DE202015100650U1 - Device for providing an additional fuel in gaseous state - Google Patents

Abstract

Apparatus for providing an auxiliary fuel in the gaseous state to a diesel engine, the apparatus comprising: - a fuel inlet for receiving the supplemental fuel; A fuel outlet to provide the supplemental fuel in a substantially gaseous state; A valve module for controlling fuel flow from the fuel inlet to the fuel outlet; A first fuel passage between the fuel inlet and the valve module; A heating module for heating fuel in the first fuel passage; A control input for receiving an intake air signal, the signal providing information about an air flow into the diesel engine; wherein the control input is connected to the valve module to control the valve so that a positive relationship between the air flow and the fuel flow is adjusted.

Description

TECHNICAL AREA

Aspects relate to systems for fueling diesel engines and systems to supply diesel engines with a gaseous fuel additive.

BACKGROUND

Diesel engines emit carbon dioxide and pollutants such as particulate matter. Increasing lobbying by environmental organizations has led lawmakers to introduce measures aimed at reducing their emissions. This has led to the development and manufacture of cleaner trucks and other diesel powered vehicles. However, there is still a legacy of vehicles and other diesel-powered machinery where it would be highly desirable for them to operate at a cleaner level and with lower carbon dioxide emissions.

SUMMARY

Preferably, an apparatus for improving the operation of diesel engines is provided.

A first aspect provides an apparatus for providing additional fuel in a gaseous state to a diesel engine. The device has a fuel inlet for receiving the supplemental fuel in a substantially liquid state; a fuel outlet to provide the supplemental fuel in a substantially gaseous state; and a valve module for controlling fuel flow from the fuel inlet to the fuel outlet. The apparatus further includes a first fuel passage between the fuel inlet and the valve module, a heating module for heating fuel in the first fuel passage, a control input for receiving an intake air signal, the signal providing information about an air flow into the diesel engine. In this device, the control input is connected to the valve module to control the valve so that a positive relationship between the air flow and the fuel flow is established.

Experiments have shown that this device, when connected to a diesel engine, results in up to 20% lower fuel consumption. This results in a lower emission of carbon dioxide. The flow of air into the engine is a measure of an amount of fuel burned by the engine, such as diesel fuel. By adjusting the amount of gas provided to the diesel engine in response to airflow, more gaseous fuel is supplied as more diesel is provided. Thus, a positive relationship between the diesel consumption and the gas supply is established. By means of the heating module surrounding the channel, which acts as an evaporation module when gas is provided in a liquid state, the back conversion of the gaseous fuel to a liquid state is prevented.

In one embodiment, the control input has an opening. Furthermore, the valve module comprises a flexible diaphragm, a first diaphragm chamber provided on a first side of the diaphragm, a second diaphragm chamber provided on a second side of the diaphragm, and a first valve via which the first fuel passage communicates with the second Diaphragm chamber is connected, wherein the valve is in operative connection with the membrane to control the operation of the valve. The device also has a control channel which connects the control input to the first diaphragm chamber.

An advantage of this embodiment is that it can be constructed without any electrical or electronic elements for controlling the operation of the device. Electrically operated safety valves can be used and also desired, but these are not absolutely necessary for the operation of the device. By using air streams and a diaphragm connected to the valve to control the fuel flow, a connection can be made in a mechanical manner.

In another embodiment, the first side of the diaphragm is opposed to the second side of the diaphragm and the valve and diaphragm are connected such that the valve permits increased fuel flow from the first fuel channel to the second diaphragm chamber when a first pressure in the first diaphragm chamber is relative rises to a second pressure in the second diaphragm chamber.

This embodiment works best with a turbo diesel engine. The control input is connected to the air inlet between the turbocharger and the diesel engine. The diaphragm and thus the valve operates in response to the turbo pressure, which in turn is a measure of the intake air quantity. This has proven to be a simple yet effective way to improve certain performance characteristics of a diesel engine system.

In still another embodiment of the first aspect, the heating module has a heating inlet, a heating outlet and a heating channel provided between the heating inlet and the heating outlet and serving to receive a heating fluid for heating fuel in the first fuel channel.

In this embodiment, heat energy, which is present anyway in an engine system, is used to heat the fuel inlet of the device. That's energy efficient. Further, when liquid propane gas is used, electrical means for heating are prohibited in certain jurisdictions. This embodiment provides a solution to such legal regulations.

In yet another embodiment, the valve module comprises a first valve via which the first fuel passage is connected to the second diaphragm chamber, and an electromechanical actuator operatively connected to the valve and the control inlet. The control inlet has an electrical connection and the first valve is in operative communication with the electromechanical actuator to control operation of the valve to control fuel flow.

While a purely mechanical solution has advantages in terms of simplicity, ease of maintenance and cost efficiency, an electronic solution allows the use of multiple input parameters. One reason for this is that such an electromechanical actuator can be controlled by a microcontroller or microprocessor into which numerous parameter amounts can be fed. Such parameters may include motor drive shaft torque, motor drive shaft RPM, air temperature, engine temperature, and many other parameters. This allows optimization of the performance.

A second aspect provides a diesel engine system. The system includes a diesel engine with a diesel intake and an engine air intake, and the apparatus of the first aspect. In this system, the fuel outlet is connected to the engine air intake, and the control inlet is operatively connected to the engine air intake to obtain information about airflow into the diesel engine.

While some dual fuel systems - gas and diesel - supply gas to the engine along with diesel via the same input or a separate input to the engine, in this aspect the gaseous fuel is provided to the engine via the air inlet. This requires only minimal modifications to the engine and the surrounding system.

BRIEF DESCRIPTION OF THE FIGURES

The various aspects and their embodiments will now be described in more detail in conjunction with figures.

1 shows a diesel engine system;

2 shows a cross section of a gas supply module;

3 shows a plan view of a lower part of the gas supply module;

4 shows a plan view of an upper part of the gas supply module; and

5 shows a schematic view of the gas supply module with a control module.

DETAILED DESCRIPTION

In 1 is a diesel engine system 100 disclosed. The diesel engine system has a diesel engine 110 for providing a driving force. The diesel engine 110 provided driving force can be used to drive an electric generator, a propeller, a vehicle, etc. or a combination thereof. The diesel engine 110 has an air inlet 114 , an exhaust outlet 116 , a diesel fuel inlet 112 , a coolant inlet 118 and a coolant outlet 120 on. The diesel fuel intake 112 is with a diesel tank 130 connected, which is set up for holding diesel fuel. Between the diesel tank 130 and the diesel fuel inlet 112 can a fuel pump 132 be provided. The coolant outlet 120 is with a radiator 160 connected to receive the heated coolant and to cool it. The coolant is from the diesel engine 110 heated. The radiator is at the coolant inlet 118 connected to the diesel engine 110 to provide cooled coolant for cooling the engine.

The air intake 114 is connected in this embodiment with an air inlet for the intake of air. In this embodiment, the air intake decreases 114 Air over a turbo compressor 150 on. The exhaust outlet 116 is to the turbocompressor 150 connected to the turbo compressor 150 to provide a driving force. The turbo compressor 150 provided driving force is used to compress the intake air and the compressed air to the diesel engine 110 provide. The turbo pressure can by means of a pressure sensor 152 be measured as air flow detector. The latter is the case, as the turbo pressure is a clue to the diesel engine 110 provided amount of air is.

The diesel engine system 100 also has a gas supply module 200 on to the diesel engine 110 to provide an additional fuel in the gaseous state. In this embodiment, the gas supply module 200 the diesel engine to liquid propane gas, which is also known as LPG. The gas supply module 200 is to a gas tank 140 connected to gas from the gas tank 140 take. The gas supply is with the air inlet 114 of the diesel engine 110 connected, between the turbo compressor 150 and the air intake 114 to provide gas to the diesel engine. The gas supply module 200 is to the coolant outlet 120 and an inlet of the radiator for receiving heated coolant connected. The diesel engine 110 amount of gas supplied depends on the diesel engine 110 controlled amount of air. The pressure of the air intake 114 of the diesel engine via the turbo compressor 150 Provided air is a measure of the diesel engine 110 supplied air volume. To the extent of this pressure to the gas supply module 200 to convey is between the turbocompressor 150 and the air intake 114 on the one hand and the gas supply module 200 provided on the other hand, an additional connection.

2 shows a cross section of the gas supply module 200 , The like in 2 The cross section shown is defined as the vertical cross section in front view. In this view, the top is like in 2 shown defined. These definitions are for ease of explanation of the gas delivery module 200 and do not restrict the various aspects. The gas supply module has an upper part 210 and a lower part 250 on. The upper part has a first pressure chamber 230 over a flexible and preferably elastic membrane 232 on. The membrane 232 can be made of natural rubber, synthetic rubber or other material with similar properties. In the middle of the membrane 232 is a cone cone 234 intended.

The membrane pin 234 is with a first spring 226 as the first loading element in engagement. The first spring 226 exercises over the membrane pin 234 a downward force on the membrane 232 out. Above the first spring 226 is a spring pin 224 intended. The spring pin 224 Attacks the first spring 226 at. Over the spring pin 224 is an adjusting screw 220 intended. The adjusting screw 220 engages in a thread, which is provided in a bore of the upper half, in which the adjusting screw 220 located. By turning the screw 220 to the left or right, the screw moves 220 up or down. By this upward or downward movement, the by the first spring 226 applied force can be adjusted. To the adjusting screw 220 around is an o-ring provided to ensure that the interior of the upper part 210 Compared to the outside environment is completed substantially airtight.

The upper part 210 also has a turbo detection channel 242 up, with the first pressure chamber 232 and a turbo pressure inlet 240 connected is. The turbo pressure inlet 240 can be connected to a duct between the turbo compressor 150 ( 1 ) and the air intake 114 of the diesel engine 110 be connected.

The lower part 250 has a second pressure chamber 280 on, underneath the membrane 232 is provided. In the second pressure chamber 280 is a valve seat 282 intended. In the valve seat 282 there is a valve 284 , The valve 284 accesses via a valve needle 286 on the cone journal 234 at. The valve needle 286 preferably has a conical section. The valve 284 , the valve needle 286 and the membrane pin 234 are preferably not attached to each other, but connected by means of detachable connections. The valve 284 is biased into a closed position creating an opening in the valve seat 282 is closed. The valve 284 is by means of a second spring 288 biased as an urging element in the closed position. The second pressure chamber 280 is over the opening in the valve seat 282 with a second gas inlet channel segment 294 connected. The second gas inlet channel segment 294 is over a first gas inlet channel segment 292 with a gas inlet 290 connected.

3 shows an upper view of the lower part 250 , In the lower part 250 are a first coolant channel segment 262 , a second coolant channel segment 264 and a third coolant channel segment 266 intended. The first coolant channel segment 262 , the second coolant channel segment 264 and the third coolant channel segment 266 are interconnected and configured to receive coolant from a coolant inlet 260 to a coolant outlet 268 to lead. In the first coolant channel segment 262 is a first lower coolant connection channel 306 intended. In the second coolant channel segment 264 is a second lower coolant connection channel 308 intended. The coolant connection channels are at the top of the lower part 250 open. The lower part 250 has one with a gas outlet 320 connected gas outlet channel 322 on to the diesel engine 110 To provide gas. The gas outlet channel 322 is with the second pressure chamber 280 connected to the valve 284 to release released gas. In the gas outlet channel 322 can be an outlet valve channel 310 be provided for receiving a valve. The valve can be controlled by a control module. The exhaust valve channel 310 is adapted to a valve for closing the supply to the gas outlet channel 322 take. A valve housing 312 can be a valve module like a solenoid and record the actuated by the solenoid valve.

3 shows in addition to the first gas inlet channel segment 292 and second gas inlet channel segment 294 also a third gas inlet channel segment 296 a fourth gas inlet channel segment 298 and a fifth gas inlet channel segment 299 , The gas inlet channels are connected, thus forming a single gas inlet channel. The gas inlet duct extends from the gas inlet 90 to the second pressure chamber 280 , The second pressure chamber 280 provided amount of gas is by means of the valve 284 controlled. 3 shows the third gas inlet channel segment 296 that with the first coolant channel segment 262 to align. The fifth gas inlet channel segment 299 is with the third coolant channel segment 266 aligned, and the fourth gas inlet channel segment 298 is with the second coolant channel segment 264 aligned.

4 shows a plan view of the upper part 210 of the gas supply module 200 , The upper part 210 has a first upper coolant channel part 212 , a second upper coolant channel segment 214 and a third upper coolant passage portion 216 on. The upper coolant passage parts are connected to form an upper coolant passage. In the first upper coolant channel segment 212 is a first, upper coolant connection channel 406 intended. In the second upper coolant channel segment 264 is a second, lower coolant connection channel 308 intended. If the upper part 210 on the lower part 250 is attached, is the first upper coolant connection channel 406 with the first lower coolant connection channel 306 connected and the second upper coolant connection channel 408 is with the second lower coolant connection channel 308 connected. The upper coolant channel is on the outside of the upper part 210 closed. The upper coolant channel is supplied with coolant both via the coolant connection channels and through the coolant channels. If coolant from the diesel engine 110 is provided, the coolant heats the gas supply module 200 and because segments of the gas supply channel are parallel to segments of the coolant channel, the heated coolant heats the gas supply channel and its contents.

As discussed immediately above, in operation, heated coolant flows from the diesel engine 110 to the gas supply module 200 and through the coolant channels. As a result, the temperature of the gas supply module increases 200 at; In particular, the temperature of the gas inlet channel increases. At the gas inlet 290 gas is provided. In this embodiment, the gas is initially provided in a liquid state as LPG. Alternatively, LNG (liquefied natural gas) or CNG (compressed natural gas) is provided. The latter is provided in a gaseous state. If the additional fuel is offered in a liquid state, the fuel evaporates and the temperature of the gas increases. The sucked gas becomes the valve 284 directed.

As explained, the valve is 284 over the membrane pin 234 and the valve needle 286 with the membrane 232 engaged. The membrane 232 is adapted to respond in response to a difference in pressures and the pressure difference between a first pressure in the first pressure chamber 230 and a second pressure in the second pressure chamber 280 to move. As the pressure difference increases above a predetermined threshold, the membrane moves 232 , When the membrane 232 due to engagement with the valve 284 moves, also moves the valve 284 and opens to let gas through. The predetermined threshold is determined inter alia by forces exerted by the first spring 226 and the second spring 288 in particular by a difference between these two forces exerted by the springs. The first spring 226 applied force can be adjusted by adjusting the adjusting screw 220 be set.

During operation, in static operation, the pressure in the first pressure chamber is 230 the same as the pressure in the air intake 114 of the diesel engine 110 , This pressure is from the turbo compressor 150 generated. When the turbo pressure increases so that the pressure difference increases beyond the predetermined threshold, the valve becomes 284 as explained above, allowing gaseous fuel to enter the second pressure chamber 280 stream. Via the second pressure chamber, the gas flows through the with the gas outlet 320 connected gas outlet channel 322 to the diesel engine 110 To provide gas. The gas outlet is with the air inlet 114 connected to the diesel engine, allowing the gas through the air intake 114 and not provided via the diesel fuel inlet.

Preferably, the combination is the valve 284 and the valve seat 282 set so that as the turbo pressure increases, the supply of gas increases. This relationship can in particular via the conical section of the valve needle 286 be set up. In this way causes a further downward movement of the membrane 232 leading to a further downward movement of the valve needle 286 leads, an increase in the degree of opening in the valve seat 282 provided valve opening. This is preferable to a binary relation according to which a substantially fixed amount of gas is provided when the pressure difference increases beyond the predetermined threshold.

5 shows a view of the gas supply module 200 , The gas supply module 200 has a coolant inlet port 502 and a coolant outlet port 504 connected to the module and in particular to the coolant inlet 260 or coolant outlet 268 are connected. At the coolant ports, pipes may be attached to the device to the diesel engine 110 and the radiator 160 to join. The gas supply module 200 also has a turbo pressure inlet port 532 on that with it and in particular with the turbo pressure inlet 240 connected to a pipe to the gas supply module 200 and in particular to the turbo pressure inlet 240 to join. The gas supply module 200 has a gas inlet port 512 on, which has a first control valve 514 with him and in particular with the gas inlet 290 connected is. Alternatively, the first control valve is in the fuel inlet passage or between the fuel inlet passage and the second pressure chamber 280 intended.

A gas outlet connection 522 is to the gas supply module 200 connected to the air inlet 114 Gas supply. Near the end of the gas outlet port is a gas outlet temperature sensor 524 provided a temperature of the air inlet 114 provided gas to capture. At the end is near the gas outlet temperature sensor 524 a nozzle 526 intended. The nozzle 526 controls the amount of gas provided, and in particular one from the gas supply module 200 provided maximum amount of gas. As explained above, the upper part has a valve housing 312 on. In the valve housing 312 is a second control valve 542 housed to the outflow of gas to the gas outlet 320 to control. Alternatively, the second control valve 542 outside the gas supply module 200 near or in the gas outlet port 522 intended.

The gas supply module 200 has a control module connected to it 550 for controlling operations of the control valves for controlling the gas flow to the gas supply module 200 or away from it. The control module is connected to the gas outlet temperature sensor 524 and a block temperature sensor 552 connected. The block temperature sensor 552 detects the temperature of the gas supply module 200 , which is heated by the absorbed coolant. The block temperature sensor is preferably provided in the vicinity of the gas inlet channel. The control module is also connected to the pressure sensor 152 ( 1 ) connected. The control module 550 is also connected to the control valves for controlling its operation.

The control module 550 is connected so that when the turbo pressure is above a turbo threshold, one from the block temperature sensor 522 detected block temperature is above a block temperature threshold and an outlet temperature detected by the gas outlet temperature sensor is above an outlet threshold, the first control valve 514 and second control valve 542 are open. And when the turbo pressure, the block temperature or the outlet temperature drops below their respective threshold, the first control valve becomes 514 and the second control valve 542 closed. The turbo threshold is preferably 0.15 bar above atmospheric pressure, the block temperature threshold is 50 ° C (with an optional range of ± 10%) and the outlet temperature threshold is 35 ° C (with an optional range of ± 10%).

This allows safe operation of the gas supply module 200 , The dependence on the outlet temperature is important because of the air inlet 114 Gas in gaseous state should be supplied. If the outlet temperature is too low, it may be that gas is provided in a liquid state. This could damage the diesel engine 110 to lead. Similarly, if the temperature in the gas inlet channel is too low, the gas may not evaporate or liquefy at a later stage in the gas delivery module 200 , Even this situation can cause damage to the diesel engine 110 to lead.

As a practical example is the diesel engine system 100 installed in a truck and has a total cubic capacity of 15 liters. The air intake 114 supplied maximum amount of gas is preferably 30% of the total stroke of the diesel engine per stroke. In normal use, the amount of gas provided is preferably 20% of the total displacement of the diesel engine per stroke. If the diesel engine 110 running at 3000 revolutions per minute, leads the diesel engine 100 1500 working strokes per minute off. This would require a gas flow of 15 x 0.2 x 1500 = 4500 liters per minute, at a pressure level at the air inlet 114 , The adjusting screw 220 is adjusted so that the valve 284 with the valve needle 286 at a turbo pressure, which is present at 1200 revolutions per minute with stationary running engine. The values given here are just examples of how the gas supply module works 200 can be executed. For various diesel engine systems, whether for a small car with a 1.5 liter engine, a stationary power generator for generating electric power with a 50 liter engine or a ship with a 100 liter engine, various values can be selected ,

The previously disclosed embodiments use the turbo-pressure to control the gas supply. In an engine system that provides air under atmospheric pressure to a diesel engine, such embodiments may not work. In such a situation, a quantity of air sucked in via the air inlet of the diesel engine can be measured in a different way. Such a method may utilize a flow meter such as a pitot tube or a mass air flow meter. The flowmeter may be connected to the membrane of an apparatus or embodiments described above, or embodiments thereof. If a Pitot tube is used, a negative pressure is created in the tube, the pressure decreasing as the detected flow increases. This mechanical relationship can be used to mechanically drive the diaphragm of a gas delivery module. The valve of such a gas delivery module would open if a pressure in a supply chamber were greater than the pressure in a detection chamber connected to the pitot tube.

In the case of other flow sensors, but in the above case, the detected air flow or a detected unit indicative of an amount of the air flow could be converted into an electrical signal. The electrical signal would be processed and used to actuate a valve which directs the gas flow to the air inlet 114 of the diesel engine controls. This could be done by operating a valve by means of an electronically actuated valve. Preferably, such a control is quite accurate. This can be done by gradual-working, electromechanical actuators such as stepper motors.

Terms such as "comprise," "include," "include," "contain," "is," and "have / have" are to be construed in a non-exclusive manner when interpreting the description and its appended claims, and to be more particularly understood that the presence of other elements or components that are not explicitly defined is allowed. The reference to the singular should also be construed as a reference to the plural, and vice versa.

If it is said that an element such as a layer, a region or a substrate is "on", "on" an element or "connected" to another element, then it is assumed in the above description that that the element is either directly on the other element or is connected to this, but also intermediate elements may be present.

In addition, the invention may also be embodied with fewer components than in the embodiments shown here, wherein a component then performs several functions. However, the invention can also be realized using a larger number of elements than shown in the figures, the functions which are taken over by a component in the embodiment then being distributed over several components.

Those skilled in the art will readily appreciate that various parameters set forth in the specification can be modified and various disclosed and / or claimed embodiments combined without departing from the scope of the invention.

The reference signs in the claims are not intended to limit the scope of the claims, but are merely included to enhance the readability of the claims.

Claims (16)

Apparatus for providing an auxiliary fuel in a gaseous state to a diesel engine, the apparatus comprising: A fuel inlet for receiving the supplemental fuel; A fuel outlet to provide the supplemental fuel in a substantially gaseous state; A valve module for controlling fuel flow from the fuel inlet to the fuel outlet; A first fuel passage between the fuel inlet and the valve module; A heating module for heating fuel in the first fuel passage; A control input for receiving an intake air signal, the signal providing information about an air flow into the diesel engine; wherein the control input is connected to the valve module to control the valve so that a positive relationship between the air flow and the fuel flow is adjusted. Apparatus according to claim 1, wherein: - The control input includes an opening; The valve module has: A flexible membrane; A first diaphragm chamber provided on a first side of the diaphragm; A second diaphragm chamber provided on a second side of the diaphragm; and A first valve, via which the first fuel passage is connected to the second diaphragm chamber, the valve being in operative connection with the diaphragm in order to control the operation of the valve; the device further comprising a control channel connecting the control input to the first diaphragm chamber. The device of claim 2, wherein the first side of the membrane is opposite to the second side of the membrane, and the valve and the membrane are connected so that the valve is raised Fuel flow from the first fuel passage to the second diaphragm chamber permits when a first pressure in the first diaphragm chamber increases relative to a second pressure in the second diaphragm chamber. The apparatus of claim 3, wherein the valve opens when the first pressure exceeds the second pressure by a predetermined threshold. Apparatus according to any one of claims 2 to 4, further comprising a first biasing member to urge the valve to a closed position. Apparatus according to any one of claims 2 to 5, further comprising a second biasing member for urging the valve to an open position. An apparatus according to any one of claims 5 to 6, further comprising a pressurization control member for controlling an urging force of the first urging member and / or the second urging member. Apparatus according to any one of the preceding claims, wherein the heating module comprises a heating inlet, a heating outlet and a heating channel provided between the heating inlet and the heating outlet and serving to receive a heating fluid for heating fuel in the first fuel channel. Apparatus according to claim 8, wherein at least a portion of the first fuel channel and at least a portion of the heating channel are provided substantially parallel to each other in the device. The device of claim 1, wherein the valve module comprises: A first valve via which the first fuel passage is connected to the second diaphragm chamber; and - An electromechanical actuator, which is in operative connection with the valve and the control inlet; in which: - The control inlet has an electrical connection; and - The first valve is in operative connection with the electromechanical actuator to control the operation of the valve for controlling the fuel flow. Device according to one of the preceding claims, further comprising: A second valve provided between the fuel inlet and the first fuel passage and / or a third valve provided between the valve module and the fuel outlet; A first temperature sensor for detecting an output temperature in the device in the vicinity of the fuel outlet; and A control module configured to close the second valve and / or the third valve when the outlet temperature falls below a first predetermined temperature threshold. Device according to one of claims 1 to 10, further comprising: A second valve provided between the fuel inlet and the first fuel passage and / or a third valve provided between the valve module and the fuel outlet; A second temperature sensor for detecting a heating temperature in the device in the vicinity of the heating module; A control module configured to close the second valve and / or the third valve when the second temperature falls below a second predetermined temperature threshold. Device according to one of claims 3 to 7, further comprising: A second valve provided between the fuel inlet and the first fuel passage and / or a third valve provided between the valve module and the fuel outlet; A control module connectable to a pressure sensor for detecting a pressure at the control input and configured to close the second valve and / or the third valve when the detected pressure falls below a predetermined pressure threshold. Diesel engine system comprising: A diesel engine with a diesel inlet and an engine air intake; and - The device according to one of the preceding claims; in which: The fuel outlet of the device is connected to the engine air inlet; and - The control inlet is in operative connection with the engine air intake to obtain information about an air flow into the diesel engine. The diesel engine system of claim 14, wherein the device is an apparatus according to any one of claims 3 to 13, wherein the diesel engine system further comprises a compressor for providing compressed air to the engine air intake, the control input being operatively connected to the engine air intake via a duct , The diesel engine system of claim 14, wherein the device is an apparatus according to claim 8 or 9, the diesel engine having an engine cooling inlet and an engine cooling outlet, the diesel engine system further comprising: A radiator for cooling a liquid by means of heat exchange, the radiator having a radiator fluid inlet and a radiator fluid outlet; A first engine cooling passage connecting the engine cooling outlet to the radiator cooling inlet to provide the radiator with a warm fluid from the diesel engine; A second engine cooling passage connecting the engine cooling inlet to the radiator cooling outlet to provide the diesel engine with cool liquid from the radiator; wherein the heating inlet of the device is connected to the engine cooling outlet and the heating outlet of the device is connected to the engine heater inlet.

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