WO2010077140A1 - Fuel supply system and method for supplying fuel to a combustion chamber - Google Patents

Fuel supply system and method for supplying fuel to a combustion chamber Download PDF

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Publication number
WO2010077140A1
WO2010077140A1 PCT/NL2009/050812 NL2009050812W WO2010077140A1 WO 2010077140 A1 WO2010077140 A1 WO 2010077140A1 NL 2009050812 W NL2009050812 W NL 2009050812W WO 2010077140 A1 WO2010077140 A1 WO 2010077140A1
Authority
WO
WIPO (PCT)
Prior art keywords
fuel
high pressure
fuel supply
supply system
control unit
Prior art date
Application number
PCT/NL2009/050812
Other languages
French (fr)
Inventor
Servatius Alfons Maria Jaasma
Original Assignee
Vialle Alternative Fuel Systems B.V.
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 B.V. filed Critical Vialle Alternative Fuel Systems B.V.
Publication of WO2010077140A1 publication Critical patent/WO2010077140A1/en

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Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D19/00—Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures
    • F02D19/06—Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures peculiar to engines working with pluralities of fuels, e.g. alternatively with light and heavy fuel oil, other than engines indifferent to the fuel consumed
    • F02D19/0626—Measuring or estimating parameters related to the fuel supply system
    • F02D19/0628—Determining the fuel pressure, temperature or flow, the fuel tank fill level or a valve position
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D19/00—Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures
    • F02D19/06—Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures peculiar to engines working with pluralities of fuels, e.g. alternatively with light and heavy fuel oil, other than engines indifferent to the fuel consumed
    • F02D19/0602—Control of components of the fuel supply system
    • F02D19/0605—Control of components of the fuel supply system to adjust the fuel pressure or temperature
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D19/00—Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures
    • F02D19/06—Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures peculiar to engines working with pluralities of fuels, e.g. alternatively with light and heavy fuel oil, other than engines indifferent to the fuel consumed
    • F02D19/0602—Control of components of the fuel supply system
    • F02D19/0613—Switch-over from one fuel to another
    • F02D19/0615—Switch-over from one fuel to another being initiated by automatic means, e.g. based on engine or vehicle operating conditions
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D19/00—Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures
    • F02D19/06—Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures peculiar to engines working with pluralities of fuels, e.g. alternatively with light and heavy fuel oil, other than engines indifferent to the fuel consumed
    • F02D19/0639—Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures peculiar to engines working with pluralities of fuels, e.g. alternatively with light and heavy fuel oil, other than engines indifferent to the fuel consumed characterised by the type of fuels
    • F02D19/0642—Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures peculiar to engines working with pluralities of fuels, e.g. alternatively with light and heavy fuel oil, other than engines indifferent to the fuel consumed characterised by the type of fuels at least one fuel being gaseous, the other fuels being gaseous or liquid at standard conditions
    • F02D19/0647—Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures peculiar to engines working with pluralities of fuels, e.g. alternatively with light and heavy fuel oil, other than engines indifferent to the fuel consumed characterised by the type of fuels at least one fuel being gaseous, the other fuels being gaseous or liquid at standard conditions the gaseous fuel being liquefied petroleum gas [LPG], liquefied natural gas [LNG], compressed natural gas [CNG] or dimethyl ether [DME]
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D19/00—Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures
    • F02D19/06—Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures peculiar to engines working with pluralities of fuels, e.g. alternatively with light and heavy fuel oil, other than engines indifferent to the fuel consumed
    • F02D19/0663—Details on the fuel supply system, e.g. tanks, valves, pipes, pumps, rails, injectors or mixers
    • F02D19/0684—High pressure fuel injection systems; Details on pumps, rails or the arrangement of valves in the fuel supply and return systems
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D19/00—Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures
    • F02D19/06—Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures peculiar to engines working with pluralities of fuels, e.g. alternatively with light and heavy fuel oil, other than engines indifferent to the fuel consumed
    • F02D19/0663—Details on the fuel supply system, e.g. tanks, valves, pipes, pumps, rails, injectors or mixers
    • F02D19/0686—Injectors
    • F02D19/0692—Arrangement of multiple injectors per combustion chamber
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D19/00—Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures
    • F02D19/06—Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures peculiar to engines working with pluralities of fuels, e.g. alternatively with light and heavy fuel oil, other than engines indifferent to the fuel consumed
    • F02D19/0663—Details on the fuel supply system, e.g. tanks, valves, pipes, pumps, rails, injectors or mixers
    • F02D19/0686—Injectors
    • F02D19/0694—Injectors operating with a plurality of fuels
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/0025—Controlling engines characterised by use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures
    • F02D41/0027—Controlling engines characterised by use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures the fuel being gaseous
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/30—Controlling fuel injection
    • F02D41/3094—Controlling fuel injection the fuel injection being effected by at least two different injectors, e.g. one in the intake manifold and one in the cylinder
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/30—Controlling fuel injection
    • F02D41/38—Controlling fuel injection of the high pressure type
    • F02D41/3809—Common rail control systems
    • 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
    • F02M21/0245—High pressure fuel supply systems; Rails; Pumps; Arrangement of valves
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M43/00—Fuel-injection apparatus operating simultaneously on two or more fuels, or on a liquid fuel and another liquid, e.g. the other liquid being an anti-knock additive
    • F02M43/02—Pumps peculiar thereto
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M69/00—Low-pressure fuel-injection apparatus ; Apparatus with both continuous and intermittent injection; Apparatus injecting different types of fuel
    • F02M69/04—Injectors peculiar thereto
    • F02M69/042—Positioning of injectors with respect to engine, e.g. in the air intake conduit
    • F02M69/046—Positioning of injectors with respect to engine, e.g. in the air intake conduit for injecting into both the combustion chamber and the intake conduit
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B2275/00—Other engines, components or details, not provided for in other groups of this subclass
    • F02B2275/14—Direct injection into combustion chamber
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B2275/00—Other engines, components or details, not provided for in other groups of this subclass
    • F02B2275/16—Indirect injection
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D19/00—Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures
    • F02D19/06—Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures peculiar to engines working with pluralities of fuels, e.g. alternatively with light and heavy fuel oil, other than engines indifferent to the fuel consumed
    • F02D19/066—Retrofit of secondary fuel supply systems; Conversion of engines to operate on multiple fuels
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/30—Controlling fuel injection
    • F02D41/38—Controlling fuel injection of the high pressure type
    • F02D2041/389—Controlling fuel injection of the high pressure type for injecting directly into the cylinder
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D2200/00—Input parameters for engine control
    • F02D2200/02—Input parameters for engine control the parameters being related to the engine
    • F02D2200/06—Fuel or fuel supply system parameters
    • F02D2200/0602—Fuel pressure
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/10—Internal combustion engine [ICE] based vehicles
    • Y02T10/12—Improving ICE efficiencies
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/10—Internal combustion engine [ICE] based vehicles
    • Y02T10/30—Use of alternative fuels, e.g. biofuels

Definitions

  • the invention relates to a fuel supply system and a combustion engine comprising such a system.
  • the invention further relates to a method for supplying fuel to a fuel combustion chamber.
  • the invention in particular relates to systems in which a liquefied gaseous fuel is applied.
  • a combustion engine is generally known.
  • a combustion engine for petrol can also be used for the combustion of a liquefied vapour, such as LPG.
  • LPG liquefied vapour
  • two fuel storages are provided, petrol and LPG, which are connectable with the combustion chamber via a fuel supply system according to the user's choice.
  • Internal combustion engines are delivered by car manufacturers, in particular for passenger cars, fully assembled and ready.
  • an LPG mounting kit or built-in installation can be connected, so that a BiFuel-system is obtained.
  • a fuel supply system for liquefied vapour replaces the original petrol fuel supply system completely and a single-fuel system is obtained.
  • the invention relates in particular to mounting kits or built-in systems that can be connected to a petrol combustion engine and with which a single or bifuel LPG system can be obtained.
  • a control unit controls the supply of the fuel mixture to the combustion chamber, for example dependent on measurable parameters such as prevailing pressure and temperature.
  • a fuel supply system in which use is made of a high pressure pump and a high pressure rail comprising one or a plurality of injectors of a combustion engine.
  • the fuel supply system can comprise the standard fuel supply system from the manufacturer of the vehicle, in particular the car, for example because use is made of the high pressure pump and the high pressure rail that have already been provided by the manufacturer of the vehicle.
  • the fuel supply system can, in a first state, supply a liquid fuel such as petrol or diesel to the combustion chamber. In a second state, another fuel, such as liquefied gaseous vapour, such as LPG, can be supplied to the combustion chamber. It is possible to switch between the two states.
  • the combustion chamber can further comprise an air inlet, which can be connected to an inlet manifold. In an embodiment the air inlet and fuel inlet are a single inlet.
  • the fuel supply system is arranged to also, in the second state, introduce fuel via the air inlet into the combustion chamber.
  • fuel is also supplied to the combustion chamber via the air inlet.
  • This fuel supplied via the air inlet is supplied in addition, next to fuel that is already supplied via the high pressure rail. In this manner, additional caloric value can be introduced into the combustion chamber, in particular without eventual adjustment of the volume flow of fuel into the high pressure rail.
  • the fuel can be supplied to the inlet manifold in order to be supplied to the combustion chamber via the air inlet.
  • the additional LPG fuel necessary for reaching the desired caloric value can be introduced into the combustion chamber via the air inlet system.
  • the bi-fuel fuel supply system is in particular the result of building-in.
  • the high pressure pump and the high pressure rail of the original single-fuel vehicle which are arranged and configured to be used with a petrol fuel, can be used for supplying a second fuel such as liquefied vapour such as LPG and wherein additional LPG is supplied via the air inlet.
  • a second fuel such as liquefied vapour such as LPG and wherein additional LPG is supplied via the air inlet.
  • the fuel supply system comprises a fuel supply channel that is connected upstream with the fuel storage for liquefied vapour and downstream with the air inlet of the combustion chamber.
  • the fuel supply system is arranged for simultaneously supplying liquid vapour to the high pressure rail and the air inlet.
  • WO 2006/079172 Al a fuel supply system for a gaseous fuel is known.
  • the known fuel supply system comprises a gate-injector and a direct injector.
  • this document does not disclose a solution for the problem that LPG has a combustion value per unit of volume which is about 25% less than the combustion value of petrol.
  • JP 2001-132550 A a fuel supply system for a combustion engine coupled to a dynamo is known.
  • the here described system comprises a direct injector connected to a high pressure pump.
  • the here described internal combustion engine has a bypass for supplying fuel via the air inlet when due to maintenance of the high pressure pump this can temporarily not be used.
  • the known fuel supply system does not disclose supplying, in operating conditions, fuel to the combustion engine via direct injection and via the air inlet.
  • JP 2001-003774 A a combustion engine for gaseous fuel is known.
  • the here described fuel supply system has a precombustion chamber where gaseous fuel is burned, after which it is transported to a combustion chamber. Fuel can be supplied via the air inlet.
  • this document also does not offer a solution to compensate for the lower combustion value of LPG.
  • the fuel supply system or mounting kit according the invention comprises a fuel storage for liquefied vapour such as liquid petroleum gas (LPG), in addition to an already standard provided fuel storage for petrol.
  • the fuel storage for liquefied vapour can be connected to an inlet of the high pressure pump . Via the high pressure pump the fuel can be brought into the high pressure rail and the injectors in order to be injected into the combustion chamber.
  • LPG liquid petroleum gas
  • the fuel supply system comprises a pump for the additional fuel.
  • the fuel supply system comprises in an embodiment a single pump for the additional fuel. It is advantageous to admit the single pump in the fuel storage.
  • the single pump is capable of transporting the liquefied vapour from the fuel storage tank via a distribution piece to the inlet of the high pressure pump.
  • the fuel supply from the original fuel storage also disperses into the distribution piece (a node).
  • a control unit is connected to the high pressure pump for controlling the amount of fuel that is brought into the rail and combustion chamber via the high pressure pump. This can be the original control unit, arranged for the supply of petrol to the combustion engine.
  • the fuel supply of the additional fuel can be connected to a return line of the high pressure pump. A part of the excessively supplied fuel to the high pressure pump can then be supplied to the air inlet. This allows feeding an excess amount of fuel to the high pressure pump.
  • the second fuel is pumped directly from the (LPG) fuel storage, in an embodiment with a single fuel pump, and as additional fuel brought into the air inlet.
  • the additional supply is then connected to the low pressure part of the fuel supply system en can thus function independent from the fuel supply to the high pressure pump .
  • the fuel supply system comprises a control unit that is arranged for controlling the supply of fuel, such as liquid vapour, to the air inlet. In this manner, the desired amount of additional fuel can provided via the air inlet.
  • fuel such as liquid vapour
  • the control unit for supplying fuel, such as liquefied vapour, to the air inlet can be a second control unit .
  • the first control unit is an original control unit
  • the first control unit need not be modified, and installing a second control unit suffices.
  • the second control unit can be adjusted as needed.
  • the second control unit is synchronized with the control unit that is arranged for controlling the high pressure pump, so that the amount of fuel that is supplied via the air inlet is adapted to the amount of fuel that is supplied via the high pressure rail.
  • the second control unit has a connection with a pressure sensor, and in particular with an air discharge sensor that can measure the prevailing pressure in the respective parts.
  • the additional fuel injection is preferably dependent on these measured parameters.
  • the fuel supply system comprises a pressure sensor that is arranged to measure the fuel pressure in the high pressure rail, and that is connected to the control unit that is arranged to control the high pressure pump for supplying a signal representative of the measured pressure to that control unit.
  • the fuel supply system comprises a pressure sensor that is arranged to measure the pressure in an exhaust of the combustion chamber, and that is connected to a control unit that is arranged for controlling the high pressure pump for supplying a signal representative of the measured pressure to that control unit.
  • the fuel supply system can be arranged to supply liquefied vapour to both the high pressure rail and the air inlet in a ratio between 2:1 and 6: 1.
  • a relatively large part of the liquefied vapour is supplied via the high pressure rail.
  • a relatively smaller, additional part of the liquefied vapour is supplied to the combustion chamber via the air supply.
  • the volume of fuel supplied via the additional fuel supply has a value preferably between 25% (ratio 4:1) and 40% (ratio 2.5:1) volume of the volume flow rate that is supplied via the high pressure pump . With this, the 25% shortage of caloric value is supplemented.
  • the volume of supplied additional fuel is preferably about 33% (ratio 3:1).
  • the ratio of the mixture air/fuel that is guided into the combustion chamber via the air inlet is preferably at least 45 : 1 , in an embodiment preferably at least 50:1 and preferably at least 55:1. This further minimizes the danger of combustion in the air inlet.
  • the supply of the additional fuel in the air inlet preferably takes place through the means of an injector, in particular via an controllable injector that is connected to an additional fuel control unit.
  • the supply of the additional fuel can preferably be synchronized with the fuel supply via the high pressure rail.
  • the fuel supply system comprises a switching unit for switching between the first and the second state of the fuel supply system.
  • a problem with the use of one high pressure pump for two different fuels is that when switching over between kinds of fuel, in particular when switching over from liquid vapour to petrol, liquefied vapour is present in the high pressure pump.
  • the liquefied vapour in the high pressure pump has a relatively high pressure.
  • a petrol pump that pumps that fuel from a petrol storage tank to the high pressure pump cannot raise the pressure of the petrol sufficiently high to sufficiently displace the gaseous vapour from the high pressure pump. This makes it impossible to switch to and run the combustion engine on petrol. With this, switching over from the second state to the first state is made more difficult.
  • the fuel supply system comprises an expansion unit for letting liquefied vapour present at a suction side of the high pressure pump expand into the petrol supply channel when switching from the second state to the first state. Expansion of the liquefied vapour lowers the pressure of the fuel in the supply lines. With this, the petrol supply pump can raise the pressure of the petrol from the fuel storage sufficiently in order to supply it to the high pressure pump.
  • the expansion unit comprises a bypass channel over a one-way valve in the petrol supply channel, wherein the bypass channel is provided with an adjustable valve.
  • the adjustable valve With the adjustable valve the one-way valve in the petrol supply channel can be bypassed, and the part downstream of the one-way valve can expand to the part upstream from the one-way valve, so that the pressure downstream of the one-way valve will be reduced.
  • the expansion unit can also comprise a return line connected to the high pressure pump and connected to the fuel supply, wherein the return line is provided with an adjustable valve.
  • a return line connected to the high pressure pump and connected to the fuel supply, wherein the return line is provided with an adjustable valve.
  • a mounting kit for a fuel supply system of a combustion engine with high pressure injection, wherein the mounting kit comprises a fuel storage for liquefied vapour, a fuel supply channel connectable to the fuel storage for liquefied vapour and to a high pressure pump, for supplying fuel from the fuel storage to the high pressure pump, wherein the mounting kit is connectable to the fuel supply system in order to obtain a fuel supply system for injecting at least two fuels in a combustion chamber of the combustion engine.
  • the mounting kit according the invention comprises a second fuel supply channel with a connection connectable to the air inlet of the combustion engine.
  • the second fuel supply comprises an injector for bringing in liquefied vapour in the air inlet.
  • the mounting kit can also comprise a built-in control unit that is arranged for controlling the supply of liquefied vapour via the second fuel supply to the air inlet.
  • the built-in control unit can be the second control unit of the fuel supply system, which can be installed in addition to a first, original control unit.
  • the injector in the second fuel supply is preferably a controllable injector which can be operated under the control of the built-in control unit.
  • the built-in control unit is connectable to and arranged to cooperate synchronously with a control unit that is arranged for operating the high pressure pump.
  • the built-in control unit can be arranged to cooperate synchronously with the control unit arranged to operate the high pressure pump in such a manner that a ratio between fuel supply via the high pressure rail and fuel supply via the air inlet lies between 2:1 and 6:1.
  • the second fuel supply is connectable to a return line of the high pressure pump.
  • the mounting kit can comprise a return line which is connectable to the fuel storage and wherein the second fuel supply is connectable to the return line.
  • a method for making a combustion engine with a high pressure pump suitable for combustion of a second fuel, additional to a first (original) fuel.
  • the method comprises the steps of providing a mounting kit as described above; coupling the first fuel supply channel with the fuel storage for liquefied vapour and connecting the first fuel supply channel to a inlet side of the high pressure pump; connecting the second fuel supply channel to an air inlet of the combustion engine.
  • a method for supplying at least two fuels to a combustion chamber of a combustion engine with high pressure injection.
  • the method comprises according to an embodiment providing two different fuels, supplying the first fuel under pressure to the combustion chamber in a first state, supplying the second fuel under pressure to the combustion chamber in a second state, and switching between the first state and the second state.
  • the method further comprises additionally supplying the second fuel in the second state to a combustion chamber via an air inlet.
  • additional fuel is supplied to the combustion chamber via the air inlet. With this it is possible to let the supply of the fuel be controlled according to a predetermined adjustment, while additional fuel can be added via a second inlet. In particular fuel is injected into the manifold and/or in the air inlet.
  • the additional fuel can be supplied in order to compensate for the difference in caloric value between the two fuels.
  • the method comprises supplying liquefied vapour to the combustion chamber via the air inlet in the second state of the combustion engine.
  • the supply to the combustion chamber takes place by injecting the fuel under a pressure of at least 2 MegaPascal.
  • One or more parameters for supplying the fuel are controlled, for example with a control unit. For example, the pressure and the amount of fuel are controlled.
  • Figure 1 is a schematic view of an embodiment of the fuel supply system.
  • Figure 2 is a schematic view of a second embodiment of the fuel supply system.
  • FIG. 1 schematically shows a fuel supply system 1.
  • a first fuel storage 50 is a petrol storage tank. This can be the original fuel storage of the fuel supply system 1.
  • the first fuel storage is connected via a channel 51 with a one-way valve 52 and eventually with an inlet 13 of a high pressure pump 12. Here the fuel is brought to high pressure and guided via a channel to high pressure rail 11 to be injected into the combustion chamber 2-5.
  • a control unit 16 is connected to a high pressure pump 12 and is capable to control (optimized) this in such a manner that exactly the right amount of first fuel corresponding to the wish of the user is supplied to the pump 12 and brought into the combustion chamber 2-5 via the high pressure rail. Thereby the engine runs without return of the first fuel to the storage tank.
  • a bi-fuel fuel system liquefied vapour such as LPG forms the second fuel for a combustion engine 6 and this will be supplied via a fuel supply system 1 to the combustion chambers 2-5.
  • a first state fuel is guided from fuel storage tank 50 to the combustion chambers and in a second state fuel from fuel storage tank 20 is guided to the combustion chambers 2-5. It is possible to switch between the states.
  • the liquefied vapour is admitted in a suitable fuel storage 20 such as an LPG tank.
  • suitable fuel storage 20 such as an LPG tank.
  • the skilled person will be familiar with various embodiments for such a fuel storage tank.
  • the fuel storage tank is part of the vehicle.
  • the second fuel is supplied to the combustion chambers 2-5 of the schematically depicted combustion engine 6.
  • the combustion engine 6 is a four cylinder combustion engine.
  • Combustion engine 6 is a high pressure combustion engine, wherein each cylinder 2-5 is provided with an injector 7-10 that is connected via the high pressure rail 11 with the discharge side 21 of the high pressure pump 12.
  • An inlet side 13 of the high pressure pump is connected to a supply channel 23 which is connected to an outlet 14 of the fuel storage 20.
  • a one-way valve 15 is admitted so that the return of fuel via supply channel 23 is prevented.
  • the fuel supply channels 23 and 51 meet each other in node 53.
  • the high pressure pump 12 is connected to a schematically depicted control unit 16 that is arranged to control the pressure in the high pressure rail 11 and thus the pressure of the supplied fuel.
  • a control unit 16 can comprise a memory that contains a predetermined algorithm with which control unit 16 is capable to control the amount of fuel to be supplied and the pressure at which this is brought, by operating the high pressure pump in a suitable manner. With this the control unit 16 is capable to vary at least one of a plurality of parameters of the fuel supplied to the combustion chamber.
  • a suitable pressure sensor 18 is provided in high pressure rail 11. This is connected via an electronic connection 17 to control unit 16. As such, the control unit can receive information from the caused pressure in the high pressure rail 11 and can use this information to adjust for example the reduced volume flow rate via supply 13 of high pressure pump 12.
  • a second pressure sensor in the exhaust of the combustion chambers 2-5, which pressure sensor can also be connected with the control unit 16, wherein the control unit 16 on the basis of data/signals regarding the pressure in the discharge supplied by the second pressure sensor can adjust and control the control of the high pressure pump 12.
  • a suitable high pressure pump 12 is arranged to control the volume flow rate in order to provide the desired pressure in the high pressure rail 11.
  • the control unit 16 in a passenger car is optimized by the manufacturer for combustion of petrol.
  • a volume of fuel will be supplied to the combustion chamber that has 25% less caloric value than a comparable amount of petrol fuel.
  • the high pressure pump comprises a return line 19 which can return fuel to the fuel storage 20 for LPG.
  • a throttle valve 30 can be admitted.
  • an additional fuel injector 31 is connected to the return 19 for injecting 36 additional fuel into the air inlet 32 of the respective combustion chambers 2-5.
  • the air inlet 32 is connected with a manifold 33.
  • the manifold discharges into the four combustion chambers 2-5. Via a schematically depicted inlet 36 air can be sucked in to be brought into the combustion chamber.
  • the additional supply 55 is connected with the supply channel 23.
  • a pump 56 can be admitted.
  • This pump 56 can be connected to control unit 34 for controlling the pumping capacity of the pump 56. This has the further advantage that the LPG can reach the additional inlet unheated. This is particularly advantageous when hot-starting.
  • the schematically shown additional fuel injector 31 is connected to an additional fuel control unit 34 with which the amount of fuel that is injected into the air inlet 32 is controlled.
  • This control unit 34 can also be connected to pressure sensor 18 (not depicted) and/or to the not shown pressure sensor that is coupled to an exhaust of the combustion chambers 2-5.
  • the fuel control unit 34 can be an LPG control unit or can be an integrated part of an LPG control unit. In another embodiment next to the control unit 16 and 34 an LPG control unit is present (not shown in the figure).
  • the LPG control unit 34 can calculate the controlling time for the additional injector as follows. Either from the petrol control unit 16 or via a measurement from one or more sensors, the LPG control unit obtains information from which can be determined which amount of energy the petrol control unit would have wanted to supply to the combustion chamber per injection. From this the LPG control unit 34 can calculate which portion in caloric value is missing. The missing volume can via the additional injector be supplied to the combustion chamber.
  • a further advantage of the embodiment is that the additional fuel supply via the air inlet 32 takes place at a distance of the combustion engine 6 at a location where the temperature is considerably lower than the temperatures that prevails in the combustion engine. The temperature of the fuel in the high pressure rail 11 can increase to more than 90°, in particular when a running motor has cut out.
  • the fuel present in the high pressure rail will in the case of LPG evaporate so that the "hot-starting " can be problematic.
  • the fuel control unit 16 will supply an amount of fuel to the engine that is unsuitable for LPG operation. Fuel supply via the air inlet can still take place at a lower temperature, making this hot-starting easier.
  • a signal from control unit 16 is used for controlling the supply, and in particular of injector 31, of fuel to the air inlet.
  • a converter for adjusting the output signal of the control unit 16 can be placed between the control unit 16 and the injector 31 for converting the signal emitted by control unit 16 into a usable signal.
  • control units 34 and 16 are connected to each other via a connection 38. With this it is possible to synchronize the control units and can the introduction of liquefied vapour in the respective injectors take place in synchronized fashion.
  • the ratio between volumes that are supplied via supply 21 respectively via supply 32 into the respective combustion chambers 2-5 lies between 2 and 6, preferably between 2 and 4.
  • per litre liquefied vapour that is supplied via high pressure rail 11 approximately 0.33 litre liquefied vapour is supplied via the air inlet.
  • the ratio air : injected fuel 35 that is supplied to the combustion chamber via the manifold is at least 50:1 and preferably at least 55:1.
  • the high pressure pump 12 is preferably controlled in such a manner that the high pressure in the high pressure rail is at least 4 MegaPascal. Through this the prevailing pressure will be above the critical point of propane (main constituent of LPG) so that gaseous and liquid forms are no longer distinguishable and the evaporation of the fuel is no longer problematic.
  • the LPG control unit 34 is connected to the high pressure pump and/or the high pressure rail.
  • the LPG control unit can be connected to the sensors that read parameters of physical properties in the high pressure rail.
  • the regular petrol control unit 16 receives a manipulated signal, which in this situation is representative of a pressure that is lower than the actual rail pressure. The petrol control unit 16 will thus artificially increase the pressure, until a pressure above the critical point is obtained.
  • the mounting kit for converting a combustion engine 6 into an engine that can (also) be used for the combustion of LPG comprises a tank 20, a number of lines and a supply that can be connected to the air inlet 32 of the combustion chambers. This is for example injector 31.
  • the air inlet can also comprise a compressor. With this a turbo function is obtained.
  • connection 37 of the second fuel supply channel, and in particular of the injector, to the air inlet is shown.
  • a hole can be drilled. With this the connection 37 can engage.
  • a good connection for supplying the second fuel to the air inlet becomes possible.
  • the fuel supply system according the invention is particularly easy because the new fuel storage is to be connected to the present high pressure pump, while an additional connection is made with the air inlet or manifold of the combustion engine.
  • the number of required parts of the mounting kit is particularly low, while a system is obtained that is optimized for a high pressure direct fuel injection for the respective combustion engine, while the built-in system is usable for multiple different combustion engines.
  • FIG. 2 schematically shows another embodiment.
  • a bypass is applied in the form of adjustable valve 102.
  • the pressure of LPG on the suction side 13 of the high pressure pump 12 is higher than the pressure that can be created with petrol pump 54.
  • valve 20 When switching over, valve 20 is closed and valve 102 opened. By opening valve 102 during switching over it is allowed that the LPG present at the suction side 13 can expand somewhat through a, preferably large, part of the petrol supply line 101.
  • the LPG expands until one-way valve 103 which is located close to or on tank 50.
  • the fuel pump 54 is admitted in the tank 50.
  • the pump may also be placed outside the tank.
  • the expansion of LPG in the first fuel supply line 101 is preferably allowed until just downstream of pump 54.
  • the LPG will mix with the supplied first fuel.
  • the inventor has surprisingly discovered that the mixture of LPG with petrol in the petrol supply line has a vapour pressure which is still manageable within the petrol system, which mixture can be supplied to high pressure pump 12.
  • the opening of valve 102 can be advantageously timed, preferably just before petrol starts to build-up before one-way valve 100.
  • bypass line 105 (which bypasses one-way valve 100) which is accessible for gas after the switching over has started and valve 102 is opened, the vapour will spread itself over a larger part of the supply lines.
  • a circulation supporting pump 104 can be admitted.
  • the bypass 105 connects a point just upstream of valve 102 with a node in the supply system just downstream of a one-way valve 103.
  • the circulation pump 104 is arranged to cause an artificial circuit of fuel, wherein present, just before switching over, having a higher pressure, LPG mixes with the newly supplied petrol fuel. This mixing under influence of pump 104 prevents the forming of LPG pockets, which could lead to a less supple running of the engine.
  • Valve 102 and pump 104 can be connected to the additional control unit 34.
  • the control unit 34 can open valve 102 and after some time close it.
  • the fuel supply system comprises a distribution piece. Part of this distribution piece can be node 53, one-way valves 15, 100 and valve 102. This distribution piece is part of a mounting kit.
  • the adjustable valve is connected to a control unit.
  • the control unit comprises a controllable switch for switching over the fuel supply.
  • the control unit is arranged to open the adjustable valve when switching over from LPG to petrol.

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  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Oil, Petroleum & Natural Gas (AREA)
  • Chemical Kinetics & Catalysis (AREA)
  • General Chemical & Material Sciences (AREA)
  • Output Control And Ontrol Of Special Type Engine (AREA)
  • Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)
  • Fuel-Injection Apparatus (AREA)

Abstract

The invention concerns a fuel supply system for injecting under high pressure at least a first and a second fuel in a combustion chamber (2-5) of a combustion engine. The fuel supply system comprises a high pressure rail (11) with an or a plurality of injectors for injection of fuel into the combustion chamber (2-5). The fuel supply system is arranged to, in a first state, inject under high pressure via the high pressure rail (11) a petrol to the combustion chamber (2-5) of the combustion engine. The fuel supply system is arranged to, in a second state, inject under high pressure via the high pressure rail (11) a liquefied vapour, such as liquefied petroleum gas (LPG), to the combustion chamber (2-5) of the combustion engine. The fuel supply system is also arranged to supply, in the second state, liquefied vapour to the combustion chamber (2-5) via an air inlet (32).

Description

Fuel supply system and method for supplying fuel to a combustion chamber
The invention relates to a fuel supply system and a combustion engine comprising such a system. The invention further relates to a method for supplying fuel to a fuel combustion chamber. The invention in particular relates to systems in which a liquefied gaseous fuel is applied.
A combustion engine is generally known. A combustion engine for petrol can also be used for the combustion of a liquefied vapour, such as LPG. In an application, the so- called BiFuel system, two fuel storages are provided, petrol and LPG, which are connectable with the combustion chamber via a fuel supply system according to the user's choice.
Internal combustion engines are delivered by car manufacturers, in particular for passenger cars, fully assembled and ready. In current combustion engines, an LPG mounting kit or built-in installation can be connected, so that a BiFuel-system is obtained. In another embodiment a fuel supply system for liquefied vapour replaces the original petrol fuel supply system completely and a single-fuel system is obtained.
The invention relates in particular to mounting kits or built-in systems that can be connected to a petrol combustion engine and with which a single or bifuel LPG system can be obtained.
It is known that a control unit controls the supply of the fuel mixture to the combustion chamber, for example dependent on measurable parameters such as prevailing pressure and temperature.
It is also known to provide internal combustion engines with a high pressure pump, with which fuel can be brought to a high pressure, such as between 20 and 140 atm, in order to be directly injected into the combustion chamber. The injectors can be part of a high pressure rail which is fitted to the combustion engine. The high pressure rail is located downstream from the high pressure pump. It is a problem to make DI (Direct Injection) internal combustion engines with a fuel supply system arranged for petrol work with liquefied gaseous vapour, such as LPG. It is a problem that LPG has a combustion value per unit of volume of about 25% less than the combustion value of petrol. High pressure pumps and injectors are controlled by a control unit which is arranged/adjusted for the combustion of petrol. The original control unit (configured for petrol) can adjust the volume flow rate of the high pressure pump, but will cause a shortage of fuel for the desired combustion when petrol is replaced by LPG.
It is known to bypass the control unit for combustion of petrol and/or to adjust the input parameters thereof, in order to suck in a 25% increased volume. This solution has the drawback that the specific adjustment system for the fuel of the combustion engine is adapted and must be specifically adjusted for each combustion engine. This is work intensive, and mistakes can easily occur during such built-in activities.
Furthermore, it is a problem with various DI engines that the high pressure pump simply cannot deliver a sufficient volume flow rate to make LPG operation possible.
Therefore, it is a goal to provide an combustion system that is more simple. A possible further goal is to provide a fuel supply system that is easier to build-in.
According to an aspect of the invention, a fuel supply system is provided in which use is made of a high pressure pump and a high pressure rail comprising one or a plurality of injectors of a combustion engine. The fuel supply system can comprise the standard fuel supply system from the manufacturer of the vehicle, in particular the car, for example because use is made of the high pressure pump and the high pressure rail that have already been provided by the manufacturer of the vehicle.
The fuel supply system can, in a first state, supply a liquid fuel such as petrol or diesel to the combustion chamber. In a second state, another fuel, such as liquefied gaseous vapour, such as LPG, can be supplied to the combustion chamber. It is possible to switch between the two states. The combustion chamber can further comprise an air inlet, which can be connected to an inlet manifold. In an embodiment the air inlet and fuel inlet are a single inlet. According to the invention, the fuel supply system is arranged to also, in the second state, introduce fuel via the air inlet into the combustion chamber. Thus in the second state fuel is also supplied to the combustion chamber via the air inlet. This fuel supplied via the air inlet is supplied in addition, next to fuel that is already supplied via the high pressure rail. In this manner, additional caloric value can be introduced into the combustion chamber, in particular without eventual adjustment of the volume flow of fuel into the high pressure rail.
In an embodiment, the fuel can be supplied to the inlet manifold in order to be supplied to the combustion chamber via the air inlet. The additional LPG fuel necessary for reaching the desired caloric value can be introduced into the combustion chamber via the air inlet system.
The bi-fuel fuel supply system is in particular the result of building-in. The high pressure pump and the high pressure rail of the original single-fuel vehicle, which are arranged and configured to be used with a petrol fuel, can be used for supplying a second fuel such as liquefied vapour such as LPG and wherein additional LPG is supplied via the air inlet. Such a system can easily be built-in in existing combustion systems.
It is noted that supplying additional fuel to the air inlet, would lead to an additional explosion danger because of the presence of additional fuel, however the ratio of air and additionally supplied fuel is so low that this danger does not occur. It is not obvious to supply fuel to the combustion engine from an introduction point situated at a distance from the combustion chamber, because of this potential danger of explosion.
According to an embodiment, the fuel supply system comprises a fuel supply channel that is connected upstream with the fuel storage for liquefied vapour and downstream with the air inlet of the combustion chamber. The fuel supply system is arranged for simultaneously supplying liquid vapour to the high pressure rail and the air inlet.
It is noted that from WO 2006/079172 Al a fuel supply system for a gaseous fuel is known. The known fuel supply system comprises a gate-injector and a direct injector. However, this document does not disclose a solution for the problem that LPG has a combustion value per unit of volume which is about 25% less than the combustion value of petrol.
It is further noted that from JP 2001-132550 A a fuel supply system for a combustion engine coupled to a dynamo is known. The here described system comprises a direct injector connected to a high pressure pump. The here described internal combustion engine has a bypass for supplying fuel via the air inlet when due to maintenance of the high pressure pump this can temporarily not be used. The known fuel supply system does not disclose supplying, in operating conditions, fuel to the combustion engine via direct injection and via the air inlet.
Furthermore, from JP 2001-003774 A a combustion engine for gaseous fuel is known. The here described fuel supply system has a precombustion chamber where gaseous fuel is burned, after which it is transported to a combustion chamber. Fuel can be supplied via the air inlet. However, this document also does not offer a solution to compensate for the lower combustion value of LPG.
In an embodiment the fuel supply system or mounting kit according the invention comprises a fuel storage for liquefied vapour such as liquid petroleum gas (LPG), in addition to an already standard provided fuel storage for petrol. The fuel storage for liquefied vapour can be connected to an inlet of the high pressure pump . Via the high pressure pump the fuel can be brought into the high pressure rail and the injectors in order to be injected into the combustion chamber.
In an embodiment the fuel supply system comprises a pump for the additional fuel. The fuel supply system comprises in an embodiment a single pump for the additional fuel. It is advantageous to admit the single pump in the fuel storage. The single pump is capable of transporting the liquefied vapour from the fuel storage tank via a distribution piece to the inlet of the high pressure pump. The fuel supply from the original fuel storage also disperses into the distribution piece (a node). In an embodiment a control unit is connected to the high pressure pump for controlling the amount of fuel that is brought into the rail and combustion chamber via the high pressure pump. This can be the original control unit, arranged for the supply of petrol to the combustion engine.
The fuel supply of the additional fuel can be connected to a return line of the high pressure pump. A part of the excessively supplied fuel to the high pressure pump can then be supplied to the air inlet. This allows feeding an excess amount of fuel to the high pressure pump.
In an another embodiment the second fuel is pumped directly from the (LPG) fuel storage, in an embodiment with a single fuel pump, and as additional fuel brought into the air inlet. The additional supply is then connected to the low pressure part of the fuel supply system en can thus function independent from the fuel supply to the high pressure pump .
In an embodiment the fuel supply system comprises a control unit that is arranged for controlling the supply of fuel, such as liquid vapour, to the air inlet. In this manner, the desired amount of additional fuel can provided via the air inlet.
The control unit for supplying fuel, such as liquefied vapour, to the air inlet can be a second control unit . When the first control unit is an original control unit, the first control unit need not be modified, and installing a second control unit suffices. The second control unit can be adjusted as needed. By installing a second control unit, an existing, original, fuel supply system can be adapted relatively easily.
Preferably the second control unit is synchronized with the control unit that is arranged for controlling the high pressure pump, so that the amount of fuel that is supplied via the air inlet is adapted to the amount of fuel that is supplied via the high pressure rail.
In an embodiment the second control unit has a connection with a pressure sensor, and in particular with an air discharge sensor that can measure the prevailing pressure in the respective parts. The additional fuel injection is preferably dependent on these measured parameters.
In an embodiment the fuel supply system comprises a pressure sensor that is arranged to measure the fuel pressure in the high pressure rail, and that is connected to the control unit that is arranged to control the high pressure pump for supplying a signal representative of the measured pressure to that control unit.
In an embodiment the fuel supply system comprises a pressure sensor that is arranged to measure the pressure in an exhaust of the combustion chamber, and that is connected to a control unit that is arranged for controlling the high pressure pump for supplying a signal representative of the measured pressure to that control unit.
In the second state the fuel supply system can be arranged to supply liquefied vapour to both the high pressure rail and the air inlet in a ratio between 2:1 and 6: 1. A relatively large part of the liquefied vapour is supplied via the high pressure rail. A relatively smaller, additional part of the liquefied vapour is supplied to the combustion chamber via the air supply. The volume of fuel supplied via the additional fuel supply has a value preferably between 25% (ratio 4:1) and 40% (ratio 2.5:1) volume of the volume flow rate that is supplied via the high pressure pump . With this, the 25% shortage of caloric value is supplemented. The volume of supplied additional fuel is preferably about 33% (ratio 3:1).
The ratio of the mixture air/fuel that is guided into the combustion chamber via the air inlet, is preferably at least 45 : 1 , in an embodiment preferably at least 50:1 and preferably at least 55:1. This further minimizes the danger of combustion in the air inlet.
The supply of the additional fuel in the air inlet preferably takes place through the means of an injector, in particular via an controllable injector that is connected to an additional fuel control unit. The supply of the additional fuel can preferably be synchronized with the fuel supply via the high pressure rail. In an embodiment the fuel supply system comprises a switching unit for switching between the first and the second state of the fuel supply system.
A problem with the use of one high pressure pump for two different fuels is that when switching over between kinds of fuel, in particular when switching over from liquid vapour to petrol, liquefied vapour is present in the high pressure pump. The liquefied vapour in the high pressure pump has a relatively high pressure. A petrol pump that pumps that fuel from a petrol storage tank to the high pressure pump, cannot raise the pressure of the petrol sufficiently high to sufficiently displace the gaseous vapour from the high pressure pump. This makes it impossible to switch to and run the combustion engine on petrol. With this, switching over from the second state to the first state is made more difficult. To reduce this problem, or to even prevent it, the fuel supply system comprises an expansion unit for letting liquefied vapour present at a suction side of the high pressure pump expand into the petrol supply channel when switching from the second state to the first state. Expansion of the liquefied vapour lowers the pressure of the fuel in the supply lines. With this, the petrol supply pump can raise the pressure of the petrol from the fuel storage sufficiently in order to supply it to the high pressure pump.
In an embodiment the expansion unit comprises a bypass channel over a one-way valve in the petrol supply channel, wherein the bypass channel is provided with an adjustable valve. With the adjustable valve the one-way valve in the petrol supply channel can be bypassed, and the part downstream of the one-way valve can expand to the part upstream from the one-way valve, so that the pressure downstream of the one-way valve will be reduced.
The expansion unit can also comprise a return line connected to the high pressure pump and connected to the fuel supply, wherein the return line is provided with an adjustable valve. Such an embodiment ensures that when the adjustable valve is opened a relatively large short-circuited system is created, such that fuel at a high pressure can mix with fuel at a low pressure, causing the pressure to be reduced. The size of the short-circuited system determines to a large extent the pressure reduction in the fuel supply. According to an aspect an combustion engine is provided, comprising a fuel supply system according the invention.
According to another aspect a mounting kit is provided for a fuel supply system of a combustion engine with high pressure injection, wherein the mounting kit comprises a fuel storage for liquefied vapour, a fuel supply channel connectable to the fuel storage for liquefied vapour and to a high pressure pump, for supplying fuel from the fuel storage to the high pressure pump, wherein the mounting kit is connectable to the fuel supply system in order to obtain a fuel supply system for injecting at least two fuels in a combustion chamber of the combustion engine. The mounting kit according the invention comprises a second fuel supply channel with a connection connectable to the air inlet of the combustion engine. With the mounting kit an existing fuel supply system of a vehicle can be made suitable for use with at least two fuels. Properties and advantages of the fuel supply system obtained with the mounting kit have already been described above.
In an embodiment, the second fuel supply comprises an injector for bringing in liquefied vapour in the air inlet.
The mounting kit can also comprise a built-in control unit that is arranged for controlling the supply of liquefied vapour via the second fuel supply to the air inlet.
The built-in control unit can be the second control unit of the fuel supply system, which can be installed in addition to a first, original control unit.
The injector in the second fuel supply is preferably a controllable injector which can be operated under the control of the built-in control unit.
The built-in control unit is connectable to and arranged to cooperate synchronously with a control unit that is arranged for operating the high pressure pump.
The built-in control unit can be arranged to cooperate synchronously with the control unit arranged to operate the high pressure pump in such a manner that a ratio between fuel supply via the high pressure rail and fuel supply via the air inlet lies between 2:1 and 6:1.
In an embodiment the second fuel supply is connectable to a return line of the high pressure pump.
The mounting kit can comprise a return line which is connectable to the fuel storage and wherein the second fuel supply is connectable to the return line.
According to a further aspect a method is provided for making a combustion engine with a high pressure pump suitable for combustion of a second fuel, additional to a first (original) fuel. The method comprises the steps of providing a mounting kit as described above; coupling the first fuel supply channel with the fuel storage for liquefied vapour and connecting the first fuel supply channel to a inlet side of the high pressure pump; connecting the second fuel supply channel to an air inlet of the combustion engine.
According to another aspect a method is provided for supplying at least two fuels to a combustion chamber of a combustion engine with high pressure injection. The method comprises according to an embodiment providing two different fuels, supplying the first fuel under pressure to the combustion chamber in a first state, supplying the second fuel under pressure to the combustion chamber in a second state, and switching between the first state and the second state. The method further comprises additionally supplying the second fuel in the second state to a combustion chamber via an air inlet. According to an embodiment additional fuel is supplied to the combustion chamber via the air inlet. With this it is possible to let the supply of the fuel be controlled according to a predetermined adjustment, while additional fuel can be added via a second inlet. In particular fuel is injected into the manifold and/or in the air inlet. The additional fuel can be supplied in order to compensate for the difference in caloric value between the two fuels.
In an embodiment, the method comprises supplying liquefied vapour to the combustion chamber via the air inlet in the second state of the combustion engine. The supply to the combustion chamber takes place by injecting the fuel under a pressure of at least 2 MegaPascal. One or more parameters for supplying the fuel are controlled, for example with a control unit. For example, the pressure and the amount of fuel are controlled.
The invention will be further described in connection with the provided drawing, in which:
Figure 1 is a schematic view of an embodiment of the fuel supply system.
Figure 2 is a schematic view of a second embodiment of the fuel supply system.
Figure 1 schematically shows a fuel supply system 1. A first fuel storage 50 is a petrol storage tank. This can be the original fuel storage of the fuel supply system 1. The first fuel storage is connected via a channel 51 with a one-way valve 52 and eventually with an inlet 13 of a high pressure pump 12. Here the fuel is brought to high pressure and guided via a channel to high pressure rail 11 to be injected into the combustion chamber 2-5.
A control unit 16 is connected to a high pressure pump 12 and is capable to control (optimized) this in such a manner that exactly the right amount of first fuel corresponding to the wish of the user is supplied to the pump 12 and brought into the combustion chamber 2-5 via the high pressure rail. Thereby the engine runs without return of the first fuel to the storage tank.
In a bi-fuel fuel system liquefied vapour such as LPG forms the second fuel for a combustion engine 6 and this will be supplied via a fuel supply system 1 to the combustion chambers 2-5.
In a first state fuel is guided from fuel storage tank 50 to the combustion chambers and in a second state fuel from fuel storage tank 20 is guided to the combustion chambers 2-5. It is possible to switch between the states. The liquefied vapour is admitted in a suitable fuel storage 20 such as an LPG tank. The skilled person will be familiar with various embodiments for such a fuel storage tank. The fuel storage tank is part of the vehicle.
The second fuel is supplied to the combustion chambers 2-5 of the schematically depicted combustion engine 6. In the shown embodiment the combustion engine 6 is a four cylinder combustion engine. Combustion engine 6 is a high pressure combustion engine, wherein each cylinder 2-5 is provided with an injector 7-10 that is connected via the high pressure rail 11 with the discharge side 21 of the high pressure pump 12. An inlet side 13 of the high pressure pump is connected to a supply channel 23 which is connected to an outlet 14 of the fuel storage 20. In the supply channel 23 a one-way valve 15 is admitted so that the return of fuel via supply channel 23 is prevented.
The fuel supply channels 23 and 51 meet each other in node 53.
The high pressure pump 12 is connected to a schematically depicted control unit 16 that is arranged to control the pressure in the high pressure rail 11 and thus the pressure of the supplied fuel. A control unit 16 can comprise a memory that contains a predetermined algorithm with which control unit 16 is capable to control the amount of fuel to be supplied and the pressure at which this is brought, by operating the high pressure pump in a suitable manner. With this the control unit 16 is capable to vary at least one of a plurality of parameters of the fuel supplied to the combustion chamber.
In the shown embodiment a suitable pressure sensor 18 is provided in high pressure rail 11. This is connected via an electronic connection 17 to control unit 16. As such, the control unit can receive information from the caused pressure in the high pressure rail 11 and can use this information to adjust for example the reduced volume flow rate via supply 13 of high pressure pump 12.
Not shown, but known to the skilled person, is the application of a second pressure sensor in the exhaust of the combustion chambers 2-5, which pressure sensor can also be connected with the control unit 16, wherein the control unit 16 on the basis of data/signals regarding the pressure in the discharge supplied by the second pressure sensor can adjust and control the control of the high pressure pump 12.
A suitable high pressure pump 12 is arranged to control the volume flow rate in order to provide the desired pressure in the high pressure rail 11. The control unit 16 in a passenger car is optimized by the manufacturer for combustion of petrol. When applying a fuel storage 20 with LPG, a volume of fuel will be supplied to the combustion chamber that has 25% less caloric value than a comparable amount of petrol fuel.
In the shown embodiment the high pressure pump comprises a return line 19 which can return fuel to the fuel storage 20 for LPG. In the return line a throttle valve 30 can be admitted.
In the shown embodiment an additional fuel injector 31 is connected to the return 19 for injecting 36 additional fuel into the air inlet 32 of the respective combustion chambers 2-5. The air inlet 32 is connected with a manifold 33. The manifold discharges into the four combustion chambers 2-5. Via a schematically depicted inlet 36 air can be sucked in to be brought into the combustion chamber.
With dotted lines the additional supply 55 is connected with the supply channel 23. In the additional supply a pump 56 can be admitted. This pump 56 can be connected to control unit 34 for controlling the pumping capacity of the pump 56. This has the further advantage that the LPG can reach the additional inlet unheated. This is particularly advantageous when hot-starting.
The schematically shown additional fuel injector 31 is connected to an additional fuel control unit 34 with which the amount of fuel that is injected into the air inlet 32 is controlled. This control unit 34 can also be connected to pressure sensor 18 (not depicted) and/or to the not shown pressure sensor that is coupled to an exhaust of the combustion chambers 2-5. The fuel control unit 34 can be an LPG control unit or can be an integrated part of an LPG control unit. In another embodiment next to the control unit 16 and 34 an LPG control unit is present (not shown in the figure).
With the additional fuel supply system 25% of additional fuel can be supplied to the combustion chamber with which the shortage of caloric value of the supplied LPG can be compensated.
The LPG control unit 34 can calculate the controlling time for the additional injector as follows. Either from the petrol control unit 16 or via a measurement from one or more sensors, the LPG control unit obtains information from which can be determined which amount of energy the petrol control unit would have wanted to supply to the combustion chamber per injection. From this the LPG control unit 34 can calculate which portion in caloric value is missing. The missing volume can via the additional injector be supplied to the combustion chamber. A further advantage of the embodiment is that the additional fuel supply via the air inlet 32 takes place at a distance of the combustion engine 6 at a location where the temperature is considerably lower than the temperatures that prevails in the combustion engine. The temperature of the fuel in the high pressure rail 11 can increase to more than 90°, in particular when a running motor has cut out. The fuel present in the high pressure rail will in the case of LPG evaporate so that the "hot-starting " can be problematic. When hot-starting, the fuel control unit 16 will supply an amount of fuel to the engine that is unsuitable for LPG operation. Fuel supply via the air inlet can still take place at a lower temperature, making this hot-starting easier.
In an embodiment a signal from control unit 16 is used for controlling the supply, and in particular of injector 31, of fuel to the air inlet. A converter for adjusting the output signal of the control unit 16 can be placed between the control unit 16 and the injector 31 for converting the signal emitted by control unit 16 into a usable signal.
In the shown embodiments, control units 34 and 16 are connected to each other via a connection 38. With this it is possible to synchronize the control units and can the introduction of liquefied vapour in the respective injectors take place in synchronized fashion.
The ratio between volumes that are supplied via supply 21 respectively via supply 32 into the respective combustion chambers 2-5 lies between 2 and 6, preferably between 2 and 4. In an advantageous embodiment, per litre liquefied vapour that is supplied via high pressure rail 11 approximately 0.33 litre liquefied vapour is supplied via the air inlet. The ratio air : injected fuel 35 that is supplied to the combustion chamber via the manifold is at least 50:1 and preferably at least 55:1.
In a further embodiment the high pressure pump 12 is preferably controlled in such a manner that the high pressure in the high pressure rail is at least 4 MegaPascal. Through this the prevailing pressure will be above the critical point of propane (main constituent of LPG) so that gaseous and liquid forms are no longer distinguishable and the evaporation of the fuel is no longer problematic.
A minimum pressure above a certain critical pressure/temperature of the (main) constituents of the liquefied vapour prevents the supply of evaporated liquefied vapour. In an embodiment, the LPG control unit 34 is connected to the high pressure pump and/or the high pressure rail. In an embodiment the LPG control unit can be connected to the sensors that read parameters of physical properties in the high pressure rail. Thus it is possible for the LPG control unit 34 to perform a manipulation, to ensure that the pressure in the high pressure rail 11 does not decrease below the critical value, so that vapour and liquid phase cannot occur simultaneously. In this embodiment the regular petrol control unit 16 receives a manipulated signal, which in this situation is representative of a pressure that is lower than the actual rail pressure. The petrol control unit 16 will thus artificially increase the pressure, until a pressure above the critical point is obtained.
The mounting kit for converting a combustion engine 6 into an engine that can (also) be used for the combustion of LPG comprises a tank 20, a number of lines and a supply that can be connected to the air inlet 32 of the combustion chambers. This is for example injector 31. In an embodiment the air inlet can also comprise a compressor. With this a turbo function is obtained.
Schematically shown is the connection 37 of the second fuel supply channel, and in particular of the injector, to the air inlet. In the outer wall of the air inlet a hole can be drilled. With this the connection 37 can engage. Thus a good connection for supplying the second fuel to the air inlet becomes possible.
Although the invention has been shown on the basis of an embodiment, multiple embodiments are possible within the frame of the invention.
Building-in the fuel supply system according the invention is particularly easy because the new fuel storage is to be connected to the present high pressure pump, while an additional connection is made with the air inlet or manifold of the combustion engine. The number of required parts of the mounting kit is particularly low, while a system is obtained that is optimized for a high pressure direct fuel injection for the respective combustion engine, while the built-in system is usable for multiple different combustion engines.
Figure 2 schematically shows another embodiment. Herein over a one-way valve 100 in a petrol supply line 101, which is arranged to prevent the return of a fuel to the petrol tank 50, a bypass is applied in the form of adjustable valve 102. During of just before switching over the pressure of LPG on the suction side 13 of the high pressure pump 12 is higher than the pressure that can be created with petrol pump 54.
When switching over, valve 20 is closed and valve 102 opened. By opening valve 102 during switching over it is allowed that the LPG present at the suction side 13 can expand somewhat through a, preferably large, part of the petrol supply line 101.
In the shown example, the LPG expands until one-way valve 103 which is located close to or on tank 50. In the shown example the fuel pump 54 is admitted in the tank 50. However, the pump may also be placed outside the tank. The expansion of LPG in the first fuel supply line 101 is preferably allowed until just downstream of pump 54.
The LPG will mix with the supplied first fuel. The inventor has surprisingly discovered that the mixture of LPG with petrol in the petrol supply line has a vapour pressure which is still manageable within the petrol system, which mixture can be supplied to high pressure pump 12. The opening of valve 102 can be advantageously timed, preferably just before petrol starts to build-up before one-way valve 100.
In the bypass line 105 (which bypasses one-way valve 100) which is accessible for gas after the switching over has started and valve 102 is opened, the vapour will spread itself over a larger part of the supply lines. In addition, in the bypass line 105 a circulation supporting pump 104 can be admitted. The bypass 105 connects a point just upstream of valve 102 with a node in the supply system just downstream of a one-way valve 103. The circulation pump 104 is arranged to cause an artificial circuit of fuel, wherein present, just before switching over, having a higher pressure, LPG mixes with the newly supplied petrol fuel. This mixing under influence of pump 104 prevents the forming of LPG pockets, which could lead to a less supple running of the engine.
Valve 102 and pump 104 can be connected to the additional control unit 34. When switching over, the control unit 34 can open valve 102 and after some time close it.
In an embodiment the fuel supply system comprises a distribution piece. Part of this distribution piece can be node 53, one-way valves 15, 100 and valve 102. This distribution piece is part of a mounting kit.
The adjustable valve is connected to a control unit. The control unit comprises a controllable switch for switching over the fuel supply. The control unit is arranged to open the adjustable valve when switching over from LPG to petrol.

Claims

1. Fuel supply system for injecting under high pressure at least a first and a second fuel in a combustion chamber of a combustion engine, comprising a high pressure rail (11) with an or a plurality of injectors (7-10) for injection of fuel into the combustion chamber, wherein the fuel supply system is arranged to, in a first state, inject under high pressure via the high pressure rail (11) a petrol to the combustion chamber of the combustion engine, and wherein the fuel supply system is arranged to, in a second state, inject under high pressure via the high pressure rail (11) a liquefied vapour, such as liquid petroleum gas (LPG), to the combustion chamber (2-5) of the combustion engine, wherein the fuel supply system is also arranged to, in the second state, supply via an air inlet (32) liquefied vapour to the combustion chamber (2-5).
2. Fuel supply system according to claim 1, comprising a fuel storage (50) for petrol and a fuel storage (20) for liquefied vapour connected via a channel with a high pressure pump (12), of which a high pressure discharge is connected to the high pressure rail (11), and wherein a control unit is arranged to control the high pressure pump (12).
3. Fuel supply system according to claim 2, wherein the air inlet (32) is connected to a return line (19) of the high pressure pump (12), which return line (19) is connected to a fuel storage (20) for liquefied vapour.
4. Fuel supply system according to claim 2 or 3, wherein the fuel supply system comprises a control unit (34) that is arranged to control the supply of fuel to the air inlet
(32).
5. Fuel supply system according to claim 4, wherein the control unit (34) which is arranged to control the supply of liquefied vapour to the air inlet (32) is a second control unit, next to a control unit (16) for petrol, wherein the second control unit (34) is synchronized with the control unit (16) that is arranged to control the high pressure pump (12).
6. Fuel supply system according to any of the claims 2-5, wherein the fuel supply system comprises a pressure sensor (18) which is arranged to measure the fuel pressure in the high pressure rail (11), and which is connected to the control unit (16) which is arranged to control the high pressure pump (12) for supplying to that control unit (34) a signal representative of the measured pressure.
7. Fuel supply system according to any of the claims 2-6, wherein the fuel supply system comprises a pressure sensor (18) that is arranged to measure pressure in an exhaust of the combustion chamber and which is connected to the control unit (16) that is arranged to control the high pressure pump (12) for supplying to that control unit (16) a signal representative of the measured pressure.
8. Fuel supply system according to any of the previous claims, wherein the fuel supply system in the second stat is arranged to supply liquefied vapour to the high pressure rail (11) and to the air inlet (32) in a ratio that lies between 2:1 and 6:1.
9. Fuel supply system according to any of the previous claims, wherein the fuel supply system in the second state is arranged to supply a mixture of air/fuel to the air inlet (32) with a mixing ratio of at least 45 ;1, in an embodiment at least 50:1 and preferably at least 55:1.
10. Fuel supply system according to any of the previous claims, wherein the fuel supply system comprises an injector (31) for bringing in liquefied vapour into the air inlet (32).
11. Fuel supply system according to any of the previous claims, comprising a switching unit for switching between the first and the second state of the fuel supply system.
12. Fuel supply system according to claim 11, wherein the switching unit is connected to an expansion unit (102, 104, 105) for, when switching from the second state to the first state, letting liquefied vapour present at a suction side of the high pressure pump (12) expand in (a part of) the petrol supply channel.
13. Fuel supply system according to claim 12, wherein the expansion unit comprises a bypass channel (105) over a one-way valve (100) in the petrol supply channel (101), wherein the bypass channel is provided with an adjustable valve (102).
14. Combustion engine (6) comprising a fuel supply system according to any of the previous claims.
15. Mounting kit for a fuel supply system of a combustion engine with high pressure injection, wherein the mounting kit comprises a fuel storage (20) for liquefied vapour, a with the fuel storage for liquefied vapour and with a high pressure pump connectable fuel supply channel (23) for supplying fuel from the fuel storage to the high pressure pump, wherein the mounting kit is connectable to the fuel supply system in order to obtain a fuel supply system for injecting at least two fuels in a combustion chamber (2- 5) of the combustion engine, wherein the mounting kit comprises a second fuel supply channel with a connection (37) connectable to an air inlet (32) of the combustion engine.
16. Mounting kit according to claim 15, wherein the second fuel supply comprises an injector (31) for bringing in liquefied vapour into the air inlet (32).
17. Mounting kit according to claim 15 or 16, comprising a built-in control unit (34) which is arranged to control the supply of liquefied vapour via the second fuel supply to the air inlet (32).
18. Mounting kit according to claim 16 and 17, wherein the injector (31) is a controllable injector which is operable under the control of the built-in control unit (34).
19. Mounting kit according to claim 17 or 18, wherein the built-in control unit (34) is connectable to and arranged to cooperate simultaneously with a control unit (16) that is arranged to control the high pressure pump (12).
20. Mounting kit according to claim 19, wherein the built-in control unit (34) is arranged to cooperate synchronously in such a manner with the control unit that is arranged to control the high pressure pump (12) that a ratio between supply of fuel via the high pressure rail (11) and supply of fuel via the air inlet (32) lies between 2:1 and 6:1.
21. Mounting kit according to any of the claims 15-20, wherein the second fuel supply is connectable to a return line (19) of the high pressure pump.
22. Mounting kit according to any of the claims 15-21, wherein the Mounting kit comprises a return line (19) that is connectable to the fuel storage and wherein the second fuel supply is connectable with to return line.
23. Method for making a combustion engine with a high pressure pump (12) suitable for combustion with a second fuel, wherein the method comprises the steps of:
- Providing a mounting kit according to any of the claims 15-22;
- Coupling the first fuel supply channel to the fuel storage for liquefied vapour and connecting the first fuel supply channel to an inlet side of the high pressure pump (12);
- Connecting the second fuel supply channel to an air inlet (32) of the combustion engine.
24. Method for supplying at least two different fuels to a combustion chamber (2-5) of a combustion engine with high pressure injection, comprising providing two different fuels, supplying under pressure the first fuel to the combustion chamber (2-5) in a first state, supplying under pressure the second fuel to the combustion chamber (2-5) in a second state, switching between the first state and the second state, wherein the method in the second state of the combustion engine further comprises supplying the second fuel to a combustion chamber (2-5) via an air inlet (32).
25. Method according to claim 24, wherein in the second state of the combustion engine liquefied vapour is supplied to the combustion chamber (2-5) via the air inlet
(32).
PCT/NL2009/050812 2008-12-30 2009-12-29 Fuel supply system and method for supplying fuel to a combustion chamber WO2010077140A1 (en)

Applications Claiming Priority (2)

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NL2002383 2008-12-30
NL2002383A NL2002383C2 (en) 2008-12-30 2008-12-30 FUEL FEED SYSTEM AND METHOD FOR FEEDING FUEL TO A COMBUSTION SPACE.

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WO2013092347A1 (en) * 2011-12-20 2013-06-27 Continental Automotive Gmbh Method and device for controlling the fuel supply of an internal combustion engine operated with liquefied gas
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GB2539905A (en) * 2015-06-30 2017-01-04 Richard Terry Stephen A method of controlling secondary fuelling in an internal combustion engine using engine exhaust measurement
EP3014092A4 (en) * 2013-06-27 2017-12-13 Westport Power Inc. Engine control apparatus
CN108699992A (en) * 2016-02-02 2018-10-23 罗伯特·博世有限公司 Method and fuel feed system for running fuel feed system
US10794301B2 (en) 2016-08-25 2020-10-06 Ford Global Technologies, Llc Fuel supply system, internal combustion engine system, and method for supplying an internal combustion engine with an LPG fuel

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US10794301B2 (en) 2016-08-25 2020-10-06 Ford Global Technologies, Llc Fuel supply system, internal combustion engine system, and method for supplying an internal combustion engine with an LPG fuel

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