NL2008002C2 - Fuel injection system and method. - Google Patents

Fuel injection system and method. Download PDF

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Publication number
NL2008002C2
NL2008002C2 NL2008002A NL2008002A NL2008002C2 NL 2008002 C2 NL2008002 C2 NL 2008002C2 NL 2008002 A NL2008002 A NL 2008002A NL 2008002 A NL2008002 A NL 2008002A NL 2008002 C2 NL2008002 C2 NL 2008002C2
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NL
Netherlands
Prior art keywords
industrial
fuel
gas fuel
high pressure
pump
Prior art date
Application number
NL2008002A
Other languages
Dutch (nl)
Inventor
Rudolf Dodewaard
Original Assignee
Impco Technologies B V
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Publication date
Application filed by Impco Technologies B V filed Critical Impco Technologies B V
Priority to NL2008002A priority Critical patent/NL2008002C2/en
Application granted granted Critical
Publication of NL2008002C2 publication Critical patent/NL2008002C2/en

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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
    • 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
    • F02M21/0203—Apparatus for supplying engines with non-liquid fuels, e.g. gaseous fuels stored in liquid form for gaseous fuels characterised by the type of gaseous fuel
    • F02M21/0209—Hydrocarbon fuels, e.g. methane or acetylene
    • F02M21/0212—Hydrocarbon fuels, e.g. methane or acetylene comprising at least 3 C-Atoms, e.g. liquefied petroleum gas [LPG], propane or butane
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D19/00—Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures
    • F02D19/02—Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures peculiar to engines working with gaseous fuels
    • F02D19/021—Control of components of the fuel supply system
    • F02D19/022—Control of components of the fuel supply system to adjust the fuel pressure, temperature or composition
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D29/00—Controlling engines, such controlling being peculiar to the devices driven thereby, the devices being other than parts or accessories essential to engine operation, e.g. controlling of engines by signals external thereto
    • F02D29/04—Controlling engines, such controlling being peculiar to the devices driven thereby, the devices being other than parts or accessories essential to engine operation, e.g. controlling of engines by signals external thereto peculiar to engines driving pumps
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M21/00—Apparatus for supplying engines with non-liquid fuels, e.g. gaseous fuels stored in liquid form
    • F02M21/02—Apparatus for supplying engines with non-liquid fuels, e.g. gaseous fuels stored in liquid form for gaseous fuels
    • F02M21/0218—Details on the gaseous fuel supply system, e.g. tanks, valves, pipes, pumps, rails, injectors or mixers
    • F02M21/0248—Injectors
    • F02M21/0275—Injectors for in-cylinder direct injection, e.g. injector combined with spark plug
    • 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)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Chemical Kinetics & Catalysis (AREA)
  • General Chemical & Material Sciences (AREA)
  • Oil, Petroleum & Natural Gas (AREA)
  • Output Control And Ontrol Of Special Type Engine (AREA)
  • Fuel-Injection Apparatus (AREA)
  • Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)

Description

P30896NL00/HSE
Title: Fuel injection system and method
The invention relates to a fuel injection system and method as well as an industrial internal combustion engine comprising such fuel injection system.
In industrial engines, such as applied in a forklift, LPG has been applied as a fuel for many years, due to its relatively clean combustion which results in low emissions and low 5 noise operation of the industrial engine. An LPG tank, such as a replaceable LPG tank may be mounted on the vehicle. The LPG is led from the tank to a vaporizer for vaporization and mixed with air by a carburetor. In such applications, in order to enhance a durability of the industrial engine, a maximum speed (in revolutions per time unit) of the engine is limited, so as to lengthen a lifetime of the engine and limit thermal and mechanical load to its parts.
10 Thereby, a reliable, well proven solution is obtained.
Automobile technology has migrated from gasoline fed carburetors to gasoline fuel injection. Direct gasoline injection, where gasoline is directly injected into a combustion chamber of the engine, as seen as a trend of the past years, mostly in combination with turbo charging, in an attempt to increase fuel efficiency by downsizing, while at the same 15 time attempting to maintain or even increase torque and power output of the engine.
Some developments have taken place in order to operate current directly injected automobile engines on LPG. For example, LPG is pressurized by the high pressure gasoline injection pump and injected via the standard gasoline injection nozzles. The high pressure gasoline injection pump is mechanically driven by the engine. In order to prevent 20 vaporization, the LPG may be cooled, for example by means of an air conditioning unit of the automobile. Alternatively, the high pressure injection pump may be provided with a return duct at the low pressure side thereof, so as to circulate excess LPG back to the LPG tank, in an attempt to keep a temperature of the high pressure pump, and the LPG therein, from vaporizing. These concepts, although possibly usable for automotive applications, are 25 - seen from a viewpoint of the developer of LPG injection systems for industrial internal combustion engines, considered to be not practical. Air conditioning may normally not be available so that its use for cooling LPG will not be considered. Given the relatively low specific performance of the engine, engine cooling may normally rely on less complex cooling systems, such as air cooling, which may result in a larger operating temperature 30 span of the industrial direct injected engine. Advanced engine management systems, that control an operation of the engine (ignition, fuel supply, temperature, emission control, cooling, etc) are commonly not available in a same form in an industrial engine, as such -2- systems may be considered to complex and requiring specialist maintenance, as well as introducing a too high risk of failure, such as in harsh operating environments. All in all, due to the completely incompatible product requirements, the developer of LPG injection systems for industrial applications, has little incentive to look for inspiration in the field of 5 automotive application.
A goal of the invention is to provide an improved injection system and method for an industrial internal combustion engine.
In accordance with an aspect of the invention, there is provided an industrial fuel injection system for an industrial internal combustion engine comprising: 10 a liquefied gas fuel tank for holding a liquefied gas fuel, a high pressure injection pump for pressurizing a supply of the liquefied gas fuel from the liquefied gas fuel tank, and a direct injection valve for directly injecting the pressurized supply of the liquefied gas fuel into a combustion chamber of the industrial internal combustion engine.
The liquefied gas fuel may be any type of liquefied gaseous fuel, such as LPG (liquefied 15 petroleum gas) DME, compressed liquefied bio-fuel, or any other liquefied fuel. According to the invention, it is thus proposed to apply direct injection of liquefied gas fuel into an industrial internal combustion engine, allowing a high fuel efficiency, low emissions, as well as a versatile, easy maintainable, universally applicable duel injection system.
In an embodiment, the high pressure pump is directly connected, for driving the high 20 pressure pump, to a drive shaft of a motor other than a drive shaft of the industrial internal combustion engine. As a result, as the high pressure pump is (directly) driven by a motor other than a drive shaft of the industrial internal combustion engine, the high pressure pump may be mounted at a distance from the internal combustion engine, and/or at a location remote from parts of the industrial internal combustion engine that may run hot during 25 operation. As the liquefied fuel tends (at a given pressure) to more easily vaporize at high temperatures, a risk of vaporization of the liquefied fuel may be reduced. Furthermore, the injection system may thereby be relatively generally applicable, as for many applications a universal high pressure pump may be used, obviating the need to design or modify a high pressure pump for a specific application where it is mechanically connected to and/or 30 mechanically driven by the engine.
In an embodiment, the industrial fuel injection system comprises a control device connected to the motor for controlling a supply of power to the high pressure injection pump, the control device being arranged to control an operation of the high pressure injection pump to provide that an injection pressure of the liquefied gas fuel output by the high 35 pressure injection pump increases with an increase in a momentary fuel requirement of the internal combustion engine.
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As the industrial engine will normally be used in a limited engine speed range, which may translate directly into a lower turn down ratio of the injection system, several advantageous control arrangements may be applied. The term “turn down ratio” may be understood as a span between a maximum injection quantity and minimum injection quantity. In automobile 5 applications, a high turndown ratio will normally be required, which may be obtained by a combination of varying injection time of an injection valve and varying injection pressure as provided by the high pressure pump. As the industrial engine may operate in a smaller range between stationary and full load, a lower turn down ratio may suffice. Thereto, a fixed injection time may be applied, in combination with a control of the high pressure injection 10 pump so as to set the momentary injection pressure provided by the high pressure pump to a value which increases with an increase in (e.g. is substantially proportional to) the momentary fuel consumption of the engine. As the high pressure pump is driven by a motor other than a drive shaft of the internal combustion engine, the operation of the high pressure pump may be decoupled from the number of revolutions of the engine, and controlled in a 15 more advantageous way, such as in this example being controlled to provide an injection pressure that is substantially proportional to a momentary fuel requirement, hence allowing a relatively easy control, as further control means that control the amount of fuel momentarily injected (e.g. a variable injector opening time and its control) may be omitted. Furthermore, energy efficiency may be increased and wear of the pump may be reduced, when the high 20 pressure pump is driven by a motor other than a drive shaft of the internal combustion engine, as unnecessary operation at a high number of revolutions (for example in case of using the engine for braking at a high number of revolutions per second when running down a slope) may be avoided. A pressure sensor may be provided at the output of the high pressure injection pump so as to control the high pressure injection pump by the control 25 device using the pressure as measured by the pressure sensor for feedback purpose.
As will be described in some more detail below, the variable high pressure pump operation as described above may be combined with a return duct having a controllable valve: for example, the controllable valve may be opened so as to allow a part of the fuel to flow back to the tank in order to cool the high pressure pump by the additional flow and/or increase a 30 vapor pressure in the tank. The return may for example be opened at low temperatures, so as to increase a temperature of the fuel in the tank and thereby increase a fuel pressure in the tank. The control device may for example comprise an electronic control device, such as a microcontroller provided with suitable program instructions. Any other controller type may be applied.
35 A still further advantage of the variable high pressure pump operation as described above may be that such an injection system may be universally applied for different industrial internal combustion engines and/or applications, an adaptation to a specific -4- engine/application may for example be provided by a suitable software setting for the pump driving as a function of the required momentary amount of fuel.
As an alternative to the above variable operation of the high pressure injection pump, a fixed injection pressure level may be applied, allowing to control the injection pressure by 5 means of the hydraulic pressure regulator valve which keeps the injection pressure at a fixed level and allows any excess fuel (via the return duct) to flow back to the fuel tank, hence enabling fuel injection pressure control and cooling by excess fuel by means of a single, ruggedized component, such as a hydraulic valve. Hence, the operating speed of the high pressure pump may be kept relatively independent of the speed of the engine by 10 means of e.g. the hydraulic or electric drive.
The motor may comprise a hydraulic motor driven by a hydraulic drive arrangement of the industrial internal combustion engine (such as a hydraulic system for driving a hydraulic pump, a hydraulic cylinder of a lift system, etc). As a result, little adaptations to existing designs may be required, as a hydraulic system will be available in many existing 15 designs. Furthermore, the hydraulic drive arrangement of an industrial engine may be provided with hydraulic pressure stabilization means, such as a pressure regulator, so as to provide a stabilized hydraulic pressure, thus allowing to power the high pressure pump by such stabilized hydraulic pressure, hence allowing an operation of the high pressure pump less dependent on an operation (e.g. number of revolutions per time unit) of the internal 20 combustion engine.
The hydraulic drive arrangement may comprise an accumulator for storing pressurized hydraulic fluid, the hydraulic drive arrangement being arranged to supply the hydraulic fluid from the accumulator when the industrial internal combustion engine is not running, so that pressure of the liquefied fuel may be brought quickly up to a level where 25 vaporization may be avoided, e.g. when starting the engine.
Alternatively, or in addition to the above, the motor may comprise an electric motor. Driving the high pressure pump by an electric motor allows a high flexibility in positioning the high pressure pump and allows a controlled operation as needed, for example operating the high pressure pump independently of the engine speed or in dependency on the engine 30 speed, engine load conditions, etc. so as to for example be able to reduce a power consumption in case of a low load and low fuel consumption of the engine. A variety of electronic drive methods of the electric motor may be applied. A versatile powering may be provided when the motor comprises a pulse width modulation driver for powering the electric motor in a pulse width modulation mode.
35 In an embodiment, a return duct is provided from a high pressure side of the high pressure pump to the liquefied gas fuel tank The return duct may allow to bring excess fuel (i.e. fuel in excess of what is needed for injection into the engine at that moment in time) -5- back to the fuel tank. The excess fuel may provide for a cooling of the high pressure fuel pump or heating the externally situated fuel storage tank with warmed up return fuel to increase vapor pressure in the storage tank, so as to prevent a vaporizing of the liquefied fuel in the supply system to the high pressure pump.
5 The return duct may be provided with a pressure regulator valve to regulate a pressure of the pressurized supply of liquefied gas fuel, so as to keep the injection pressure at a predetermined level as set by the pressure regulator and allow any excess fuel to flow back to the fuel tank via the return duct. The pressure regulator valve may be a hydraulic valve so as to provide a reliable operation and regulation at a defined pressure. Alternatively, or in 10 addition thereto, the pressure regulator valve may be or comprise an electronically controlled pressure regulator valve so that the pressure can be varied electronically, hence enabling to vary an injection pressure of the engine, so as to adapt to a variety of engine load conditions.
In an embodiment, the high pressure pump has no return duct at a low pressure side 15 thereof so that a more simple high pressure pump may be applied and any modifications to existing pump designs, if needed, in order to provide such return duct, may be omitted. In particular, when the high pressure pump is remote from the engine, the additional cooling obtained by such return duct, may be omitted as the remote high pressure pump is less subjected to heat from the engine itself.
20 Using a combination of one ore more of the above features, a ruggedized, universal, low complexity injection system may be realized for industrial applications. For example, when using a motor other than the drive shaft of the industrial combustion engine (e.g. a hydraulic drive arrangement) and providing a return duct from a high pressure side of the high pressure pump to the fuel tank, the temperature of the high pressure pump may be kept at a 25 relatively low level as it may be mounted somewhat remotely from the internal combustion engine (thereby reducing its temperature) hence allowing sufficient cooling by the excess fuel that in pumped by the high pressure pump and guided back to the tank via the return duct. A continuous flow of fuel through the low pressure part of the pump, and a corresponding fuel return duct from the low pressure part of the pump back to the tank, may 30 hence be omitted.
The liquefied gas fuel may be any liquefied gas fuel, such as for example at least one of LPG and DME. Any other liquefied gas fuel may be applied,, such as for example a liquefied biofuel.
In an embodiment, the liquefied gas fuel tank comprises a replaceable liquefied gas 35 fuel tank and a buffer liquefied gas fuel tank downstream of the replaceable liquefied gas fuel tank, the buffer liquefied gas fuel tank to buffer liquefied gas fuel supply when the -6- replaceable liquefied gas fuel tank is removed, so that a refueling may be provided by replacement of the fuel tank, without taking the engine out of operation.
According to an further aspect of the invention, there is provided an industrial internal combustion engine comprising a fuel injection system according to the invention.
5 According to a still further aspect of the invention, there is provided a fuel injection method for injecting a liquefied gaseous fuel into an industrial internal combustion engine, comprising holding a liquefied gas fuel in a liquefied gas fuel tank; pressurizing by a high pressure injection pump a supply of the liquefied gas fuel from the liquefied gas fuel tank and directly injecting by a direct injection valve the pressurized liquefied gas fuel into a 10 combustion chamber of the industrial internal combustion engine.
With the industrial combustion engine and fuel injection method according to the invention, the same or similar effects may be achieved as with the fuel injection system according to the invention Also, the same or similar embodiments may be provided which achieve the same or similar effects as with the method fuel injection system according to the 15 invention.
Further effects, features and embodiments of the invention will now be explained based on the appended drawing, wherein non limiting embodiments of the invention are depicted, wherein: - Figure 1 depicts a schematic view of a direct fuel injection system according to an 20 embodiment of the invention; - Figure 2 depicts a schematic view of a direct fuel injection system according to another embodiment of the invention; and - Figure 3 depicts a schematic view of a direct fuel injection system according to yet another embodiment of the invention.
25 Figure 1 depicts a fuel injection system comprising a fuel tank 1 provided with a fuel supply pump 2, in this example internal in the fuel tank 1. The fuel supply pump 2 is provided with a pressure regulator 3 for allowing a pressure regulation and for guiding any excess fuel back to the quantity of fuel in the tank. When the pump 2 is switched on, shut off valve 4 is opened. The pressure created by pump 2 can also be controlled by running the 30 pump on a variable PWM signal. The electrically controlled shut off valve 4 is provided that allows to close the supply of fuel from the fuel tank, for example in case of a malfunction or emergency.
Figure 1 further depicts high pressure pump 6 that is arranged to pressurize the liquefied gas fuel towards an injection pressure. A fuel supply duct 12 connected to an 35 output of the high pressure pump, supplies the pressurized fuel to injection rail 9 to which injectors 10 are connected. A pressure sensor 11 is provided at the injection rail 9 to measure the fuel pressure. A control device (not depicted) may be connected to the motor -7- for controlling a supply of power to the high pressure injection pump, the control device being arranged to control an operation of the high pressure injection pump to provide that an injection pressure of the liquefied gas fuel output by the high pressure injection pump increases with an increase in a momentary fuel requirement of the internal combustion 5 engine (the injection pressure may e.g. be proportional to a required momentary supply of fuel to the engine).
A filter 5 may be provided in a supply duct between the fuel supply pump 2 resp. the fuel tank 1 and the high pressure pump 6. High pressure pump 6 is driven by hydraulic motor 7. The hydraulic motor 7 drives the pressure increasing part 15. The fuel flows through one-10 way valve 16 into the pump chamber 22. In the pump chamber 22, fuel is put under pressure by the displacing element 15. Through one-way valve 17 the fuel flows under high pressure into the fuel line 12. Fuel line 12 is connected to the fuel rail 9 where the fuel is injected directly into the combustion chamber(s) of the engine by injectors 10. One way valve 17 keeps the fuel rail 9 under pressure after the engine is turned off. In the fuel rail 9 a high 15 pressure sensor 11 is located. This sensor measures the injection pressure which may be needed to calculate an injection time. An operation of the high pressure pump may also be diagnosed by this sensor. The sensor may be applied to operate the high pressure injection pump in a closed loop configuration, so as to drive the pump by the motor to obtain a desired output pressure, as measured by the pressure sensor. The desired output pressure 20 may be set, as described above, substantially proportional to a momentary fuel requirement of the internal combustion engine. The fuel pressure is controlled by the high pressure regulator 8. This valve opens at a predetermined pressure, and the excess fuel flows back to the tank 1 through fuel line 13. The predetermined pressure may be constant. The pressure regulator 8 may also have a function of a safety valve for the fuel rail.
25 Fig. 2 depicts a configuration which is largely identical to that of figure 1, however having an additional tank. This may allow to operate vehicles whereby, instead of refilling the tank, the tank is replaced by a full one. In this situation, the tank is preferably be universal and preferably not equipped with a pump. Figure. 2 depicts two tanks. Tank 18 is the changeable tank, and by opening valve 19 and turning on pump 20 the liquid fuel is 30 pumped to the buffer tank 21.Tank 21 has the same function as tank 1 in fig. 1. Pump 20 has to be able to pump vapor, in case the liquid is vaporizing before it can reach pump 20. Pump 2 and pump 20 are controlled to provide that tank 21 is refueled and not is overfilled with liquid fuel.
Pump 22 and pump 20 may be combined in one design, e.g. hydraulically driven, so 35 the refueling process may take place as soon as hydraulic energy is available.
Fig 3 describes a fuel system with a different high pressure pump 23. In this high pressure pump pressure increasing part 15 is modified in a way that it can create a vacuum.
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For re-fuelling, the further tank 18 may then be connected via a fuel supply to an input of the high pressure injection pump 23 directly (for example at 15), the high pressure pump 23 being arranged to pump the fuel from the further tank 18 via the return duct 13 into the fuel tank 1 so as to allow fast refilling and pressurizing the tank 1. In this way the high pressure 5 pump 24 can provide it’s fuel from tank 1 without requiring a feed pump. For a better operation of the system filter 5 and shut off valve 5 has a minimal resistance to prevent a pressure drop over the components. Omitting a pump may improve a reliability.
As a further aspect, the fuel tank 1 may be heated by a cooling fluid of the internal combustion engine in order to increase a fuel pressure in the tank. A heat exchanger may 10 for example be provided, the fuel being pumped by the high pressure pump through the heat exchanger so as to be for example heated by the cooling fluid.

Claims (17)

1. Industrieel brandstofinjectiesysteem voor een industriële verbrandingsmotor omvattende: een vloeibaar gas brandstoftank voor het houden van een vloeibaar gas brandstof, een hoge druk injectiepomp voor het onder druk brengen van een toevoer van de vloeibaar 5 gas brandstof van de vloeibaar gas brandstoftank, en een direct injectie ventiel voor het direct injecteren van de onder druk gebrachte toevoer van de vloeibaar gas brandstof in een verbrandingskamer van de industriële verbrandingsmotor.An industrial fuel injection system for an industrial combustion engine comprising: a liquid gas fuel tank for holding a liquid gas fuel, a high pressure injection pump for pressurizing a supply of the liquid gas fuel from the liquid gas fuel tank, and a direct injection valve for directly injecting the pressurized supply of the liquid gas fuel into a combustion chamber of the industrial combustion engine. 2. Industrieel brandstofinjectiesysteem volgens conclusie 1, waarbij de hoge druk pomp 10 direct is verbonden, voor het aansturen van de hoge druk pomp, met een aandrijfas van een motor anders dan een aandrijfas van de industriële verbrandingsmotor.An industrial fuel injection system according to claim 1, wherein the high pressure pump 10 is directly connected, for driving the high pressure pump, to a drive shaft of an engine other than a drive shaft of the industrial combustion engine. 3. Industrieel brandstofinjectiesysteem volgens conclusie 2, voorts omvattende een besturingsinrichting die verbonden is met de motor voor het besturen van een 15 vermogenstoevoer aan de hoge druk injectiepomp, waarbij de besturingsinrichting is ingericht voor het besturen van een werking van de hoge druk injectiepomp om ervoor te zorgen dat een injectiedruk van de vloeibaar gas brandstof die wordt geleverd door de hoge druk injectiepomp toeneemt met een toename in een momentele brandstof behoefte van de verbrandingsmotor. 203. Industrial fuel injection system according to claim 2, further comprising a control device connected to the motor for controlling a power supply to the high pressure injection pump, the control device being adapted to control an operation of the high pressure injection pump to ensuring that an injection pressure of the liquefied gas fuel supplied by the high pressure injection pump increases with an increase in an instantaneous fuel requirement of the combustion engine. 20 4. Industrieel brandstofinjectiesysteem volgens conclusie 3, voorts omvattende een druksensor voor het meten van een druk aan een uitgang van de hoge druk injectiepomp, waarbij de besturingsinrichting is ingericht voor het besturen van de hoge druk pomp in een gesloten lusconfiguratie gebruik makend van de druk zoals gemeten door de druksensor. 25The industrial fuel injection system according to claim 3, further comprising a pressure sensor for measuring a pressure at an output of the high pressure injection pump, the control device being adapted to control the high pressure pump in a closed loop configuration using the pressure such as measured by the pressure sensor. 25 5. Industrieel brandstofinjectiesysteem volgens een van conclusie 2-4, waarbij de motor een hydraulische motor omvat.The industrial fuel injection system according to any of claims 2-4, wherein the engine comprises a hydraulic engine. 6. Industrieel brandstofinjectiesysteem volgens conclusie 5, waarbij de hydraulische 30 aandrijfinrichting een accumulator omvat voor het opslaan van onder druk gebrachte hydrauliek vloeistof, waarbij de hydraulische aandrijfinrichting is ingericht voor het leveren van de hydrauliek vloeistof van de accumulator gedurende een situatie wanneer de verbrandingsmotor niet loopt. - 10-6. Industrial fuel injection system according to claim 5, wherein the hydraulic drive device comprises an accumulator for storing pressurized hydraulic fluid, the hydraulic drive device being arranged for supplying the hydraulic fluid of the accumulator during a situation when the combustion engine is not running . - 10 7. Industrieel brandstofinjectiesysteem volgens een van conclusies 2-4, waarbij de motor een elektrische motor omvat.The industrial fuel injection system according to any of claims 2-4, wherein the engine comprises an electric engine. 8. Industrieel brandstofinjectiesysteem volgens conclusie 7, waarbij de 5 besturingsinrichting een pulsbreedtemodulatie driver omvat voor het voeden van de elektrische motor in een pulsbreedtemodulatie modus.8. Industrial fuel injection system according to claim 7, wherein the control device comprises a pulse width modulation driver for supplying the electric motor in a pulse width modulation mode. 9. Industrieel brandstofinjectiesysteem volgens een van de voorgaande conclusies, omvattende een retourleiding van een hoge drukzijde van de hoge drukpomp naar de 10 vloeibaar gas brandstoftank.9. Industrial fuel injection system according to any of the preceding claims, comprising a return line from a high pressure side of the high pressure pump to the liquid gas fuel tank. 10. Industrieel brandstofinjectiesysteem volgens conclusie 9, waarbij de retourleiding is voorzien van een drukregelventiel voor het regelen van een druk van de onder druk gebrachte toevoer van vloeibaar gas brandstof. 15The industrial fuel injection system according to claim 9, wherein the return line is provided with a pressure control valve for controlling a pressure of the pressurized supply of liquid gas fuel. 15 11. Industrieel brandstofinjectiesysteem volgens conclusie 10, waarbij het drukregelventiel een hydraulisch ventiel is.The industrial fuel injection system of claim 10, wherein the pressure control valve is a hydraulic valve. 12. Industrieel brandstofinjectiesysteem volgens conclusie 10, waarbij het 20 drukregelventiel een elektronisch bestuurd drukregelventiel is.12. Industrial fuel injection system according to claim 10, wherein the pressure control valve is an electronically controlled pressure control valve. 13. Industrieel brandstofinjectiesysteem volgens een van de voorgaande conclusies, waarbij de hoge drukpomp geen retourleiding aan een lage druk zijde daarvan heeft.The industrial fuel injection system according to any of the preceding claims, wherein the high pressure pump has no return line on a low pressure side thereof. 14. Industrieel brandstofinjectiesysteem volgens een van de voorgaande conclusies, waarbij de vloeibaar gas brandstof ten minste een is van LPG en DME.The industrial fuel injection system according to any of the preceding claims, wherein the liquid gas fuel is at least one of LPG and DME. 15. Industrieel brandstofinjectiesysteem volgens een van de voorgaande conclusies, waarbij de vloeibaar gas brandstoftank een vervangbare vloeibaar gas brandstoftank en een 30 buffer vloeibaar gas brandstoftank stroomafwaarts van de vervangbare vloeibaar gas brandstoftank omvat, waarbij de buffer vloeibaar gas brandstoftank is voor het bufferen van vloeibaar gas brandstoftoevoer wanneer de vervangbare vloeibaar gas brandstoftank is verwijderd. -11 -15. Industrial fuel injection system according to any of the preceding claims, wherein the liquid gas fuel tank comprises a replaceable liquid gas fuel tank and a buffer liquid gas fuel tank downstream of the replaceable liquid gas fuel tank, the buffer being liquid gas fuel tank for buffering liquid gas fuel supply when the replaceable liquid gas fuel tank is removed. -11 - 16. Industriële verbrandingsmotor omvattende het industrieel brandstofinjectiesysteem volgens een van de voorgaande conclusies.An industrial combustion engine comprising the industrial fuel injection system according to any one of the preceding claims. 17. Brandstofinjectie werkwijze voor het injecteren van een vloeibaar gas brandstof in 5 een industriële verbrandingsmotor, omvattende: het houden van een vloeibaar gas brandstof in een vloeibaar gas brandstoftank het onder druk brengen door een hoge druk injectiepomp van een toevoer van de vloeibaar gas brandstof van de vloeibaar gas brandstoftank, en het direct injecteren door een direct injectieventiel van de onder druk gebrachte vloeibaar 10 gas brandstof in een verbrandingskamer van de industriële verbrandingsmotor.17. Fuel injection method for injecting a liquefied gas fuel into an industrial combustion engine, comprising: maintaining a liquefied gas fuel in a liquefied gas fuel tank pressurizing by a high pressure injection pump a feed of the liquefied gas fuel from the liquid gas fuel tank, and direct injection through a direct injection valve of the pressurized liquid gas fuel into a combustion chamber of the industrial combustion engine.
NL2008002A 2011-12-20 2011-12-20 Fuel injection system and method. NL2008002C2 (en)

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Citations (6)

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Publication number Priority date Publication date Assignee Title
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DE19539329A1 (en) * 1995-10-23 1997-04-24 Impco Media Europ Gmbh Compressed gas supply device for vehicle
WO1998009060A1 (en) * 1996-08-30 1998-03-05 Ficht Gmbh & Co. Kg Liquid gas engine
WO2008141390A1 (en) * 2007-05-23 2008-11-27 Interlocking Buildings Pty Ltd A method of manufacturing and installation of high pressure liquid lpg fuel supply and dual or mixed fuel supply systems
EP2037115A1 (en) * 2007-08-23 2009-03-18 Nederlandse Organisatie voor toegepast- natuurwetenschappelijk onderzoek TNO System for fuelling a combustion engine
EP2143916A1 (en) * 2008-07-07 2010-01-13 Teleflex GFI Europe B.V. Dual fuel injection system and motor vehicle comprising such injection system

Patent Citations (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE19611381A1 (en) * 1995-03-23 1996-09-26 Avl Verbrennungskraft Messtech Fuel-injection system for IC engine
DE19539329A1 (en) * 1995-10-23 1997-04-24 Impco Media Europ Gmbh Compressed gas supply device for vehicle
WO1998009060A1 (en) * 1996-08-30 1998-03-05 Ficht Gmbh & Co. Kg Liquid gas engine
WO2008141390A1 (en) * 2007-05-23 2008-11-27 Interlocking Buildings Pty Ltd A method of manufacturing and installation of high pressure liquid lpg fuel supply and dual or mixed fuel supply systems
EP2037115A1 (en) * 2007-08-23 2009-03-18 Nederlandse Organisatie voor toegepast- natuurwetenschappelijk onderzoek TNO System for fuelling a combustion engine
EP2143916A1 (en) * 2008-07-07 2010-01-13 Teleflex GFI Europe B.V. Dual fuel injection system and motor vehicle comprising such injection system

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