NL2008202C2 - Arrangement and method for bi-fuel combustion engines. - Google Patents

Arrangement and method for bi-fuel combustion engines. Download PDF

Info

Publication number
NL2008202C2
NL2008202C2 NL2008202A NL2008202A NL2008202C2 NL 2008202 C2 NL2008202 C2 NL 2008202C2 NL 2008202 A NL2008202 A NL 2008202A NL 2008202 A NL2008202 A NL 2008202A NL 2008202 C2 NL2008202 C2 NL 2008202C2
Authority
NL
Netherlands
Prior art keywords
fuel
pump
liquid fuel
line
pressure
Prior art date
Application number
NL2008202A
Other languages
Dutch (nl)
Other versions
NL2008202A (en
Inventor
Servatius Alfons Maria Jaasma
Original Assignee
Vialle Alternative Fuel Systems Bv
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Vialle Alternative Fuel Systems Bv filed Critical Vialle Alternative Fuel Systems Bv
Priority to NL2008202 priority Critical
Priority to NL2008202A priority patent/NL2008202C2/en
Publication of NL2008202A publication Critical patent/NL2008202A/en
Application granted granted Critical
Publication of NL2008202C2 publication Critical patent/NL2008202C2/en

Links

Classifications

    • FMECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02DCONTROLLING COMBUSTION ENGINES
    • F02D19/00Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures
    • F02D19/06Controlling 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
    • FMECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02DCONTROLLING COMBUSTION ENGINES
    • F02D19/00Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures
    • F02D19/06Controlling 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
    • F02D19/0602Control of components of the fuel supply system
    • F02D19/0613Switch-over from one fuel to another
    • FMECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02DCONTROLLING COMBUSTION ENGINES
    • F02D19/00Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures
    • F02D19/06Controlling 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
    • F02D19/0602Control of components of the fuel supply system
    • F02D19/0613Switch-over from one fuel to another
    • F02D19/0621Purging of the fuel system
    • FMECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02DCONTROLLING COMBUSTION ENGINES
    • F02D19/00Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures
    • F02D19/06Controlling 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
    • F02D19/0639Controlling 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
    • F02D19/0642Controlling 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
    • F02D19/0647Controlling 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]
    • FMECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02DCONTROLLING COMBUSTION ENGINES
    • F02D19/00Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures
    • F02D19/06Controlling 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
    • F02D19/066Retrofit of secondary fuel supply systems; Conversion of engines to operate on multiple fuels
    • FMECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02DCONTROLLING COMBUSTION ENGINES
    • F02D19/00Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures
    • F02D19/06Controlling 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
    • F02D19/0663Details on the fuel supply system, e.g. tanks, valves, pipes, pumps, rails, injectors or mixers
    • F02D19/0684High pressure fuel injection systems; Details on pumps, rails or the arrangement of valves in the fuel supply and return systems
    • FMECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02DCONTROLLING COMBUSTION ENGINES
    • F02D41/00Electrical control of supply of combustible mixture or its constituents
    • F02D41/0025Controlling engines characterised by use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures
    • FMECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02MSUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M37/00Apparatus 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
    • F02M37/0047Layout or arrangement of systems for feeding fuel
    • F02M37/0064Layout or arrangement of systems for feeding fuel for engines being fed with multiple fuels or fuels having special properties, e.g. bio-fuels; varying the fuel composition
    • FMECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02MSUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M37/00Apparatus 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
    • F02M37/20Apparatus 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
    • FMECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02MSUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M43/00Fuel-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
    • FMECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02DCONTROLLING COMBUSTION ENGINES
    • F02D41/00Electrical control of supply of combustible mixture or its constituents
    • F02D41/0025Controlling engines characterised by use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures
    • F02D41/0027Controlling engines characterised by use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures the fuel being gaseous
    • FMECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02MSUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M63/00Other 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
    • F02M63/02Fuel-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
    • F02M63/0225Fuel-injection apparatus having a common rail feeding several injectors ; Means for varying pressure in common rails; Pumps feeding common rails
    • YGENERAL 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
    • Y02TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02TCLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00Road transport of goods or passengers
    • Y02T10/10Internal combustion engine [ICE] based vehicles
    • Y02T10/30Use of alternative fuels, e.g. biofuels

Abstract

The invention relates to an arrangement and kit for a combustion engine, such as a combustion engine with direct injection. The engine has at least one high-pressure fuel pump connectable to the internal combustion engine for the direct injection of fuel. The kit and arrangement comprises at least a first fuel storage for a liquefied vapor fuel. The arrangement comprises a second fuel storage for liquid fuel such as gasoline. The fuel storages are connected by lines to an inlet of the high-pressure fuel pump for supplying fuel to said high-pressure fuel pump. According to the invention, when switching from liquefied vapor fuel supply to liquid fuel a sub-circuit is formed comprising a return line and liquid fuel line connected to the high- pressure pump, and an auxiliary liquid fuel pump supplies liquid fuel to that sub-circuit.

Description

Arrangement and method for bi-fuel combustion engines
The invention relates to an arrangement for a combustion engine, such as a combustion engine with direct 5 injection. The invention also relates a method for the alternate injection of two types of fuel in a combustion engine. The invention further concerns a controller for a bi-fuel combustion engine.
A bi-fuel system for direct injection is known from 10 WO 09/110792 from the same applicant and incorporated by reference. The known bi-fuel system provides a system that can be circulated and provides a system that allows expanding the liquefied vapor fuel in fuel lines during switching from liquefied vapor fuel to liquid fuel. A 15 further example showing the use of a circulation pump when switching from LPG to liquid fuel is known from W02009/098728.
Further a bi-fuel system is known from EP 2 143 916. Figure 5 discloses a system having a return line 20 connected to a return line node in the liquid fuel line forming a sub-circuit. The sub-circuit comprises a circulation pump.
Although the known system and method operates satisfactory under normal operating conditions, it was found 25 that in hot summer conditions igniting a warm engine could be troublesome.
It is therefore a goal to improve the prior art method and system, specifically preventing ignition problems during summer conditions .
30 According to a first aspect a bi-fuel arrangement for combustion engines is provided. Preferably a bi-fuel arrangement for direct inj ection of fuel in the combustion chamber is provided. The arrangement, installed in an motor 2 vehicle, can comprise at least one high-pressure fuel pump connectable to the internal combustion engine for the direct injection of fuel. The high-pressure fuel pump can be connected to the high-pressure rail of the motor block.
5 In an embodiment the arrangement comprises at least a first fuel storage for a liquefied vapor fuel, such as LPG, and a second fuel storage for liquid fuel such as gasoline or petrol, both fuel storages connected by fuel lines to an inlet of the high-pressure fuel pump for 10 supplying fuel to said high-pressure fuel pump. In an embodiment the respective fuel lines have a connecting node upstream from the high-pressure pump or the high-pressure pump has two inlets.
In this application fuel line refers to lines used 15 for fuel for supplying fuel to high pressure pump and subsequently to the engine. The fuel lines are the lines used for supplying fuel in a normal operating mode of the system. E.g the liquid fuel line is the fuel line running from the petrol/gasoline storage to the high pressure pump.
20 At least a liquid fuel line has a non-return valve preventing fuel from re-entering fuel storage and/or for defining a flow direction of the fuel in a downstream direction. Multiple non-return valve can be present in the fuel lines .
25 In an embodiment the high-pressure fuel pump has a return line connected to at least one of the fuel supply lines and/or fuel storages. This allows supplying extra fuel to the high-pressure fuel pump, while the volume of fuel pressurized is controlled. The extra fuel is allowed to 30 return. This could also have a cooling effect. Preferably liquefied vapor fuel is returned to the storage. Suitable control valve can be part of the return line for opening or closing the return line.
3
In an embodiment a control valve connects the return line to the liquid fuel line at a return line node. This return line node is a position in the liquid fuel line. This return line node is positioned upstream from the non-5 return valve. This allows returning fuel in an upstream part of the liquid fuel lines and allows expanding the volume of fuel lines, as described in more detail in WO 09/110792. Further details are also disclosed in WO 11/059316. All embodiments, features and advantages of these prior art 10 references are explicitly incorporated by reference. Further non-return valve can be positioned upstream from the node.
The control valve is closed in default operation. The control valve is arranged to be opened when the operator of the arrangement switches from liquefied vapor fuel supply 15 to liquid fuel supply. As a result liquefied vapor fuel is allowed to expand in (part of) the liquid fuel lines.
The inventor discovered that in hot conditions, e.g. summer conditions in combination with a warm engine, engine ignition using liquid fuel is hindered as a result of 20 high vapor pressure of liquefied vapor gas present in the return lines when the engine was running on liquefied vapor fuel before stopping the engine. The inventor solved this problem by supplying small amounts of pressurized liquid fuel in the LPG/liquid fuel mixture using an auxiliary 25 liquid fuel pump. The auxiliary liquid fuel pump allows the supply of liquid fuel in the fuel line sub-circuit formed by the return line connected to the liquid fuel line, both connected to the high-pressure pump. Without the auxiliary liquid fuel pump, the fuel line sub-circuit would run dry. A 30 'normal' liquid fuel pump can supply liquid fuel up to pressures of about 5 bar. In the fuel line sub-circuit pressures can remain higher than 5 bar, as a result of liquefied vapor fuel vaporizing and expanding.
4
In an embodiment the arrangement comprises a liquid fuel pump upstream from the auxiliary liquid fuel pump. This is the 'normal' liquid fuel pump, e.g. the liquid fuel pump for liquid fuel supply before the one-fuel system 5 was fitted with a bi-fuel system, usually placed inside the liquid fuel container. This normal liquid fuel pump is able to provide a pressure head of about 5 bars. The auxiliary pump is placed serially and can therefore increase the pressure of the supplied fuel.
10 Prior art disclosures W009/110792, W02009/098728 and EP 2 143 916 disclose a sub-circuit having, what in this application is called, a circulation pump only. According to the invention the auxiliary pump is positioned in series with the liquid fuel pump arranged to supply fuel to the 15 sub-circuit.
In an embodiment the auxiliary liquid fuel pump is a low volume, high-pressure gain pump. It was found that -in said conditions - only small amounts of liquid fuel are necessary to overcome the problem of the invention. This 20 allows fitting a small pump with a low debit, but with a pressure head of at least 5 to 7 bars, resulting in a total liquid fuel pressure, when the 'normal' and auxiliary liquid fuel pump are positioned in series, of 10-12 bars at the outlet of the auxiliary pump.
25 In an embodiment the liquid fuel line, and in particular the part of the liquid fuel line that is a part of the fuel line sub-circuit, has a fuel volume for collecting an amount of fuel downstream from the return line node. When switching from LPG to liquid fuel and forming the 30 fuel line sub-circuit, an amount of liquid fuel is already present in the fuel line sub-circuit. The expansion of the LPG and mixture with the liquid fuel lowers the vapor 5 pressure in the fuel line sub-circuit preventing evaporation.
Preferably the fuel volume has a volume of at least 3x, more preferably at least 6x and even more 5 preferably at least 9x, a volume of the liquid fuel line downstream from the return line node. More liquid fuel present in the fuel line sub-circuit will lower the vapor pressure .
Although in some embodiments the high-pressure 10 fuel pump can provide a driving force for fuel flowing in a fuel line sub-circuit formed by the liquid fuel line and return fuel line when connected after switching from LPG to liquid fuel, in an embodiment the sub-circuit comprises a circulation pump arranged to circulate fuel towards the 15 high-pressure pump. This further increases the mixing of the fuels .
In an embodiment the non return valve and the return line node are received in a single housing unit connected by fuel lines to the first and second fuel 20 storages and the high-pressure fuel pump. This reduces the complexity of fitting a bi-fuel system in a single fuel engine .
In an embodiment the circulation pump is received in the single housing. In an embodiment the single housing 25 unit also comprises the fuel volume. In an embodiment the single housing unit also comprises the auxiliary liquid fuel pump Again complexity is reduced. The housing only needs fuel connections.
The arrangement can comprise a controller arranged 30 to, when switching from the first fuel to the second fuel, open the control valve, to activate the circulation pump and activate the auxiliary liquid fuel pump for at least one minute, in an embodiment for at least three minutes. This 6 extended period allow mixing and prevents the evaporation of liquefied vapor fuel in the fuel system.
According to a further aspect a kit for fitting a bi-fuel system in a car is provided, preferably a car having 5 a high pressure direct injection combustion engine.
According to an embodiment the kit comprises a fuel storage for a liquefied vapor fuel, fuel lines connectable to an inlet of the high-pressure fuel pump, a non-return valve to be incorporated in a fuel line from the fuel storage for 10 liquid fuel, a return line connectable to the return of the high-pressure fuel pump and to the fuel storage for liquefied vapor fuel, a control valve for connecting the return line with the liquid fuel line at a return line node upstream from the non-return valve, and comprising an 15 auxiliary liquid fuel pump to be incorporated in the liquid fuel line upstream from the return line node. This kit allows to form a bi-fuel system in a single fuel engine and reducing the problem of switching from LPG to a liquid fuel in warm conditions.
20 The kit comprises a suitable controller arranged to operate the auxiliary liquid fuel pump when switching from liquefied to liquid fuel.
In an embodiment the auxiliary liquid fuel pump of the kit is a low volume, high-pressure gain pump. In an 25 embodiment the kit comprises a fuel volume for collecting an amount of fuel to be fitted in the liquid fuel line downstream from the return line node. The fuel volume has a volume of at least 3x, 6x or 9x, a volume of the liquid fuel line downstream from the return line node.
30 In an embodiment the kit further comprises a circulation pump to be fitted in the liquid fuel line downstream from the return valve node arranged to circulate fuel towards the high-pressure pump. The circulation pump 7 allows and support fuel mixture in the fuel line sub-circuit during and after switching from LPG to liquid fuel.
Preferably the kit comprises a single housing or FSU. The single housing is connected by fuel lines to the 5 respective fuel storages and high-pressure fuel pump. This allows easy fitting of the kit in the one-fuel system. The return line node is part of the single housing unit. The control valve is received in the single housing. The nonreturn valve(s) is/are received or part of the single 10 housing. The auxiliary pump is part of/received in the single housing. The circulation pump is preferably also received in the single housing as well as the fuel volume.
According to a further aspect of the invention a method for the alternate injection of two types of fuel in a 15 combustion engine is provided. According to the method two fuel supplies are provided: a first liquefied vapor fuel storage and a second liquid fuel storage. The method allows switching between the two supplies. Fuel from either supply is directed into a high-pressure fuel pump. Fuel lines can 20 connect the storage with the high-pressure pump. In the fuel lines the fuel will pass a non return valve. The high-pressure pump increases the pressure of the supplied fuel, and the pressure fuel is subsequently injected into a combustion engine.
25 In an embodiment switching from the liquefied vapor fuel to the liquid fuel comprises forming a fuel line sub-circuit by returning fuel from the high-pressure fuel pump to a return fuel node upstream from the non-return valve in a liquid fuel line. Fuel can circulated in the 30 liquid fuel line to the high-pressure and can partially return to return fuel node. This sub-circuit allows mixing of the liquid fuel and liquefied vapor fuel present in the high-pressure pump and return lines just before switching or 8 present in the fuel lines because the engine was running on LPG and was stopped, while the engine is ignited using liquid fuel.
A further improvement of the bi-fuel method is 5 obtained by providing auxiliary pumping of liquid fuel into the fuel line sub-circuit formed by the opened return line during switching. The auxiliary pump in series with the 'normal' pump can supply liquid fuel at relatively higher pressures such as more than 10 bar, or even more than 12 10 bars, to the fuel line sub-circuit, which will improve the mixture of the present LPG with the liquid fuel allowing to switch fuels also in warm conditions.
In an embodiment the method comprises circulating fuel in the fuel line sub-circuit. This improves mixing and 15 prevents evaporation of the liquefied vapor fuel after switching, by further lowering the vapor pressure in the sub-circuit.
In an embodiment the fuel line sub-circuit is formed during at least one minute, in an embodiment at least 20 three minutes, where after returning the fuel is interrupted closing the sub-circuit. This longer time period allows sufficient mixture. After this prolonged period all or close to all LPG present in the sub-circuit is used.
In an embodiment the method comprises accumulating 25 liquid fuel in the fuel line sub-circuit. The fuel is accumulated prior to switching to the liquefied vapor operation mode. This ensures the presence of an amount of liquid fuel in the fuel line sub-circuit when switching fuel/operation mode. The liquefied vapor fuel can mix with 30 the excess amount of liquid fuel present in the fuel line sub-circuit.
In an embodiment the method comprises pumping the liquid fuel when operating in the liquid fuel mode and 9 auxiliary pumping the liquid fuel when switching from liquefied vapor fuel to liquid fuel. The auxiliary pumping is switch on only for a limited period of e.g. 30 seconds -10 minutes .
5 In an embodiment the auxiliary pumping comprises low volume high pressure pumping. The auxiliary pumping allows supply of liquid fuel to the fuel line sub-circuit with a pressure of at least 3 bars, 5 bars, preferably 7 bars. To lower the vapor pressure of the liquefied vapor 10 fuel in the fuel line sub-circuit only a limited amount of 'fresh' liquid fuel is needed, lowering the debit requirements of the auxiliary pump.
Various embodiments are possible within the scope of the invention. The scope of protection is in no means 15 limited by the illustrated embodiments. Although the invention will now be described with reference to the drawing and the clauses, other (partial) aspects of the embodiments illustrated or explicitly or implicitly disclosed herein could be the subject of divisional patent 20 applications.
The invention will now be described with reference to the drawring showing a single embodiment of method and device according to the invention, in which:
Figure 1 shows an embodiment of an bi-fuel arrangement 25 according to the invention;
Figure 2 shows a graph showing the fuel pressure in the fuel line sub-circuit;
Figure 3 shows an embodiment of a controller.
Figure 1 shows schematically an embodiment of an 30 arrangement according to the invention. The arrangement shown schematically represents the bi-fuel system in a vehicle. The vehicle could originally be have one-fuel system, such as a petrol/gasoline system. The original 10 system comprises a gasoline storage 1 having an internal gasoline pump 2 that allows the supply of the liquid fuel to gasoline fuel line 3. Originally the gasoline fuel line 3 is connected to the vehicle's high-pressure fuel pump 4. The 5 high-pressure fuel pump 4 has an entry side 5. The high pressure exit 6 is connected to a high-pressure rail 7in turn connected to direct injectors and cylinders of the engine 8.
The other part of the bi-fuel arrangement 10 10 according to figure 1 can be parts of kit of part for fitting a bi-fuel system in a single fuel engine.
The kit of parts can comprise: a liquefied vapor fuel storage 11 having a liquefied vapor fuel pump 12. A liquefied vapor fuel line 13 having a control valve 14 and a 15 non-return valve 15. Further a fuel return line 16 can comprise a liquefied vapor fuel return line 17 having a control valve 18. The fuel return line 16 can have a further control valve 19 arranged to open and close a connection with a return line node 20.
20 In this embodiment the return line node 20 is located at the position of a fuel volume 21. Both the fuel volume 21 and the return line node 20 are part of liquid fuel line. In normal operation, during liquid fuel supply to the engine, liquid fuel will pass both the return line node 25 21 and the fuel volume 21. In another embodiment the fuel volume 21 can be positioned downstream from return line node 20 (closer to pump 25) or the fuel volume 21 can be positioned in the return line 16, closer to valve 19.
In this embodiment the fuel volume 21 connects a 30 part of liquid fuel line 3 located upstream from the node 20 and a further part of the liquid fuel line 22 connected with node 23 with the liquefied vapor fuel line 13.
11
Connecting node 23 is connected by fuel line 24 with the entry 5. The liquid fuel line 22 downstream from liquid fuel volume 21 comprises a circulation pump 25 and a non return-valve 26. Further the upstream part 3 comprises 5 an auxiliary liquid fuel pump 27 in parallel with a nonreturn valve 28.
Many of the parts of the kit are part of a preassembled single housing 30. Single housing 30 can be connected by lines with the respective storages 1,11 and the 10 high-pressure pump 4.
All control valve 14,18,19 can be controlled by a central controller (not shown). Electronic connections could connect the respective parts, including the pump 27,25 with the controller. The controller can be connected to a 15 operator controlled switch for switching between fuels. The controller can also have switches for automatically switching fuels, such as during ignition or when one of the fuel storages 1,11 runs empty.
In normal operation the controller arranged the 20 control valve to run in either a liquid fuel operation mode or a liquefied vapor operation mode.
In the liquid fuel operation mode pump 2 supplies fuel to fuel volume 21, passing non-return valve 28 and bypassing auxiliary pump 27. Control valve 19 is closed. In 25 turn fuel is supplied to the circulation pump 25, in some embodiments by-passing the circulation pump 25 (similar to the auxiliary pump bypass) to reach non-return valve 26 and node 23. In liquid fuel operation mode, pump 12 is switched off and control valve 14 is closed. Fuel is only supplied to 30 node 23 from liquid fuel line 22. Only gasoline reaches high-pressure pump 4 and is pressurized when it enters high pressure rail 7. Control valve 18 is closed. The amount of 12 fuel provide at entry 5 is generally equal to the amount of fuel supplied to the high-pressure rail 7.
In liquefied vapor operation mode, control valve 14 and 18 are opened, while control valve 19 is closed. Node 5 41 in the return line 16 connects the return line to either the storage 11 or to the return line node 20. Pump 12 supplies liquefied vapor fuel to node 23 and high-pressure pump 4 passing non-return valve 15. An access of liquefied fuel can be supplied to the high-pressure pump, wherein a 10 part of the supplied fuel is returned via return line 16 and opened valve 18 to the liquefied vapor fuel storage.
When switching from liquefied vapor fuel to liquid fuel the controller initiated a method for controlling the valves and pumps as illustrated in Figure 3. A high signal 15 shows 'open' or 'on' , while a low signal indicates 'closed' or 'off' .
At T = 0 pump 12 is on, control valve 14 and 18 are opened, while the other pump and control valves are off/closed. At T = tl, a fuel switch is initiated. The pump 20 2 is switch on, while pump 12 is stopped. Control valves 14 and 18 are closed, while control valve 19 is opened. Opening valve 19 results in expansion of the present liquefied vapor in the fuel lines to expand into the fuel lines downstream from non-return valve 28. This lowers the vapor pressure of 25 the liquefied vapor gas, preventing evaporation.
By opening control valve 19 a fuel line subcircuit is formed: fuel volume 21, circulation pump 25, fuel line 22, one-way valve 26, node 23, high-pressure pump 3, return line 16 and control valve 19 are all interconnected. 30 One way valve 26 fixes the flow direction of the sub-circuit indicated by arrow 31.
The liquefied vapor gas is present in the fuel lines at a relative high pressure B, e.g. between 5-20 bar 13 as illustrated in figure 2. At T=tl control valve 19 is opened and immediately the pressure drops.
Pump 2 is capable of pressurizing the liquid fuel to about 3-5 bars. Although the pressure drops by opening 5 the control valve 19, because of Raoult effect the resulting pressure is still not below 5 bars in extreme hot conditions and fuel cannot be supplied to the sub-circuit by pump 2 alone. Auxiliary pump 27, having a small debit and a relatively high pressure rise, is cable of inserting small 10 amounts of fuel into the sub-circuit.
A relatively large volume of fuel is present in the fuel volume 21 in the sub-circuit when switching from liquefied vapor to liquid fuel mode. The liquefied vapor can mix with this liquid. Circulation pump 25 can circulate the 15 fuel mixture in the circuit according to arrow 31, while fuel is supplied by pump 4 to the high-pressure rail 7.
If the conditions in which the bi-fuel arrangement operates are very warm, the inventor discovered that even a large volume of fuel present in the fuel volume 21 would be 20 consumed in the engine before the pressure drops to a pressure level that can be achieved with guarantees by the 'normal' gasoline pump 2. Dotted line 40 in Figure 2 shows the pressure in the sub-circuit as a function of time. At t3 the pressure is still more than 5 bars and fuel from the 25 normal pump 2 is still not supplied to the sub-circuit.
Accordingly the kit of parts and bi-fuel system according to the invention comprises an auxiliary pump 27 to be received in the fuel system upstream from the fuel line sub-circuit formed by opening control valve 19. The 30 auxiliary pump 27 is able to supply, even though only a limited amount, fresh and cool liquid fuel to the subcircuit, in turn lowering the prevailing pressure according to solid line 41 in figure 2, such that after t3 pump 2 is 14 capable of providing fresh fuel to the sub circuit and in time to the fuel lines with control valve 19 closed.
After the pressure drops in the fuel line subcircuit, the auxiliary pump can be stopped. This can be 5 immediately but sometime only after several minutes.
Circulating can be stopped and the control valve 19 can be closed after suitable mixing of the liquefied vapor fuel present in the fuel lines with the liquid fuel. This can be after several minutes, At. This can be later 10 than the stopping of auxiliary pump 27 as indicated in Figure 3.
After At the arrangement is operating in a normal liquid fuel mode.
After switching from liquid fuel to liquefied 15 vapor fuel at t2, the method can open valves 14 and 18 and switch on pump 12. Prior to opening valves 14 + 18 pump 25 and valve 19 can be switched on for several seconds in order to ensure that the fuel volume 21 is filled with liquid fuel in order to ensure suitable mixing and expansion of the 20 liquefied vapor gas if switch to liquid fuel again. In another embodiment liquid fuel is supplied to the fuel volume for several seconds after switching to liquefied vapor fuel.
The volume of the fuel volume 21 can be 5x more 25 than the volume of fuel lines in the fuel line sub-circuit. This ensures that an access of liquid fuel is present when switching to the liquid fuel operating mode.
15
Clauses 1. Arrangement for a combustion engine, such as a combustion engine with direct injection, comprising at 5 least one high-pressure fuel pump connectable to the internal combustion engine for the direct injection of fuel, wherein said arrangement comprises at least a first fuel storage for a liquefied vapor fuel and a second fuel storage for liquid fuel such as gasoline, both fuel storages 10 connected by lines to an inlet of the high-pressure fuel pump for supplying fuel to said high-pressure fuel pump, wherein at least a liquid fuel line has a non-return valve, the high-pressure fuel pump having a return line connected to at least one of the fuel storages, wherein a control 15 valve connecting the return line with the liquid fuel line at a return line node upstream from the non-return valve is arranged to open when switching from liquefied vapor fuel supply to liquid fuel forming a sub-circuit of return line and liquid fuel line connected to the high-pressure pump, 20 wherein the liquid fuel line comprises an auxiliary liquid fuel pump for supply liquid fuel to the sub-circuit.
2. Arrangement according to clause l, wherein the arrangement comprises a liquid fuel pump upstream from the auxiliary liquid fuel pump.
25 3. Arrangement according to clause l or 2, wherein the auxiliary liquid fuel pump is a low volume, high-pressure gain pump.
4. Arrangement according to any of the previous clauses, wherein the liquid fuel line has a fuel volume for 30 collecting an amount of fuel downstream from the return line node .
16 5. Arrangement according to clause 4, wherein the fuel volume has a volume of at least 3x a volume of the liquid fuel line downstream from the return line node.
6. Arrangement according to any of the previous 5 clauses, comprising a circulation pump in the sub-circuit arranged to circulate fuel towards the high-pressure pump.
7. Arrangement according to any of the previous clauses, wherein the non return valve and the return line node are received in a single housing unit (FSU) connected 10 by fuel lines to the first and second fuel storages and the high-pressure fuel pump.
8. Arrangement according to clause 5 and 7, wherein the circulation pump is received in the single housing.
15 9. Arrangement according to any of the clauses 7-8 and 4, wherein the single housing unit also comprises the fuel volume.
10. Arrangement according to any of the clauses 7 - 9, wherein the single housing unit also comprises the 2 0 auxiliary liquid fuel pump .
11. Arrangement according to any of the previous clauses, also comprising a controller arranged to, when switching from the first fuel to the second fuel, open the control valve, and to activate the auxiliary liquid fuel 25 pump for at least one minute.
12. Arrangement according to clause 11, wherein the controller is arranged to open the control valve, to activate the auxiliary liquid fuel pump for at least three minutes .
30 13. Kit for fitting a bi-fuel system in a high pressure direct injection combustion engine comprising a fuel storage for a liquefied vapor fuel, fuel lines connectable to an inlet of the high-pressure fuel pump, a 17 non-return valve to be incorporated in a fuel line from the fuel storage for liquid fuel, a return line connectable to the return of the high-pressure fuel pump and to the fuel storage for liquefied vapor fuel, a control valve for 5 connecting the return line with the liquid fuel line at a return line node upstream from the non-return valve, and comprising an auxiliary liquid fuel pump to be incorporated in the liquid fuel line upstream from the return line node.
14. Kit according to clause 13, wherein the 10 auxiliary liquid fuel pump is a low volume, high-pressure gain pump .
15. Kit according to clauses 13 or 14, wherein the kit comprises a fuel volume for collecting an amount of fuel to be fitted in the liquid fuel line downstream from 15 the return line node.
16. Kit according to clause 15, wherein the fuel volume has a volume of at least 3x a volume of the liquid fuel line downstream from the return line node.
17. Kit according to any of the clauses 13 - 16, 20 wherein the kit comprises a circulation pump to be fitted in the liquid fuel line downstream from the return valve node arranged to circulate fuel towards the high-pressure pump.
18. Kit according to any of the clauses 13 - 17, wherein the non return valve and the return line node are 25 part of a single housing unit (FSU) to be connected to the fuel lines to the fuel storages and the high-pressure fuel pump.
19. Kit according to clause 16 and 18, wherein the circulation pump is received in the single housing.
30 20. Kit according to any of the clauses 18 - 19 and 15, wherein the single housing unit also comprises the fuel volume.
18 21. Method for the alternate injection of two types of fuel in a combustion engine, comprising: > providing a first liquefied vapor fuel storage > providing a second liquid fuel storage, 5 > switching between the fuels by alternately • supplying fuel from one of the storages to a high-pressure fuel pump passing a non return valve, • increasing the pressure of the supplied fuel, and • subsequently inj ecting of the pressurized fuel 10 into a combustion engine, and wherein switching from the liquefied vapor fuel to the liquid fuel comprises forming a fuel line sub-circuit by returning fuel from the high-pressure fuel pump to a return line node upstream from the non-return valve in the liquid 15 fuel line and auxiliary pumping liquid fuel into the fuel line sub-circuit.
22. Method according to clause 21, wherein the method comprises circulating fuel in the fuel line subcircuit .
20 23. Method according to clause 21 or 22, wherein the fuel line sub-circuit is formed during at least one minute, in an embodiment at least three minutes, where after returning the fuel is interrupted.
24. Method according to any of the clauses 21 - 25 23, wherein the method comprises accumulating liquid fuel in the fuel line sub-circuit.
25. Method according to any of the clauses 21 -24, wherein the method comprises pumping the liquid fuel when operating in the liquid fuel mode and auxiliary pumping 30 the liquid fuel when switching from liquefied vapor fuel to liquid fuel.
19 26. Method according to any of the clauses 21 -25, wherein the auxiliary pumping comprises low volume high pressure gain pumping.
5

Claims (28)

  1. 20
  2. Device for a combustion engine, such as a direct-injection combustion engine, comprising - at least one high-pressure fuel pump connectable to the internal combustion engine for direct injection of fuel, - at least a first fuel supply for a liquefied gas fuel and a pump for liquefied petroleum gas gas fuel made and - at least a second fuel stock for a liquid fuel, such as gasoline, and a pump for liquid fuel (2), wherein respective fuel stocks and fuel pumps are connected by respective fuel lines to an input of the high-pressure fuel pump for supplying fuel to said high-pressure fuel pump, wherein at least the liquid fuel line 20 has a non-return valve, wherein the high-pressure fuel pump has a return line connected to at least one of the fuel stocks, the return line being connected to the liquid fuel line connected to a return line node, the return line being node upstream of the non-return valve, the return line comprising a control valve adapted to open when liquefied gas fuel is switched to liquid fuel, a sub-circuit being formed from return line and a liquid fuel line connected to the high pressure pump, wherein the liquid fuel line upstream of the return line node (20) comprises the liquid fuel pump (2), a non-return valve and an additional liquid fuel pump (27) for supplying liquid fuel to the sub-circuit.
  3. 2. Device as claimed in claim 1, comprising a flushing pump in the sub-circuit adapted for flushing fuel towards the high-pressure pump, wherein the additional fuel pump is placed downstream of the liquid fuel pump.
  4. Device as claimed in claim 2, also comprising a control adapted to switch off the additional fuel pump before the flushing pump is switched off.
  5. 4. Device as claimed in any of the foregoing claims, wherein the liquid fuel line has a fuel space for collecting an amount of fuel, preferably downstream of the return line node.
  6. 5. Device as claimed in claim 4, wherein the fuel space has a volume that requires at least 3x a volume of the liquid fuel line downstream of the return line.
  7. 6. Device as claimed in any of the foregoing claims, wherein the liquid fuel pump is upstream of the additional liquid fuel pump and / or wherein the additional liquid fuel pump is a low volume, high pressure build-up pump. 7. Device as claimed in any of the foregoing claims, wherein the non-return valve and the return line 30 are node part of a single housing (FSU) connected via lines to the first and second fuel stocks and the high-pressure fuel pump. 22
  8. Device as claimed in claim 6, comprising a flushing pump in the sub-circuit adapted for flushing fuel towards the high-pressure pump, wherein the flushing pump is included in the single housing.
  9. Device according to any of claims 7-8 and 4, wherein the single housing also comprises the fuel space.
  10. Device as claimed in any of the claims 6-9, wherein the single housing also comprises the additional pump for liquid fuel.
  11. 11. Device as claimed in any of the foregoing claims, also comprising a control adapted to, when switching from the first fuel to the second fuel, open the control valve and to activate the additional liquid fuel pump for at least one minute.
  12. The device of claim 11, wherein the controller is adapted to open the control valve and to activate the additional liquid fuel pump for at least three minutes.
  13. 13. Kit for installing a double-fuel system in a high-pressure direct injection combustion engine comprising - a fuel supply for a liquefied gas fuel, 25. fuel lines connectable to an input of the high-pressure fuel pump, - a non-return valve that can be included in a fuel line of the fuel supply for liquid fuel, 30. a return line connectable to the return of the high-pressure fuel pump and to the fuel supply for liquefied gas fuel, 23 - a control valve for connecting the return line to the liquid fuel line via a return line node upstream of the check valve, and - an additional liquid fuel pump and check valve to be included in the liquid fuel line upstream of the return line node, wherein the liquid fuel line can be connected upstream of a liquid fuel pump which supplies liquid fuel from a liquid fuel supply 10 of a fuel system of the high-pressure direct injection combustion engine.
  14. 14. Kit as claimed in claim 13, wherein the additional liquid fuel pump is adapted to be serially connected to the liquid fuel pump which supplies fuel from the liquid fuel supply and wherein the additional liquid fuel pump is preferably a low volume, high pressure build-up pump.
  15. The kit of claim 13 or 14, wherein the kit 20 comprises a fuel space for collecting a quantity of fuel as part of the liquid fuel line downstream of the return line node.
  16. 16. Kit according to claim 15, wherein the fuel space has a volume of at least 3x a volume of the liquid fuel line downstream of the return line node.
  17. 17. Kit as claimed in any of the claims 13-16, wherein the kit comprises a flushing pump to be included in the liquid fuel line downstream of the return line arranged to flush fuel towards the high-pressure pump. 24
  18. 18. Kit as claimed in any of the claims 13-17, wherein the non-return valve and the return line are node part of a single housing (FSU) which is connected via fuel lines to the fuel stocks and the high-pressure fuel pump.
  19. The kit of claims 16 and 18, wherein the flushing pump is part of the single housing.
  20. The kit of any one of claims 18-19 and 15, wherein the single housing also includes the fuel space.
  21. 21. Method for alternately injecting two types of fuel into a combustion engine, comprising: - providing a first supply of liquefied gas fuel - providing a second supply of liquid fuel, - switching between the two fuels by alternating - supplying fuel from one of the two stocks to a high-pressure fuel pump beyond a non-return valve - increasing the pressure of the supplied fuel, and - subsequently injecting the fuel under pressure into a combustion engine, and wherein switching the liquefied gas fuel to the liquid fuel includes forming a fuel line sub-circuit by returning fuel from the high pressure fuel pump to a return line node upstream of the check valve in the liquid fuel line and additionally pumping liquid fuel into the fuel line sub circuit through it providing an additional pump upstream of the return line node, additional to a liquid fuel pump that is also provided upstream of the return line node.
  22. 22. A method according to claim 21, wherein the method comprises flushing fuel in the fuel line sub-circuit.
  23. The method of claim 21 or 22, wherein fuel line sub-circuit is formed for at least one minute, in an embodiment for at least three minutes, after which the return of fuel 10 is interrupted.
  24. The method of any one of claims 21 to 23, wherein the method comprises collecting liquid fuel in the fuel line sub-circuit.
  25. The method of any one of claims 21-24, wherein the method comprises pumping the liquid fuel in a liquid fuel operating mode and additional pumping of liquid fuel when switching from the liquefied gas fuel to the liquid fuel.
  26. The method of any one of claims 21-25, wherein the additional pumping comprises low volume / high pressure jump pumping.
  27. 27. A method according to any one of claims 21-26, wherein the method further comprises flushing fuel in the fuel line sub-circuit and wherein the additional pumping is turned off before the flushing of fuel in the sub-circuit is turned off.
  28. 28. Method as claimed in any of the claims 21-27, wherein the additional pumping of liquid fuel comprises supplying the liquid fuel past a non-return valve placed upstream of return line node.
NL2008202A 2012-01-31 2012-01-31 Arrangement and method for bi-fuel combustion engines. NL2008202C2 (en)

Priority Applications (2)

Application Number Priority Date Filing Date Title
NL2008202 2012-01-31
NL2008202A NL2008202C2 (en) 2012-01-31 2012-01-31 Arrangement and method for bi-fuel combustion engines.

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
NL2008202A NL2008202C2 (en) 2012-01-31 2012-01-31 Arrangement and method for bi-fuel combustion engines.
PCT/NL2013/050051 WO2013115645A1 (en) 2012-01-31 2013-01-31 Arrangement and method for bi-fuel combustion engines

Publications (2)

Publication Number Publication Date
NL2008202A NL2008202A (en) 2013-08-01
NL2008202C2 true NL2008202C2 (en) 2013-08-06

Family

ID=47739458

Family Applications (1)

Application Number Title Priority Date Filing Date
NL2008202A NL2008202C2 (en) 2012-01-31 2012-01-31 Arrangement and method for bi-fuel combustion engines.

Country Status (2)

Country Link
NL (1) NL2008202C2 (en)
WO (1) WO2013115645A1 (en)

Families Citing this family (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP2985443B1 (en) 2014-08-15 2017-02-22 Wärtsilä Finland Oy A fuel system for an internal combustion piston engine and a method of operating an internal combustion engine
WO2017174118A1 (en) 2016-04-05 2017-10-12 Befinal Gmbh Fuel exchange and fuel delivery system for fuel installations

Family Cites Families (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
ITRM20080065A1 (en) * 2008-02-06 2009-08-07 Icomet S P A LPG / ammonia fuel system for gasoline or diesel direct injection engines
NL2002384C2 (en) 2008-03-03 2011-04-04 Vialle Alternative Fuel Systems Bv Device and method for a combustion engine with direct injection with two fuels.
PL2143916T3 (en) * 2008-07-07 2012-08-31 Impco Tech B V Dual fuel injection system and motor vehicle comprising such injection system
NL2003791C2 (en) * 2009-11-12 2011-05-16 Vialle Alternative Fuel Systems Bv Fuel feed system and high pressure pump for a combustion engine.

Also Published As

Publication number Publication date
NL2008202A (en) 2013-08-01
WO2013115645A1 (en) 2013-08-08

Similar Documents

Publication Publication Date Title
JP5671348B2 (en) Apparatus and method for dual fuel direct injection combustion engine
JP6196158B2 (en) FUEL INJECTION DEVICE, METHOD FOR OPERATING FUEL INJECTION DEVICE, AND INTERNAL COMBUSTION ENGINE
EP2143916B1 (en) Dual fuel injection system and motor vehicle comprising such injection system
US9506409B2 (en) Method of switching from a liquefied gas fuel to a liquid fuel being provided to a direct injection combustion engine, and direct injection bi-fuel system for such an engine
JP3969454B1 (en) Diesel engine diesel engine
JP4297907B2 (en) Liquefied gas fuel supply system for diesel engine
US8905006B2 (en) Diesel engine for a LPG-diesel mixture
JP5877207B2 (en) Internal combustion engine operated with liquid fuel and / or gaseous fuel
JP2016537547A (en) Fuel supply system for internal combustion engine
KR101602970B1 (en) Fuel injection system for an internal combustion engine, comprising a hydrocarbon injector
JP2006016989A (en) Fuel supply device of internal combustion engine
NL2008202C2 (en) Arrangement and method for bi-fuel combustion engines.
JP3796146B2 (en) DME engine fuel supply system
CN110578622A (en) Fuel accumulator assembly and internal combustion engine having such an assembly
CN101298857B (en) Injector system for combustion engines operated on fuel, in particular heavy oil
WO2015181320A1 (en) Direct injection engine preventing malfunction due to the presence of lpg bubbles in its fuel supply system
EP3249206B1 (en) System for adapting an internal combustion engine to be powered by gaseous fuel in gas phase and by gaseous fuel in liquid phase
JP2003097307A (en) Fuel supply system of diesel engine for dimethylether
KR20180000225U (en) Fuel Supply System of Engine
KR20170117747A (en) Fuel supply device for diesel vehicle
CA3068150A1 (en) System for adapting an internal combustion engine to be powered by gaseous fuel in gas phase and by gaseous fuel in liquid phase
WO2011130792A1 (en) A dual fuel supply system for a direct-injection system of a diesel engine with off-board mixing

Legal Events

Date Code Title Description
PD Change of ownership

Owner name: VIALLE GROUP B.V.; NL

Free format text: DETAILS ASSIGNMENT: VERANDERING VAN EIGENAAR(S), OVERDRACHT; FORMER OWNER NAME: VIALLE ALTERNATIVE FUEL SYSTEMS B.V.

Effective date: 20160913