Abstract: A fuel injector includes an injector body that defines a fuel inlet, a drain outlet and a nozzle outlet, and has disposed therein a nozzle chamber, a needle control chamber and a valve chamber. The needle control chamber is fluidly connected to the drain outlet through a drain passage that includes the conical seat, is fluidly connected to the nozzle chamber through a Z orifice, and fluidly connected to the valve chamber through an A orifice. The nozzle chamber is fluidly connected to the valve chamber by a pressure passage that includes an F orifice that opens through a flat seat. A control valve member is trapped to move between contact with conical seat and contact with the flat seat. An electrical actuator is operable to push the control valve member away from the conical seat toward the flat seat when energized. A direct control needle valve has an opening hydraulic surface positioned in the nozzle chamber and a closing hydraulic surface positioned in the needle control chamber.

Abstract: In one example, a method for controlling a fuel system with fuel is provided. The method includes, in response to an engine shutdown, increasing communication between a fuel rail and a fuel tank to increase boiling of fuel in the rail, and then decreasing the communication after the fuel rail cools.

Abstract: This invention relates to an automatically regulated gaseous mixer for small universal gas engine comprising a mixer body, a choker, an air inlet port, a main gas passage, a main metering jet, a mixture outlet port, a throttle valve, a gas connecting passage and an auxiliary gas passage, which is characterized in that an auxiliary gas passage is set parallel to the main gas passage and connected through a vertical gas passage. Its top end is linked to the main gas passage and the lower end is connected with the auxiliary gas passage, one end of the auxiliary passage is connected with the mixture outlet port. The shaft of throttle valve is in line with auxiliary gas passage and is extended into the auxiliary gas passage to form an automatically regulated valve. The advantages of this invention are simple and compact; practical and reliable.

Abstract: A dual fuel injection valve with concentric needles comprises an inner needle and an outer needle surrounding the inner needle, both needles being located inside the injection valve body. The valve is provided with a first set and a second set of orifices for separately injecting two different fuels directly into the combustion chamber of an internal combustion engine. The outer needle is fixed against rotation with respect to the injection valve body such that an interlace angle between the centerlines of the first series of orifices and second series of orifices is set at different predetermined angles to reduce methane emissions.

Abstract: A method of operating an engine comprises introducing into a cylinder volume a non-compression-combustible fuel, such as natural gas, a compression-combustible fuel, such as diesel, and an oxidant and mixing the components for greater than about 275 microseconds, prior to compression combusting the compression-combustible fuel. The mixing may be done such that the two fuels are at least partially homogenized in the cylinder volume. By mixing, or premixing, the two fuels prior to combustion, the compression-combustible fuel is then simultaneously combusted via compression at multiple ignition points in the volume. The second, non-compression-combustible fuel is ignited in response to the combustion of the first fuel. An engine that enables the various methods is also disclosed.

Abstract: A control system for a dual-fuel engine is disclosed. The control system may have a gaseous fuel injector having a nozzle located at a first air intake port of a cylinder of the engine and configured to inject a variable amount of gaseous fuel radially into the cylinder based on at least one of a load and speed of the engine. The control system may also have a liquid fuel injector configured to inject a fixed amount of liquid fuel axially into the cylinder based on the at least one of the load and speed of the engine. The control system may additionally have a regulator configured to selectively adjust a flow of gaseous fuel to the gaseous fuel injector and at least one sensor configured to generate a signal indicative of a performance parameter of the engine. The control system may also have a controller in communication with the regulator and the at least one sensor. The controller may be configured to selectively cause the regulator to adjust the flow of gaseous fuel based on the signal.

Abstract: A dual fuel system for a vehicle utilizing gasoline and propane fuel sources. The dual fuel system includes a micro-controlled switch box that switches back and forth between fuels. A fuel injector rail and fuel injectors are also included that can function to inject either gasoline or propane. A display and selector switch are also provided inside the cabin of the vehicle to allow the user to read system information and manually select a type of fuel.

Abstract: Various embodiments include two-stroke stratified engines and dual passage carburetors for use with gaseous fuel, such as hydrogen, methane, liquid petroleum gas, pure propane, and butane. A stratified air-head engine and low pressure fuel injected engines with fuel only tube is included.

Abstract: A method and apparatus for managing temperature and pressure of fuel in a fuel tank stored at or near its vapor pressure. In response to fuel feed pressure, a variable ratio of liquid fuel to fuel vapor is extracted from the fuel tank in order to regulate temperature and pressure of the fuel for the purpose of keeping the pressure lower in anticipation of refilling or to assist a vaporizer of the fuel system which is incompletely vaporizing the fuel.

Abstract: A gaseous fuel internal combustion engine includes an engine housing defining at least one cylinder, and an intake housing defining an intake passage fluidly connecting with the at least one cylinder. The engine includes a gaseous fuel delivery mechanism coupled with the engine housing and a distributed ignition promoting mechanism having a bead presentation device extending into the intake passage and configured to present a liquid bead of distributed ignition promoting material therein such as engine lubricating oil. During operation, gases passing through the intake passage dislodge the liquid bead from the bead presentation device and carry the distributed ignition promoting material into the cylinder for distributively igniting therein a mixture containing a gaseous fuel, air and the distributed ignition promoting material.

Abstract: A fuel separation device is configured to separate the first fuel from the mixed fuel to have a concentration of the high-octane fuel not more than a prescribed upper limit value. The prescribed upper limit is defined that a consumed amount of the high-octane fuel measured under a condition that the internal combustion engine is operated at an operation mode including a state in which a fuel injection amount from a first fuel injection valve for the first fuel is equal to a lower injection amount limit by using the first fuel and the second fuel separated by the fuel separation device is less than a consumed amount of the high-octane fuel measured under at the above operation mode by using the first fuel and the second fuel having the concentration of the high-octane fuel at 100% and 0%, respectively, by a prescribed amount or more.

Abstract: A gaseous fuelled two-engine system comprises a high pressure direct injection engine as the main power source and an auxiliary fumigated engine that can be fuelled with vapor removed from a storage tank that stores the gaseous fuel in liquefied form at cryogenic temperatures. The fuel supply system comprises a cryogenic pump for raising the pressure of the fuel to the injection pressure needed for the high pressure direct injection engine, and the cryogenic pump is powered by the auxiliary fumigated engine.

Abstract: A gaseous fuel mixer for an internal combustion engine includes a mixer body and a mixer element supported in a mixer passage formed in the mixer body. The gaseous fuel mixer attaches to an intake manifold at a first end and receives intake air at a second end. A distal end of the mixer element accepts gaseous fuel from a manifold passage extending from a port positioned in the intake manifold. The gaseous fuel flows through the mixer element and then through a plurality of openings formed in an exposed proximate end of the mixer element. The gaseous fuel mixes with the intake air, and the mixture of intake air and gaseous fuel flows from the second end of the mixer body to the first end of the mixer body and then to the intake manifold.

Abstract: Methods, systems, and devices are disclosed for injecting and igniting a fuel using corona discharge for combustion. In one aspect, a method to ignite a fuel in an engine includes injecting ionized fuel particles into a combustion chamber of an engine, and generating one or more corona discharges at a particular location within the combustion chamber to ignite the ionized fuel particles, in which the generating includes applying an electric field at electrodes configured at a port of the combustion chamber, the electric field applied at a frequency that does not produce an ion current or spark on or between the electrodes.

Abstract: A two-stroke engine has an intake arrangement including a carburetor. An intake channel divides into a mixture channel and an air channel. An intermediate flange is mounted between the carburetor and the cylinder. This flange has a carburetor connecting surface, which faces toward the carburetor, and a cylinder connecting surface which faces toward the cylinder. Referred to the flow direction in the intake channel, the air channel divides upstream of the cylinder connecting surface into two branches. The first branch has a first longitudinal center axis and the second branch has a second longitudinal center axis. The intersect points of the center axes with the connecting surfaces are mutually connected via an imaginary connecting line in the carburetor connecting surface or the cylinder connecting surface. The two connecting lines conjointly define an angle ? in the carburetor connecting surface with this angle being greater than 0°.

Abstract: A fuel recovery system for a machine is disclosed. The fuel recovery system may have a tank configured to store a liquid fuel. The fuel recovery system may also have an accumulator fluidly connected to the tank and configured to receive gaseous fuel formed in the tank. The fuel recovery system may further have a compressor fluidly connected to the accumulator and configured to compress the gaseous fuel. In addition, the fuel recovery system may have a separator fluidly connected to the compressor and the tank. The separator may be configured to receive the compressed gaseous fuel, and separate the compressed gaseous fuel into a first flow of gaseous fuel at a first temperature and a second flow of gaseous fuel at a second temperature. In addition, the separator may be configured to direct the second flow to the tank.

Abstract: A dual fuel common rail fuel injector includes a first and second control valve assembly and a first and second check needle. The dual fuel injector is capable of selectively injecting two different fuels such as diesel and liquefied natural gas. The first and second control valve assemblies operate using a single fuel, such as diesel, as the control medium. The dual fuel common rail injector further includes a hydraulic lock assembly.

Abstract: A process in which liquid fuel is saturated with a gas to provide a fuel/gas solution said fuel/gas solution fed to a combustion engine, a first portion of said fuel/gas solution that is fed to said combustion engine is combusted, a second portion of said fuel/gas solution that is fed to said combustion engine is not combusted, the temperature of said second portion of said fuel/gas solution is reduced in a heat exchanger to produce a reduced temperature second portion, evaporated gas in said reduced temperature second portion is then removed in a separator, and the fuel/gas solution thus produced is then fed back into the combustion engine.

Abstract: The invention relates to an internal combustion heat engine, with at least one combustion chamber for intake gases comprising a mixture consisting of a fuel such as petrol and an oxidizer such as air, connected to an intake circuit (A) for the intake of said intake gases into the chamber and an exhaust circuit (B) for the exhaust of the burnt gases outside the chamber, an exhaust gas recirculation circuit (C, D) connecting the exhaust circuit to the intake circuit, and a control system for the exhaust gas recirculation. The control system is arranged so that the exhaust gas recirculation is implemented for at least one operation point defined by an engine speed and a torque output by the engine, for which the output torque is higher than 50% of the maximum engine torque. The invention can be used for operating the engine with optimal stoichiometric mixture and ignition advance without the occurrence of rattling.

Abstract: A dual fuel injector utilizes first and second control valves to open and close first and second nozzle outlet sets to inject a first fuel and a second fuel, respectively. The first and second control valves have concentric lines of action, and include a self alignment feature with respect to a flat seat. The two fuels may differ in at least one of chemical identity, matter phase and pressure.

Abstract: A compression ignition dual fuel engine supplies natural gas fuel and liquid diesel fuel to each engine cylinder from a common fuel injector. Each fuel injector is fluidly connected to both a liquid fuel common rail and a gaseous fuel common rail. The engine includes a surplus gas system for capturing surplus gas, such as evaporated gas from the gaseous fuel supply and pressure control system, or left over pressurized natural gas produced by engine shut down. Rather than being vented to atmosphere, the surplus gas can be burned in the engine when operating conditions present burn opportunities.

Abstract: A control device for an internal combustion engine includes an engine and a control unit. The engine can switch fuel to be used among plural kinds of fuel. The control unit delays a timing of switching the fuel to a timing of around a fuel cut in a case where switching the fuel is requested.

Abstract: A fuel conditioning system is applied to common rail direct injection or unit injector diesel engines. A liquid fuel is conditioned with gas for combustion in the combustion chambers. The system includes an elongate conditioning vessel, at least one fuel dispensing inlet, at least one carbon dioxide inlet port, and at least one conditioned fuel outlet port on the vessel. Carbon dioxide and diesel fuel are fed into the inlet portion of the vessel. The mixture travels a path of at least ten feet in the vessel to the outlet portion to cause the carbon dioxide gas to dissolve in the liquid fuel for forming a liquid/gas fuel solution. At least one high-pressure fuel pump feeds the liquid fuel/gas solution into fuel injectors.

Abstract: Aspects of the present invention relate to systems and method for converting ozone and fuel into mechanical energy and waste products. In some embodiments, a super-combustor may be used to provide a combustion engine with an improved ability to combust fuel. Certain embodiments of the invention may provide for an improved spark plug or modified engine having a super-combustor built in.

Abstract: A machine includes a machine body and a dual fuel compression ignition engine attached to the machine body. A dual fuel system is operably coupled to supply the engine with liquid diesel fuel and natural gas fuel directly into respective cylinders of the engine. The fuel system includes an insulated tank for storing the natural gas fuel, a pressure sensor positioned to measure fluid pressure within the tank, and a pump for drawing the natural gas fuel from the tank. An electronic controller is in communication with the pressure sensor and has a cryogenic system diagnostics algorithm executable thereon that is configured to receive a pressure signal from the pressure sensor, detect a cryogenic system fault based on the signal, and generate a notification signal based on the fault.

Abstract: A surge tank 52 is placed above an engine main body 4. Plural intake runners 51 include curved portions 51C, respectively, which are placed on one side of the engine main body 4, and sloped portions 51D extending from the surge tank 52 to the curved portions 51C. An air cleaner 7 is placed above the sloped portions 51D. A liquid fuel injection unit 8 is placed in a space between the engine main body 4 and the intake runners 51. A gaseous fuel injection unit 11 is placed in a gap between the surge tank 52 and the air cleaner 7. Gaseous fuel injection valves 103 are held by a bracket on a gaseous fuel delivery pipe 10A in a way that they are placed under the air cleaner, each of them being placed in a space between the adjacent two of the sloped portions 51D.

Abstract: Disclosed are methods and systems for fueling hybrid vehicles by placing as part of the vehicle fuel system a tank containing a natural gas adsorbent where the natural gas is initially stored in said tank at a pressure of 700 psia or less.

Abstract: A fuel pump temperature is regulated by selectively directing liquid fuel to an expansion section to evaporate the liquid fuel and create a drop in temperature to thermally cool the fuel pump.

Abstract: A compression ignition engine uses two or more fuel charges having two or more reactivities to control the timing and duration of combustion. In a preferred implementation, a lower-reactivity fuel charge is injected or otherwise introduced into the combustion chamber, preferably sufficiently early that it becomes at least substantially homogeneously dispersed within the chamber before a subsequent injection is made. One or more subsequent injections of higher-reactivity fuel charges are then made, and these preferably distribute the higher-reactivity matter within the lower-reactivity chamber space such that combustion begins in the higher-reactivity regions, and with the lower-reactivity regions following thereafter.

Abstract: Engine system comprising a compression ignition engine (20) including at least one combustion chamber and a cold flame vaporizer (40) in which a fuel is partially oxidized in preheated air to form a cold flame gas. The cold flame vaporizer (40) is in fluid communication with the combustion chamber of the compression ignition engine (20). There is further provided means (50) for supplying air such that the cold flame gas can be mixed with the additional air before being injected into the combustion chamber, and means (22) for injecting a pilot fuel into the combustion chamber, thereby producing a pilot flame in the combustion chamber which ignites the mixture of cold flame gas and air. There is also provided a method for a substantially NOx-free combustion of diesel fuel in a compression ignition engine (20).

Abstract: Described are methods and systems for powering an Otto-cycle engine using gasoline and compressed natural gas (CNG). The Otto-cycle engine can be powered by determining a quantity of the gasoline and a quantity of the CNG to deliver to a cylinder of the engine during an engine cycle such that combustion within the cylinder occurs at a pre-determined air-fuel ratio; delivering the quantity of the gasoline to the cylinder via a gasoline injector and delivering the quantity of the CNG to the cylinder via a CNG injector such that the gasoline and the CNG combust during the same combustion event; and combusting the gasoline and the CNG within the cylinder. Delivering CNG and gasoline to the cylinder using separate injectors allows the quantities of CNG and gasoline to vary in response to engine operating conditions, which allows the fuel mixture to be adjusted to satisfy engine power and emissions criteria.

Abstract: A method of operating a combustion ignition engine comprises introducing an amount of a compressibly non-ignitable fuel into the air induction system of a compression ignition engine during the intake stroke of the engine and then injecting an amount of compressibly ignitable fuel (e.g., Diesel fuel) in the cylinder chamber at a crank angle sufficiently advanced during the compression stroke of the compression ignition engine such that the compressibly ignitable fuel and incompressible non-ignitable fuel ignite and combust such that substantially all of the fuel in the cylinder is combusted, where the amount of compressibly non-ignitable fuel introduced into the cylinder has an energy content that is at least about 50% to at most about 99% of the total energy content of the total amount of fuel introduced.

Abstract: A control device is applied to an internal combustion engine capable of using CNG and gasoline by switching therebetween, and the CNG and the gasoline are associated, as fuel for use, with one and the other of two driving areas respectively, the driving areas being different from each other. The control device exceptionally switches the fuel for use from gasoline to CNG and implements an air-fuel ratio imbalance inspection (S6, S7), when the air-fuel ratio imbalance inspection is required for a CNG mode using CNG (S1), the engine is driving in a driving area (AR2) correlated to gasoline as fuel for use (S2), and gasoline mode using gasoline as fuel for use is ongoing (S3).

Abstract: In a gaseous-fuelled stoichiometric compression ignition internal combustion engine, a pilot fuel is injected directly into the combustion chamber to help initiate a multi-point ignition. The engine provides performance improvements approaching those of high pressure direct injection engines but with less complexity because the gaseous fuel is introduced into the intake air subsystem at relatively low pressure and as a result of the stoichiometric combustion, the low oxygen content in the combustion products exiting the combustion chamber allows the use of a three-way catalyst instead of other after treatment arrangements normally associated with conventional compression ignition engines that require the addition of a reductant.

Abstract: In a method for generating an internal combustion engine configured to run on both a gas fuel and a liquid fuel, the shutoff valve of the gas injection system is initially closed, the engine is then operated with the liquid fuel, and subsequently all gas injection valves of the gas injection system are opened in a predefined pattern while the shutoff valve is still closed.

Abstract: A fuel injector for an internal combustion engine comprising a nozzle body having at least one spray hole. The at least one spray hole has a hole entry on the inside of the nozzle body and a hole exit on the outside of the nozzle body. The spray hole is provided with a hole entry section which, starting from the hole entry, has a flow area which decreases from a relatively larger flow area at the hole entry to a relatively small flow area at the intersection between the end of the hole entry section and the start of a hole exit section. The hole exit section, starting from the intersection with the hole entry section, has a flow area which increases from a relatively small flow area at the intersection with the hole entry section to a relatively larger flow area at the hole exit.

Abstract: A method may include injecting gasoline into a combustion chamber of an internal combustion engine from a direct injection gasoline fuel injector during a gasoline fuel mode of the engine. The method may also include combusting the gasoline in the combustion chamber to power the engine during the gasoline fuel mode. Further, the method may include injecting gaseous fuel from a gaseous fuel injection system into the combustion chamber during a gaseous fuel mode of the engine and combusting the gaseous fuel in the combustion chamber to power the engine during the gaseous fuel mode. The method may further include cooling the direct injection gasoline fuel injector during the gaseous fuel mode by injecting gasoline into the combustion chamber.

Abstract: A fuel pump temperature is regulated by selectively directing liquid fuel to an expansion section to evaporate the liquid fuel and create a drop in temperature to thermally cool the fuel pump.

Abstract: A first control system for an engine includes first and second control modules. The first control module determines first and second fuel masses for first and second fuel injection systems of the engine, respectively, and that controls the first fuel injection system to inject a first fuel based on the first fuel mass. The second control module controls the second fuel injection system to inject a second fuel based on the second fuel mass. A second control system for an engine includes first and second control modules. The first control module controls a first fuel injection system of the engine to inject a first fuel and selectively disables at least one of a plurality of components of a second fuel injection system of the engine. The second control module controls the second fuel injection system to inject a second fuel.

Abstract: A surge tank 52 is placed above an engine main body 4. Plural intake runners 51 include curved portions 51C, respectively, which are placed on one side of the engine main body 4, and sloped portions 51D extending from the surge tank 52 to the curved portions 51C. An air cleaner 7 is placed above the sloped portions 51D. A liquid fuel injection unit 8 is placed in a space between the engine main body 4 and the intake runners 51. A gaseous fuel injection unit 11 is placed in a gap between the surge tank 52 and the air cleaner 7. Gaseous fuel injection valves 103 are held by a bracket on a gaseous fuel delivery pipe 10A in a way that they are placed under the air cleaner, each of them being placed in a space between the adjacent two of the sloped portions 51D.

Abstract: A hydrogen fueled powerplant including an internal combustion engine that drives a motor-generator, and has a two-stage turbocharger, for an aircraft. A control system controls the operation of the motor-generator to maintain the engine at a speed selected based on controlling the engine equivalence ratio. The control system controls an afterburner, an intercooler and an aftercooler to maximize powerplant efficiency. The afterburner also adds power to the turbochargers during high-altitude restarts. The turbochargers also include motor-generators that extract excess power from the exhaust.

Abstract: Fuel management system for enhanced operation of a spark ignition gasoline engine. Injectors inject an anti-knock agent such as ethanol directly into a cylinder. It is preferred that the direct injection occur after the inlet valve is closed. It is also preferred that stoichiometric operation with a three way catalyst be used to minimize emissions. In addition, it is also preferred that the anti-knock agents have a heat of vaporization per unit of combustion energy that is at least three times that of gasoline.

Abstract: A gaseous-fuelled internal combustion engine and a method of engine operation improve combustion stability and reducing emissions of NOx, PM, and unburned hydrocarbons. The method comprises fuelling an internal combustion engine with hydrogen and natural gas, which can be directly injected into the combustion chamber together or introduced separately. Of the total gaseous fuel delivered to the engine, at least 5% by volume at standard temperature and pressure is hydrogen. For at least one engine operating condition, the ratio of fuel rail pressure to peak in-cylinder pressure is at least 1.5:1. A fuel injection valve introduces the gaseous fuel mixture directly into the combustion chamber. Two separate fuel injection valves could also introduce the methane and hydrogen separately. An electronic controller controls timing for operating the fuel injection valve(s). The engine has a preferred compression ratio of at least 14:1.

Abstract: The present invention relates to a system and method for providing fuel to internal combustion engines including fuel activation prior to injection. The method carried out by the system comprises dissolving a mixture of gasses providing improved fuel dispersing after fuel injection into a combustion chamber. Dissolved gasses desorption is stimulated from a unsaturated fuel solution. Full control of fuel flows with dissolved gas/gasses to and from injectors and FET technology is based on Henry's law (dissolving gasses in the liquids) and Kelvin principle (vapor pressure over droplet surface). The system provides fuel to internal combustion engines and consists of compact components, including exhaust gasses recirculation system which can be easily added to existing diesel and gasoline engine fuel supply systems. The method and system were tested with 4 different types of engines.

Abstract: A method for operating an engine with a fuel reformer is presented. In one embodiment a first fuel is reformed into a gaseous fuel comprising H, CO, and CH4, or the fuel may change state to vaporized alcohol. The present method provides for ramping injection of the gaseous fuel so that stoichiometric combustion may be maintained while gaseous fuel is injected to the engine.

Abstract: A dual fuel common rail fuel injector includes a first and second control valve assembly and a first and second check needle. The dual fuel injector is capable of selectively injecting two different fuels such as diesel and liquid natural gas. The first and second control valve assemblies operate using a single fuel, such as diesel, as the control medium. The dual fuel common rail injector further includes a hydraulic lock assembly.

Abstract: A liquefied natural gas system for a natural gas vehicle engine with flow driven by the engine includes dual flow paths through at least one heat exchanger. A return path extends from the dual flow paths to the storage tank, and an engine feed path extends from the dual flow paths configured to couple to the engine. A valve and control system are coupled to the dual flow paths capable of alternating flow through the dual flow paths so that one flow path supplies the engine through the engine feed path while the other flow path pressurizes the storage tank through the return path.

Abstract: The invention relates to a method for evaluating the state of a fuel/air mixture and/or the combustion in a combustion chamber of an internal combustion engine, with sample signals of flame light signals, preferably the flame intensity (FI), with associated mixture states being saved to a database, with flame light signals, preferably the flame light intensity (FI), of the combustion in the combustion chamber being detected and thus being compared with the saved sample signals, and with conclusions being drawn on the state of the mixture in the combustion chamber in the case of coincidence between measured and saved signal patterns. In order to enable a simple and precise monitoring of the mixture state and the combustion it is provided that a pressure measurement is also performed in the cylinder simultaneously with the detection of the flame light signals.

Abstract: A control system for a liquefied petroleum gas (LPG) vehicle, includes a composition determination module and a pump control module. The composition determination module determines a composition of LPG in an LPG tank of the LPG vehicle based on an LPG tank pressure and a temperature of the LPG in the LPG tank. The pump control module controls operation of an LPG pump based on the composition.

Abstract: A system for supply of LPG/ammonia for direct-injection petrol or diesel engine includes an electronic control unit where the control unit governs a petrol/diesel pump, a supplementary petrol/diesel pump, a petrol/diesel-delivery solenoid vale, LPG/ammonia-return solenoid valve, LPG/ammonia pump, a supplementary LPG/ammonia pump, a LPG/ammonia-delivery solenoid vale and a LPG/ammonia injector, such that only one of LPG/ammonia and petrol/diesel is fed to the engine at any point in time, and a combination of i) LPG and petrol, ii) LPG and diesel, iii) ammonia and petrol, and iv) ammonia and diesel is never fed to the engine.