EP0102984A1 - Dispositif d'injection de carburant, tel que lpg, sous forme liquide - Google Patents

Dispositif d'injection de carburant, tel que lpg, sous forme liquide

Info

Publication number
EP0102984A1
EP0102984A1 EP83900855A EP83900855A EP0102984A1 EP 0102984 A1 EP0102984 A1 EP 0102984A1 EP 83900855 A EP83900855 A EP 83900855A EP 83900855 A EP83900855 A EP 83900855A EP 0102984 A1 EP0102984 A1 EP 0102984A1
Authority
EP
European Patent Office
Prior art keywords
injector
fuel
lpg
air
petrol
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Withdrawn
Application number
EP83900855A
Other languages
German (de)
English (en)
Inventor
Johannes Benjamin Willem Hoebeek
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
CALCOL BV
Original Assignee
CALCOL BV
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by CALCOL BV filed Critical CALCOL BV
Publication of EP0102984A1 publication Critical patent/EP0102984A1/fr
Withdrawn legal-status Critical Current

Links

Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D19/00—Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures
    • F02D19/06—Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures peculiar to engines working with pluralities of fuels, e.g. alternatively with light and heavy fuel oil, other than engines indifferent to the fuel consumed
    • F02D19/0663—Details on the fuel supply system, e.g. tanks, valves, pipes, pumps, rails, injectors or mixers
    • F02D19/0673—Valves; Pressure or flow regulators; Mixers
    • F02D19/0678—Pressure or flow regulators therefor; Fuel metering valves therefor
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D19/00—Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures
    • F02D19/02—Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures peculiar to engines working with gaseous fuels
    • F02D19/021—Control of components of the fuel supply system
    • F02D19/023—Control of components of the fuel supply system to adjust the fuel mass or volume flow
    • F02D19/024—Control of components of the fuel supply system to adjust the fuel mass or volume flow by controlling fuel injectors
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D19/00—Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures
    • F02D19/06—Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures peculiar to engines working with pluralities of fuels, e.g. alternatively with light and heavy fuel oil, other than engines indifferent to the fuel consumed
    • F02D19/0639—Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures peculiar to engines working with pluralities of fuels, e.g. alternatively with light and heavy fuel oil, other than engines indifferent to the fuel consumed characterised by the type of fuels
    • F02D19/0642—Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures peculiar to engines working with pluralities of fuels, e.g. alternatively with light and heavy fuel oil, other than engines indifferent to the fuel consumed characterised by the type of fuels at least one fuel being gaseous, the other fuels being gaseous or liquid at standard conditions
    • F02D19/0647—Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures peculiar to engines working with pluralities of fuels, e.g. alternatively with light and heavy fuel oil, other than engines indifferent to the fuel consumed characterised by the type of fuels at least one fuel being gaseous, the other fuels being gaseous or liquid at standard conditions the gaseous fuel being liquefied petroleum gas [LPG], liquefied natural gas [LNG], compressed natural gas [CNG] or dimethyl ether [DME]
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D19/00—Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures
    • F02D19/06—Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures peculiar to engines working with pluralities of fuels, e.g. alternatively with light and heavy fuel oil, other than engines indifferent to the fuel consumed
    • F02D19/08—Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures peculiar to engines working with pluralities of fuels, e.g. alternatively with light and heavy fuel oil, other than engines indifferent to the fuel consumed simultaneously using pluralities of fuels
    • F02D19/081—Adjusting the fuel composition or mixing ratio; Transitioning from one fuel to the other
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M21/00—Apparatus for supplying engines with non-liquid fuels, e.g. gaseous fuels stored in liquid form
    • F02M21/02—Apparatus for supplying engines with non-liquid fuels, e.g. gaseous fuels stored in liquid form for gaseous fuels
    • F02M21/0218—Details on the gaseous fuel supply system, e.g. tanks, valves, pipes, pumps, rails, injectors or mixers
    • F02M21/0287—Details on the gaseous fuel supply system, e.g. tanks, valves, pipes, pumps, rails, injectors or mixers characterised by the transition from liquid to gaseous phase ; Injection in liquid phase; Cooling and low temperature storage
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D19/00—Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures
    • F02D19/06—Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures peculiar to engines working with pluralities of fuels, e.g. alternatively with light and heavy fuel oil, other than engines indifferent to the fuel consumed
    • F02D19/0602—Control of components of the fuel supply system
    • F02D19/0613—Switch-over from one fuel to another
    • F02D19/0615—Switch-over from one fuel to another being initiated by automatic means, e.g. based on engine or vehicle operating conditions
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/10—Internal combustion engine [ICE] based vehicles
    • Y02T10/30—Use of alternative fuels, e.g. biofuels

Definitions

  • the invention relates to an .arrangement for metered supplying a fuel which under ambient conditions is a gas or vapour, more specially LPG, to a c ⁇ ribustion means, like an internal ccmbustion engine, gas turbine, oven or the like, in which the fuel before its entry into the cc ⁇ ibustion space is mixed with the required cc ⁇ ibustion air.
  • Fuels of the above type, more specially LPG, are generally transported and held at ambient temperature in liquid form, the pressure in the conta ner rernaining thereby within easily controllable limits between approximately 4 and 12 bar over ⁇ pressure.
  • the fuel Before its supply to the ccmbustion means the fuel is generally evaporated and its pressure generally is reduced con- siderably in a pressure reducing apparatus.
  • the control of the quantity of fiel supplied to the ccmbustion means thus takes place after the evaporation and the pressure reduction, and therefore in the gas- or vapour-phase. In doing so the control becomes much dependent of the temperature and the pressure of the vapour, which in their turn are dependent of the composition of the fuel.
  • the invention aims to solve nearly completely the problems connected with an accurate metering, by having the control of the closely related introduction of the fuel into the combustion air take place in the liquid phase.
  • the above described arrangement is accordingly characterized in that the arrangement is adapted to meter the fuel under pressure and introduce it into the ccmbustion .air in substantially liquid form, the above in such a way that the evaporation of the fuel substantially only will take place in the combustion air.
  • the arrangement according to the invention when adapted for a piston-cctribustion engine, is -EurtherrtDre characterized in that the arrangement includes an injector to inject the fuel into the air inlet pipe.
  • the arrangement is both applicable with diesel engines as with spark ignited Otto-engines, the latter including both carburetter-type engines and injection-type engines. Application with hybrid intermediate types are possible as well.
  • the arrangement adapted for Otto ccmbustion engines, is characterized in that the injector is positioned downstream with regard to the air control valve (throttle valve) .
  • the air control valve throttle valve
  • Otto engines are always equipped with an air control valve which controls the ccmbustion air quantity aspirated by the engine primarily as function of the power demanded from the engine. Both Otto engines with carburetter as with petrol injection are always provided with a throttling valve.
  • Injection of LPG or the like according to the invention, downstream of the throttle valve, is advantageous because of the strong swirl in the airflew downstream the throttle valve, pro ⁇ moting the evaporation of the liquid fuel and its mixing with the ccmbustion air. Due to the evaporation an important reduction of temperature takes place, whereby water vapour present in the ocrribustion air temporarily can freeze and constitu.snts of the LPG or other fuel temporarily may become solid; this, however, cannot interfere with a free adjustability and a reproduceable use of the throttle valve, since the injection takes place downstream with regard to said throttle valve.
  • the arrangement is fiirther ⁇ ore characterized in that one injector serves more than one cylinder, like for instance 4, 5 or 6 cylinders of a whole engine or a rcw of cylinders in case of V-type engines or still other designs.
  • the control of the fuel supply in itself can already take place accurately in the fluid phase, it is nevertheless preferable to dispose of a predetermined supply pressure of the fuel both for the metering as for the injection.
  • the arrangement is therefore preferably characterized in that a pressure regulator is introduced in the supply of the fluid fuel to the injector.
  • the pressure regulator regulates the fuel supply pressure to ' the injector as function of the air pressure prevailing in the air inlet pipe near to the injector. Not only the influence on the air pressure at the injector due to the throttle valve is thereby excluded, but also influences resulting from air filters, pressure charging com ⁇ pressors, ere. A CGnsr_an ⁇ -. pressure difference between the fuel supply to the injector and the air into -which the injection takes place is thereby provided.
  • the arrangement according to the invention is also applicable to other injection systems, it is advantageous to adapt the arrangement as much as possible to one of the petrol injection systems with the widest application, including its control system.
  • the following preferred embodiments therefore are described to be used together with the above mentioned Bosch- L-Jetronic systan.
  • the latter comprises a digital electronic control unit, which controls the petrol-injectors.
  • Each cylinder has its own petrol injector which injects the petrol a short distance before the inlet valve into the ccmbustion air inlet pipe concerned.
  • the petrol is supplied under constant pressure to each petrol injector and all injectors are controlled simultaneously through electrcmagnetic means by the control unit.
  • the metering takes place by means of the opening period of the injectors, which all inject simultaneously.
  • a generally adopted control method gives two injections per cycle of the engine, so that the frequency of the injections forms a function of the ⁇ -*mentary speed of the engine.
  • the driver controls the air throttle valve in the air inlet pipe for the cc ⁇ v- bustion air with his accelerator-pedal.
  • a measuring device placed upstream of the throttle valve provides a signal for the control unit.
  • the position of the throttle valve is sensed and its signa is fed as well into the control unit.
  • the speed of the engine, its cooling water temperature, the air pressure downstrea of the throttle valve, eventually the composition of the exhaust gases and the like information is fed into the control unit. From the control unit command signals are directed to the petrol injectors to control their injection rncment and injection period.
  • the arrangement according to the invention adapted for an engine provided with an electronically controlled injection system including an air flew measuring means, is fmrthermore characterized in that the injector is of the electr ⁇ nagnetic energized type, for which the already available electronic control means govern the opening period and opening frequency of the injector. Without interfering with said electronic control unit, the LPG- or equivalent injector may be controlled with the same signals as the existing petrol injectors.
  • the supply pressure of the liquid LPG and the ccmbustion value of the LPG basically is known, also in relation to the required quantity of air for the ccmbustion, the delivery orifice of the LPG injector can be calculated, which results in an equally good air/fuel control when using LPG as when running on petrol.
  • the invented arrangement allows in a simple manner to use both fuels sii ⁇ ultaneously in the engine, whereby a ratio between 0% and 100% is possible thanks to the synchronous energizing of both petrol- and LPG-injectors.
  • the ratio with high LPG-percentage will be of interest because the LPG serves as the cheaper replacement fuel instead of petrol.
  • a preferred embodiment of the invention is such, that the electronic control unit, switched for use of LPG as main fuel, controls the LPG-injector simultaneously with the petrol injectors for the injection of petrol as secondary-fuel, whilst the petrol injection is maintained on a low dose of about 10% or less of the full-load-quantity.
  • the injector and the pressure regulator for the LPG can be of
  • the injecto together with the pressure regulator are ccmbined in one housin into a unit with as small as possible volume of the fuel containin spaces between the outlet of the pressure regulator and the injector. In doing so the risk of the formation of vapour bubbles in the LPG before the injector is reduced to a minimum, also in a period short after shut down of a warm engine.
  • the pressure regulator is preferably adjusted for an outlet pressure which is as high as possible, thus equal to the lowest pressure prevailing in the LPG-tank, which happens in wintertime.
  • the injector a valve and tip of the pintle-nozzle type known frcm diesel engines.
  • the seat of the valve is conical and the needle-shaped valve is urged into the closed position by a spring.
  • An armature fitted to the end of the valve extends in a solenoid which lifts the armature when energized against the spring force and opens the valve, allowing the LPG to flow past the conical seat and along the pintle through the delivery orifice to be injected into the ccmbustion air.
  • the application of a pintle which may be cylindrical, avoids the risk of clogging of the orifice by the formation of ice or solid LPG- constituents.
  • the injector is directed such that the fuel will be injected substantially perpendicular to the direction of flow of the ccmbustion air, and tangential along the wall of the air inlet pipe.
  • the housing of the unit in which the injector and the pressure regulator are housed may be fitted with heating means, more specially in that part of the housing where the injected fuel evaporates on the wall.
  • OMPI Heating with the cooling fluid of the engine is here applicable. Even under winter conditions and with a cold engine, said cooling fluid still can release heat to the vaporizing LPG, since during said evaporation temperatures of dozens of degrees below the freezing point may appear.
  • the large required quantity of heat for the evaporation has furthermore an irriportant positive influence with regard to the cooling of the injector-pressure-regulator-unit during engine operation, thanks to the transmission of the heat flew from the unit to the d ⁇ wnstre.a ⁇ part of the air inlet pipe which is considerably cooled.
  • vapour bubbles may be present in the unit; after a few revolutions of the engine, however, liquid LPG will enter and will, still partly evaporating, reduce the tem ⁇ perature of the unit very fast, so that soon after substantially liquid LPG is already injected. Otherwise, it was found during tests that up to approximately 10% by volume of vapour bubbles in the liquid LPG before the injector, have no measurable influence on the engine behaviour and the composition of the exhaust gases, since these small vapour quantities have on the one hand an almost negligible influence on the total quantity of injected fuel per injection and on the other hand said 10% vapour are negligible as well compared to the 90% injected liquid in evaporated form in the air inlet pipe.
  • OMPI due to the use of LPG are ccmpletely avoided with the system and arrangement according to the invention. More specially, also with engines charged for instance with exhaustgas driven turbo-com ⁇ pressors, the cooling influence of the vaporizing LPG is of con- siderable advantage.
  • the applied fuel like LPG
  • can have a variable composition for instance in connection with the different mixing ratio's between butane and propane for summer and winter application.
  • both the cptimum air/fuel ratio and the ccmbustion value per mass unit of liquid fuel also change.
  • an adjustable potentiometer to the electronic control unit, for instance in the circuit for the opening period of the injector, this variable value can be fed as well into the unit to achieve an optimal regulation of the air/fuel ratio delivered to the engine. In many cases it is, without more ado, possible to introduce this extra variable into the existing electronic control unit.
  • a fourstrcke/four cylinder Otto-engine 1 is illustrated in top view. It has four cylinders 2 and a flywheel 3.
  • the exhaustgas manifold 4 extends along one side and the cc bustion .air inlet pipe 5 along the other side of the engine, the latter having branches 6 which are connected with the cylinder
  • OMPI head for each individual cylinder.
  • the branches 6 of the air inlet pipe 5 continue in the cylinder head to the non-represented inlet valves.
  • a throttle valve 7 is fitted in the inlet pipe 5, which throttle valve (schematically illustrated) is connected with an accelerator pedal 8. Since the engine described is fitted with a petrol injection system of the type Bosch-L-Jetronic, upstream with regard to the throttle, valve 7 an air measuring means 9 is fitted, which is provided with a pivotable vane 10, which is urged by a light spring force against the air flew in the closing direction.
  • the vane 10 pivots about a shaft 11 and passes in its rotation along a curved wall 12, providing when the vane 10 is rotated between its end and the curved wall 12 a passage of changing cross section.
  • the position of the vane 10 forms an accurate function of the ' air quantity which is aspirated by the engine at every moment.
  • usual means may be placed, like an air filter, a com ⁇ pressor of a pressure charging group, an air cooler and the like, which schematically are indicated by 13.
  • the ccmbustion air L is aspirated from the environment according to arrow 14.
  • the engine 1, equipped with a petrol injection system has for each cylinder a petrol injector 15, which schematically is indicated in the drawing and which injects the petrol in the inlet-pipe-branch a short distance before -its inlet valve.
  • Each petrol injector 15 is connected through a pipe 16 with a common petrol supply line 17. This line receives petrol from tank 18 through a pump 19.
  • the supply pressure from the pump 19 is kept constant by a pressure control/overflew valve 20 having a return line 21 to tJne tank 18.
  • a solenoid operated valve 22 is incorpor ⁇ ated in the petrol supply line 17.
  • the petrol injection system schoratically depicted in the drawing is of the type Bosch-L-Jetronic. With this system each petrol injector 15 is provided with a solenoid which is energized by electric pulses through the connections 23, which all receive simultaneously one and the same electrical signal, so that by energizing the solenoids, all injectors 15 inject simultaneously during the same time equal quantities of petrol.
  • the petrol valve 22 is controlled through the connection 24 and the petrol boost
  • the measuring device 9 for the air quantity is provided with a potentiometer 26 which provides a signal through a connection 27. Equally the position of the throttle valve 7 is sensed through the connection 28. All measurements and signals 27, 28 are fed into a schematically depicted digital electronic control unit 29. This unit is fed frcm the electric system 30 provided with the engine 1.
  • the control unit 29 may receive still further signals or sensor readings, which schematically are indicated with 31 and are con- cerned for instance with the speed n of the engine, its cooling water temperature t and other data, like the air pressure in the air inlet pipe 14, the ambient temperature, the composition of the exhaust gases, etc.
  • Fran the control unit 29 output signals are transmitted to the petrol injectors 15 through the connections 23 with respect to the opening frequency and opening time of the in ⁇ jectors, through the connection 24 for the opening or closing of the petrol valve 22 and through the connection 25 for the operation of the petrol bcostpur ⁇ p 19.
  • the nozzle of the injector 43 includes a valve of the needle-type with conical seat and a pintle-shaped pin which extends concentrically through the delivery orifice, as is known in itself frcm pintle-nozzles used with diesel engines.
  • the needle valve is urged into the closed position by spring force and an armature connected to the needle can open the injector by energizing the solenoid.
  • the injector 43 is connected with an LPG- tarik 45 through a pipe 44.
  • the known filters, safety equipment, etc. are not illustrated for clarity's sake. In the LPG supply pipe
  • a solenoid operable valve 47 is incorporated.
  • a schematically illustrated pressure regulator 48 is incorporated, which maintains the LPG supply pressure to the injector 43 at a constant value as function of the pressure in the air inlet pipe 5 downstream of the throttle valve 7.
  • an interconnecting pipe 49 is fitted which influences the action of a spring in the pressure regulator 48 in such a way that the pressure difference over the LPG-injector 43 between the fuel-supply pressure and the air pressure in the air inlet pipe 5 is kept constant.
  • the solenoid of the LPG-injector 43 is connected through a connection 50 with the electronic control unit.
  • the pulse frequency and pulse length produced by the elec ⁇ tronic control unit is the same as fed into the connection 23 when the unit is adjusted for petrol injection. With the help of a con- nection 51 the electronic control unit can also control the LPG- shut-off valve 47.
  • one single LPG-injector 43 serves all cylinders of the engine, which are connected to one and the same air inlet pipe. Since its opening time and opening frequency are the same as for the petrol injectors 15, it is possible by correct dimensioning of the delivery orifice of the LPG-injector 43 in the same way as with the petrol-injectors, to maintain also in LPG-operation a correct air/fuel ratio over the whole power- and speed range of the engine. There are three different possibilities for the control of the system: both the petrol injectors 15 and the LPG-injector 43 always work in parallel and simultaneously, requiring for petrol operation the opening of the petrol valve 22 and closing of the LPG-valve 47 and contrarily for LPG-operation. In the second mode the electronic control unit controls either exclusively the petrol injectors 15 through the connection 23 or the LPG-injector 43 through the connection 50.
  • the alternative fuel like LPG
  • the ccrribustion valve and the required quantity of com ⁇ bustion air per injected mass unit of fuel is not constant.
  • the electronic control unit may be provided with an extra input 53, controlled by a potentiometer 52, to increase or reduce the duration of the opening of the LPG-injector 43 as function of the characteristics of the fuel in the tank 45.
  • the influence of said heating on the injector is small, so that the danger for extra vapour bubble formation in the liquid LPG will not be increased in doing so.
  • the low air pressure downstream of the throttle valve promotes already the velocity of evaporation.
  • the important cooling of the air inlet pipe 5 due to the evaporation of the LPG has a very positive influence with regard to keeping the injector/pressure regulator unit 40 well cooled, as well as to an eventually occurring evaporation under extra-ordinary circumstances of seme LPG in the unit 40 itself. With a view to a good heat transfer it is preferable to manufacture the housing 40 of an aluminum alloy or so.

Landscapes

  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Oil, Petroleum & Natural Gas (AREA)
  • Chemical Kinetics & Catalysis (AREA)
  • General Chemical & Material Sciences (AREA)
  • Output Control And Ontrol Of Special Type Engine (AREA)
  • Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)

Abstract

Alimentation commandée d'un carburant qui, dans des conditions ambiantes, se présente sous une forme gazeuse ou de vapeur (telle que LPG), dans un moyen de combustion, comme un moteur à combustion interne. L'exemple décrit l'application du système d'alimentation sur un moteur du type Otto pourvu d'une injection de pétrole et d'une unité de commande électronique (29) d'un type standard. Un injecteur unique (43) de LPG est appliqué, lequel dessert de préférence plus d'un cylindre, en injectant le carburant sous forme liquide dans l'air de combustion en aval du papillon-valve (7). Dans une unité (40), dans laquelle est logé l'injecteur de LPG, est également incorporé un régulateur de pression (48) pour le carburant liquide. La commande et l'activation de l'injecteur LPG a lieu parallèlement et simultanément aux injecteurs de pétrole par le biais de l'unité de commande électronique existante (29). Au choix, l'unité de commande peut être réglée pour actionner soit les injecteurs de pétrole (15) soit l'injecteur LPG (43), soit les deux, de préférence le LPG en tant que carburant principal et le pétrole en petit dosage de 10 % ou moins. Des détails de conception de l'unité injecteur-régulateur sont donnés.
EP83900855A 1982-03-10 1983-03-08 Dispositif d'injection de carburant, tel que lpg, sous forme liquide Withdrawn EP0102984A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
NL8200993 1982-03-10
NL8200993A NL8200993A (nl) 1982-03-10 1982-03-10 Inrichting voor injectie van brandstof, zoals lpg, in vloeibare vorm.

Publications (1)

Publication Number Publication Date
EP0102984A1 true EP0102984A1 (fr) 1984-03-21

Family

ID=19839402

Family Applications (1)

Application Number Title Priority Date Filing Date
EP83900855A Withdrawn EP0102984A1 (fr) 1982-03-10 1983-03-08 Dispositif d'injection de carburant, tel que lpg, sous forme liquide

Country Status (3)

Country Link
EP (1) EP0102984A1 (fr)
NL (1) NL8200993A (fr)
WO (1) WO1983003120A1 (fr)

Families Citing this family (20)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
AU2087888A (en) * 1987-07-10 1989-02-13 Gaspower Limited Improvements in or relating to fuel injection
IT1213756B (it) * 1987-12-28 1989-12-29 Sprint Auto Spa Impianto perfezionato per l'alimentazione promiscua di motori a ciclo otto ad iniezione elettronica
JPH01318755A (ja) * 1988-06-17 1989-12-25 Nippon Kankyo Denso:Kk Ｌｐｇ噴射によるデイーゼル機関の出力増加および燃費節約および黒煙減少装置
EP0558591A4 (en) * 1990-11-20 1993-12-01 Biocom Pty. Ltd. A dual fuel injection system and a method of controlling such a system
US5092305A (en) * 1990-11-26 1992-03-03 Gas Research Institute Apparatus and method for providing an alternative fuel system for engines
NL9301635A (nl) * 1993-09-21 1995-04-18 Gentec Bv Stelsel, werkwijze en elektronische besturingseenheid voor brandstoftoevoerdosering van een op meer soorten brandstof werkende verbrandingsinrichting.
US5549083A (en) * 1993-11-09 1996-08-27 Feuling; James J. Method and apparatus for clean cold starting of internal combustion engines
NL9400246A (nl) * 1994-02-18 1995-10-02 Autogastechniek Holland Bv Werkwijze en inrichting voor het doseren van een gasvormige brandstof.
AUPM632494A0 (en) * 1994-06-21 1994-07-14 Biocom Pty Ltd Auxiliary injector
US5566653A (en) * 1994-07-13 1996-10-22 Feuling; James J. Method and apparatus for clean cold starting of internal combustion engines
US5713336A (en) * 1995-01-24 1998-02-03 Woodward Governor Company Method and apparatus for providing multipoint gaseous fuel injection to an internal combustion engine
ES2105917T3 (es) * 1995-02-03 1997-10-16 Fiat Ricerche Motor de combustion interna adaptado para funcionar selectivamente con inyeccion de gasolina o con glp.
FR2779767B1 (fr) * 1998-06-12 2000-08-04 Renault Procede de controle de la pompe a essence dans un vehicule bi-carburation
FR2798191B1 (fr) * 1999-09-06 2001-11-23 Peugeot Citroen Automobiles Sa Dispositif d'information pour le remplissage d'un reservoir de carburant d'un vehicule automobile
KR100912709B1 (ko) * 2001-04-09 2009-08-19 터너, 제프리, 러셀 연료 공급 시스템
US7506638B2 (en) 2001-04-09 2009-03-24 Geoffrey Russell Turner Fuel delivery system
GB2415966A (en) * 2003-07-29 2006-01-11 Thomas Tsoi Hei Ma Mixed LPG and gasoline fuel
FR2962767B1 (fr) * 2010-07-13 2012-07-13 Inst Francais Du Petrole Procede de controle de la phase de combustion d'un melange carbure d'un moteur a combustion interne suralimente a allumage commande, notamment de type essence.
US9016262B2 (en) 2010-11-24 2015-04-28 Intellectual Property Holdings, Llc Fuel injector connector device and method
US9702307B2 (en) 2013-09-05 2017-07-11 Ford Global Technologies, Llc Method for controlling fuel pressure for a LPG engine

Family Cites Families (8)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US2344139A (en) * 1941-08-08 1944-03-14 Phillips Petroleum Co Liquid feed carburetor
US2644678A (en) * 1951-05-31 1953-07-07 Gilmore Mary Myrtle Carburetor for internalcombustion engines
BE789132A (fr) * 1971-09-23 1973-01-15 Calor Gas Ltd Perfectionnements a la mesure des carburants
DE2242049A1 (de) * 1972-08-26 1974-03-07 Maschf Augsburg Nuernberg Ag Verbrennungsmotor, insbesondere ottomotor
WO1979000528A1 (fr) * 1978-01-19 1979-08-09 T Bedford Moteur a combustion interne utilisant du gaz liquefie comme carburant
WO1981000282A1 (fr) * 1979-07-13 1981-02-05 G Costa Systeme d'alimentation en combustible pour moteurs a combustion interne
FR2478746A1 (fr) * 1980-03-24 1981-09-25 Peugeot Dispositif d'alimentation a double carburant pour moteur a combustion interne a injection
NL8102422A (nl) * 1981-05-18 1982-12-16 American Parts Service B V Stelsel voor het regelen van de brandstoftoevoer naar een verbrandingsmotor.

Non-Patent Citations (1)

* Cited by examiner, † Cited by third party
Title
See references of WO8303120A1 *

Also Published As

Publication number Publication date
WO1983003120A1 (fr) 1983-09-15
NL8200993A (nl) 1983-10-03

Similar Documents

Publication Publication Date Title
EP0102984A1 (fr) Dispositif d'injection de carburant, tel que lpg, sous forme liquide
US5148776A (en) Coordinated water and fuel injection system
US4411243A (en) Externally operated internal combustion engine
US4553504A (en) Means and method for alternate fuel fumigation in internal combustion engines
US4421087A (en) Alternative liquid fuel injection system and method
US4279223A (en) Internal combustion engine fuel-saving and pollution-reducing system
US4375799A (en) Fuel vaporization system
US4157084A (en) Fuel injection system and method for internal combustion engine
KR19990008445A (ko) 액상연료주입장치
US4372278A (en) High temperature and high pressure fuel injection apparatus for internal combustion engines
US5465701A (en) Internal combustion fuel control system
WO1989000640A1 (fr) Ameliorations apportees a l'injection de carburant
US3908613A (en) Method of feeding an internal combustion engine and improved apparatus for performing the same
US6955160B1 (en) Gaseous fuel pressure regulator for electronically controlling an outlet pressure
US5671711A (en) Low pressure LPG vapor fuel injection
US4781165A (en) Internal combustion engine pollutant control system
US4417547A (en) Engine speed and engine load responsive fluid injection system for an internal combustion engine
US4411224A (en) Fluid injection system for a turbocharged internal combustion engine
US4300506A (en) Fuel supply system
US8490607B2 (en) Automotive fuel system
JPH02119642A (ja) 液化ガス内燃機関
US5823149A (en) Water/fuel mixing system for a gasoline engine
US4711222A (en) Internal combustion engine pollutant control system
JP2719568B2 (ja) エンジンのｌｐｇ供給装置
RU189276U1 (ru) Устройство подачи воды в газодизельный двигатель

Legal Events

Date Code Title Description
PUAI Public reference made under article 153(3) epc to a published international application that has entered the european phase

Free format text: ORIGINAL CODE: 0009012

17P Request for examination filed

Effective date: 19831103

AK Designated contracting states

Designated state(s): AT BE CH DE FR GB LI LU NL SE

STAA Information on the status of an ep patent application or granted ep patent

Free format text: STATUS: THE APPLICATION IS DEEMED TO BE WITHDRAWN

18D Application deemed to be withdrawn

Effective date: 19850624

RIN1 Information on inventor provided before grant (corrected)

Inventor name: HOEBEEK, JOHANNES BENJAMIN WILLEM