GB2361746A - Fuel injection system for supplying to an i.c. engine fuel divided into separate components - Google Patents

Fuel injection system for supplying to an i.c. engine fuel divided into separate components Download PDF

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Publication number
GB2361746A
GB2361746A GB0020751A GB0020751A GB2361746A GB 2361746 A GB2361746 A GB 2361746A GB 0020751 A GB0020751 A GB 0020751A GB 0020751 A GB0020751 A GB 0020751A GB 2361746 A GB2361746 A GB 2361746A
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United Kingdom
Prior art keywords
fuel
flow
injection system
stream
fuel injection
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Granted
Application number
GB0020751A
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GB2361746B (en
GB0020751D0 (en
Inventor
Jonathan Austin Ma
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Individual
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Individual
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Publication of GB0020751D0 publication Critical patent/GB0020751D0/en
Priority to PCT/GB2001/001809 priority Critical patent/WO2001083980A1/en
Priority to EP01925669A priority patent/EP1276988A1/en
Priority to AU52354/01A priority patent/AU5235401A/en
Publication of GB2361746A publication Critical patent/GB2361746A/en
Application granted granted Critical
Publication of GB2361746B publication Critical patent/GB2361746B/en
Anticipated expiration legal-status Critical
Expired - Fee Related legal-status Critical Current

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Classifications

    • 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
    • F02M69/00—Low-pressure fuel-injection apparatus ; Apparatus with both continuous and intermittent injection; Apparatus injecting different types of fuel
    • F02M69/46—Details, component parts or accessories not provided for in, or of interest apart from, the apparatus covered by groups F02M69/02 - F02M69/44
    • F02M69/462—Arrangement of fuel conduits, e.g. with valves for maintaining pressure in the pipes after the engine being shut-down
    • 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
    • F02M37/00—Apparatus or systems for feeding liquid fuel from storage containers to carburettors or fuel-injection apparatus; Arrangements for purifying liquid fuel specially adapted for, or arranged on, internal-combustion engines
    • F02M37/20—Apparatus or systems for feeding liquid fuel from storage containers to carburettors or fuel-injection apparatus; Arrangements for purifying liquid fuel specially adapted for, or arranged on, internal-combustion engines characterised by means for preventing vapour lock
    • 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
    • F02M43/00—Fuel-injection apparatus operating simultaneously on two or more fuels, or on a liquid fuel and another liquid, e.g. the other liquid being an anti-knock additive
    • 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
    • F02M55/00—Fuel-injection apparatus characterised by their fuel conduits or their venting means; Arrangements of conduits between fuel tank and pump F02M37/00
    • 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
    • F02M63/00—Other fuel-injection apparatus having pertinent characteristics not provided for in groups F02M39/00 - F02M57/00 or F02M67/00; Details, component parts, or accessories of fuel-injection apparatus, not provided for in, or of interest apart from, the apparatus of groups F02M39/00 - F02M61/00 or F02M67/00; Combination of fuel pump with other devices, e.g. lubricating oil pump
    • F02M63/02—Fuel-injection apparatus having several injectors fed by a common pumping element, or having several pumping elements feeding a common injector; Fuel-injection apparatus having provisions for cutting-out pumps, pumping elements, or injectors; Fuel-injection apparatus having provisions for variably interconnecting pumping elements and injectors alternatively
    • F02M63/0225—Fuel-injection apparatus having a common rail feeding several injectors ; Means for varying pressure in common rails; Pumps feeding common rails
    • 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
    • F02M55/00—Fuel-injection apparatus characterised by their fuel conduits or their venting means; Arrangements of conduits between fuel tank and pump F02M37/00
    • F02M55/007—Venting means

Abstract

A fuel stream is drawn from a fuel reservoir 32 to means for separating the fuel stream into at least two flow streams containing different fuel components having different fuel properties. The separated flow streams are supplied via a flow diverting valve 20 to respective separate fuel rails 22, 24 arranged in parallel with one another with at least one fuel rail 22 supplying at least one fuel injector 26. Unused flow streams from the separate fuel rails are recombined into a single fuel stream which is returned to the fuel reservoir 32. Thus the separate fuel components from one or the other flow stream may be used preferentially according to engine operating conditions for short periods, eg the engine can be started and warmed up using the lower boiling point fuel components. Control means are provided to ensure that the whole fuel is consumed over a longer averaged period; for example, the flow diverting valve 20 may be controlled by the engine management system, eg in response to signals from a sensor detecting changes in the density, refractive index, electrical or acoustic properties of the fuel. The fuel components may be separated by inducing cavitation in the fuel in a pipe 10 and creating a centrifugal force field inside the pipe so that vapour bubbles collect nearer to the axis of the pipe where they are confined in a coaxial pipe 18 of smaller diameter.

Description

2361746 FUEL INJECTION SYSTEM
Field of the invention
The present invention relates to a method and a system for supplying an internal combustion engine with fuel divided into separate components.
Background of the invention
It is well known that gasoline is a multi-component fuel with an average set of properties tailored to satisfy a broad range of engine operating conditions including good volatility for cold start, easy ignition at low loads and with lean mixtures, high knock tolerance at high loads, and at the same time, free from problems such as vapour lock and deposits. Many of these are conflicting requirements and a compromise must be found in blending the properties to provide adequate performance all round with no significant defect in any one aspect, but no outstanding characteristic either.
A corollary of the above is that different fuel groups have been selected to make up the fuel blend based on the unique properties of each group being better suited for one operating condition than another. For example, the paraffin group is more volatile and more ignitable and the aromatic group has higher knock tolerance before they are mixed to yield the averaged properties of the blend. Thus for a given fuel, instead of using it directly, it would be more advantageous to separate it again into its component groups before supplying it to the engine using a higher proportion of one group in preference to another according to operating condition. In this way the more enhanced properties of each group may be utilised more specifically, thus extending the operating boundaries of the engine in each of the key aspects while overall still using the same standard fuel.
- 2 Summary of the invention
According to a first aspect of the present invention, there is provided a method for operating a fuel injection system for an internal combustion engine, the method comprising the steps of drawing a fuel stream from a fuel reservoir in the fuel injection system, separating the fuel stream into at least two flow streams containing different fuel components having different fuel properties, connecting the separated flow streams to respective separate fuel rails arranged in parallel with one another with at least one fuel rail supplying at least one fuel injector, combining the unused flow streams from the separate fuel rails back into a single fuel stream, and returning the recombined fuel stream is to the fuel reservoir.
According to a second aspect of the present invention, there is provided a fuel injection system for an internal combustion engine, the system comprising means for drawing a fuel stream from a fuel reservoir, means for separating the fuel stream into at least two flow streams containing different fuel components having different fuel properties, means for connecting the separated flow streams to respective separate fuel rails arranged in parallel with one another with at least one fuel rail supplying at least one fuel injector, means for combining the unused flow streams from the separate fuel rails back into a single fuel stream, and means for returning the recombined fuel stream to the fuel reservoir.
Preferably, a fuel pump is provided for pressurising the fuel stream from the fuel reservoir and a pressure relief valve is provided for returning the recombined fuel stream to the fuel reservoir, such that the fuel rails in the fuel injection system are pressurised to the same fuel pressure regulated by the pressure relief valve.
In a preferred embodiment of the invention, the means for separating the fuel stream into two flow streams containing different fuel components having different fuel properties comprises a fuel separation pipe section connected to the fuel stream, means for inducing cavitation of the fuel within the pipe section by creating regions of low pressure below the critical cavitation pressure thereby causing the lower boiling point fuel components to form vapour bubbles, means for providing a force field within the pipe section such that the vapour bubbles are caused to migrate towards a predetermined region of the pipe section before collapsing back into liquid while leaving the pipe section, and means for separating the fuel leaving the pipe section by drawing independently from the predetermined is region and from the remaining region of the pipe section thereby producing two flow streams, the former comprising predominantly the lower boiling point fuel components that have undergone cavitation and the latter comprising predominantly the higher boiling point components.
Preferably, the means for inducing cavitation is a flow constriction through which the fuel is forced to pass at high speed creating a region of low pressure below the critical cavitation pressure near the throat of the flow constriction.
Alternatively, the means for inducing cavitation may be a propeller driven at high speed within the fuel creating regions of low pressure below the critical cavitation pressure near the edges and the tips of the propeller blades.
As a further alternative, the means for inducing cavitation may be an ultrasonic transducer vibrating within the fuel creating a high energy acoustic field exceeding the cavitation level.
Preferably, the fuel stream is directed to enter tangentially into the fuel separation pipe section creating a strong swirling flow and a centrifugal force field within the pipe section past the cavitation region, causing the cavitation- formed vapour bubbles to migrate towards the swirling flow axis and the remaining liquid to spread away from the swirling flow axis.
In the present invention, the separate fuel rails may be arranged to supply respective separate sets of fuel injectors, each set metering fuel to the engine from the respective flow streams.
Alternatively, a first fuel rail may be arranged to is supply one set of fuel injectors, and a flow diverting valve may be provided for selectively guiding one of the flow streams to flow through the first fuel rail and the other flow stream to flow through the other fuel rail.
In this case, the flow diverting valve may also serve as a flow mixing valve for mixing the flow streams before guiding the streams to flow through the fuel rails.
After passing through the separate fuel rails, the unused flow streams are combined back into a single fuel stream via a flow junction connecting the separate fuel rails to a single pipe leading to the pressure relief valve.
The invention as described above is ideally suited for use in a conventional fuel injection system which already has a fuel pump, a fuel rail supplying fuel injectors, a pressure relief valve and a fuel return pipe. when incorporated into the conventional fuel injection system, the present invention enables the engine to take advantage of the enhanced properties of the separated fuel components rather than the averaged properties of the whole fuel, and this is available instantaneously on demand from the engine.
For example, the engine may be started and warmed up using predominantly the lower boiling point fuel components, and subsequently operated at high loads and during accelerations using predominantly the higher boiling point fuel components. Provided that, on average, the cumulative usage of the separate fuel components are monitored and kept in balance, the composition of the fuel in the fuel reservoir would remain substantially the same before and after a short trip.
Compared with other fuel separation methods such as fractional distillation, the preferred fuel separation system of the present invention has the advantage that it does not rely on heating or condensing of the fuel, although the temperature of the fuel has an effect on the cavitation pressure and may be used as a controlling parameter. Furthermore, the fuel stream pumped into the fuel separation pipe section is the rated flow of the fuel pump supplying both the metered fuel and the return fuel together, and this is substantially constant providing a stable environment for the fuel separation process to be optimised accurately and continuously, regardless of any instantaneous transient demand from the engine. The unused flow streams are recombined back into a single fuel stream in the fuel return pipe and are separated again afresh each time the fuel is circulated through the fuel separation pipe section. There is no need to store the fuel components since they are produced steadily and are available immediately without any delay time associated with the fuel separation process.
In the present invention, the separate fuel components from one or the other flow stream may be used preferentially according to engine operating conditions for short periods while control means are provided to ensure that the whole fuel is consumed over a longer averaged period.
In order to do this, a sensor may be provided for measuring or estimating the composition of the fuel in the fuel reservoir, and the signal from the sensor may be used in a feedback control system for varying the relative usage rates of the separated flow streams for short periods such that the estimated composition of the fuel in the fuel reservoir stays within predetermined limits over a longer averaged period.
Various types of fuel sensor may be used. For example, the sensor may be a device for detecting a change in the specific gravity, the refractive index, the electrical properties or the acoustic properties of the fuel.
Preferably the fuel level in the fuel reservoir is kept constant by topping up continuously or intermittently from a separate fuel storage tank. In this case, because the volume of the fuel in the fuel reservoir is kept constant, any change detected in the composition of the fuel in the fuel reservoir would be a direct indication of the relative proportions of the fuel components that have been used.
Ideally, the volume of the fuel reservoir should be relatively small. This may necessitate the provision of a heat exchanger for cooling the fuel stream leaving the fuel reservoir or returning to the fuel reservoir in order to maintain a constant fuel temperature in the fuel injection system.
Brief description of the drawing
The invention will now be described further, by way of example, with reference to a single drawing which is a schematic view of a preferred embodiment of a fuel injection system of the present invention.
Detailed description of the preferred embodiment
In the drawing, separation of the fuel is achieved in a cylindrical fuel separation pipe section 10 with closed ends. The pipe section 10 has an inlet pipe 14 connected to it tangentially and two outlet pipes leading from it to a flow diverting valve 20. A device for inducing cavitation 16a, 16b, or 16c is mounted within the pipe section 10 and submerged in the liquid fuel. The device may be a flow constriction 16a, a propeller 16b or a ultrasonic transducer 16c serving to create regions of low pressure below the critical cavitation pressure of the lower boiling point components of the fuel. When cavitation occurs, the lower boiling point liquid components are transformed into vapour bubbles and these are dispersed within the remaining higher boiling point liquid components.
To separate the two-phase components, a centrifugal force field is created inside the pipe section 10. This can be achieved in several ways. First, fuel is forced at high speed tangentially into the pipe section 10 from the inlet pipe 14 imparting a strong swirling motion as the fuel moves generally along the pipe section 10. Second, in the case of the flow constriction 16a, the position and the direction of the flow constriction are such that the jet emerging from the constriction is tangential to the pipe section 10 creating a strong rotation in the fuel within the pipe section 10. Third, in the case of the propeller 16b, the spinning of the propeller in the liquid once again produces a swirling flow field in the pipe section 10.
Because of the density difference between vapour bubbles and liquid fuel, the centrifugal force field would cause the heavier liquid to migrate outwards away from the swirling flow axis and the lighter bubbles to migrate inwards towards the swirling flow axis, thus separating the two-phase components. As shown in Figure 1, the swirling f low is represented by the rotating arrow, and the lower boiling point fuel components that have undergone cavitation are concentrated within the central core region of the pipe section 10 while the higher boiling point fuel components are spread around the peripheral region, as the fuel moves generally towards the outlet pipes near the exit end of the pipe section 10. A concentric wall 18 is positioned near the exit end of the pipe section 10 to separate the central core region f rom the peripheral region thus separating the fuel stream into two flow streams connected separately to the two outlet pipes.
In Figure 1, the fuel separation pipe section 10 is integrated with a fuel injection system having a fuel reservoir 32 topped up to a constant fuel level from a separate fuel storage tank (not shown), a fuel pump 12, a fuel rail 22 supplying fuel injectors 26, a pressure relief valve 28 and a fuel return pipe 30. At least some of the fuel pumped into the pipe section 10 is returned to the fuel reservoir 32. The pressure relief valve 28 regulates the return fuel such that the fuel separation pipe section 10 together with the two outlet pipes containing the separated flow streams are maintained at a constant elevated fuel pressure.
Either one of the separated flow streams may be connected to the pressurised fuel rail 22 for supplying the fuel injectors 26. In Figure 1, the flow diverting valve 20 is used to selectively guide one of the fuel streams to flow through the fuel rail 22 and the other stream to flow through another fuel rail 24, or vice-versa. The fuel rails 22, 24 are subsequently joined together downstream of the fuel injectors so that the unused flow streams are recombined back into a single fuel stream before being returned to the fuel reservoir 32 through the pressure relief valve 28.
In use, an engine management system determines the appropriate flow stream to be supplied to the engine and sets the flow diverting valve 20 accordingly, while metering the fuel quantity to the engine through the fuel injectors 26. After a short period, the composition of the fuel in the fuel reservoir 32 will gradually change because of the consumption from only one of the flow streams. A sensor 34 in the fuel reservoir 32 monitors the fuel composition and the signal is used by the engine management system to optimise and alternate the usage of the two flow streams in order to keep the composition of the fuel in the fuel reservoir 32 in balance over time. For example, the engine may be started and warmed up using predominantly the lower boiling point fuel components, and subsequently operated at high loads and during accelerations using predominantly the higher boiling point fuel components. Provided that, on average, the cumulative usage of the separate fuel components are in balance, the composition of the fuel in the fuel reservoir 32 would remain substantially unchanged.
The preferred fuel separation system shown in Figure 1 has the advantage that it does not rely on heating or condensing of the fuel, although the temperature of the fuel has an ef f ect on the cavitation pressure and may be used as a controlling parameter. The fuel stream pumped into the fuel separation pipe section 10 is the rated flow of the fuel pump 12 supplying both the metered fuel and the return fuel together, and this is substantially constant providing a stable environment for the fuel separation process to be optimised accurately and continuously, regardless of any instantaneous transient demand from the engine. The unused flow streams are recombined back into a single fuel stream and are separated again afresh each time the fuel is circulated through the fuel separation pipe section 10.
There is no need to store the fuel components since they are produced steadily and are available immediately without any delay time associated with the fuel separation process.

Claims (17)

1 A method for operating a fuel injection system for an internal combustion engine, the method comprising the steps of drawing a fuel stream from a fuel reservoir in the fuel injection system, separating the fuel stream into at least two flow streams containing different fuel components having different fuel properties, connecting the separated flow streams to respective separate fuel rails arranged in parallel with one another with at least one fuel rail supplying at least one fuel injector, combining the unused flow streams from the separate fuel rails back into a single fuel stream, and returning the recombined fuel stream to the fuel reservoir.
2. A fuel injection system for an internal combustion engine, the system comprising means for drawing a fuel stream from a fuel reservoir, means for separating the fuel stream into at least two flow streams containing different fuel components having different fuel properties, means for connecting the separated flow streams to respective separate fuel rails arranged in parallel with one another with at least one fuel rail supplying at least one fuel injector, means for combining the unused flow streams from the separate fuel rails back into a single fuel stream, and means for returning the recombined fuel stream to the fuel reservoir.
3. A fuel injection system as claimed in claim 2, wherein a fuel pump is provided for pressurising the fuel stream from the fuel reservoir and a pressure relief valve is provided for returning the recombined fuel stream to the fuel reservoir, such that the fuel rails in the fuel injection system are pressurised to the same fuel pressure regulated by the pressure relief valve.
4. A fuel injection system as claimed in claim 2 or 3, wherein the means for combining the unused flow streams from the separate fuel rails back into a single fuel stream is a flow junction connecting the separate fuel rails to a 5 single pipe leading to the pressure relief valve.
5. A fuel injection system as claimed in any one of claims 2 to 4, wherein the means for separating the fuel stream into two flow streams comprises a fuel separation pipe section connected to the fuel stream, means for inducing cavitation of the fuel within the pipe section by creating regions of low pressure below the critical cavitation pressure thereby causing the lower boiling point fuel components to form vapour bubbles, means for providing is a force field within the pipe section such that the vapour bubbles are caused to migrate towards a predetermined region of the pipe section before collapsing back into liquid while leaving the pipe section, and means for separating the fuel leaving the pipe section by drawing independently from the predetermined region and from the remaining region of the pipe section thereby producing two flow streams, the former comprising predominantly the lower boiling point fuel components that have undergone cavitation and the latter comprising predominantly the higher boiling point components.
6. A fuel injection system as claimed in claim 5, wherein the means for inducing cavitation is a flow constriction through which the fuel is forced to pass at high speed creating a region of low pressure below the critical cavitation pressure near the throat of the flow constriction.
7. A fuel injection system as claimed in claim 5, wherein the means for inducing cavitation is a propeller driven at high speed within the fuel creating regions of low pressure below the critical cavitation pressure near the edges and the tips of the propeller blades.
8. A fuel injection system as claimed in claim 5, wherein the means for inducing cavitation is an ultrasonic transducer vibrating within the fuel creating a high energy acoustic field exceeding the cavitation level.
9. A fuel injection system as claimed in any one of claims 5 to 8, wherein the fuel stream is directed to enter tangentially into the fuel separation pipe section creating a strong swirling flow and a centrifugal force field within the pipe section past the cavitation region, causing the cavitation-formed vapour bubbles to migrate towards the is swirling flow axis and the remaining liquid to spread away from the swirling flow axis.
10. A fuel injection system as claimed in any one of claims 2 to 9, wherein the separate fuel rails supply respective separate sets of fuel injectors, each set metering fuel to the engine from the respective flow streams.
11. A fuel injection system as claimed in any one of claims 2 to 9, wherein a first fuel rail supplies one set of fuel injectors, and wherein a flow diverting valve is provided for selectively guiding one of the flow streams to flow through the first fuel rail and the other flow stream to flow through the other fuel rail.
12. A fuel injection system as claimed in claim 11, wherein the flow diverting valve also serves as a flow mixing valve for mixing the flow streams before guiding the streams to flow through the fuel rails.
13. A method and a system for operating a fuel injection system as claimed in any one of claims 2 to 12, wherein the separate fuel components from one or the other flow stream are used preferentially according to engine operating conditions for short periods, and wherein control means are provided to ensure that the whole fuel is consumed 5 over a longer averaged period.
14. A fuel injection system as claimed in claim 13, wherein a sensor is provided for measuring or estimating the composition of the fuel in the fuel reservoir, and wherein the signal from the sensor is used in a feedback control system for varying the relative usage rates of the separated flow streams for short periods such that the estimated composition of the fuel in the fuel reservoir stays within predetermined limits over a longer averaged period.
15. A fuel injection system as claimed in claim 14, wherein the sensor comprises a device for detecting a change in the specific gravity, the refractive index, the electrical properties or the acoustic properties of the fuel.
16. A fuel injection system as claimed in any one of claims 2 to 15, wherein the fuel level in the fuel reservoir is kept substantially constant by topping up continuously or intermittently from a separate fuel storage tank.
17. A fuel injection system as claimed in any one of claims 2 to 16, wherein a heat exchanger is provide for cooling the fuel stream leaving the fuel reservoir or returning to the fuel reservoir in order to maintain a constant fuel temperature in the fuel injection system.
GB0020751A 2000-04-25 2000-08-24 Fuel injection system Expired - Fee Related GB2361746B (en)

Priority Applications (3)

Application Number Priority Date Filing Date Title
PCT/GB2001/001809 WO2001083980A1 (en) 2000-04-25 2001-04-24 Fuel separation and injection system
EP01925669A EP1276988A1 (en) 2000-04-25 2001-04-24 Fuel separation and injection system
AU52354/01A AU5235401A (en) 2000-04-25 2001-04-24 Fuel separation and injection system

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
GB0009976A GB0009976D0 (en) 2000-04-25 2000-04-25 Fuel separation

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GB0020751D0 GB0020751D0 (en) 2000-10-11
GB2361746A true GB2361746A (en) 2001-10-31
GB2361746B GB2361746B (en) 2002-07-24

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GB0009976A Ceased GB0009976D0 (en) 2000-04-25 2000-04-25 Fuel separation
GB0020751A Expired - Fee Related GB2361746B (en) 2000-04-25 2000-08-24 Fuel injection system

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Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
GB2399598A (en) * 2003-03-18 2004-09-22 Thomas Tsoi Hei Ma Multi-pass fuel separation and injection system for i.c. engines

Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US4220120A (en) * 1973-12-14 1980-09-02 Union Oil Company Of California Internal combustion engine system and operation
JPS56143323A (en) * 1980-04-07 1981-11-09 Nissan Motor Co Ltd Fuel supplying device for diesel engine
JPS56156418A (en) * 1980-05-08 1981-12-03 Nissan Motor Co Ltd Fuel supply device for diesel engine
GB2209796A (en) * 1987-09-16 1989-05-24 Ford Motor Co I.C. engine fuel supply
GB2330176A (en) * 1997-10-09 1999-04-14 Ford Global Tech Inc Fractional distillation of fuel and variable supply of fuel fractions for an internal combustion engine

Patent Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US4220120A (en) * 1973-12-14 1980-09-02 Union Oil Company Of California Internal combustion engine system and operation
JPS56143323A (en) * 1980-04-07 1981-11-09 Nissan Motor Co Ltd Fuel supplying device for diesel engine
JPS56156418A (en) * 1980-05-08 1981-12-03 Nissan Motor Co Ltd Fuel supply device for diesel engine
GB2209796A (en) * 1987-09-16 1989-05-24 Ford Motor Co I.C. engine fuel supply
GB2330176A (en) * 1997-10-09 1999-04-14 Ford Global Tech Inc Fractional distillation of fuel and variable supply of fuel fractions for an internal combustion engine

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
GB2399598A (en) * 2003-03-18 2004-09-22 Thomas Tsoi Hei Ma Multi-pass fuel separation and injection system for i.c. engines

Also Published As

Publication number Publication date
GB2361746B (en) 2002-07-24
GB0009976D0 (en) 2000-06-14
GB0020751D0 (en) 2000-10-11

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PCNP Patent ceased through non-payment of renewal fee

Effective date: 20040824