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WO2002036953A1 - Control of the supply of diesel and liquefied petroleum gas to a dual fuel internal combustion engine - Google Patents

Control of the supply of diesel and liquefied petroleum gas to a dual fuel internal combustion engine Download PDF

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Publication number
WO2002036953A1
WO2002036953A1 PCT/TR2001/000026 TR0100026W WO0236953A1 WO 2002036953 A1 WO2002036953 A1 WO 2002036953A1 TR 0100026 W TR0100026 W TR 0100026W WO 0236953 A1 WO0236953 A1 WO 0236953A1
Authority
WO
WIPO (PCT)
Prior art keywords
lpg
pressure
diesel
gas
diesel fuel
Prior art date
Application number
PCT/TR2001/000026
Other languages
French (fr)
Inventor
Mevlüt AYVACI
Original Assignee
Ayvaci Otomotiv Yedek Parca Tasimacilik San. Ve Tic. Ltd. Sti.
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 Ayvaci Otomotiv Yedek Parca Tasimacilik San. Ve Tic. Ltd. Sti. filed Critical Ayvaci Otomotiv Yedek Parca Tasimacilik San. Ve Tic. Ltd. Sti.
Priority to AU2001277836A priority Critical patent/AU2001277836A1/en
Publication of WO2002036953A1 publication Critical patent/WO2002036953A1/en

Links

Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M21/00—Apparatus for supplying engines with non-liquid fuels, e.g. gaseous fuels stored in liquid form
    • F02M21/02—Apparatus for supplying engines with non-liquid fuels, e.g. gaseous fuels stored in liquid form for gaseous fuels
    • F02M21/0218—Details on the gaseous fuel supply system, e.g. tanks, valves, pipes, pumps, rails, injectors or mixers
    • F02M21/023—Valves; Pressure or flow regulators in the fuel supply or return system
    • F02M21/0239—Pressure or flow regulators therefor
    • 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
    • F02D19/0639—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
    • F02D19/08—Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures peculiar to engines working with pluralities of fuels, e.g. alternatively with light and heavy fuel oil, other than engines indifferent to the fuel consumed simultaneously using pluralities of fuels
    • F02D19/10—Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures peculiar to engines working with pluralities of fuels, e.g. alternatively with light and heavy fuel oil, other than engines indifferent to the fuel consumed simultaneously using pluralities of fuels peculiar to compression-ignition engines in which the main fuel is gaseous
    • 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
    • F02M21/0287—Details on the gaseous fuel supply system, e.g. tanks, valves, pipes, pumps, rails, injectors or mixers characterised by the transition from liquid to gaseous phase ; Injection in liquid phase; Cooling and low temperature storage
    • 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

  • This invention is related to an economic embodiment that functions with LPG or natural gas in internal-combustion engines called as semi-diesel, full-diesel, turbo, and intercool.
  • This invention is particularly related to an embodiment that provides the transmit of LPG to combustion chambers by the suction manifold at the moment the accelerator is stepped on and that cuts off the LPG and utilizes only diesel when the accelerator is not stepped on and when the vehicle is run down or up on ramps, called as compression, and is stopped by lowering the gear.
  • LPG utilization in internal combustion engines is valid for petrol vehicles only. As for these engines, LPG is consumed as an alternative fuel rather than for economic reasons so that during the starting process gasoline is used and optionally changed to LPG afterwards. Since there is not an ignition mechanism in diesel engines, direct LPG utilization is not possible.lt is known from EP0347192 that an apparatus improved for providing economic fuel consumption for diesel engines.
  • an adjustment nozzle embodied on the air intake mechanism of the engine and connected to a LPG container by means of a solenoid valve. Furthermore a pressure controller regulated in a thermostat mechanism for activating the solenoid valve when the temperature of the engine is raised to a certain degree. In addition to these features, a stop switch for activating the solenoid valve when a predefined value of the vehicle speed is reached.
  • EP0347192 possesses the above-mentioned advantages, it is obvious that the embodiments set forth in the said document fail for the engines working based upon introduction of forced air in the engines for providing combustion. This is indeed the case, since the mechanism does not propose any embodiment to provide an equilibrium between the air pressure and gas pressure for the combustion.
  • the present invention aims to save on fuel by accomplishing LPG combustion in certain conditions (to be explained in the detailed description of invention) for diesel engines.
  • the object of this invention is to allow a vehicle with a diesel engine to consume LPG "especially and merely” depending on the speed during motion, and in other cases, to prevent the consumption of LPG (to prevent LPG from being taken to a cylinder for combustion) as an economical fuel.
  • the present invention is ensured by directing LPG from a tank to the suction manifold at a constant pressure after it is gasified in a regulator.
  • the embodiment provides that the LPG can be given via cylinder one by one in the suction manifold, or optionally LPG can be introduced into the cylinders via a single cavity.
  • This directing process is also realized so that when the accelerator is stepped on, LPG is taken and combusted, and LPG combustion is stopped when no force is exerted on the accelerator. Also when the gear is lowered and when the vehicle is run down or up on ramps, LPG consumption is stopped by the compression the engine performs and diesel fuel is consumed only.
  • the present invention is applicable for all kind of diesel engines (semi-, full-, turbo, intercool).
  • the air that is required for combustion in turbo and intercool engine types is forced-transmitted by a pump to combustion chambers.
  • the pressure of LPG to be used in the embodiment of this invention is kept equivalent with the pressure of the air transmitted to combustion chambers.
  • Figure 1 shows a flow diagram of the economic system with LPG
  • Figure 2 shows how the air to be required for combustion is sucked from the normal setting and applied to diesel engines (semi-, full-diesel engines);
  • Figure 3 shows how the air to be required for combustion is applied to diesel engines (turbo, intercool) where it is forced-directed by a pump.
  • the embodiment according to this invention may be used in diesel engines where the air required for combustion is taken from the outer setting naturally (semi-, full-diesel engines) and also where the air required for combustion is forced transmission by a pump to combustion chambers (turbo, intercool engines).
  • the LPG pressure to be utilized according to an embodiment of the present invention is ensured to be equivalent with the pressure of the air transmitted to combustion chambers.
  • Natural gas can also be utilized as an alternative to LPG.
  • Figure 1 shows a flow diagram of the economic system with LPG.
  • the fuel (1) in the liquid phase is directed by the transmittance means (2) and is converted to the gas phase (3). If it is at a constant pressure, the fuel that is converted to the gas phase (3) is delivered (6) to the suction manifold (12) and there is neither a pressure on the accelerator (4), nor a pressure (5) at the diesel pump (16).
  • the fuel in the gas phase (3) is combusted after it is transmitted to the suction manifold (12) and introduced into each cylinder (7). It can be realized from any part of the manifold channel in one entrance. In order to deliver the fuel to the system within economic reasons, there should neither be a pressure at the diesel fuel pump (16) nor on the accelerator. If these two conditions (4, 5) are not fulfilled, fuel is not delivered to the system (8).
  • Figure 2 shows how the air to be required for combustion is sucked from the normal setting and applied to diesel engines (semi-, full-diesel engines).
  • LPG is present in the tank (9) in its liquid phase (1) and is passed to the regulator (10) by the transmittance means (2).
  • the said regulator (10) allows the LPG gas in the liquid phase (1) to convert to the to the gas phase (3) by circulating the hot water, as used in known status of technical field, it contains. LPG that is converted to the gas phase (3) becomes ready for use.
  • the gas (3) is directed from the regulator (10) by the primary solenoid valve (11). The gas (3) passes when the solenoid valve (11) is open and stops when the solenoid valve is closed.
  • Gas phased LPG (3) that comes with a constant pressure from the regulator (10) is directed to the suction manifold (12) again by the transmittance means (13). This directing process is again controlled by a secondary solenoid valve (14).
  • This solenoid valve (12) receives the control signals (opening/closing) from the gas arm (15) that activates as a result of the pressure on the accelerator (4) as well as the switches (17, 18) that are warned with the pressure in the diesel fuel tank (16).
  • the primary and secondary solenoid valves (11 , 14) prevent the fuel to pass through the transmittance means (2, 13) and in this case, the engine consumes only diesel fuel.
  • One electricity opening/closing switch (19) assembled within the vehicle allows the operation of the solenoid valves (11 , 14) in the system.
  • the electricity charged into the system completes the circuit if the gas arm switch (17) and the diesel fuel pump switch (18) are closed and thus opens the primary and secondary solenoid valves (11 , 14) and allows the gas phased LPG (3) to be delivered to the suction manifold.
  • the LPG (3) that passes through primary and secondary solenoids is divided by a collector (20) in as many paths as the number of cylinders the engine contains.
  • the gas flow can also be adjusted by means of the collector (20).
  • a figure representative of a diesel engine with 4 cylinders is sketched in Figure 2.
  • Figure 3 shows how the air to be required for combustion is applied to diesel engines (turbo, intercool diesel engines) where it is forced-directed by a pump.
  • the pressure of the air (24) that is forced-directed by an air pump (22) is kept equivalent with the pressure of gas phased LPG (3) to be utilized for combustion.
  • a small-piston (23) that exerts pressure on the regulator's (10) diaphragm for this pressurizing process is utilized.
  • An equivalent pressure for both of the gas phased LPG (3) to be combusted and the forced-directed air (24) required for combustion is provided by this said pressure balancing line (21).

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

Abstract

A naturally aspirated or supercharged dual fuel engine operates on Diesel and liquefied petroleum gas (LPG) respectively. The LPG fuel supply is controlled by an accelerator pedal position sensor/switch and a Diesel fuel pressure actuated switch. The supply of LPG can be cut-off during idle and transient engine operations by closing two solenoid valves in the gaseous fuel supply system in order to reduce the overall fuel consumption.

Description

CONTROL OF THE SUPPLY OF DIESEL AND LIQUEFIED PETROLEUM GAS TO A DUAL FUEL INTERNAL COMBUSTION ENGINE
Technical Field
This invention is related to an economic embodiment that functions with LPG or natural gas in internal-combustion engines called as semi-diesel, full-diesel, turbo, and intercool.
This invention is particularly related to an embodiment that provides the transmit of LPG to combustion chambers by the suction manifold at the moment the accelerator is stepped on and that cuts off the LPG and utilizes only diesel when the accelerator is not stepped on and when the vehicle is run down or up on ramps, called as compression, and is stopped by lowering the gear.
Known Status of Invention
Nowadays, LPG utilization in internal combustion engines is valid for petrol vehicles only. As for these engines, LPG is consumed as an alternative fuel rather than for economic reasons so that during the starting process gasoline is used and optionally changed to LPG afterwards. Since there is not an ignition mechanism in diesel engines, direct LPG utilization is not possible.lt is known from EP0347192 that an apparatus improved for providing economic fuel consumption for diesel engines.
In this document it is disclosed that an adjustment nozzle embodied on the air intake mechanism of the engine and connected to a LPG container by means of a solenoid valve. Furthermore a pressure controller regulated in a thermostat mechanism for activating the solenoid valve when the temperature of the engine is raised to a certain degree. In addition to these features, a stop switch for activating the solenoid valve when a predefined value of the vehicle speed is reached.
Although EP0347192 possesses the above-mentioned advantages, it is obvious that the embodiments set forth in the said document fail for the engines working based upon introduction of forced air in the engines for providing combustion. This is indeed the case, since the mechanism does not propose any embodiment to provide an equilibrium between the air pressure and gas pressure for the combustion.
Background of Invention
In the light of the background art, the present invention aims to save on fuel by accomplishing LPG combustion in certain conditions (to be explained in the detailed description of invention) for diesel engines.
The object of this invention is to allow a vehicle with a diesel engine to consume LPG "especially and merely" depending on the speed during motion, and in other cases, to prevent the consumption of LPG (to prevent LPG from being taken to a cylinder for combustion) as an economical fuel.
The present invention is ensured by directing LPG from a tank to the suction manifold at a constant pressure after it is gasified in a regulator. In the scope of the present invention the embodiment provides that the LPG can be given via cylinder one by one in the suction manifold, or optionally LPG can be introduced into the cylinders via a single cavity. This directing process is also realized so that when the accelerator is stepped on, LPG is taken and combusted, and LPG combustion is stopped when no force is exerted on the accelerator. Also when the gear is lowered and when the vehicle is run down or up on ramps, LPG consumption is stopped by the compression the engine performs and diesel fuel is consumed only.
The present invention is applicable for all kind of diesel engines (semi-, full-, turbo, intercool). The air that is required for combustion in turbo and intercool engine types is forced-transmitted by a pump to combustion chambers. Regarding LPG consumption in this kind of engines; the pressure of LPG to be used in the embodiment of this invention is kept equivalent with the pressure of the air transmitted to combustion chambers. In the experiments carried out on a six-cylinder truck, it has been determined that when only diesel oil is used, fuel consumption is approximately 100 It during 300 km-path. In the same conditions mentioned above, when economic working system is switched on, diesel oil consumption becomes approximately 55 It and LPG consumption becomes approximately 20 It. Throughout driving, the comfort in an engine and the reduction on environmental pollution can be noticed by a driver.
The objectives, characteristics, and advantages of this invention shall be understood better by referring the annexed figures aiming only illustration purposes.
Brief Description of Figures
Figure 1 , shows a flow diagram of the economic system with LPG;
Figure 2, shows how the air to be required for combustion is sucked from the normal setting and applied to diesel engines (semi-, full-diesel engines);
Figure 3, shows how the air to be required for combustion is applied to diesel engines (turbo, intercool) where it is forced-directed by a pump.
Reference Numbers
1- LPG in liquid phase;
2- Transmittance means;
3- LPG in gaseous phase;
4- Pressure on the accelerator;
5- Pressure at the diesel fuel pump;
6- Directing the fuel at the gaseous phase; 7- Combustion process;
8- Gas cutting process;
9- Tank;
10- Regulator;
11- Primary solenoid valve;
12- Suction manifold;
13- Transmittance means;
14- Secondary solenoid valve;
15- Gas arm;
16- Diesel fuel pump;
17- Gas arm switch
18- Diesel fuel pump switch;
19- Electricity opening-closing switch;
20- Collector;
21- Pressure line;
22- Air pump;
23- Small piston;
24- Forced directed air.
Based on one embodiment of the present invention, it is described in detail by referring to the figures. Detailed Description of Invention
The embodiment according to this invention may be used in diesel engines where the air required for combustion is taken from the outer setting naturally (semi-, full-diesel engines) and also where the air required for combustion is forced transmission by a pump to combustion chambers (turbo, intercool engines).
Regarding the turbo and intercool diesel engine types, the LPG pressure to be utilized according to an embodiment of the present invention is ensured to be equivalent with the pressure of the air transmitted to combustion chambers. Natural gas can also be utilized as an alternative to LPG.
Figure 1 shows a flow diagram of the economic system with LPG. First, the fuel (1) in the liquid phase is directed by the transmittance means (2) and is converted to the gas phase (3). If it is at a constant pressure, the fuel that is converted to the gas phase (3) is delivered (6) to the suction manifold (12) and there is neither a pressure on the accelerator (4), nor a pressure (5) at the diesel pump (16). The fuel in the gas phase (3) is combusted after it is transmitted to the suction manifold (12) and introduced into each cylinder (7). It can be realized from any part of the manifold channel in one entrance. In order to deliver the fuel to the system within economic reasons, there should neither be a pressure at the diesel fuel pump (16) nor on the accelerator. If these two conditions (4, 5) are not fulfilled, fuel is not delivered to the system (8).
Figure 2 shows how the air to be required for combustion is sucked from the normal setting and applied to diesel engines (semi-, full-diesel engines).
LPG is present in the tank (9) in its liquid phase (1) and is passed to the regulator (10) by the transmittance means (2). The said regulator (10) allows the LPG gas in the liquid phase (1) to convert to the to the gas phase (3) by circulating the hot water, as used in known status of technical field, it contains. LPG that is converted to the gas phase (3) becomes ready for use. The gas (3) is directed from the regulator (10) by the primary solenoid valve (11). The gas (3) passes when the solenoid valve (11) is open and stops when the solenoid valve is closed.
Gas phased LPG (3) that comes with a constant pressure from the regulator (10) is directed to the suction manifold (12) again by the transmittance means (13). This directing process is again controlled by a secondary solenoid valve (14). This solenoid valve (12) receives the control signals (opening/closing) from the gas arm (15) that activates as a result of the pressure on the accelerator (4) as well as the switches (17, 18) that are warned with the pressure in the diesel fuel tank (16).
If one of the diesel pump switch (18) or the gas arm switches (17) can not complete the circuit, the primary and secondary solenoid valves (11 , 14) prevent the fuel to pass through the transmittance means (2, 13) and in this case, the engine consumes only diesel fuel.
One electricity opening/closing switch (19) assembled within the vehicle allows the operation of the solenoid valves (11 , 14) in the system. The electricity charged into the system completes the circuit if the gas arm switch (17) and the diesel fuel pump switch (18) are closed and thus opens the primary and secondary solenoid valves (11 , 14) and allows the gas phased LPG (3) to be delivered to the suction manifold.
The LPG (3) that passes through primary and secondary solenoids is divided by a collector (20) in as many paths as the number of cylinders the engine contains. The gas flow can also be adjusted by means of the collector (20). A figure representative of a diesel engine with 4 cylinders is sketched in Figure 2.
Figure 3 shows how the air to be required for combustion is applied to diesel engines (turbo, intercool diesel engines) where it is forced-directed by a pump. As distinct from the previous application, in this case, the pressure of the air (24) that is forced-directed by an air pump (22) is kept equivalent with the pressure of gas phased LPG (3) to be utilized for combustion. A small-piston (23) that exerts pressure on the regulator's (10) diaphragm for this pressurizing process is utilized. An equivalent pressure for both of the gas phased LPG (3) to be combusted and the forced-directed air (24) required for combustion is provided by this said pressure balancing line (21).

Claims

1. An embodiment for a diesel engine in which air required for combustion is taken naturally from the outer environment and
comprising;
a gas arm (15) driven by the pressure on an accelerator (4) and
a diesel fuel pump (16) where pressure is formed therein (5) when the engine does not take-in the diesel fuel and which carries LPG (1) from a tank (9) to a regulator (10) by transmittance means (2, 13) and
provides saving on fuel consumption by sending and combusting (7) the LPG that is converted to its gas phase (3) at the said regulator (10) to the suction manifold (12) and
starts operating by an electricity opening/closing switch (19),
and a gas arm switch (17) sensing activation of a gas arm (15) by means of said pressure on an accelerator (4)
wherein it is c h a r a c t e r i z e d in that;
- a diesel pump switch (18) sensing the pressure (5) on the said diesel pump,
- primary and secondary solenoid valves (1 1 , 14) preventing the gas flow on the said transmittance means (2, 13) by the presence of the said gas arm (5) drive and/or the pressure in the diesel fuel pump (16),
- a collector (20) where the gas phased LPG (3) passing through the transmittance means (2,13) when the said primary and secondary solenoid valves (11 ,14) are open is divided and delivered in as many paths as the number of cylinders.
2. This invention provides an embodiment for a diesel engine which is called as turbo and intercool, depending on the process the air required for combustion is forced-taken (24) by a pump (22) from the outer environment and which has a gas arm (15) driven by the pressure on the accelerator (4) and a diesel fuel pump (16) where pressure is formed in (5) when the engine does not take in the diesel fuel and which carries the LPG (1) from a tank (9) to a regulator (10) by transmittance means (2, 13) and provides saving by sending and combusting (7) the LPG that is converted to its gas phase (3) at the said regulator (10) to the suction manifold (12) and starts operating by an electricity opening/closing switch
(19), wherein it is characterized in that
a small-piston (23) and a pressurizing line (21) providing an equivalent pressure between the forced-directed air (24) and the gasified LPG (3) by exerting pressure on the diaphragm of the regulator (10) that converts the liquid phased LPG (1) to the gas phase (3).
3. An embodiment according to claims 1 or 2, characterized in that a solenoid valve (14) receiving the control (opening/closing) signal from the switches (17, 18) that are warned by the pressure at the diesel fuel pump (16) and the gas arm (15) that acts as a result of the pressure on the accelerator (4).
4. An embodiment according to one and/or several preceding claims, characterized in that a collector (20) capable of adjusting the gas flow.
5. A method for a diesel engine in which air required for combustion is taken naturally from the outer environment and comprising; a gas arm (15) driven by the pressure on an accelerator (4) and a diesel fuel pump (16) where pressure is formed therein (5) when the engine does not take-in the diesel fuel and which carries LPG (1 ) from a tank (9) to a regulator (10) by transmittance means (2, 13) and provides saving on fuel consumption by sending and combusting (7) the LPG that is converted to its gas phase (3) at the said regulator (10) to the suction manifold (12) and starts operating by an electricity opening/closing switch (1), and a gas arm switch (17) sensing activation of a gas arm (15) by means of said pressure on an accelerator (4) wherein it is c h a r a c t e r i z e d in that;
LPG consumption is performed when the gas arm (15) is driven with the pressure on the accelerator and that the LPG consumption is not performed when there is not a pressure formed in the diesel fuel pump (16) during a smooth movement.
6. A method according to claim 5, that provides saving by using LPG in former engines, characterized in that the LPG (1,3) consumption is stopped when the gas arm (15) is not driven and/or the diesel fuel pump (16) is pressurized.
7. A method according to one^and/or several preceding claims, characterized in that the solenoid valves (11 , 14) prevent the gas flow through the transmittance means (2, 13) when one of the diesel fuel switch (18) or gas arm switch (17) does not complete current circuit.
8. A method according to one and/or several preceding claims, characterized in that the pressure of the air (24) that is forced-directed by a pump (22) in diesel engines where the air is forced-directed and the pressure of the gas phased LPG (3) to be used for combustion are provided equivalent.
PCT/TR2001/000026 2000-11-03 2001-06-29 Control of the supply of diesel and liquefied petroleum gas to a dual fuel internal combustion engine WO2002036953A1 (en)

Priority Applications (1)

Application Number Priority Date Filing Date Title
AU2001277836A AU2001277836A1 (en) 2000-11-03 2001-06-29 Control of the supply of diesel and liquefied petroleum gas to a dual fuel internal combustion engine

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
TR00/03215 2000-11-03
TR200003215 2000-11-03

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PCT/TR2001/000026 WO2002036953A1 (en) 2000-11-03 2001-06-29 Control of the supply of diesel and liquefied petroleum gas to a dual fuel internal combustion engine

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Cited By (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
GB2388403A (en) * 2002-04-08 2003-11-12 Autogas Diesel Ltd Electronically controlled dual fuel diesel/LPG fuel system for an i.c. engine
DE102007017561A1 (en) 2007-04-12 2008-10-16 Cornelis Hendrik Heim Diesel fuel and combustible gas common combustion method for combustion chamber of vehicle's diesel engine, involves merging combustible gas and charge air to fuel air mixture that is compressed
DE102007022230A1 (en) 2007-05-09 2008-11-13 Ecomotec Gmbh Self igniting-internal combustion engine operating method for use in motor vehicle i.e. truck, involves selecting partial desired value and amount of fuel in such manner that amount of fuel is supplied to engine is larger

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GB2122681A (en) * 1982-06-28 1984-01-18 Maxwell Charles Washbourne Operating compression ignition engines on both gaseous and liquid fuels
US4499885A (en) * 1982-11-02 1985-02-19 Weissenbach Joseph Supplemental system for fuel agency
GB2166267A (en) * 1984-10-10 1986-04-30 Gaspower Int Fuel control system on duel fuel compression ingnition engine
US4614168A (en) * 1984-02-02 1986-09-30 Propane Carburetion Systems, Inc. Control valve for dual fuel operation of an internal combustion engine
EP0347192A1 (en) 1988-06-17 1989-12-20 Nihon Kankyo Denso Co. Ltd. Apparatus for injecting LP gas into diesel engine
US5370097A (en) * 1993-03-22 1994-12-06 Davis Family Trust Combined diesel and natural gas engine fuel control system and method of using such
US5553575A (en) * 1995-06-16 1996-09-10 Servojet Products International Lambda control by skip fire of unthrottled gas fueled engines
US6003478A (en) * 1999-07-14 1999-12-21 Itg Innovative Technology Group Corporation Dual-fuel control/monitoring system

Patent Citations (8)

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Publication number Priority date Publication date Assignee Title
GB2122681A (en) * 1982-06-28 1984-01-18 Maxwell Charles Washbourne Operating compression ignition engines on both gaseous and liquid fuels
US4499885A (en) * 1982-11-02 1985-02-19 Weissenbach Joseph Supplemental system for fuel agency
US4614168A (en) * 1984-02-02 1986-09-30 Propane Carburetion Systems, Inc. Control valve for dual fuel operation of an internal combustion engine
GB2166267A (en) * 1984-10-10 1986-04-30 Gaspower Int Fuel control system on duel fuel compression ingnition engine
EP0347192A1 (en) 1988-06-17 1989-12-20 Nihon Kankyo Denso Co. Ltd. Apparatus for injecting LP gas into diesel engine
US5370097A (en) * 1993-03-22 1994-12-06 Davis Family Trust Combined diesel and natural gas engine fuel control system and method of using such
US5553575A (en) * 1995-06-16 1996-09-10 Servojet Products International Lambda control by skip fire of unthrottled gas fueled engines
US6003478A (en) * 1999-07-14 1999-12-21 Itg Innovative Technology Group Corporation Dual-fuel control/monitoring system

Cited By (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
GB2388403A (en) * 2002-04-08 2003-11-12 Autogas Diesel Ltd Electronically controlled dual fuel diesel/LPG fuel system for an i.c. engine
DE102007017561A1 (en) 2007-04-12 2008-10-16 Cornelis Hendrik Heim Diesel fuel and combustible gas common combustion method for combustion chamber of vehicle's diesel engine, involves merging combustible gas and charge air to fuel air mixture that is compressed
DE102007022230A1 (en) 2007-05-09 2008-11-13 Ecomotec Gmbh Self igniting-internal combustion engine operating method for use in motor vehicle i.e. truck, involves selecting partial desired value and amount of fuel in such manner that amount of fuel is supplied to engine is larger

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