which is hereby incorporated by reference herein in its entirety, including but not limited to those portions that specifically appear hereinafter, the incorporation by reference being made with the following exception: In the event that any portion of the above-referenced provisional application is inconsistent with this application, this application supercedes said above-referenced provisional application. 
     
    
     STATEMENT REGARDING FEDERALLY SPONSORED RESEARCH OR DEVELOPMENT 
       [0002]    Not Applicable. 
       BACKGROUND 
       [0003]    The disclosure relates generally to vehicle engines and more specifically, but not necessarily entirely, to engines that may be operated at high specific output, such as turbo charged or supercharged diesel and gasoline engines. 
       SUMMARY OF THE DISCLOSURE 
       [0004]    An electronically controlled fuel blending system that injects compressed natural gas into the air intake of a diesel engine resulting in lower emissions, increased fuel economy, and air fuel ration is disclosed. Air fuel ratios may be monitored and adjusted by a CPU (Central Processing Unit) and may be monitored by a user on a visual display, which outputs the monitored vital engine functions such as: fuel usage, fuel ratio, actual mileage in real time, fuel levels, fuel flow rates, altitude adjustments, GPS position and comparison of fuel consumption. The CPU may also monitor the current cost of fuel per mile per gallon at current speeds and conditions, allowing drivers to adjust driving habits to reduce fuel consumption and emission levels. 
         [0005]    The system may use standard 3600 PSI natural gas and is capable of using up to 5000 PSI natural gas levels. These pressure levels may be controlled by a high pressure reducer, which takes the natural gas pressure levels from a high level of 3600-5000 PSI to less than 100 PSI, thereby allowing air to efficiently mix with the natural gas and provide optimal fuel hybrid mixtures. 
         [0006]    The system may comprise a pressure reducer with an integrated heating element (12V) to eliminate: (1) icing and freezing problems; (2) formation of condensation; and (3) formation of methane from the reduction in pressure of natural gas. 
         [0007]    The system may also comprise an electronically controlled valve, which may comprise a stepper motor actuated valve that has electronically controlled variable valve opening sizes. 
         [0008]    The system may also comprise a natural gas nozzle assembly, which may be built as a one piece unit that replaces a short section of an air flexible air intake or may be placed in line with an air intake of an engine. 
         [0009]    The system may also comprise a mass air flow sensor that monitors air flow and volume on the fly during use. This sensor may produce a 0-5 analog signal, which is sent to the CPU to adjust the air to gas mixture levels produced by the injection nozzle on the fly during use. 
         [0010]    The system may also comprise an air temperature sensor that may work in conjunction with the mass air flow sensor to enable the CPU to accurately measure actual air volume entering the engine and to adjust temperature on the fly to keep efficiency levels as high as possible. 
         [0011]    The system may also comprise a pressure sensor that may be installed on the air intake, downstream from a turbo charger. This sensor may be used to help the CPU calculate the optimum air fuel ratio. 
         [0012]    The system may also comprise a diesel fuel flow meter that may be used to determine the diesel consumption in real time. The diesel fuel flow meter may send the CPU data that allows the display screen to display the diesel consumption that assists in the cost per mile calculation and the miles per gallon (or kilometers per liter) cost calculation displayed on the screen. That data and information may be transmitted to a computer system allowing fleet management to assist drivers in adjusting driving habits. Such data may be networked wherein a control base and fleet members form a network wherein data is exchanged in order to maximize certain parameters. 
         [0013]    The natural gas/diesel injection system, bi-fuel, hybrid, mixing system, fuel enhancement, emission control device, may enhance combustion and fumigation. The system may incorporate a fuel metering system and fuel blending system that improves efficiency and reduces diesel fuel consumption. 
         [0014]    The system may also comprise the components of an electronic control unit with a display screen, a regulator, a natural gas injection nozzle assembly, and multiple sensors for monitoring conditions and operation during use of the system. 
         [0015]    The system may be microprocessor controlled, wherein current conditions may be displayed to a user on the fly during use such as natural gas and diesel fuel levels, natural gas/diesel ratio being used, current mileage MPG (separate and combined), fuel consumption maybe monitored and adjusted constantly and automatically within the bounds of the system components. The system may optimize natural gas usage, which reduces diesel consumption for the same relative and proportional power output, resulting in lower fuel costs, lower emissions, and increased power. 
         [0016]    The system may use multiple sensors to gather input on vital engine conditions such as a mass airflow sensor allowing the system to precisely adjust for optimum air to natural gas ratio, which results in a dramatic reduction in diesel consumption. Exhaust gas temperature, temperature, pressure, natural gas flow meter, diesel flow meter, natural gas pressure sensor, are also used for the optimization method. 
         [0017]    The system may be integrated with a vehicle&#39;s on-board computer system and may automatically adjust according to current conditions experienced by the vehicle. The driver of the vehicle may also be able to manually override certain system functions if needed. 
         [0018]    The natural gas system maybe designed to operate within a range of 3600 PSI to 5000 PSI or higher in order to accommodate the amount of fuel desired, and to provide the vehicle with the fuel needed to travel reasonable distances between fill-ups. 
     
    
     
       BRIEF DESCRIPTION OF THE DRAWINGS 
         [0019]    The features and advantages of the disclosure will become apparent from a consideration of the subsequent detailed description presented in connection with the accompanying drawings in which: 
           [0020]      FIG. 1  is a schematic view of an embodiment of the disclosure; 
           [0021]      FIG. 2  is a schematic view of an embodiment of the disclosure; 
           [0022]      FIG. 3  is an illustrative embodiment of a natural gas injection system in accordance with the principles of the disclosure; 
           [0023]      FIG. 4  is a system and network for monitoring resource usage in accordance with the principles of the disclosure; 
           [0024]      FIG. 5  is a schematic view of an embodiment of the disclosure in accordance with the principles of the disclosure; 
           [0025]      FIG. 6  is a schematic view of an embodiment of the disclosure illustrating a single natural gas injector in accordance with the principles of the disclosure; 
           [0026]      FIG. 7  is a schematic view of an embodiment of the disclosure illustrating a plurality of natural gas injectors in accordance with the principles of the disclosure; 
           [0027]      FIG. 8  is a schematic view of an embodiment of the disclosure illustrating a single controller in accordance with the principles of the disclosure; 
           [0028]      FIG. 9  illustrates a graphical representation of natural gas injection in accordance with the principles of the disclosure; 
           [0029]      FIG. 10  illustrates a graphical representation of natural gas injection in accordance with the principles of the disclosure; 
           [0030]      FIG. 11  illustrates a graphical representation of natural gas injection in accordance with the principles of the disclosure; 
           [0031]      FIG. 12  illustrates a method of natural gas injection in accordance with the principles of the disclosure; and 
           [0032]      FIG. 13  illustrates a hardware schematic of natural gas injection in accordance with the principles of the disclosure. 
       
    
    
     DETAILED DESCRIPTION 
       [0033]    For the purposes of promoting an understanding of the principles in accordance with the disclosure, reference will now be made to the embodiments illustrated in the drawings and specific language will be used to describe the same. It will nevertheless be understood that no limitation of the scope of the disclosure is thereby intended. Any alterations and further modifications of the inventive features illustrated herein, and any additional applications of the principles of the disclosure as illustrated herein, which would normally occur to one skilled in the relevant art and having possession of this disclosure, are to be considered within the scope of the disclosure. 
         [0034]    Before the digital closed loop natural gas and diesel hybrid fuel blending systems and methods are disclosed and described, it is to be understood that this disclosure is not limited to the particular configurations, process steps, and materials disclosed herein as such configurations, process steps, and materials may vary somewhat. It is also to be understood that the terminology employed herein is used for the purpose of describing particular embodiments only and is not intended to be limiting since the scope of the disclosure will be limited only by the patent claims and equivalents thereof. 
         [0035]    It must be noted that, as used in this specification and appended claims, if any, the singular forms “a,” “an,” and “the” include plural referents unless the context clearly dictates otherwise. 
         [0036]    In describing and claiming the subject matter of the disclosure, the following terminology will be used in accordance with the definitions set out below. 
         [0037]    As used herein, the terms “comprising,” “including,” “containing,” “characterized by,” and grammatical equivalents thereof are inclusive or open-ended terms that do not exclude additional, unrecited elements or method steps. 
         [0038]    As used herein, the phrase “consisting of” and grammatical equivalents thereof exclude any element, step, or ingredient not specified in the claim. 
         [0039]    As used herein, the phrase “consisting essentially of” and grammatical equivalents thereof limit the scope of a claim to the specified materials or steps and those that do not materially affect the basic and novel characteristic or characteristics of the claimed disclosure. 
         [0040]    With reference primarily to  FIG. 1 , a system  100  for fueling an engine with a fuel comprising diesel and natural gas will be discussed. The system  100  may comprise an engine  102  as a primary component. The engine  102  may be of diesel configuration as is well known in the art and may further comprise a turbo charger  104  for suppling the engine  102  with improved combustibles. An air intake  106  may be incorporated to provide air into the system  100  and may have an air filter  108  attached thereto. The air intake  106  may also comprise an air temperature sensor  107  for sensing the temperature of the air going into the system thereby assisting the system in determine the density of the air. The air intake  106  may comprise a mass air flow sensor  109  for sensing the mass of the air flowing into the system  100 . The air take intake  106  may comprise a mass air flow sensor  111  located between a natural gas injector assembly  144  and the turbo charger  104  to provide additional data to a computer  110 . The system  100  may further comprise the computer  110  for processing data from said sensors. The system  100  may comprise a battery  112  for suppling electrical power to components of the system  100  that rely on electrical power in order to operate within the system  100 . The system  100  may comprise a fuel tank  114  for holding fuel for powering the engine  102 . The fuel tank  114  may comprise a fuel level sensor  115  for sensing the level of the fuel in the fuel tank  114  and may be configured for communicating fuel data to the computer  110 . The system  100  may further comprise a diesel fuel flow sensor  116  that senses the flow volume of diesel fuel into the engine  102 . Engine  102  may use an injection process to inject diesel fuel into the engine  102  by way of a diesel fuel injection pump  117 . 
         [0041]    The turbo charger  104  may interface with the engine  102  through an inlet channel  118  that has been configured to facilitate the movement of fluids (gas or liquid) into the engine  102 . The inlet channel  118  may comprise a temperature sensor  119  for sensing the temperature of the air in the inlet channel and reporting the resultant data to the computer  110 . The inlet channel  118  may comprise a pressure sensor  120  for sensing the pressure of the fluid mixture in the inlet channel  118 . The inlet channel  118  may comprise a pressure switch  122  configured to control the pressure of the fluids in the inlet channel  118  so as to allow control of the fluids in the inlet channel  118  as it enters the engine  102 . 
         [0042]    After the engine  102  has consumed the chemical energy of the fuel air mixture entering the engine  102  by way of the inlet channel  118 , exhaust gasses enter an outlet channel  124 . The outlet channel  124  may comprise an exhaust temperature sensor  126 . The outlet channel  124  channels the exhaust fluids into the turbo charger  104  to actuate the working elements of a turbo charger as is well known in the art. 
         [0043]    The system  100  may further comprise natural gas fuel tanks  130 . A single natural gas fuel tank may be used or a bank or array of fuel tanks may be used. The tanks  130  may be pressurized in a range from about 2500 psi to about 7000 psi. It will be appreciated that tanks containing pressures outside that range may also be used by the disclosure and it is within the scope of this disclosure to contemplate tanks pressurized to far higher pressures or far lower pressures than provided in the above range. The pressures of the tanks  130  within the system  100  are generally pressurized such that the pressure differential between the operating pressure of the system and the pressure in the tank or tanks causes natural gas to flow from the tanks  130  to the system  100 . Accordingly any pressure or means for facilitating flow from tanks into an engine system is within the scope of this disclosure. 
         [0044]    A natural gas fuel line  132  may be used to move the natural gas from the tanks  130  into the system  100  and more particularly into a pressure reducer  138 . The natural gas fuel line  132  may comprise a natural gas pressure sensor  134  configured to sense the pressure of the natural gas and send data to the computer  110 . The natural gas fuel line  132  may further comprise a fuel shut-off valve  136  configured to open and close thereby stopping the flow of natural gas into the pressure reducer  138 . 
         [0045]    The pressure reducer  138  may be configured to reduce the pressure of the natural gas fluid. The pressure reducer  138  may reduce the pressure of natural gas by providing volume of space for which the natural gas may freely expand thereby reducing its pressure. As heat is transferred or absorbed into the depressurizing fluid of natural gas, a heating element  139  may be employed to control the temperature of the pressure reducer  138 . By controlling the temperature of the pressure reducer  138  freezing, condensation of water, and the formation of methane can be controlled. It may be noted that the natural gas may be inserted into the air flow system at a pressure in the range from about 10 psi to about 200 psi, or over a larger or smaller range. 
         [0046]    A natural gas flow sensor  140  may be employed in the system  100  to sense the flow of natural gas in to the system  100 . A natural gas flow controller  142  may be implemented to control the flow of natural gas in the system and may be controlled by the computer  110  or another control apparatus. The natural gas flow controller  142  may operate by opening and closing a valve that physically restricts the flow of the natural gas. 
         [0047]    A natural gas injection assembly  144  may be employed in the system  100  and may comprise a natural gas nozzle  146  that is configured to inject natural gas into the air intake  106  such that the natural gas is mixed with the incoming air thereby creating a more energy rich combustible fluid. The nozzle  146  may be configured to disperse the natural gas in a homogeneous mixture and may produce a venturi effect in order to cause greater mixing of the incoming air and the natural gas. 
         [0048]    The sensors as discussed above and the various control mechanisms may be electronically connected to a control unit  148 . The control unit  148  may comprise components typical of control units such as a processor for processing data, memory for rapid data storage and data reading, storage for storing data, and circuitry supporting the components. The control unit  148  may also be configured with a visual display for visually displaying the data generated within the system  100 . The control unit  148  may further comprise audio alerts. The control unit  148  may be configured to cause the system  100  to operate within a certain set of parameters by causing various control means to control their respective subjects. The control unit  148  may be fully engaged in the system  100  there by controlling all aspects of the operation of the system  100 . In an embodiment the control unit  148  may be capable of partial control thereby leaving a portion of the system control to native control elements. The control unit may further comprise a communication device  150 , such as a wireless transmitter that is configured to communicate with other systems or a control base thereby forming a network. Any data transmitted to the computer can be transmitted to the control unit  148 . 
         [0049]    Referring now to  FIG. 2 , an embodiment of a system  200  for fueling an engine with a fuel comprising diesel and natural gas will be discussed. The system  200  may comprise an engine  202  as a primary component. The engine  202  may be of diesel configuration as is well known in the art and may further comprise a turbo charger  204  for suppling the engine  202  with improved combustibles. An air intake  206  may be incorporated to provide air into the system  200  and may have an air filter  208  attached thereto. The air intake  206  may also comprise an air temperature sensor  207  for sensing the temperature of the air going into the system thereby assisting the system in determine the density of the air. The air intake  206  may comprise a mass air flow sensor  209  for sensing the mass of the air flowing into the system  200 . The air take intake  206  may comprise a mass air flow sensor  211  located between a natural gas injector assembly  244  and the turbo charger  204  to provide additional data to a computer  210 . The system  200  may further comprise a computer  210  for processing data from said sensors. The system  200  may comprise a battery  212  for suppling electrical power to components of the system  200  that rely on electrical power in order to operate within the system  200 . The system  200  may comprise a fuel tank  214  for holding fuel for powering the engine  202 . The fuel tank  214  may comprise a fuel level sensor  215  for sensing the level of the fuel in the fuel tank  214  and may be configured for communicating fuel data to the computer  210 . The system  200  may further comprise a diesel fuel flow sensor  216  that senses the flow volume of diesel fuel into the engine  202 . Engine  202  may use an injection process to inject diesel fuel into the engine  202  by way of a diesel fuel injection pump  217 . 
         [0050]    The turbo charger  204  may interface with the engine  202  through an inlet channel  218  that has been configured to facilitate the movement of fluids (gas or liquid) into the engine  202 . The inlet channel  218  may comprise a temperature sensor  219  for sensing the temperature of the air in the inlet channel and reporting the resultant data to the computer  210 . The inlet channel  218  may comprise a pressure sensor  220  for sensing the pressure of the fluid mixture in the inlet channel  218 . The inlet channel  218  may comprise a pressure switch  222  configured to control the pressure of the fluids in the inlet channel  218  so as to allow control of the fluids in the inlet channel  218  as it enters the engine  202 . 
         [0051]    After the engine  202  has consumed the chemical energy of the fuel air mixture entering the engine  202  by way of the inlet channel  218 , exhaust gasses enter an outlet channel  224 . The outlet channel  224  may comprise an exhaust temperature sensor  226 . The outlet channel  224  channels the exhaust fluids into the turbo charger  204  to actuate the working elements of a turbo charger as is well known in the art. 
         [0052]    The system  200  may further comprise natural gas fuel tanks  230 . A single natural gas fuel tank may be used or a bank or array of fuel tanks may be used. The tanks  230  may be pressurized in a range from about 2500 psi to about 7000 psi. It will be appreciated that tanks containing pressures outside that range may also be used by the disclosure and it is within the scope of this disclosure to contemplate tanks pressurized to far higher pressures or far lower pressures than provided in the above range. The pressures of the tanks  230  within the system  200  are generally pressurized such that the pressure differential between the operating pressure of the system and the pressure in the tank or tanks causes natural gas to flow from the tanks  230  to the system  200 . Accordingly any pressure or means for facilitating flow from tanks into an engine system is within the scope of this disclosure. 
         [0053]    A natural gas fuel line  232  may be used to move the natural gas from the tanks  230  into the system  200  and more particularly into a pressure reducer  238 . The natural gas fuel line  232  may comprise a natural gas pressure sensor  234  configured to sense the pressure of the natural gas and send data to the computer  210 . The natural gas fuel line  232  may further comprise a fuel shut-off valve  236  configured to open and close thereby stopping the flow of natural gas into the pressure reducer  238 . 
         [0054]    The pressure reducer  238  may be configured to reduce the pressure of the natural gas fluid. The pressure reducer  238  may reduce the pressure of natural gas by providing volume of space for which the natural gas may freely expand thereby reducing its pressure. As heat is transferred or absorbed into the depressurizing fluid of natural gas, a heating element  239  may be employed to control the temperature of the pressure reducer  238 . By controlling the temperature of the pressure reducer  238  freezing, condensation of water, and the formation of methane can be controlled. It may be noted that the natural gas may be inserted into the air flow system at a pressure in the range from about 10 psi to about 200 psi, or over a larger or smaller range. 
         [0055]    A motorized control valve  241  may be employed to control the flow of natural gas after it has been depressurized. A natural gas flow sensor  240  may be used inline after the motorized control valve  241  in order to monitor the operation of the control valve  241 . A diaphragm metering valve  243  may be incorporated to react to changes in the negative pressure created in the air intake  206  as a result of the turbo charger  204 . The diaphragm metering valve  243  may be passive and made of a material with a predetermined bias or elasticity to properly control the flow of the natural gas in direct response to the changes in the system  200 . For example, the material may be made from silicon or from multiple layers of silicon. In an embodiment, multiple diaphragms may be used in place of a single diaphragm. A natural gas injection assembly  244  may be included to disperse the natural gas into the air flow in the air intake  206 . 
         [0056]    The sensors as discussed above and the various control mechanisms may be electronically connected to a control unit  248 . The control unit  248  may comprise components typical of control units such as a processor for processing data, memory for rapid data storage and data reading, storage for storing data, and circuitry supporting the components. The control unit  248  may also be configured with a visual display for visually displaying the data generated within the system  200 . The control unit  248  may further comprise audio alerts. The control unit  248  may be configured to cause the system  200  to operate within a certain set of parameters by causing various control means to control their respective subjects. The control unit  248  may be fully engaged in the system  200  thereby controlling all aspects of the operation of the system  200 . In an embodiment the control unit  248  may be capable of partial control thereby leaving a portion of the system control to native control elements. The control unit may further comprise a communication device  250 , such as a wireless transmitter that is configured to communicate with other systems or a control base thereby forming a network. Any data transmitted to the computer can be transmitted to the control unit  248 . 
         [0057]    With reference to  FIG. 3 , the design of a natural gas injection assembly will be discussed in greater detail.  304  illustrates a portion on an air intake on an engine having a natural gas injection assembly interacting therewith. As can be seen in the illustration air is mixed with natural gas by the injection assembly.  308  represents a top down view of an injection means having open ports the may be adjusted relative to the direction of air flow in an air intake thereby dispersing the natural gas in a predetermined manner.  306  illustrates a side view of the natural gas injection assembly, showing the simplicity that the physical form may take. The ratio range at which natural gas and diesel can be mixed within the scope of the system may be from a ratio of 1:1 to 1:10. Other ratios are contemplated to be within the scope of this disclosure. 
         [0058]    With reference to  FIG. 4 , a network employing the system  100  will be discussed wherein a plurality of trucks and a base unit are used to form the network. In order to maximize the efficiency of the system, a database can be developed and maintained on a server  404 . The server  404  comprises the components typical of computer server. In particular the server  404  comprises a storage whereon the data collected from other network members can be stored for later access. The network members may comprise trucks, trains, ships and other means of transport and travel. A truck  408  has been fitted with system  100  and is therefor capable of operating on a mixture of natural gas and diesel. The system  100  monitors the operating characteristics of truck  408  such as location, route, fuel consumption, load, incline of road, speed and acceleration. Many other characteristics may be monitored and reported by a truck to the server for analysis and storage. With each member of the network reporting the operating conditions, a database can be developed that can be used to guide the members of the network on the most efficient use of system  100 . For example, truck  410  may be followed on the same route with similar loads by trucks  412  and  414 . The system  100  on truck  410  may report over the network the operating conditions it is experiencing. Trucks  412  and  414  may receive the data from truck  410  over the network and can make adjustments on the fly as to the way they operate over the same portion of the route. Truck  412  may provide a further refinement of the operational data from which latter truck  414  may further benefit. Truck  416  may make the trip later in time and may receive refined data stored on the server  404  for trucks  410 ,  412 , and  414 . A terminal  406  may allow access to the network for users such that they can monitor the operational data from the truck members of the network and input data onto the network that will be received by the truck members. A user at a terminal  406  may further use the network to compare two trucks in route such as trucks  408  and  418 . Control parameters may be transmitted over the network, such that members may be parameters from which to operate for a period of time. 
         [0059]    With reference primarily to  FIG. 5 , a system  500  for fueling an engine with a fuel comprising diesel and natural gas will be discussed. The system  500  may comprise an engine  502  as a primary component. The engine  502  may be of diesel configuration as is well known in the art and may further comprise a turbo charger  504  for suppling the engine  502  with improved combustibles. An air intake  506  may be incorporated to provide air into the system  500  and may have an air filter  508  attached thereto. The air intake  506  may also comprise an air temperature sensor for sensing the temperature of the air going into the system thereby assisting the system in determine the density of the air. The air intake  506  may comprise a mass air flow sensor for sensing the mass of the air flowing into the system  500 . The air take intake  506  may comprise a mass air flow sensor located between a natural gas injector assembly  544  and the turbo charger  504  to provide additional data to a computer  510 . The system  500  may further comprise the computer  510  for processing data from said sensors. The computer  510  may be a secondary or second computer the may or may not be electronically connected to a primary or first computer  511  leaving the primary or first computer  511  to responsively function to the introduction of natural gas. The secondary or second computer  510  and the primary or first computer  511  may be linked or connected electronically so as to communicate with one another for greater flexibility in the system  500 . The secondary or second computer  510  may have a one way communication with the primary or first computer  511 , so as to receive information and data from the primary or first computer  511 , but not transmit data to the primary or first computer  511 . Such data may include engine load, engine speed, fuel input, various mass flows from throughout the system  500 , and various temperatures at locations throughout the system  500 . The system  500  may comprise a battery for suppling electrical power to components of the system  500  that rely on electrical power in order to operate within the system  500 . The system  500  may comprise a fuel tank for holding fuel for powering the engine  502 . The fuel tank may comprise a fuel level sensor for sensing the level of the fuel in the fuel tank and may be configured for communicating fuel data to the computers  510  and/or  511 . The system  500  may further comprise a diesel fuel flow sensor that senses the flow volume of diesel fuel into the engine. Engine  502  may use an injection process to inject diesel fuel into the engine  502  by way of a diesel fuel injection pump. 
         [0060]    The turbo charger  504  may interface with the engine  502  through an inlet channel  518  that has been configured to facilitate the movement of fluids (gas or liquid) into the engine  502 . The inlet channel  518  may comprise a temperature sensor for sensing the temperature of the air in the inlet channel and reporting the resultant data to the computer  510 . The inlet channel  518  may comprise a pressure sensor for sensing the pressure of the fluid mixture in the inlet channel  518 . The inlet channel  518  may comprise a pressure switch configured to control the pressure of the fluids in the inlet channel  518  so as to allow control of the fluids in the inlet channel  518  as it enters the engine  502 . 
         [0061]    After the engine  502  has consumed the chemical energy of the fuel air mixture entering the engine  502  by way of the inlet channel  518 , exhaust gasses enter an outlet channel  524 . The outlet channel  524  may comprise an exhaust temperature sensor  526 . The outlet channel  524  channels the exhaust fluids into the turbo charger  504  to actuate the working elements of a turbo charger as is well known in the art. 
         [0062]    The system  500  may further comprise natural gas fuel tanks  530 . A single natural gas fuel tank may be used or a bank or array of fuel tanks may be used. The tanks  530  may be pressurized in a range from about 2500 psi to about 7000 psi. It will be appreciated that tanks containing pressures outside that range may also be used by the disclosure and it is within the scope of this disclosure to contemplate tanks pressurized to far higher pressures or far lower pressures than provided in the above range. The pressures of the tanks  530  within the system  500  are generally pressurized such that the pressure differential between the operating pressure of the system and the pressure in the tank or tanks causes natural gas to flow from the tanks  530  to the system  500 . Accordingly any pressure or means for facilitating flow from tanks into an engine system is within the scope of this disclosure. 
         [0063]    A natural gas fuel line  532  may be used to move the natural gas from the tanks  530  into the system  500  and more particularly into a pressure reducer  538 . The natural gas fuel line  532  may comprise a natural gas pressure sensor  534  configured to sense the pressure of the natural gas and send data to the computer  510 . The natural gas fuel line  532  may further comprise a fuel shut-off valve configured to open and close thereby stopping the flow of natural gas into the pressure reducer  538 . 
         [0064]    The pressure reducer  538  may be configured to reduce the pressure of the natural gas fluid. The pressure reducer  538  may reduce the pressure of natural gas by providing volume of space for which the natural gas may freely expand thereby reducing its pressure. As heat is transferred or absorbed into the depressurizing fluid of natural gas, a heating element may be employed to control the temperature of the pressure reducer  538 . By controlling the temperature of the pressure reducer  538  freezing, condensation of water, and the formation of methane can be controlled. It may be noted that the natural gas may be inserted into the air flow system at a pressure in the range from about 10 psi to about 200 psi, or over a larger or smaller range. Heat may be applied to other elements of the system  500  to control freezing and other operating conditions of the components. For example, the tanks and the natural gas lines within the system  500  may benefit from thermal control. 
         [0065]    A natural gas flow sensor may be employed in the system  500  to sense the flow of natural gas in to the system  500 . A natural gas flow controller may be implemented to control the flow of natural gas in the system and may be controlled by the computer  510  or another control apparatus. The natural gas flow controller may operate by opening and closing a valve that physically restricts the flow of the natural gas. 
         [0066]    A natural gas injection assembly or array  544  maybe employed in the system  500  and may comprise a natural gas injector  546  or a plurality of natural gas injectors, that are configured to inject natural gas into the air intake  506  such that the natural gas is mixed with the incoming air thereby creating a more energy rich combustible fluid. The injector  546  may be configured to disperse the natural gas in a homogeneous mixture and may produce a venturi effect in order to cause greater mixing of the incoming air and the natural gas. The array  544  of injectors  546  may cause the injectors  546  to operate independently from one another or in concert, as discussed in greater detail below. The introduction of natural gas may be made prior to the turbo charger  504  or after the turbo charger  504 . 
         [0067]    The sensors as discussed above and the various control mechanisms may be electronically connected to a control unit  548 . The control unit  548  may comprise components typical of control units such as a processor for processing data, memory for rapid data storage and data reading, storage for storing data, and circuitry supporting the components. The control unit  548  may also be configured with a visual display for visually displaying the data generated within the system  500  and may communicate with the computers  510  and  511 . The control unit  548  may further comprise audio alerts. The control unit  548  may be configured to cause the system  500  to operate within a certain set of parameters by causing various control means to control their respective subjects. The control unit  548  may be fully engaged in the system  500  there by controlling all aspects of the operation of the system  500 . In an embodiment the control unit  548  may be capable of partial control thereby leaving a portion of the system control to native control elements. The control unit may further comprise a communication device, such as a wireless transmitter that is configured to communicate with other systems or a control base thereby forming a network. Any data transmitted to the computer can be transmitted to the control unit  548 . The system  500  may further include exhaust sensors  555  in order to comply with regulatory systems and requirements. 
         [0068]    With reference primarily to  FIG. 6 , a system  600  for fueling an engine with a fuel comprising diesel and natural gas will be discussed having a single natural gas injector. The system  600  may comprise an engine  602  as a primary component. The engine  602  may be of diesel configuration as is well known in the art and may further comprise a turbo charger  604  for suppling the engine  602  with improved combustibles. An air intake  606  may be incorporated to provide air into the system  600  and may have an air filter  608  attached thereto. The air intake  606  may also comprise an air temperature sensor for sensing the temperature of the air going into the system thereby assisting the system in determine the density of the air. The air intake  606  may comprise a mass air flow sensor for sensing the mass of the air flowing into the system  600 . The air take intake  606  may comprise a mass air flow sensor located between a natural gas injector assembly  644  and the turbo charger  604  to provide additional data to a computer  610 . The system  600  may further comprise the computer  610  for processing data from said sensors. The computer  610  may be a secondary computer the may or may not be electronically connected to a primary or first computer  611  leaving the primary or first computer  611  to responsively function to the introduction of natural gas. The secondary or second computer  610  and the primary or first computer  611  may be linked or connected electronically so as to communicate with one another for greater flexibility in the system  600 . The secondary or second computer  610  may have a one way communication with the primary or first computer  611 , so as to receive information and data from the primary or first computer  611  but not transmit data to the primary or first computer  611 . Such data may include engine load, engine speed, fuel input, various mass flows from throughout the system  600 , and various temperatures at locations throughout the system  600 . The system  600  may comprise a battery for suppling electrical power to components of the system  600  that rely on electrical power in order to operate within the system  600 . The system  600  may comprise a fuel tank for holding fuel for powering the engine  602 . The fuel tank may comprise a fuel level sensor for sensing the level of the fuel in the fuel tank and may be configured for communicating fuel data to the computers  610  and/or  611 . The system  600  may further comprise a diesel fuel flow sensor that senses the flow volume of diesel fuel into the engine. Engine  602  may use an injection process to inject diesel fuel into the engine  602  by way of a diesel fuel injection pump. 
         [0069]    The turbo charger  604  may interface with the engine  602  through an inlet channel  618  that has been configured to facilitate the movement of fluids (gas or liquid) into the engine  602 . The inlet channel  618  may comprise a temperature sensor for sensing the temperature of the air in the inlet channel and reporting the resultant data to the computer  610 . The inlet channel  618  may comprise a pressure sensor for sensing the pressure of the fluid mixture in the inlet channel  618 . The inlet channel  618  may comprise a pressure switch configured to control the pressure of the fluids in the inlet channel  618  so as to allow control of the fluids in the inlet channel  618  as it enters the engine  602 . 
         [0070]    After the engine  602  has consumed the chemical energy of the fuel air mixture entering the engine  602  by way of the inlet channel  618 , exhaust gasses enter an outlet channel  624 . The outlet channel  624  may comprise an exhaust temperature sensor  626 . The outlet channel  624  channels the exhaust fluids into the turbo charger  604  to actuate the working elements of a turbo charger as is well known in the art. 
         [0071]    The system  600  may further comprise natural gas fuel tanks  630 . A single natural gas fuel tank may be used or a bank or array of fuel tanks may be used. The tanks  630  may be pressurized in a range from about 2500 psi to about 7000 psi. It will be appreciated that tanks containing pressures outside that range may also be used by the disclosure and it is within the scope of this disclosure to contemplate tanks pressurized to far higher pressures or far lower pressures than provided in the above range. The pressures of the tanks  630  within the system  600  are generally pressurized such that the pressure differential between the operating pressure of the system and the pressure in the tank or tanks causes natural gas to flow from the tanks  630  to the system  600 . Accordingly any pressure or means for facilitating flow from tanks into an engine system is within the scope of this disclosure. 
         [0072]    A natural gas fuel line  632  may be used to move the natural gas from the tanks  630  into the system  600  and more particularly into a pressure reducer  638 . The natural gas fuel line  632  may comprise a natural gas pressure sensor  634  configured to sense the pressure of the natural gas and send data to the computer  610 . The natural gas fuel line  632  may further comprise a fuel shut-off valve configured to open and close thereby stopping the flow of natural gas into the pressure reducer  638 . 
         [0073]    The pressure reducer  638  may be configured to reduce the pressure of the natural gas fluid. The pressure reducer  638  may reduce the pressure of natural gas by providing volume of space for which the natural gas may freely expand thereby reducing its pressure. As heat is transferred or absorbed into the depressurizing fluid of natural gas, a heating element may be employed to control the temperature of the pressure reducer  638 . By controlling the temperature of the pressure reducer  638  freezing, condensation of water, and the formation of methane can be controlled. It may be noted that the natural gas may be inserted into the air flow system at a pressure in the range from about 10 psi to about 200 psi, or over a larger or smaller range. Heat may be applied to other elements of the system  600  to control freezing and other operating conditions of the components. For example the tanks and the natural gas lines within the system  600  may benefit from thermal control. 
         [0074]    A natural gas flow sensor may be employed in the system  600  to sense the flow of natural gas in to the system  600 . A natural gas flow controller may be implemented to control the flow of natural gas in the system and may be controlled by the computer  610  or another control apparatus. The natural gas flow controller may operate by opening and closing a valve that physically restricts the flow of the natural gas. 
         [0075]    As seen in the  FIG. 6  a single natural gas injector is used in an embodiment. A natural gas injection assembly or array  644  may be employed in the system  600  and may comprise a natural gas injector  646  or a plurality of natural gas injectors, that are configured to inject natural gas into the air intake  606  such that the natural gas is mixed with the incoming air thereby creating a more energy rich combustible fluid. The injector  646  may be configured to disperse the natural gas in a homogeneous mixture and may produce a venturi effect in order to cause greater mixing of the incoming air and the natural gas. The array  644  of injectors  646  may cause the injectors  646  to operate independently from one another or in concert, as discussed in greater detail below. The introduction of natural gas may be made prior to the turbo charger  604  or after the turbo charger  604 . 
         [0076]    The sensors as discussed above and the various control mechanisms may be electronically connected to a control unit  648 . The control unit  648  may comprise components typical of control units such as a processor for processing data, memory for rapid data storage and data reading, storage for storing data, and circuitry supporting the components. The control unit  648  may also be configured with a visual display for visually displaying the data generated within the system  600  and may communicate with the computers  610  and  611 . The control unit  648  may further comprise audio alerts. The control unit  648  may be configured to cause the system  600  to operate within a certain set of parameters by causing various control means to control their respective subjects. The control unit  648  may be fully engaged in the system  600  there by controlling all aspects of the operation of the system  600 . In an embodiment the control unit  648  may be capable of partial control thereby leaving a portion of the system control to native control elements. The control unit may further comprise a communication device, such as a wireless transmitter that is configured to communicate with other systems or a control base thereby forming a network. Any data transmitted to the computer can be transmitted to the control unit  648 . The system  600  may further include exhaust sensors  655  in order to comply with regulatory systems and requirements. 
         [0077]    With reference primarily to  FIG. 7 , a system  700  for fueling an engine with a fuel comprising diesel and natural gas will be discussed having a plurality of natural gas injectors. The system  700  may comprise an engine  702  as a primary component. The engine  702  may be of diesel configuration as is well known in the art and may further comprise a turbo charger  704  for suppling the engine  702  with improved combustibles. An air intake  706  may be incorporated to provide air into the system  700  and may have an air filter  708  attached thereto. The air intake  706  may also comprise an air temperature sensor for sensing the temperature of the air going into the system thereby assisting the system in determine the density of the air. The air intake  706  may comprise a mass air flow sensor for sensing the mass of the air flowing into the system  700 . The air take intake  706  may comprise a mass air flow sensor located between a natural gas injector assembly  744  and the turbo charger  704  to provide additional data to a computer  710 . The system  700  may further comprise the computer  710  for processing data from said sensors. The computer  710  may be a secondary computer the may or may not be electronically connected to a primary or first computer  711  leaving the primary or first computer  711  to responsively function to the introduction of natural gas. The secondary computer  710  and the primary or first computer  711  may be linked or connected electronically so as to communicate with one another for greater flexibility in the system  700 . The secondary computer  710  may have a one way communication with the primary or first computer  711 , so as to receive information and data from the primary or first computer  711  but not transmit data to the primary or first computer  711 . Such data may include engine load, engine speed, fuel input, various mass flows from throughout the system  700 , and various temperatures at locations throughout the system  700 . The system  700  may comprise a battery for suppling electrical power to components of the system  700  that rely on electrical power in order to operate within the system  700 . The system  700  may comprise a fuel tank for holding fuel for powering the engine  702 . The fuel tank may comprise a fuel level sensor for sensing the level of the fuel in the fuel tank and may be configured for communicating fuel data to the computers  710  and/or  711 . The system  700  may further comprise a diesel fuel flow sensor that senses the flow volume of diesel fuel into the engine. Engine  702  may use an injection process to inject diesel fuel into the engine  702  by way of a diesel fuel injection pump. The first or primary controller may aid in a map table or a plurality of map tables. The second or secondary controller may retrieve and execute instructions derived from the map tables. 
         [0078]    The turbo charger  704  may interface with the engine  702  through an inlet channel  718  that has been configured to facilitate the movement of fluids (gas or liquid) into the engine  702 . The inlet channel  718  may comprise a temperature sensor for sensing the temperature of the air in the inlet channel and reporting the resultant data to the computer  710 . The inlet channel  718  may comprise a pressure sensor for sensing the pressure of the fluid mixture in the inlet channel  718 . The inlet channel  718  may comprise a pressure switch configured to control the pressure of the fluids in the inlet channel  718  so as to allow control of the fluids in the inlet channel  718  as it enters the engine  702 . 
         [0079]    After the engine  702  has consumed the chemical energy of the fuel air mixture entering the engine  702  by way of the inlet channel  718 , exhaust gasses enter an outlet channel  724 . The outlet channel  724  may comprise an exhaust temperature sensor  726 . The outlet channel  724  channels the exhaust fluids into the turbo charger  704  to actuate the working elements of a turbo charger as is well known in the art. 
         [0080]    The system  700  may further comprise natural gas fuel tanks  730 . A single natural gas fuel tank may be used or a bank or array of fuel tanks may be used. The tanks  730  may be pressurized in a range from about 2500 psi to about 7000 psi. It will be appreciated that tanks containing pressures outside that range may also be used by the disclosure and it is within the scope of this disclosure to contemplate tanks pressurized to far higher pressures or far lower pressures than provided in the above range. The pressures of the tanks  730  within the system  700  are generally pressurized such that the pressure differential between the operating pressure of the system and the pressure in the tank or tanks causes natural gas to flow from the tanks  730  to the system  700 . Accordingly any pressure or means for facilitating flow from tanks into an engine system is within the scope of this disclosure. 
         [0081]    A natural gas fuel line  732  may be used to move the natural gas from the tanks  730  into the system  700  and more particularly into a pressure reducer  738 . The natural gas fuel line  732  may comprise a natural gas pressure sensor  734  configured to sense the pressure of the natural gas and send data to the computer  710 . The natural gas fuel line  732  may further comprise a fuel shut-off valve configured to open and close thereby stopping the flow of natural gas into the pressure reducer  738 . 
         [0082]    The pressure reducer  738  may be configured to reduce the pressure of the natural gas fluid. The pressure reducer  738  may reduce the pressure of natural gas by providing volume of space for which the natural gas may freely expand thereby reducing its pressure. As heat is transferred or absorbed into the depressurizing fluid of natural gas, a heating element may be employed to control the temperature of the pressure reducer  738 . By controlling the temperature of the pressure reducer  738  freezing, condensation of water, and the formation of methane can be controlled. It may be noted that the natural gas may be inserted into the air flow system at a pressure in the range from about 10 psi to about 200 psi, or over a larger or smaller range. Heat may be applied to other elements of the system  700  to control freezing and other operating conditions of the components. For example the tanks and the natural gas lines within the system  700  may benefit from thermal control. 
         [0083]    A natural gas flow sensor may be employed in the system  700  to sense the flow of natural gas in to the system  700 . A natural gas flow controller may be implemented to control the flow of natural gas in the system and may be controlled by the computer  710  or another control apparatus. The natural gas flow controller may operate by opening and closing a valve that physically restricts the flow of the natural gas. 
         [0084]    A natural gas injection assembly or array  744  maybe employed in the system  700  and may comprise a natural gas injector  746  or a plurality of natural gas injectors, that are configured to inject natural gas into the air intake  706  such that the natural gas is mixed with the incoming air thereby creating a more energy rich combustible fluid. The injector  746  may be configured to disperse the natural gas in a homogeneous mixture and may produce a venturi effect in order to cause greater mixing of the incoming air and the natural gas. Shown in the corresponding figure is an array of four injectors. It is within the scope of the disclosure to anticipate any number of injectors and apply those injectors in concert. The array of injectors may be independently controlled so as to overlap one another in duration or may have multiple injectors open and close simultaneously. The array  744  of injectors  746  may cause the injectors  746  to operate independently from one another or in concert, as discussed in greater detail below. The introduction of natural gas may be made prior to the turbo charger  704  or after the turbo charger  704 . 
         [0085]    The sensors as discussed above and the various control mechanisms may be electronically connected to a control unit  748 . The control unit  748  may comprise components typical of control units such as a processor for processing data, memory for rapid data storage and data reading, storage for storing data, and circuitry supporting the components. The control unit  748  may also be configured with a visual display for visually displaying the data generated within the system  700  and may communicate with the computers  710  and  711 . The control unit  748  may further comprise audio alerts. The control unit  748  may be configured to cause the system  700  to operate within a certain set of parameters by causing various control means to control their respective subjects. The control unit  748  may be fully engaged in the system  700  there by controlling all aspects of the operation of the system  700 . In an embodiment the control unit  748  may be capable of partial control thereby leaving a portion of the system control to native control elements. The control unit may further comprise a communication device, such as a wireless transmitter that is configured to communicate with other systems or a control base thereby forming a network. Any data transmitted to the computer can be transmitted to the control unit  748 . The system  700  may further include exhaust sensors  755  in order to comply with regulatory systems and requirements. 
         [0086]    With reference primarily to  FIG. 8 , a system  800  for fueling an engine with a fuel comprising diesel and natural gas will be discussed having a having a single controller or a first controller. The system  800  may comprise an engine  802  as a primary component. The engine  802  may be of diesel configuration as is well known in the art and may further comprise a turbo charger  804  for suppling the engine  802  with improved combustibles. An air intake  806  may be incorporated to provide air into the system  800  and may have an air filter  808  attached thereto. The air intake  806  may also comprise an air temperature sensor for sensing the temperature of the air going into the system thereby assisting the system in determine the density of the air. The air intake  806  may comprise a mass air flow sensor for sensing the mass of the air flowing into the system  800 . The air take intake  806  may comprise a mass air flow sensor located between a natural gas injector assembly  844  and the turbo charger  804  to provide additional data to a computer  810 . The system  800  may further comprise the single computer or controller  810  for processing data from said sensors. The system  800  may comprise a battery for suppling electrical power to components of the system  800  that rely on electrical power in order to operate within the system  800 . The system  800  may comprise a fuel tank for holding fuel for powering the engine  802 . The fuel tank may comprise a fuel level sensor for sensing the level of the fuel in the fuel tank and may be configured for communicating fuel data to the computer  810 . The system  800  may further comprise a diesel fuel flow sensor that senses the flow volume of diesel fuel into the engine. Engine  802  may use an injection process to inject diesel fuel into the engine  802  by way of a diesel fuel injection pump. 
         [0087]    The turbo charger  804  may interface with the engine  802  through an inlet channel  818  that has been configured to facilitate the movement of fluids (gas or liquid) into the engine  802 . The inlet channel  818  may comprise a temperature sensor for sensing the temperature of the air in the inlet channel and reporting the resultant data to the computer  810 . The inlet channel  818  may comprise a pressure sensor for sensing the pressure of the fluid mixture in the inlet channel  818 . The inlet channel  818  may comprise a pressure switch configured to control the pressure of the fluids in the inlet channel  818  so as to allow control of the fluids in the inlet channel  818  as it enters the engine  802 . 
         [0088]    After the engine  802  has consumed the chemical energy of the fuel air mixture entering the engine  802  by way of the inlet channel  818 , exhaust gasses enter an outlet channel  824 . The outlet channel  824  may comprise an exhaust temperature sensor  826 . The outlet channel  824  channels the exhaust fluids into the turbo charger  804  to actuate the working elements of a turbo charger as is well known in the art. 
         [0089]    The system  800  may further comprise natural gas fuel tanks  830 . A single natural gas fuel tank may be used or a bank or array of fuel tanks may be used. The tanks  830  may be pressurized in a range from about 2500 psi to about 8000 psi. It will be appreciated that tanks containing pressures outside that range may also be used by the disclosure and it is within the scope of this disclosure to contemplate tanks pressurized to far higher pressures or far lower pressures than provided in the above range. The pressures of the tanks  830  within the system  800  are generally pressurized such that the pressure differential between the operating pressure of the system and the pressure in the tank or tanks causes natural gas to flow from the tanks  830  to the system  800 . Accordingly any pressure or means for facilitating flow from tanks into an engine system is within the scope of this disclosure. 
         [0090]    A natural gas fuel line  832  may be used to move the natural gas from the tanks  830  into the system  800  and more particularly into a pressure reducer  838 . The natural gas fuel line  832  may comprise a natural gas pressure sensor  834  configured to sense the pressure of the natural gas and send data to the computer  810 . The natural gas fuel line  832  may further comprise a fuel shut-off valve configured to open and close thereby stopping the flow of natural gas into the pressure reducer  838 . 
         [0091]    The pressure reducer  838  may be configured to reduce the pressure of the natural gas fluid. The pressure reducer  838  may reduce the pressure of natural gas by providing volume of space for which the natural gas may freely expand thereby reducing its pressure. As heat is transferred or absorbed into the depressurizing fluid of natural gas, a heating element may be employed to control the temperature of the pressure reducer  838 . By controlling the temperature of the pressure reducer  838  freezing, condensation of water, and the formation of methane can be controlled. It may be noted that the natural gas may be inserted into the air flow system at a pressure in the range from about 10 psi to about 200 psi, or over a larger or smaller range. Heat may be applied to other elements of the system  800  to control freezing and other operating conditions of the components. For example the tanks and the natural gas lines within the system  800  may benefit from thermal control. 
         [0092]    A natural gas flow sensor may be employed in the system  800  to sense the flow of natural gas in to the system  800 . A natural gas flow controller may be implemented to control the flow of natural gas in the system and may be controlled by the computer  810  or another control apparatus. The natural gas flow controller may operate by opening and closing a valve that physically restricts the flow of the natural gas. 
         [0093]    A natural gas injection assembly or array  844  maybe employed in the system  800  and may comprise a natural gas injector  846  or a plurality of natural gas injectors, that are configured to inject natural gas into the air intake  806  such that the natural gas is mixed with the incoming air thereby creating a more energy rich combustible fluid. The injector  846  may be configured to disperse the natural gas in a homogeneous mixture and may produce a venturi effect in order to cause greater mixing of the incoming air and the natural gas. Shown in the corresponding figure is an array of four injectors. It is within the scope of the disclosure to anticipate any number of injectors and apply those injectors in concert. The array of injectors may be independently controlled so as to overlap one another in duration or may have multiple injectors open and close simultaneously. The array  844  of injectors  846  may cause the injectors  846  to operate independently from one another or in concert, as discussed in greater detail below. The introduction of natural gas may be made prior to the turbo charger  804  or after the turbo charger  804 . Instructions may be derived or executed from map tables representing different operating states or conditions of use. One map table may represent data for use during a no load or light load operating state or condition. Another map table may represent data for heavy or high load operating state or condition, such as a truck that is pulling a full pay load. 
         [0094]    The sensors as discussed above and the various control mechanisms may be electronically connected to a control unit  848 . The control unit  848  may comprise components typical of control units such as a processor for processing data, memory for rapid data storage and data reading, storage for storing data, and circuitry supporting the components. The control unit  848  may also be configured with a visual display for visually displaying the data generated within the system  800  and may communicate with the computer  810 . The control unit  848  may further comprise audio alerts. The control unit  848  may be configured to cause the system  800  to operate within a certain set of parameters by causing various control means to control their respective subjects. The control unit  848  may be fully engaged in the system  800  there by controlling all aspects of the operation of the system  800 . In an embodiment the control unit  848  may be capable of partial control thereby leaving a portion of the system control to native control elements. The control unit may further comprise a communication device, such as a wireless transmitter that is configured to communicate with other systems or a control base thereby forming a network. Any data transmitted to the computer can be transmitted to the control unit  848 . The system  800  may further include exhaust sensors  855  in order to comply with regulatory systems and requirements. 
         [0095]      FIG. 9  illustrates a graphical representation of the operation of two natural gas injectors operating simultaneously as instructed by a map table. In the figure it can be seen that a solid line  910  may represent a first natural gas injector. In the figure it can be seen that a second dashed line  920  may represent a second natural gas injector. The figure illustrates a condition wherein the map table provides instructions causing the injectors to fire simultaneously. In contrast  FIG. 10  illustrates a graphical representation wherein the injectors are instructed to fire at different times. In other words, where the first injector is open, the second is closed. This condition would also be derived from map tables.  FIG. 11  illustrates a condition wherein the injectors are instructed to fire with an over lap. In other words before a first injector closes a second injector is opened. The advantage of over lapping operation of the injectors maybe to provide a more homogeneous mixtures of natural gas into a system. 
         [0096]      FIG. 12  illustrates a method of use for an apparatus that injects natural gas as an additional fuel. During use at  1202  the apparatus senses and records to computer readable memory a collection operational data from said engine. At  1204  a computer processor processes said operational data to create operational map tables for said engine and writing said tables to computer readable memory. At  1206  the apparatus is instructing a secondary controller in communication with said engine to retrieve from memory said tables and controlling said engine operation from said values of said tables during use. At  1208  the apparatus is retrieving from a first map table during a portion of use. At  1210  the apparatus is retrieving from a second map table during a portion of use. At  1212  the apparatus is Controlling a main fuel injector capable of directly injecting a second gaseous fuel into a combustion chamber and controlling a pilot fuel injector capable of injecting a pilot fuel into said combustion chamber. At  1214  the apparatus is directing said natural gas fuel into said combustion chamber by controlling an array having a natural gas injector configured to inject natural gas in to said intake conduit wherein the natural gas is introduced into said combustion chamber of said engine with a primary fuel and air. 
         [0097]      FIG. 13  illustrates an embodiment of an apparatus for controlling the injection of natural gas in schematic form illustrating the various components. An apparatus may have a processor  1306  for processing data within the system. A processor  1306  may be included in a primary or first controller  1312  and a secondary controller  1314 . An apparatus may have a user interface for displaying operational information of the system to a user, and may be used for receiving instruction from a user as discussed above. The apparatus may include memory  1308  or storage for storing map tables and data thereon. The memory  1308  may be accessed by the processor  1306 , the first controller  1312 , and/or the secondary controller  1314 . The above components may be used in concert to control the hardware  1318  of the apparatus as discussed above. The components of the apparatus may be connected electronically and may be part of a network as is commonly known in the art. 
         [0098]    It is within the scope of the disclosure to offer the components of the system in a kit form that can be fitted to a variety of vehicles. 
         [0099]    An embodiment may comprise a plurality of sensors for collecting operational data from the engine, wherein said operational data comprises engine speed, engine load, and mass flow into said engine, and a first controller that processes said operational data to create operational map tables for said engine. The embodiment may further comprise a second controller that instructs said engine to follow said map tables during use of said engine. The embodiment may further comprise a first map table representing a first operating mode and a second map table representing a second operating mode or condition. Additionally the embodiment may have a main fuel injector capable of directly injecting a second gaseous fuel into said combustion chamber, and a pilot fuel injector capable of injecting a pilot fuel into said combustion chamber. The embodiment may further comprise an intake conduit for directing said natural gas fuel into said combustion chamber and an array having a natural gas injector configured to inject natural gas into said intake conduit, wherein the natural gas is introduced into said combustion chamber of said engine with a primary fuel and air. 
         [0100]    An embodiment of a system for using natural gas in combination with diesel fuel for combustion in an engine may comprise: 
         [0101]    an engine; 
         [0102]    a tank of natural gas; 
         [0103]    a tank of diesel fuel; 
         [0104]    a depressurization chamber; and 
         [0105]    an injection assembly for injecting metered natural gas into an air take of the engine. 
         [0106]    An embodiment of a method for using natural gas in combination with diesel fuel for combustion in an engine may comprise: 
         [0107]    depressurizing natural gas from a pressurized state; 
         [0108]    mixing said natural gas with air in an air in take to an engine; 
         [0109]    supplying diesel fuel to said engine; and 
         [0110]    supplying natural gas to said engine, such that said natural gas and said diesel fuel are mixed in a predetermined ratio thereby optimizing efficiency. 
         [0111]    An embodiment of a network for maximizing efficiency of the operation of network members may comprise: 
         [0112]    a first data set relating to operational conditions of network members; 
         [0113]    a second data set identifying network members; 
         [0114]    a third data set comprising optimizational information and parameters; 
         [0115]    wherein the first data set, the second data set and the third data set are stored on a server connected to the network. 
         [0116]    An embodiment of a method of use may perform the step of sensing and recording operational data from said engine to computer readable memory, wherein said operational data comprises engine speed, engine load, mass flow into said engine. The embodiment may further perform the step of processing with a first computer processor said operational data to create operational map tables for said engine and writing said operational map tables to computer readable memory. Additionally, an embodiment may perform the step of instructing a second computer processor that is in communication with said engine to retrieve from memory said operational map tables for controlling engine operation with the second computer processor based on values retrieved from said operational map tables during use. The embodiment may further include the steps of generating a first instruction from a first map table during a portion of use, and generating a second instruction from a second map table during a portion of use. The method may further include controlling a main fuel injector capable of directly injecting a second gaseous fuel into a combustion chamber and controlling a pilot fuel injector capable of injecting a pilot fuel into said combustion chamber, such that directing said natural gas fuel into said combustion chamber by controlling an array having a natural gas injector configured to inject natural gas in to said intake conduit, wherein the natural gas is introduced into said combustion chamber of said engine with a primary fuel and air. 
         [0117]    In the foregoing Detailed Description, various features of the disclosure are grouped together in a single embodiment for the purpose of streamlining the disclosure. This method of disclosure is not to be interpreted as reflecting an intention that the claimed disclosure requires more features than are expressly recited in each claim. Rather, inventive aspects lie in less than all features of a single foregoing disclosed embodiment. 
         [0118]    It is to be understood that the above-described arrangements are only illustrative of the application of the principles of the disclosure. Numerous modifications and alternative arrangements may be devised by those skilled in the art without departing from the spirit and scope of the disclosure and the appended claims are intended to cover such modifications and arrangements. Thus, while the disclosure has been shown in the drawings and described above with particularity and detail, it will be apparent to those of ordinary skill in the art that numerous modifications, including, but not limited to, variations in size, materials, shape, form, function and manner of operation, assembly and use may be made without departing from the principles and concepts set forth herein.