WO2016043587A1

WO2016043587A1 - Device for providing an additive fuel in gaseous state

Info

Publication number: WO2016043587A1
Application number: PCT/NL2015/050645
Authority: WO
Inventors: Cornelis Hendricus KARREMANS
Original assignee: ANKER SPECIALS BENELUX BV
Current assignee: ANKER SPECIALS BENELUX BV
Priority date: 2014-09-18
Filing date: 2015-09-17
Publication date: 2016-03-24
Anticipated expiration: 2017-03-18
Also published as: DE202015100650U1; NL2013490B1

Abstract

A first aspect provides a device for providing an additive fuel in gaseous state to a Diesel engine. The device comprises a fuel inlet for receiving the additive fuel in substantially liquid state; a fuel outlet for providing the additive fuel in substantially gaseous state and a valve module for controlling a fuel flow from the fuel inlet to the fuel outlet. The device further comprises a first fuel duct between the fuel inlet and the valve module a heating module for heating fuel in the first fuel duct, a control inlet for receiving an inlet air signal, the signal providing information an air flow into the Diesel engine. In this device, the control inlet is connected to the valve module for controlling the valve such that a positive relation between the air flow and the fuel flow is established.

Description

TITLE

Device for providing an additive fuel in gaseous state.

TECHNICAL FIELD

The aspects relate to systems for fuel supply to Diesel engines and systems for providing a fuel additive to Diesel engines in gaseous state

BACKGROUND

Diesel engines exhaust carbon dioxide and pollutants like fine dust. Increasing lobby efforts by environmental organisations have moved legislators to put measures in force aiming to reduce exhaust of these materials. This has led to development and production of cleaner lorries and other Diesel engine powered vehicles. There is, however, still a heritage base of vehicles and other Diesel powered machines of which it is highly preferred they operate at a cleaner level and with less exhaust of carbon dioxide.

SUMMARY

It is preferred to provide an arrangement for improving operation of Diesel engines.

A first aspect provides a device for providing an additive fuel in gaseous state to a Diesel engine. The device comprises a fuel inlet for receiving the additive fuel in substantially liquid state; a fuel outlet for providing the additive fuel in substantially gaseous state and a valve module for controlling a fuel flow from the fuel inlet to the fuel outlet. The device further comprises a first fuel duct between the fuel inlet and the valve module a heating module for heating fuel in the first fuel duct, a control inlet for receiving an inlet air signal, the signal providing information an air flow into the Diesel engine. In this device, the control inlet is connected to the valve module for controlling the valve such that a positive relation between the air flow and the fuel flow is established. Experiments have demonstrated this device, coupled to a Diesel engine, results in up to 20% less fuel consumption. This leads to less exhaust of carbon dioxide. Air flow into the engine is a measure for an amount of fuel, like Diesel fuel, burnt by the engine. By adjusting the amount of gas provided to the Diesel engine in response to an air flow, more gaseous fuel is provided when more Diesel is provided. Hence, a positive relation is provided between Diesel consumption and gas supply. By means of the heating module around the duct, acting as a vaporisation module if gas is provided in liquid state, returning of the gaseous fuel to a liquid state is prevented.

In an embodiment, the control inlet comprises an opening.

Furthermore, the valve module comprises flexible membrane, a first membrane chamber provided at a first side of the membrane, a second membrane chamber provided at a second side of the membrane, and a first valve connecting the first fuel duct to second membrane chamber, the valve being operatively connected to the membrane for controlling operation of the valve. The device further comprises a control duct connecting the control inlet to the first membrane chamber.

An advantage of this embodiment is that it may be constructed without any electrical or electronic elements for controlling the operation of the device. Electrically operating safety valve may be applied - and desired - but these are not essential to operation of the device. By using air flows and a membrane coupled to the valve such that it controls the fuel flow, a connection may be made in a mechanical way.

In another embodiment, the first side of the membrane is opposite to the first side of the membrane and the valve and the membrane are connected such that the valve permits an increasing fuel flow from the first fuel duct to the second membrane chamber if a first pressure in the first membrane chamber increases relative to a second pressure in the second membrane chamber.

This embodiment works best with a turbo Diesel engine. The control inlet is coupled to the air inlet between the turbo compressor and the Diesel engine. The membrane and with that, the valve, operates in response to the turbo pressure. Which, in turn, is a measure for the amount of air taken in. This has proven to be a simple yet effective way of improving certain performance characteristics of a Diesel engine system.

In yet another embodiment of the first aspect, the heating module comprises a heating inlet, a heating outlet and a heating duct provided between the heating inlet and the heating outlet for receiving a heating fluid for heating fuel in the first fuel duct.

In this embodiment, thermal energy already present in an engine system is used for heating the fuel inlet of the device. This is energy efficient. Furthermore, if liquefied petroleum gas is used, electrical means of heating are prohibited in certain jurisdictions. This embodiments provides a solution to such regulations.

In yet a further embodiment, the valve module comprises: a first valve connecting the first fuel duct to second membrane chamber and an electromechanical actuator operatively connected to the valve and the control inlet. The control inlet comprises an electrical connection; and he valve is operatively connected electromechanical actuator for controlling operation of the valve for controlling the fuel flow.

Whereas a purely mechanical solution has advantages from a point of view of simplicity, maintenance and cost effectiveness, an electronic solution enables use of more input parameters. A reason for this is that such electromechanical actuator may be controlled by a microcontroller or microprocessor that may be fed with numerous amounts of parameters. Such parameters may be engine drive shaft torque, engine drive shaft revolutions per minute, air temperature, engine temperature and many more parameters. This allows optimization of performance.

A second aspect provides a Diesel engine system. The system comprises a Diesel engine comprising a Diesel inlet and an engine air inlet and the device according to any of the first aspect. In this system, the fuel outlet is connected to the engine air inlet and the control inlet being operatively connected to the engine air inlet for obtaining information on an air flow into the Diesel engine.

Whereas some dual fuel systems - gas and Diesel - provide gas to the engine with Diesel through the same entrance or in a separate entrance of the engine, this aspect provides the gaseous fuel to the engine via the air inlet. This requires a minimum of modifications to the engine and the surrounding system.

BRIEF DESCRIPTION OF THE FIGURES

The various aspects and embodiments thereof will now be discussed in further detail in conjunction with Figures. In the Figures shows:

Figure 1 a Diesel engine system;

Figure 2 a cross section of a gas supply module;

Figure 3 a top view of a lower part of the gas supply module;

Figure 4 a top view of an upper part of the gas supply module;

Figure 5 a schematic view of the gas supply module with a control module.

DETAILED DESCRIPTION

Figure 1 discloses a Diesel engine system 100. The Diesel engine system comprises a Diesel engine 1 10 for providing a driving force. The driving force provided by the Diesel engine 1 10 may be used to drive an electrical generator, a propeller of a ship, a vehicle, other, or a combination thereof. The Diesel engine 1 10 comprises an air inlet 1 14, an exhaust outlet 1 16, a Diesel fuel inlet 1 12, a coolant inlet 1 18 and a coolant outlet 120. The Diesel fuel inlet 1 12 is connected to a Diesel tank 130 arranged for holding Diesel fuel. Between the Diesel tank 130 and the Diesel fuel inlet 1 12 a fuel pump 132 may be provided. The coolant outlet 120 is connected to a radiator 160 for taking in heated coolant and for cooling the heated coolant. The coolant is heated by the Diesel engine 1 10. The radiator is connected to the coolant inlet 180 for providing cooled coolant to the Diesel engine 1 10 for cooling the engine.

The air inlet 1 14 is in this embodiment connected to an air inlet for taking in air. In this embodiment, the air inlet 1 14 is taking in air via a turbo compressor 150. The exhaust outlet 1 16 is connected to the turbo compressor 150 for providing a driving force to the turbo compressor 150. The driving force provided to the turbo compressor 1 50 is used to compress air taken in and for providing the compressed air to the Diesel engine 1 10. The turbo pressure may be measured by means of a pressure sensor 152 as an air flow detector. The latter is the case as the turbo pressure is an indication of an amount of air provided to the Diesel engine 1 10.

The Diesel engine system 100 further comprises a gas supply module 200 for providing an additive fuel in gaseous state to the Diesel engine 1 10. In this embodiment, the gas supply module 200 provides liquefied petroleum gas, also known as LPG, to the Diesel Engine. The gas supply module 200 is connected to a gas tank 140 for taking in gas from the gas tank 140. The gas supply is connected to the air inlet 1 14 of the Diesel engine 1 10, between the turbo compressor 150 and the air inlet 1 14, for providing gas to the Diesel engine.

The gas supply module 200 is connected to the coolant outlet

120 and an inlet of the radiator for taking in heated coolant. The amount of gas supplied to the Diesel engine 1 10 is controlled dependent on the amount of air supplied to the Diesel engine 1 10. The pressure of air provided by the turbo compressor 150 to the air inlet 1 14 of the Diesel engine is a measure for the amount of air supplied to the Diesel engine 1 10. To convey the amount of this pressure to the gas supply module 200, an additional connection is provided between the turbo compressor 1 50 and air inlet 1 14 on one hand and the gas supply module 200 on the other hand.

Figure 2 shows a cross section of the gas supply module 200. The cross section as shows by Figure 2 is defined as the vertical front view cross section. In this view, top is defined as shown by Figure 2. These definitions are provided for conveniently discussing the gas supply module 200 and are not limiting the various aspects. The gas supply module comprises an upper part 210 and a lower part 250. The upper part comprises a first pressure chamber 230 above a flexible and preferably resilient membrane 232. In the membrane 232 may be made from natural rubber, synthetic rubber or another material having similar properties. In the centre of the membrane 232, a membrane plug 234 is provided.

The membrane plug 234 engages with a first spring 226 as a first urging member. The first spring 226 exerts a downward force on the membrane 232 via the membrane plug 234. Above the first spring 226, a spring plug 224 is provided. The spring plug 224 engages with the first spring 226. Above the spring plug 224, an adjustment screw 220 is provided. The adjustment screw 220 engages with a thread provided in a hole of the upper half in which the adjustment screw 220 is provided. By turning the screw 220 either left or right, the screw 220 is moved up or down. By this up or down movement, the force exerted by the first spring 226 may be adjusted. Around the adjustment screw 220, an O-ring is provided for ensuring the inner part of the upper part 210 is substantially air-tight sealed to the outside.

The upper part 210 further comprises a turbo sensing duct 242 connected to the first pressure chamber 232 and a turbo pressure inlet 240. The turbo pressure inlet 240 may be connected to a duct between the turbo compressor 150 (Figure 1 ) and the air inlet 1 14 of the Diesel engine 1 10.

The lower part 250 comprises a second pressure chamber 280 provided below the membrane 232. In the second pressure chamber 280, a valve seat 282 is provided. In the valve seat 282, a valve 284 is provided. The valve 284 engages with the membrane plug 234 via a valve needle 286. The valve needle 286 preferably comprises a conical segment. The valve 284, the valve needle 286 and the membrane plug 234 are preferably not attached to one another, but connected by means of releasable connections. The valve 284 is urged to a closed position, closing an opening in the valve seat 282. The valve 284 is urged to the closed position by means of a second spring 288 as an urging member. The second pressure chamber 280 is connected to a second gas inlet duct segment 294, via the opening in the valve seat 282. The second gas inlet duct segment 294 is connected to a gas inlet 290 via a first gas inlet duct segment 292.

Figure 3 shows an upper view of the lower part 250. In the lower part 250, a first coolant duct segment 262, a second coolant duct segment 264 and a third coolant duct segment 266 are provided. The first coolant duct segment 262, the second coolant duct segment 264 and the third coolant duct segment 266 are connected and arranged for guiding coolant from a coolant inlet 260 to a coolant outlet 268. In the first coolant duct segment 262, a first lower coolant connecting duct 306 is provided. In the second coolant duct segment 264, a second lower coolant connecting duct 308 is provided. The coolant connecting ducts are open at the top of the lower part 250.

The lower part 250 comprises a gas outlet duct 322 connected to a gas outlet 320 for providing gas to the Diesel engine 1 10. The gas outlet duct 322 is connected to the second pressure chamber 280 for receiving gas released by the valve 284. In the gas outlet duct 322, an outlet valve duct 310 may be provided for accommodating a valve. The valve may be controlled by a control module. The outlet valve duct 310 is accommodated to house a valve for closing supply to the gas outlet duct 322. A valve housing 312 may accommodate a valve module, like a solenoid and the valve operated by means of the solenoid.

Figure 3 shows in addition to the first gas inlet duct segment 292 and the second gas inlet duct segment 294 also a third gas inlet duct segment 296, a fourth gas inlet duct segment 298 and a fifth gas inlet duct segment 299. The gas inlet ducts are connected, thus forming one single gas inlet duct. The gas inlet duct reached from the gas inlet 90 to the second pressure chamber 280. The amount of gas provided to the second pressure chamber 280 is controlled by means of the valve 284. Figure 3 shows the third gas inlet duct segment 296 to be aligned with the first coolant duct segment 262. The fifth gas inlet duct segment 299 is aligned with the third coolant duct segment 266 and the fourth gas inlet duct segment 298 is aligned with the second coolant duct segment 264.

Figure 4 shows a top view of the upper part 21 0 of the gas supply module 200. The upper part 210 comprises a first upper coolant duct part 212, a second upper coolant duct segment 214 and a third upper coolant duct part 216. The upper coolant duct parts are connected for forming an upper coolant duct. In the first upper coolant duct segment 212, a first upper coolant connecting duct 406 is provided. In the second upper coolant duct segment 264, a second lower coolant connecting duct 308 is provided. With the upper part 210 being provided on top of the lower part 250, the first upper coolant connecting duct 406 connects with the first lower coolant connecting duct 306. And the second upper coolant connecting duct 408 connects with the second lower coolant connecting duct 308.

The upper coolant duct is closed at the outsides of the upper part 210. The upper coolant duct is provided with coolant via the coolant connecting ducts and provided with coolant from the coolant ducts. With coolant being provided from the Diesel engine 1 10, the coolant heats the gas supply module 200. And as segments of the gas supply duct run parallel to segments of the coolant duct, the heated coolant heats the gas supply duct and contents thereof.

In operation, as discussed directly above, heated coolant flows from the Diesel engine 1 10 to the gas supply module 200 and through the coolant ducts. As a result, the temperature of the gas supply module 200 increases and the temperature of the gas inlet duct in particular. Gas is provided at the gas inlet 290. In this embodiment, the gas is firstly provided in liquid state as LPG. Alternatively, LNG (liquefied natural gas) or CNG (compressed natural gas) are provided. The latter will be provided in gaseous state). With the additive fuel being presented in a liquid state, the fuel will vaporise and the temperature of the gas will increase. The gas taken in is led to the valve 284. As discussed, the valve 284 engages with the membrane 232 via the membrane plug 234 and the valve needle 286. The membrane 232 is arranged to move in response to a difference in pressures and the pressure difference between a first pressure in the first pressure chamber 230 and a second pressure in the second pressure chamber 280. If the pressure difference rises above a pre-determined threshold, the membrane 232 moves. If the membrane 232 moves, due to the engagement with the valve 284, the valve 284 moves as well and opens for passing through gas. The predetermined threshold is determined, among others, by forces exerted by the first spring 226 and the second spring 288 and in particular in a difference between these two forces exerted by the springs. The force exerted by the first spring 226 may be adjusted by adjusting the adjustment screw 220.

In operation, in a static operation, the pressure in the first pressure chamber 230 is the same as the pressure in the air inlet 1 14 of the Diesel engine 1 10. This pressure is generated by the turbo compressor 150. If the turbo pressure rises such that the pressure difference rises above the predetermined threshold, the valve 284 is actuated as discussed above and lets in gas fuel in the second pressure chamber 280. Via the second pressure chamber, the gas flows through the gas outlet duct 322 connected to the gas outlet 320 for providing gas to the Diesel engine 1 10. The gas outlet is connected to the air inlet 1 14 of the Diesel engine, so the gas is provided via the air inlet 1 14, rather than the Diesel fuel inlet.

Preferably, the combination of the valve 284 and the valve seat 282 is arranged such that with an increase of turbo pressure, the supply of gas increases. This relation may particularly be arranged by the conical segment of the valve needle 286. In this way, further downward movement of the membrane 232 resulting in further downward movement of the valve needle 286 results in an increasing opening of the valve opening provided in the valve seat 282. This is preferred over a binary relation, in which a substantially fixed amount of gas is provided if the pressure difference rises above the pre-determined threshold. Figure 5 shows a view of the gas supply module 200. The gas supply module 200 has a coolant inlet connector 502 and a coolant outlet connector 504 connected to it and to the coolant inlet 260 and the coolant outlet 268, respectively, in particular. To the coolant connectors, tubes may be attached for connecting the device to the Diesel engine 1 10 and the radiator 160. The gas supply module 200 also has a turbo pressure inlet connector 532 connected to it and to the turbo pressure inlet 240 in particular for connecting a tube to the gas supply module 200 and the turbo pressure inlet 240 in particular. The gas supply module 200 has a gas inlet connector 512 connected to it and to the gas inlet 290 in particular, via a first control valve 514. Alternatively, the first control valve is provided in the fuel inlet duct or between the fuel inlet duct and the second pressure chamber 280.

A gas outlet connector 522 is connected to the gas supply module 200 for supplying gas to the air inlet 1 14. Near the end of the gas outlet connector, a gas outlet temperature sensor 524 is provided for sensing a temperature of gas provided to the air inlet 1 14. At the end, close to the gas outlet temperature sensor 524, a nozzle 526 is provided. The nozzle 526 controls the amount of gas provided and a maximum amount of gas provided by the gas supply module 200 in particular. As discussed above, the upper part comprises a valve housing 312. The valve housing 312 has a second control valve 542 accommodated in it for controlling outflow of gas to the gas outlet 320. Alternatively, the second control valve 542 is provided outside the gas supply device 200, close to or in the gas outlet connector 522.

The gas supply module 200 has a control module 550 connected to it for controlling operations of the control valves for controlling flow of gas to and from the gas supply module 200. The control module is connected to the gas outlet temperature sensor 524 and to a block temperature sensor 552. The block temperature sensor 552 senses the temperature of the gas supply module 200 as heated by coolant taken in. preferably, the block temperature sensor is provided in vicinity of the gas inlet duct. The control module is also connected to the pressure sensor 1 52 (Figure 1 ). And the control module 550 is connected to the control valves for controlling operation thereof.

The control module 550 is connected such that if the turbo pressure is above a turbo threshold, a block temperature sensed by the block temperature sensor 522 is above a block temperature threshold and an outlet temperature sensed by the gas outlet temperature sensor is above an outlet threshold, the first control valve 514 and the second control valve 542 are open. And if one of the turbo pressure, the block temperature or the outlet temperature drops below their respective threshold, the first control valve 514 and the second control valve 542 are closed. Preferable the turbo threshold is 0, 15 bar above atmospheric pressure, the block temperature threshold is 50 degrees Centigrade (with an optional range of 10% above and below) and the outlet temperature threshold is 35 degrees centigrade (with an optional range of 10% above and below).

This allows safe operation of the gas supply module 200.

Dependency on the outlet temperature is important, as gas should be supplied to the air inlet 1 14 in gaseous state. If the outlet temperature is too low, gas may be provided in liquid state. This could result in damage to the Diesel engine 1 10. Similarly, if the temperature in the gas inlet duct is too low, gas may not vaporise or liquefy at a later stage in the gas supply module 200. Also this situation may result in harm to the Diesel engine 1 10.

As a practical example, the Diesel engine system 100 is provided in a lorry and has a total cylinder content of 15 litres. Preferably, the maximum amount of gas provided to the air inlet 1 14 is 30% of the amount of the total cylinder content of the Diesel engine, per working stroke. In normal use, the amount of gas provided is preferably 20% of the total cylinder content of the Diesel engine per working stroke. With the Diesel engine 1 10 operating at 3000 revolutions per minute, the Diesel engine 100 has 1500 working strokes per minute. This would require a gas flow of 15 ^* 0,2 ^* 1500 = 4500 litres per minute, at a pressure level at the air inlet 1 14. The adjustment screw 220 is adjusted such that the valve 284 with the valve needle 286 opens at a turbo pressure present at 1200 revolutions per minute with a stationary running engine. The values provided here are merely examples of how the gas supply module 200 may be embodied. For different Diesel engine systems, whether for a small car with a 1 ,5 litres engine, stationary power generator for providing electricity with a 50 litres engine or a ship having a 100 litre engine, different values may be selected.

The embodiments disclosed thus far apply turbo pressure for controlling supply of gas. In an engine system providing air to a Diesel engine under atmospheric pressure, such embodiments may not work. In such situation, an amount of air taken in by the air inlet of the Diesel engine may be measured in another way. Such method may be using a flow meter, like a Pitot tube or a mass airflow meter. The flow meter may be connected to the membrane of a device discussed above or embodiments thereof. In case of use of a Pitot tube, a low pressue is created in the tube, the pressure dropping with an increased flow sensed. This mechanical relation may be used for mechanicall driving the membrane of a gas supply module. The valve of such gas supply module would open if a pressure in a supply chamber would be larger than a sensing chamber coupled to the Pitot tube.

In case of other flow sensors, but in case discussed above, the sensed air flow or sensed entity indicative of an amount of the air flow could be transformed to an electrical signal. The electrical signal would be processed and used for operating a valve controlling gas flow to the air inlet 1 14 of the Diesel engine. This could be done by operating a valve by means of an electronically operable valve. Preferably, such control is done accurately. This may be done by stepped electromechanical actuators, like stepper motors.

Expressions such as "comprise", "include", "incorporate", "contain", "is" and "have" are to be construed in a non-exclusive manner when interpreting the description and its associated claims, namely construed to allow for other items or components which are not explicitly defined also to be present. Reference to the singular is also to be construed in be a reference to the plural and vice versa.

In the description above, it will be understood that when an element such as layer, region or substrate is referred to as being "on", "onto" or "connected to" another element, the element is either directly on or connected to the other element, or intervening elements may also be present.

Furthermore, the invention may also be embodied with less components than provided in the embodiments described here, wherein one component carries out multiple functions. Just as well may the invention be embodied using more elements than depicted in the Figures, wherein functions carried out by one component in the embodiment provided are distributed over multiple components.

A person skilled in the art will readily appreciate that various parameters disclosed in the description may be modified and that various embodiments disclosed and/or claimed may be combined without departing from the scope of the invention.

It is stipulated that the reference signs in the claims do not limit the scope of the claims, but are merely inserted to enhance the legibility of the claims.

Claims

1 . Device for providing an additive fuel in gaseous state to a Diesel engine, the device comprising:

- a fuel inlet for receiving the additive fuel;

a fuel outlet for providing the additive fuel in substantially gaseous state;

a valve module for controlling a fuel flow from the fuel inlet to the fuel outlet;

- a first fuel duct between the fuel inlet and the valve module;

a heating module for heating fuel in the first fuel duct; a control inlet for receiving an inlet air signal, the signal providing information on an air flow into the Diesel engine;

the control inlet being connected to the valve module for controlling the valve such that a positive relation between the air flow and the fuel flow is established.

2. Device according to claim 1 , wherein:

the control inlet comprises an opening;

the valve module comprises:

- a flexible membrane;

a first membrane chamber provided at a first side of the membrane;

a second membrane chamber provided at a second side of the membrane; and

- a first valve connecting the first fuel duct to second membrane chamber, the valve being operatively connected to the membrane for controlling operation of the valve;

the device further comprising a control duct connecting the control inlet to the first membrane chamber.

3. Device according to claim 2, wherein the first side of the membrane is opposite to the second side of the membrane and the valve and the membrane are connected such that the valve permits an increasing fuel flow from the first fuel duct to the second membrane chamber if a first pressure in the first membrane chamber increases relative to a second pressure in the second membrane chamber.

4. Device according to claim 3, wherein the valve opens if the first pressure exceeds the second pressure by a pre-determined threshold.

5. Device according to any of the claims 2-4, further comprising a first urging element for urging the valve to a closed position.

6. Device according to any of the claims 2-5, further comprising a second urging element for urging the valve to an open position.

7. Device according to any of claims 5 to 6, further comprising an urging control element for controlling an urging force of at least one of the first urging element and the second urging element.

8. Device according to any of the preceding claims, wherein the heating module comprises a heating inlet, a heating outlet and a heating duct provided between the heating inlet and the heating outlet for receiving a heating fluid for heating fuel in the first fuel duct.

9. Device according to claim 8, wherein at least part of the first fuel duct and at least part of the heating duct are provided substantially in parallel to one another within the device.

10. Device according to claim 1 , wherein the valve module comprises:

a first valve connecting the first fuel duct to second membrane chamber; and

- an electromechanical actuator operatively connected to the valve and the control inlet; wherein

the control inlet comprises an electrical connection; and the first valve is operatively connected to the electromechanical actuator for controlling operation of the valve for controlling the fuel flow.

1 1 . Device according to any of the preceding claims, further comprising: at least one of a second valve provided between the fuel inlet and the first fuel duct and a third valve provided between the valve module and the fuel outlet;

a first temperature sensor for sensing an output temperature in the device in the vicinity of the fuel outlet; and

a control module arranged to close at least one of the second valve and the third valve if the outlet temperature falls below a first predetermined temperature threshold.

12. Device according to any of the claims 1 to 1 0, further comprising: - at least one of a second valve provided between the fuel inlet and the first fuel duct and a third valve provided between the valve module and the fuel outlet;

a second temperature sensor for sensing a heating temperature in the device in the vicinity of the heating module;

- a control module arranged to close at least one of the second valve and the third valve if the second temperature falls below a second predetermined temperature threshold.

13. Device according to any of the claims 3 to 7, further comprising:

at least one of a second valve provided between the fuel inlet and the first fuel duct and a third valve provided between the valve module and the fuel outlet;

a control module connectable to a pressure sensor for sensing a pressure at the control inlet and arranged to close at least one of the second valve and the third valve if the sensed pressure falls below a pre-determined pressure threshold.

14. Diesel engine system comprising:

a Diesel engine comprising a Diesel inlet and an engine air inlet; and

the device according to any of the preceding claims; wherein: the fuel outlet of the device is connected to the engine air inlet; and

the control inlet is operatively connected to the engine air inlet for obtaining information on an air flow into the Diesel engine.

15. Diesel engine system according to claim 14, wherein the device is a device according to any of the claims 3 to 13, The Diesel engine system further comprising a compressor for providing compressed air to the engine air inlet, wherein the control inlet is operatively connected to the engine air inlet by means of a duct.

16. Diesel engine system according to any of the claims 14 or 1 5, wherein the device is a device according to any of the claims 8 or 9, the Diesel engine comprising an engine cooling inlet and an engine cooling outlet and the Diesel engine system further comprising:

a radiator for cooling a fluid by means of heat exchange, the radiator comprising a radiator fluid inlet and a radiator fluid outlet;

a first engine cooling duct connecting the engine cooling outlet to the radiator cooling inlet for providing a warm fluid from the Diesel engine to the radiator;

a second engine cooling duct connecting the engine cooling inlet to the radiator cooling outlet for providing a cool fluid from the radiator to the Diesel engine;

wherein the heating inlet of the device is connected to the engine cooling outlet and the heating outlet of the device is connected to the engine heating inlet.