EP1232338A1 - Dispositif de vaporisation de combustible liquide pour moteurs a combustion interne et a injection - Google Patents

Dispositif de vaporisation de combustible liquide pour moteurs a combustion interne et a injection

Info

Publication number
EP1232338A1
EP1232338A1 EP00974162A EP00974162A EP1232338A1 EP 1232338 A1 EP1232338 A1 EP 1232338A1 EP 00974162 A EP00974162 A EP 00974162A EP 00974162 A EP00974162 A EP 00974162A EP 1232338 A1 EP1232338 A1 EP 1232338A1
Authority
EP
European Patent Office
Prior art keywords
fuel
liquid fuel
pressure
liquid
reduction means
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Withdrawn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
EP00974162A
Other languages
German (de)
English (en)
Other versions
EP1232338A4 (fr
Inventor
James Timothy Sangster
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.)
Individual
Original Assignee
Individual
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 Individual filed Critical Individual
Publication of EP1232338A1 publication Critical patent/EP1232338A1/fr
Publication of EP1232338A4 publication Critical patent/EP1232338A4/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Withdrawn legal-status Critical Current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
    • F02D19/0639—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
    • F02D19/0602—Control of components of the fuel supply system
    • F02D19/0605—Control of components of the fuel supply system to adjust the fuel pressure or temperature
    • 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
    • F02M21/06—Apparatus for de-liquefying, e.g. by heating
    • 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
    • F02M27/00—Apparatus for treating combustion-air, fuel, or fuel-air mixture, by catalysts, electric means, magnetism, rays, sound waves, or the like
    • F02M27/02—Apparatus for treating combustion-air, fuel, or fuel-air mixture, by catalysts, electric means, magnetism, rays, sound waves, or the like by catalysts
    • 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
    • F02M31/00—Apparatus for thermally treating combustion-air, fuel, or fuel-air mixture
    • F02M31/02—Apparatus for thermally treating combustion-air, fuel, or fuel-air mixture for heating
    • F02M31/16—Other apparatus for heating fuel
    • F02M31/18—Other apparatus for heating fuel to vaporise fuel
    • 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
    • F02D19/0668—Treating or cleaning means; Fuel filters
    • F02D19/0671—Means to generate or modify a fuel, e.g. reformers, electrolytic cells or membranes
    • 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
    • F02D19/0686—Injectors
    • F02D19/0694—Injectors operating with a plurality of fuels
    • 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
    • Y02T10/12—Improving ICE efficiencies
    • 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

  • THIS INVENTION relates to liquid fuel vapourisation apparatus for spark ignition fuel injected internal combustion engines .
  • the invention also has application to carbureted internal combustion engines which can be converted to fuel injection internal combustion engines.
  • the fuels used in internal combustion engines are not necessarily ideal in that combustion occurs relatively slowly due to the fuel consisting of a range of molecular weights of hydrocarbon.
  • the lighter fractions ignite before heavier fractions which sometimes remain unburnt and may contribute to photochemical smog unless catalytically oxidised prior to emission from the tail pipe of the vehicle.
  • a narrower range of molecular weights in the constituents of the fuel may lead to better efficiency since the combustion will be more predominantly percussive than would be the case for fuel having a wider range of molecular weights in its constituents.
  • the present invention aims to provide vapourised liquid fuel injection apparatus for internal combustion engines which alleviates one or more of the aforementioned problems, or at least to provide a useful alternative to present fuel systems for internal combustion engines .
  • Other aims and advantages may become apparent from the following description.
  • this invention in one aspect resides broadly in liquid fuel vapourisation apparatus for a fuel injected internal combustion engine having a throttle body and an intake manifold, the apparatus including: first pressure reduction means for receiving liquid fuel and reducing the pressure of the liquid fuel to a first controlled pressure, at which at least some of the fuel may be vapourised; a vapouriser in fluid communication with the first pressure reduction means for receiving the partly vapourised fuel therefrom and vapourising the remainder of the liquid fuel to provide a gaseous fuel at the first controlled pressure; second pressure reduction means in fluid communication with the vapouriser for receiving the gaseous fuel and reducing the pressure thereof to a second controlled pressure for delivery to one or more of the fuel injectors of the internal combustion engine to which the apparatus is fitted.
  • the first and second pressure reduction means may be adapted to be operatively interposed between the throttle body and the intake manifold of the engine, or alternatively, the first and second pressure reduction means being operatively incorporated into a throttle body which in turn is adapted to be operatively connected to the intake manifold of the engine.
  • the internal combustion engine may have been converted from an a carbureted combustion engine to a fuel injected internal combustion engine.
  • the invention resides broadly in an internal combustion engine having an intake manifold and a throttle body in fluid communication with the intake manifold, characterised in that liquid fuel vapourisation apparatus as previously described is operatively connected between the throttle body and the intake manifold.
  • the first and second pressure reduction means described above may be formed as a two- stage regulator.
  • catalytic cracking means is operatively connected in the fluid flow path between the second pressure reduction means and the intake manifold for thermal catalytic reduction of the gaseous fuel received therefrom to produce a cracked fuel having constituents of substantially lower molecular weight.
  • the second pressure reduction means is operable to regulate the pressure of the fuel in the vapour state so that the ratio of the absolute gas supply pressure to the injectors to the absolute manifold pressure is 1.85 or greater. It is believed that this ratio will ensure that the gas flowing through the injectors reaches sonic velocity, thereby causing the mass flow rate to be close to proportionate to the supply pressure.
  • supply pressure as an analogue for mass flow rate, under sonic conditions, an accurate quantity of fuel may be delivered by accurately controlling supply pressure of the fuel. It will be appreciated that for supercharged or turbocharged engines, a higher pressure will be required.
  • Pressure regulators typically reduce the pressure of LPG drawn from the top of the tank as a vapour using a needle and seat together with a spring loaded diaphragm to regulate the pressure relative to the vent port.
  • the first pressure reduction means comprises a first needle and seat type valve through which liquid fuel may enter and a second needle and seat type valve comprising the second pressure reduction means, the ratio of the effective cross sectional area of the first needle and seat to that of the second needle and seat being selected to reflect the expected increase in volume accompanying the phase change. In a preferred form the ratio is about 1:270 for LPG.
  • the first and second needles are opertively connected by a common shaft to a spring loaded diaphragm. More preferably, the first and second needles are formed in the common shaft.
  • the side of the diaphragm remote from the needles may be either vented to atmosphere or arranged for fluid connection with the intake manifold making the output pressure of the vapouriser apparatus relative to either atmospheric pressure or to manifold pressure respectively.
  • the vent is provided with a fluid connection such that the extra pressure supplied to the engine is also transmitted to the remote side of the diaphragm.
  • the spring may be selected to exhibit non-linear compression characteristics to provide the pressure regulation which may be necessary for such engines.
  • the vaporisation means heats the gaseous fuel to a temperature of between 190° and 235°C for unleaded standard grade petrol, and that a quantity of water is provided to vaporise and provide a source of hydrogen and/or oxygen in reactive form for catalytic combination with some components of the petrol and produce lower molecular weight hydrocarbons and/or alcohols.
  • a thermal catalyst is believed to be suitable for this purpose, and may be selected for example, from the zeolites, to catalytically crack the fuel from the liquid fuel source to a desired cracked fuel composition consisting of components of a narrow range of molecular weights which will produce a more percussive type combustion in the combustion chamber of the engine than the liquid fuel prior to catalytic cracking.
  • the injector or injectors may be fitted to a plate between the throttle body and the manifold. In such an arrangement, it is preferred that the plate also supports the two-stage regulator, filter and a shut-off solenoid valve such that all of the desired components are in a unitary assembly. It will be seen that this arrangement may have the advantage of reducing complexity and cost.
  • a separate injector may be used for each cylinder or bank of cylinders and operatively connected into the manifold at the appropriate position. This approach may be necessary in the case of engines which have their idle air control motor/valve located between banks of cylinders to equalise gas distribution to all cylinders.
  • the apparatus of present invention may be used for fuels which are normally liquid at standard atmospheric conditions, such as petrol, diesel oil, and low molecular weight alcohols, in which case the fuel may be stored in a non- pressurised tank and pressurised by a pump before being vapourised and injected. It will be appreciated that non- fractionating fuels would be suitable for use with the liquid fuel vapouriser apparatus of the present invention. If the engine is to be supplied with more than one type of fuel, a separate vapouriser would be necessary, each vapouriser having the ratio of the respective effective cross sectional areas of the first and second needle seats selected to reflect the expected volume increase in the change of phase for each particular fuel to be used.
  • the vapouriser may also include means for enhancing the phase change from liquid to vapour, such as a catalyst, or such like, or what is sometimes known in the art as an ebulator.
  • the vapouriser includes a housing to enclose the vapour and liquid and house the ebulator.
  • Fig. 1 is a schematic diagram of a fuel supply system for an internal combustion engine incorporating liquid fuel vapourisation apparatus according to the invention and, in dotted outline, a combined vapourisation apparatus and thermal catalytic cracker, and in which the engine has four vapour fuel injectors;
  • Fig. 2 is a schematic diagram showing the location of the liquid fuel vapourisation apparatus between a throttle body and an intake manifold for an internal combustion engine similar to that of Fig. 1, but having two vapour fuel injectors;
  • Fig. 3 is a diagrammatic sectional view of a dual seat valve assembly for the liquid fuel vapourisation apparatus of Figs . 1 and 2.
  • the fuel supply system 10 illustrated in Fig. 1 includes a fuel tank for liquid fuel (pressurised LPG) 13, for supplying fuel in liquid form from the tank through a fuel tank valve 12 to a liquid fuel line 15.
  • a fuel tank for petrol shown in dotted outline at 11
  • a fuel pump 14 which in turn has its output in fluid connection to the liquid fuel line 15.
  • a fuel pump would be necessary for LPG if the ambient temperature is insufficient for the vapour pressure to be above the required regulated pressure (after allowing for pressure losses through the tubing, valves etc.) for the particular composition of the
  • the liquid fuel line is in fluid communication with the liquid fuel vapourisation apparatus 20, which in turn is in fluid communication with a vapour fuel line 17 feeding four fuel injectors shown typically at 25.
  • the liquid fuel line is in fluid communication with the combined vaporisation apparatus and thermal catalytic cracker 21, which in turn is in fluid communication with the vapour fuel line 17 shown in dotted outline, and which also feeds the fuel injectors described above.
  • the fuel injectors are controlled by four respective injector control cables shown typically at 26 which are in electrical connection with an electronic control unit 28.
  • the liquid fuel is fed through the fuel tank valve and then through the liquid fuel line to the liquid fuel vapourisation apparatus by the pump or under pressure of the liquid and gas in the fuel tank.
  • the liquid fuel is vapourised in the liquid fuel vapourisation apparatus and fed into the vapour fuel line, and thence to the individual injectors which inject the vapourised fuel into the respective combustion chambers of the engine under control of the electronic control unit.
  • the gas phase fuel emerging from the second stage of the pressure reduction is heated and passed over zeolite catalyst to crack the heavier fractions to lighter molecular weight components.
  • water may be added from a water tank 18 to provide reactive hydrogen and/or hydroxyl groups to assist the cracking process.
  • the liquid fuel vapourisation apparatus 20 is mounted on a plate 33 having therethrough a throat 34, and which is inserted between the throttle body 32 and the manifold 31.
  • Two fuel injectors 25 are also mounted to the plate for injecting vapourised fuel into the manifold 31 for transport to the combustion chambers of the engine (not shown), the gas from the injectors being injected through respective vapour nozzles 35 in the throat of the plate.
  • the liquid fuel vapourisation apparatus 20 illustrated in Fig. 3 has a housing 40 with a fuel entry port 55 to which the liquid fuel line 15 is connected, and a vapour fuel outlet port 57 to which the vapour fuel line 17 is connected.
  • a first seat plate 42 extends across the housing, and has an aperture therein forming a first seat 44.
  • the first seat plate and part of the housing define a liquid intake chamber 41 and the liquid fuel line leads into the liquid intake chamber to substantially fill the liquid intake chamber with liquid fuel.
  • a first needle 43 on the distal end of a needle shaft 45 extending substantially axially at least part way through the vapouriser housing is sealingly enagagable with the first seat.
  • a second seat plate 46 extends across the housing at right angles to the housing axis to form a vapourisation chamber 50 intermediate the first and second seat plates.
  • the second seat plate in a similar fashion to the first seat plate, has an aperture therethrough forming a second seat 48 into which a second needle 47 is sealably engagable.
  • the first needle and second needle are integrally formed on the needle shaft and extend from a diaphragm 49 which is biassed to close the first and second needles against the first and second needle seats by a spring 56 interposed between the diaphragm and the top of the housing.
  • a vent port 52 is provided in the housing on the other side of the diaphragm from the needle shaft.
  • a vapour chamber 51 is formed between the diaphragm and the second seat plate.
  • engine coolant is introduced through a coolant feed port 63 into a coolant chamber 64 which has a convoluted coolant chamber wall 61 dividing the coolant chamber from the vapourisation chamber.
  • Engine coolant introduced through the coolant feed port is returned to the engine cooling system by way of a coolant return port 66.
  • the compression of the spring 56 may be adjusted by an adjusting screw 54 thereby adjusting the biassing force on the first and second needles.
  • the liquid fuel vapourisation apparatus may be secured at a desired location by an annular mounting flange 58 extending radially outward from the vapouriser housing.
  • liquid fuel pumped or led through the liquid fuel line is fed into the liquid intake chamber, and flow of the liquid from the liquid intake chamber is controlled by the biassing force applied by the spring to the first needle against the first seat.
  • the liquid which passes through the first needle and seat is vapourised in the vapourisation chamber by virtue of both the pressure reduction and the transfer of heat from the engine coolant being re-circulated through the coolant chamber through the coolant chamber walls.
  • the vapourisation chamber may be packed with contact material to enhance the change of phase from liquid to vapour.
  • the flow of vapour from the vapourisation chamber to the vapour chamber is controlled by the second needle and seat, both the first and second needles and seats being movable axially by action of the pressure of the -illiquid and gas on the first and second needles respectively acting against the compensating biassing force of the spring, the biassing force of which is adjustable by virtue of the adjusting screw.
  • the gas pressure in the vapour chamber is equilibrated either to atmosphere through the vent port or to the manifold pressure.
  • the vapour chamber may also be packed with thermal cracking catalyst and a water or steam inlet port to facilitate the catalytic cracking of heavier fractions in the fuel.
  • the plate is cast as a body having flow passages provided for connecting injectors, the vapouriser apparatus, fuel filters, shut off solenoids and such other components as desired or required by threaded engagement therewith so that the plate and all of the components can be conveniently interposed between the throttle body and the manifold.
  • vapour injectors are used instead of the petrol injectors of the engine, the preferred vapour injector being a fast response solenoid valve of the type disclosed in United States Patent No. 4,610,267 to Neils J. Beck, Edward T. Gilbert, William E. Weseloh and Kenneth Rudolf.
  • the existing electronic control unit of the petrol injection engine is used to control the vapour injectors used with the vapouriser apparatus of the present invention which inject the vapour directly into the throat of the intake manifold so that a mixture very close to the stoichiometric ratio of fuel and air is delivered to each combustion chamber in turn under the control of the electronic control unit receiving its signals from sensors typically provided in operative association with the engine.
  • vapour fuel injectors may be substituted for liquid fuel injectors from a fuel injection conversion kit, and the electronic control unit of the fuel injection conversion kit can be used to control the vapour fuel injectors fed with the vapourised fuel from the liquid fuel vapourisation apparatus of the present invention.

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)

Abstract

L'invention concerne un dispositif de vaporisation de combustible liquide (20) comprenant un premier organe de réduction de pression (43, 44) destiné à recevoir un combustible liquide et à en réduire la pression jusqu'à l'obtention d'une première pression régulée de façon à vaporiser une partie au moins de ce combustible, un vaporisateur (50) se trouvant en communication fluidique avec ledit premier organe de réduction de pression (43, 44) et servant à recevoir le combustible partiellement vaporisé et à vaporiser le reste de ce combustible liquide, d'où la production d'un combustible gazeux, ainsi qu'un second organe de réduction de pression (47, 48) mis en communication fluidique avec le vaporisateur (50) et destiné à recevoir ce combustible gazeux et à en réduire la pression jusqu'à l'obtention d'une seconde pression régulée, le combustible pouvant alors être acheminé (17) vers un ou plusieurs injecteurs d'un moteur à combustion interne. Lesdits premier et second organes de réduction de pression (43, 44, 47, 48) sont intercalés de manière fonctionnelle entre le corps de papillon et le collecteur d'admission dudit moteur, ou intégrés de manière fonctionnelle dans ce corps de papillon.
EP00974162A 1999-11-09 2000-11-08 Dispositif de vaporisation de combustible liquide pour moteurs a combustion interne et a injection Withdrawn EP1232338A4 (fr)

Applications Claiming Priority (3)

Application Number Priority Date Filing Date Title
AUPQ392999 1999-11-09
AUPQ3929A AUPQ392999A0 (en) 1999-11-09 1999-11-09 Liquid fuel vapourisation apparatus for fuel injected internal combustion engines
PCT/AU2000/001368 WO2001034962A1 (fr) 1999-11-09 2000-11-08 Dispositif de vaporisation de combustible liquide pour moteurs a combustion interne et a injection

Publications (2)

Publication Number Publication Date
EP1232338A1 true EP1232338A1 (fr) 2002-08-21
EP1232338A4 EP1232338A4 (fr) 2005-08-10

Family

ID=3818075

Family Applications (1)

Application Number Title Priority Date Filing Date
EP00974162A Withdrawn EP1232338A4 (fr) 1999-11-09 2000-11-08 Dispositif de vaporisation de combustible liquide pour moteurs a combustion interne et a injection

Country Status (4)

Country Link
EP (1) EP1232338A4 (fr)
AU (1) AUPQ392999A0 (fr)
CA (1) CA2427919A1 (fr)
WO (1) WO2001034962A1 (fr)

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN110778423A (zh) * 2019-11-07 2020-02-11 广西擎芯动力科技有限公司 一种点燃式多燃料缸内直喷发动机集成式气轨总成

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* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
KR100851389B1 (ko) 2001-04-09 2008-08-08 터너, 제프리, 러셀 연료 공급 시스템
US7506638B2 (en) 2001-04-09 2009-03-24 Geoffrey Russell Turner Fuel delivery system
EP1321658A1 (fr) * 2001-12-18 2003-06-25 Guido Parisi Jeu de pièces détachées pour moteurs Diesel
GB0205062D0 (en) 2002-03-05 2002-04-17 Autogas Supplies Ltd Dual fuel engine
IT201600109618A1 (it) * 2016-11-02 2018-05-02 Giovanni Condello Gassificatore catalitico per motori a combustione interna

Citations (3)

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Publication number Priority date Publication date Assignee Title
US4147142A (en) * 1975-03-14 1979-04-03 Little Allan V Fuel modification system for internal combustion engines
US4515134A (en) * 1980-03-26 1985-05-07 Warren Ii Conrad K Molecular diffuser assembly
DE19602441A1 (de) * 1995-01-26 1996-08-01 Caterpillar Inc Motorbrennstoffliefersystem

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GB2133078A (en) * 1982-12-01 1984-07-18 Orford John Reginald Vaporising and supplying LPG
AU2879797A (en) * 1992-08-13 1998-11-12 Smartgas Limited Vapourizer apparatus
AU3426395A (en) * 1994-10-20 1996-05-02 Adam Baker Inlet air liquid petroleum gas vaporizer
AUPO355596A0 (en) * 1996-11-11 1996-12-05 Smartgas Limited Fuel system
US6311649B1 (en) * 1997-09-10 2001-11-06 Ford Global Technologies, Inc. Internal combustion gasoline engine

Patent Citations (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US4147142A (en) * 1975-03-14 1979-04-03 Little Allan V Fuel modification system for internal combustion engines
US4515134A (en) * 1980-03-26 1985-05-07 Warren Ii Conrad K Molecular diffuser assembly
DE19602441A1 (de) * 1995-01-26 1996-08-01 Caterpillar Inc Motorbrennstoffliefersystem

Non-Patent Citations (1)

* Cited by examiner, † Cited by third party
Title
See also references of WO0134962A1 *

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN110778423A (zh) * 2019-11-07 2020-02-11 广西擎芯动力科技有限公司 一种点燃式多燃料缸内直喷发动机集成式气轨总成

Also Published As

Publication number Publication date
EP1232338A4 (fr) 2005-08-10
AUPQ392999A0 (en) 1999-12-02
WO2001034962A1 (fr) 2001-05-17
CA2427919A1 (fr) 2001-05-17

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