GB2415966A - Mixed LPG and gasoline fuel - Google Patents

Mixed LPG and gasoline fuel Download PDF

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Publication number
GB2415966A
GB2415966A GB0322442A GB0322442A GB2415966A GB 2415966 A GB2415966 A GB 2415966A GB 0322442 A GB0322442 A GB 0322442A GB 0322442 A GB0322442 A GB 0322442A GB 2415966 A GB2415966 A GB 2415966A
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GB
United Kingdom
Prior art keywords
fuel
lpg
solution
gasoline
tank
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Withdrawn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
GB0322442A
Other versions
GB0322442D0 (en
Inventor
Thomas Tsoi Hei Ma
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Individual
Original Assignee
Individual
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Filing date
Publication date
Priority claimed from GB0317687A external-priority patent/GB0317687D0/en
Priority claimed from GB0318773A external-priority patent/GB0318773D0/en
Priority claimed from GB0319985A external-priority patent/GB0319985D0/en
Application filed by Individual filed Critical Individual
Publication of GB0322442D0 publication Critical patent/GB0322442D0/en
Publication of GB2415966A publication Critical patent/GB2415966A/en
Withdrawn legal-status Critical Current

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Classifications

    • C—CHEMISTRY; METALLURGY
    • C10—PETROLEUM, GAS OR COKE INDUSTRIES; TECHNICAL GASES CONTAINING CARBON MONOXIDE; FUELS; LUBRICANTS; PEAT
    • C10L—FUELS NOT OTHERWISE PROVIDED FOR; NATURAL GAS; SYNTHETIC NATURAL GAS OBTAINED BY PROCESSES NOT COVERED BY SUBCLASSES C10G, C10K; LIQUEFIED PETROLEUM GAS; ADDING MATERIALS TO FUELS OR FIRES TO REDUCE SMOKE OR UNDESIRABLE DEPOSITS OR TO FACILITATE SOOT REMOVAL; FIRELIGHTERS
    • C10L3/00—Gaseous fuels; Natural gas; Synthetic natural gas obtained by processes not covered by subclass C10G, C10K; Liquefied petroleum gas
    • C10L3/12—Liquefied petroleum gas
    • C—CHEMISTRY; METALLURGY
    • C10—PETROLEUM, GAS OR COKE INDUSTRIES; TECHNICAL GASES CONTAINING CARBON MONOXIDE; FUELS; LUBRICANTS; PEAT
    • C10L—FUELS NOT OTHERWISE PROVIDED FOR; NATURAL GAS; SYNTHETIC NATURAL GAS OBTAINED BY PROCESSES NOT COVERED BY SUBCLASSES C10G, C10K; LIQUEFIED PETROLEUM GAS; ADDING MATERIALS TO FUELS OR FIRES TO REDUCE SMOKE OR UNDESIRABLE DEPOSITS OR TO FACILITATE SOOT REMOVAL; FIRELIGHTERS
    • C10L1/00—Liquid carbonaceous fuels
    • C10L1/04—Liquid carbonaceous fuels essentially based on blends of hydrocarbons
    • C10L1/06—Liquid carbonaceous fuels essentially based on blends of hydrocarbons for spark ignition
    • 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
    • F02D19/0663—Details on the fuel supply system, e.g. tanks, valves, pipes, pumps, rails, injectors or mixers
    • F02D19/0668—Treating or cleaning means; Fuel filters
    • 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
    • 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

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Oil, Petroleum & Natural Gas (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Chemical Kinetics & Catalysis (AREA)
  • General Chemical & Material Sciences (AREA)
  • Organic Chemistry (AREA)
  • Output Control And Ontrol Of Special Type Engine (AREA)

Abstract

Disclosed is a fuel containing premixed gasoline and LPG, said mixture having a critical temperature in the range of 120-180{C. Also disclosed is a fuel mixing system. Fuel solution tank 12 is fitted with valve 10, connecting said tank to respective petrol and LPG storage tanks 20, 40. The lines leading from storage tanks are 20, 40 are fitted with flowmeters 24, 44, and controller 30 controls them. Turbulent flow element 14 is provided to efficiently mix the fuels.

Description

FUEL CONTAINING LPG
Field of the invention
The present invention relates to a fuel suitable for use in vehicles powered by LPG liquid-phase fuel injection engines.
Background of the invention
LPG has been used as an alternative fuel to gasoline in spark ignition engines by virtue of its higher octane number, better combustion properties, lower exhaust emissions and cleaner fuel constituents containing no lead or sulphur. It is a mixture of propane and butane such as occurring in nature or produced synthetically. LPG is normally stored in liquid form at room temperature at relatively low pressures of 4 to 12 bar depending upon ambient temperature, but is generally used in gaseous form so by first evaporating the LPG in a vaporiser before introducing the gas into the air intake system of the engine.
There are however significant benefits (higher power, more accurate control, higher efficiency and cleaner combustion) to use the LPG in liquid form by injecting the liquid-phase LPG into the intake port or directly into the combustion chamber of the engine. In this case, because the LPG stored in liquid form in the tank is already at its so saturation pressure, i.e. the liquid is on the verge of evaporating at the tank pressure and temperature, any attempt to transfer the fuel to an external fuel system where the pressure might drop locally below the tank pressure or the temperature might increase locally above the tank temperature would immediately cause local cavitation or local boiling within the fuel system. To overcome this problem, a first and necessary step in using the LPG in - 2 liquid form is to raise the pressure of the LPG well above the tank pressure turning it into a sub-cooled liquid before transferring to the external fuel system. This is normally done by using a fuel pump pressurizing the fuel system thus providing a safety margin from local vaporization depending on the level of the increased pressure supplied by the pump.
In view of the critical point of propane (the major constituent of LPG in UK) which is at 42.1 bar pressure and lo 96.8 C temperature, there is a critical limit for the fuel to remain in liquid phase where the fuel pressure must be maintained at substantially above 42.1 bar. More importantly, there is a critical limit where the fuel temperature must be kept at substantially below 96.8 C everywhere within the pressurized fuel system in order to avoid local cavitation or local boiling of the fuel no matter how high is the system fuel pressure. A similar requirement will apply to butane in the LPG according to the critical point of butane. Thus the critical properties of so the fuel in relation to the in-situ operating temperature and pressure in the fuel system crucially determines the maximum safety margin that is available to avoid local vaporization.
In the hot environment typically found in the engine compartment of an automotive vehicle, for port fuel injection it may be possible to provide a liquid-phase LPG injection system at a pressure substantially below 42. 1 bar and still maintain a good safety margin from local vaporization by keeping the fuel temperature well below 96.8 C. This is because the LPG injectors are mounted in the intake manifold of the engine which is relatively cool and thermally insulated from the main structure of the engine.
For direct fuel injection on the other hand, because the fuel injector is mounted physically in the cylinder head or block of the engine which is constantly hot at all speeds and loads maintained by thermostat, and because the tip of the injector is exposed directly at times during combustion to even hotter gases in the combustion chamber, the operating temperature of the direct injection fuel injector is in the range of 90120 C, which is uncomfortably close to or above the LPG critical temperature. This problem will persist even if the fuel injector pressure is raised well above the LPG critical pressure because the LPG (mainly lo propane in UK) can no longer exist in liquid form once it has passed the critical point and consequently the safety margin of keeping the LPG in liquid phase would become zero or non-existent.
In summary, the LPG fuel in its current form supplied to vehicles at the commercial filling stations is not suitable for use in vehicles powered by liquid-phase LPG fuel injection engines.
Summary of the invention
In order to mitigate at least some of the above problem, there is provided a more robust fuel containing LPG designed specifically for use in vehicles powered by liquid phase fuel injection engines, characterized in that the LPG is premixed in solution with gasoline in a predetermined LPG/gasoline ratio such that the critical temperature of the fuel solution is in the range of 120-180 C.
so To protect from vapour lock during normal operation, the predetermined LPG/gasoline ratio of the premixed fuel solution should be such that the critical temperature of the fuel solution is in the range of 120-150 C. To protect from vapour lock during hot soak, the predetermined LPG/gasoline ratio of the premixed fuel solution should be such that the critical temperature of the fuel solution is in the range of 150-180 C. Of course, the narrower the predetermined range - 4 - of the critical temperature, the more precise the LPG/gasoline ratio that is used in the liquid-phase fuel injection system to avoid vapour lock.
The invention enables the vehicle to operate reliably with a substantial safety margin from local vaporization by ensuring the critical temperature of the fuel solution is substantially higher than that of neat LPG, and more importantly, higher than the in-situ working temperature of lo the fuel anywhere in the fuel injection system of the engine in the vehicle under normal operating conditions.
The invention takes advantage of a unique property of LPG dissolved in gasoline whereby the solution can stay in liquid phase at a lower pressure and higher temperature than neat LPG. This makes a more robust fuel and considerably relaxes the thermal management requirements and protection measures, such as cooling the fuel, insulating and isolating the fuel from heat sources, that have to be put in place in so the vehicle to ensure that the in-situ working temperature of the fuel is lower than the critical temperature of the fuel in order to accommodate the fuel in liquid phase at all locations within the fuel system before the fuel is injected to the engine during normal operation of the vehicle. Such z requirements would be almost impossible to meet or very expensive to meet had the fuel been neat LPG with a critical temperature close to or below the in-situ working temperature of the fuel, the latter being typically in the range of 90-120 C at the fuel injector.
Indeed by the present invention, it is possible to choose the predetermined LPG/gasoline ratio of the fuel solution to have a critical temperature which is sufficiently high to enable substantially the same liquid as fuel injection system designed originally for gasoline to be used with the fuel solution. - 5 -
The final choice of the predetermined LPG/gasoline ratio and the associated critical temperature of the fuel solution would depend on weighing up the competing factors, namely the desired market fuel mix to make more use of LPG and the desired safety margin to avoid local fuel vaporization that is affordable in the vehicle, and also the complementary factors, namely the benefit of including some gasoline in the LPG for protecting from vapour lock and reducing component wear and leaks associated with low lo viscosity of LPG and the benefit of including some LPG in the gasoline for enhancing fuel preparation and combustion, and reducing exhaust emissions in the engine. In general, a maximum critical temperature of 180 C will be adequate to cater for all operating conditions.
The premixed LPG/gasoline fuel solution is contained in a pressurized fuel solution tank at the saturation pressure of the fuel solution. The solution may be premixed in a fuel mixing system at a filling station by separately taking so LPG fuel and gasoline fuel from their respective fuel storage tanks at the filling station and dissolving the two fuels into one another within the fuel mixing system. In this way, the existing respective infrastructures for supplying and storing LPG and gasoline at the filling stations can be used, thus keeping to a minimum the cost of providing the premixed LPG/gasoline fuel solution for the customers, and for the filling stations and oil companies.
Preferably, the fuel mixing system comprises a fuel So solution tank, respective fuel charging valves for connecting separately the LPG fuel and the gasoline fuel from their respective fuel storage tanks to the fuel solution tank, respective flowmeters for measuring separately the flow quantities of the two fuels, and a controller interfacing between the flowmeters and the fuel - 6 charging valves for regulating the ratio of flow quantities of the two fuels such that the LPG concentration in the fuel solution in the tank corresponds to the predetermined LPG/gasoline ratio.
Alternatively, the fuel mixing system comprises a fuel solution tank, respective fuel charging valves for connecting separately the LPG fuel and the gasoline fuel from their respective fuel storage tanks to the fuel lo solution tank, at least one sensor for measuring a physical property such as pressure, temperature, density, viscosity or refractive index of the fuel solution in the tank in order to estimate the LPG concentration in the fuel solution, and a controller interfacing between the sensor and the fuel charging valves for regulating the ratio of flow quantities of the two fuels such that the LPG concentration in the fuel solution in the tank corresponds to the predetermined LPG/gasoline ratio.
rief description of the drawing
The invention will now be described further by way of example with reference to the accompanying drawings in which Figure 1 is a schematic chart showing the saturation pressure and temperature curves of a range of fuel solutions of propane dissolved in hexane which are representative of LPG dissolved in gasoline, and Figure 2 is a schematic view of a preferred fuel so mixing system of the present invention.
Detailed description of the preferred embodiment
Figure 1 shows the saturation pressure and temperature curves for propane and hexane, and in between a range of fuel solutions of 80, 60, 40, 20 mol% of propane dissolved in hexane which are representative of LPG dissolved in - 7 - gasoline. It is clear starting from the saturation curve for hexane, the saturation vapour pressure of the solution increases as the propane/hexane ratio in the solution increases at the same temperature, until it reaches the saturation curve for propane. Each curve terminates at the upper end at the critical pressure and temperature (marked in circle) of the respective solution, so it is clear in Figure 1 that the critical temperature of the solution increases as the propane/hexane ratio decreases. Thus lo starting from propane (lOOmol%) which has the lowest I critical temperature of 96.8 C, the critical temperature of I the fuel solution may be selected at progressively higher and higher values as the propane/hexane ratio is moved to lower and lower values. It is therefore possible to choose an optimum propane/hexane ratio with a critical temperature higher than the in-situ working temperature of the fuel, the latter being typically in the range of 90-120 C at the fuel injector of a direct injection internal combustion engine.
so To protect from vapour lock during normal operation, the predetermined LPG/gasoline ratio of the premixed fuel solution should be such that the critical temperature of the fuel solution is in the range of 120-150 C. To protect from vapour lock during hot soak, the predetermined LPG/gasoline ratio of the premixed fuel solution should be such that the critical temperature of the fuel solution is in the range of 150-180 C. Thus in order to ensure robust operation of the engine with liquid-phase fuel injection in the broadest sense, the predetermined LPG/gasoline ratio of the fuel So solution should be such that the critical temperature of the fuel solution is in the range of 120-180 C. Of course, the narrower the predetermined range of the critical! temperature, the more precise the LPG/gasoline ratio that is used in the liquid-phase fuel injection system to avoid vapour lock. - 8 -
It is obvious that propane with a critical temperature of 96. C and neat LPG with a similar critical temperature are unsuitable for use in the above engine or vehicle. It would be extremely difficult or almost impossible to accommodate such a fuel in liquid phase as it arrives very close to the engine.
With the invention, given a more robust fuel by design and knowing its critical temperature, the vehicle may be lo engineered with the appropriate level of thermal management and protection measures, such as less cooling of the fuel, less insulating and isolating of the fuel from heat sources, and still ensure that the in-situ working temperature of the fuel is lower than the critical temperature of the fuel in order to accommodate the fuel in liquid phase at all locations within the fuel system before the fuel is injected to the engine during normal operation of the vehicle.
Indeed by the present invention, it is possible to choose the predetermined LPG/gasoline ratio for the fuel solution so to have a critical temperature which is sufficiently high to enable substantially the same liquid fuel injection system designed originally for gasoline to be used with the fuel solution. This not only ensures good reliability and robustness in operation, but also helps to keep the cost of the fuel system to the minimum.
The final choice of the predetermined LPG/gasoline ratio and the associated critical temperature of the fuel solution would depend on weighing up the competing factors, so namely the desired market fuel mix to make more use of LPG and the desired safety margin to avoid local fuel vaporization that is affordable in the vehicle, and also the complementary factors, namely the benefit of including some gasoline in the LPG for protecting from vapour lock and reducing component wear and leaks associated with low - 9 - viscosity of LPG and the benefit of including some LPG in the gasoline for enhancing fuel preparation and combustion, and reducing exhaust emissions in the engine. In general, a maximum critical temperature of 180 C will be adequate to cater for all operating conditions.
The premixed LPG/gasoline fuel solution is contained in a pressurized fuel solution tank at the saturation pressure of the fuel solution. The solution may be premixed in a lo fuel mixing system at a filling station by separately taking LPG fuel and gasoline fuel from their respective fuel storage tanks at the filling station and dissolving the two fuels into one another within the fuel mixing system. In this way, the existing respective infrastructures for supplying and storing LPG and gasoline at the filling stations can be used, thus keeping to a minimum the cost of providing the premixed LPG/gasoline fuel solution for the customers, and for the filling stations and oil companies.
so In Figure 2, a fuel mixing system is shown comprising a fuel solution tank 12, an alternating position fuel charging valve 10 for connecting alternately the LPG fuel and the gasoline fuel from their respective fuel storage tanks 20, to the fuel solution tank 12, respective flowmeters 24, 44 for measuring separately the flow quantities of the two fuels, and a controller 30 interfacing between the flowmeters 24, 44 and the alernating fuel charging valve 10 for regulating the ratio of alternate quantities of the two fuels such that the LPG concentration in the fuel solution so in the tank 12 corresponds to the predetermined LPG/gasoline ratio. A mesh or turbulent flow element 14 is also provided in the fuel mixing system for efficiently mixing the alternate quantities of the two fuels as they flow past the element 14 in order to ensure thorough solution of the LPG in the gasoline and to achieve equilibrium pressure and temperature within the fuel solution tank 12. - 10
A medium pressure fuel pump 46 and a pressure regulator 48 are provided connected to the gasoline fuel storage tank as shown in Figure 3 for transferring the gasoline fuel from the tank 40 at a predetermined elevated pressure to the fuel solution tank 12 against the vapour pressure in the tank 12. Another fuel pump and fuel regulator (not shown) may be provided connected in a similar manner to the LPG fuel storage tank 20, but such arrangement is normally not necessary for the LPG fuel since the saturation pressure in the LPG fuel storage tank 20 is known (measured by the pressure sensor 36) and is higher than the vapour pressure in the tank 12. Of course, with known fuel delivery pressures, the charge valve 10 itself could be used as a flowmeter and it is possible to dispense with the flowmeters 24, 44 and rely entirely on pulse width modulation of the alternating valve 10 to regulate the ratio of alternate quantities of the two fuels into the fuel solution tank 12.
In Figure 2, the fuel mixing system may further comprise at least one sensor 34 for measuring a physical property such as pressure, temperature, density, viscosity or refractive index of the fuel solution in the tank 12 in order to estimate the LPG concentration in the fuel solution. In this case, the controller 30 may interface between the sensor 34 and the alternating fuel charging valve 10 and regulate the ratio of alternate quantities of the two fuels into the fuel solution tank 12 such that the LPG concentration of the fuel solution in the tank 12 corresponds to the predetermined LPG/gasoline ratio.
Other types of fuel charging valve may be used, such as on/off or proportional, shuttle valve or two separate valves one for each fuel. The latter may be fuel injectors arranged to inject towards each other for their sprays to combine to make a thorough solution of the LPG in the gasoline. Non- return valves 22, 42 may also be provided for preventing any fuel solution from getting back into the fuel tanks 20, 40. - 11

Claims (12)

1. A fuel containing LPG characterized in that the LPG is premixed in solution with gasoline in a predetermined LPG/gasoline ratio such that the critical temperature of the fuel solution is in the range of 120- 180 C.
2. A fuel containing LPG as claimed in claim 1, wherein the predetermined LPG/gasoline ratio of the premixed lo fuel solution is such that the critical temperature of the fuel solution is in the range of 120-150 C.
3. A fuel containing LPG as claimed in claim 1, wherein the predetermined LPG/gasoline ratio of the premixed fuel solution is such that the critical temperature of the fuel solution is in the range of 150-180 C.
4. A fuel containing LPG as claimed in any preceding claim, wherein the predetermined LPG/gasoline ratio of the so premixed fuel solution is such that the critical temperature of the fuel solution is sufficiently high to enable substantially the same liquid fuel injection system designed originally for gasoline to be used with the fuel solution.
5. A fuel containing LPG as claimed in any preceding claim, wherein the premixed fuel solution is contained in a pressurized fuel solution tank at the saturation pressure of the fuel solution.
so
6. A fuel containing LPG as claimed in any preceding claim, wherein the fuel is premixed in a fuel mixing system at a filling station by separately taking LPG fuel and gasoline fuel from their respective fuel storage tanks at the filling station and dissolving the two fuels into one another within the fuel mixing system. - 12
7. A fuel containing LPG premixed in a fuel mixing system as claimed in claim 6, wherein the fuel mixing system comprises a fuel solution tank, respective fuel charging valves for connecting separately the LPG fuel and the gasoline fuel from their respective fuel storage tanks to the fuel solution tank, respective flowmeters for measuring separately the flow quantities of the two fuels, and a controller interfacing between the flowmeters and the fuel charging valves for regulating the ratio of flow quantities lo of the two fuels into the fuel solution tank such that the LPG concentration of the fuel solution in the tank corresponds to the predetermined LPG/gasoline ratio.
8. A fuel containing LPG premixed in a fuel mixing system as claimed in claim 6, wherein the fuel mixing system comprises a fuel solution tank, respective fuel charging valves for connecting separately the LPG fuel and the gasoline fuel from their respective fuel storage tanks to the fuel solution tank, at least one sensor for measuring a so physical property such as pressure, temperature, density, viscosity or refractive index of the fuel solution in the tank in order to estimate the LPG concentration in the fuel solution, and a controller interfacing between the sensor and the fuel charging valves for regulating the ratio of flow quantities of the two fuels into the fuel solution tank such that the LPG concentration of the fuel solution in the tank corresponds to the predetermined LPG/gasoline ratio.
9. A fuel containing LPG premixed in a fuel mixing system as claimed in any one of claims 6 to 8, wherein a turbulent flow element is provided for efficiently mixing the LPG and gasoline flow quantities when preparing the solution, in order to ensure thorough Volubility of the LPG in the gasoline and equilibrium pressure and temperature achieved within the fuel solution tank. - 13
10. A fuel containing LPG premixed in a fuel mixing system as claimed in claim 5 and 6, wherein the fuel solution tank is a fuel storage tank at the filling station charged previously with the premixed fuel solution to be used for refuelling vehicles.
11. A fuel containing LPG premixed in a fuel mixing system as claimed in claim 5 and 6, wherein the fuel solution tank is the fuel tank of a vehicle charged with a lo mixture of LPG and gasoline which is mixed from LPG and gasoline while being filled at the time of refuelling.
12. A fuel mixing system as claimed in any one of claims 6 to 11 for producing the fuel containing LPG as Is claimed in any one of claims 1 to 5.
GB0322442A 2003-07-29 2003-09-25 Mixed LPG and gasoline fuel Withdrawn GB2415966A (en)

Applications Claiming Priority (4)

Application Number Priority Date Filing Date Title
GB0317687A GB0317687D0 (en) 2003-07-29 2003-07-29 LPG fuel storage system
GB0318308A GB0318308D0 (en) 2003-07-29 2003-08-05 Dual fuel storage system
GB0318773A GB0318773D0 (en) 2003-07-29 2003-08-11 Vehicle using LPG
GB0319985A GB0319985D0 (en) 2003-07-29 2003-08-27 Fuel containing LPG

Publications (2)

Publication Number Publication Date
GB0322442D0 GB0322442D0 (en) 2003-10-29
GB2415966A true GB2415966A (en) 2006-01-11

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Family Applications (1)

Application Number Title Priority Date Filing Date
GB0322442A Withdrawn GB2415966A (en) 2003-07-29 2003-09-25 Mixed LPG and gasoline fuel

Country Status (1)

Country Link
GB (1) GB2415966A (en)

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2021122477A1 (en) * 2019-12-19 2021-06-24 Nuova Migas Srl Fuel for endothermic engines in liquid form comprising lpg

Citations (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO1983003120A1 (en) * 1982-03-10 1983-09-15 Hoebeek, Johannes, Benjamin, Willem Arrangement for the injection of fuel, like lpg, in liquid form
RU2109162C1 (en) * 1996-05-29 1998-04-20 Константин Антонович Кошарко Internal combustion engine supply device

Patent Citations (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO1983003120A1 (en) * 1982-03-10 1983-09-15 Hoebeek, Johannes, Benjamin, Willem Arrangement for the injection of fuel, like lpg, in liquid form
RU2109162C1 (en) * 1996-05-29 1998-04-20 Константин Антонович Кошарко Internal combustion engine supply device

Non-Patent Citations (1)

* Cited by examiner, † Cited by third party
Title
WPI Abstract Accession No. 1998-555311 [47] & RU 2109162 C1 *

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2021122477A1 (en) * 2019-12-19 2021-06-24 Nuova Migas Srl Fuel for endothermic engines in liquid form comprising lpg

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GB0322442D0 (en) 2003-10-29

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