Abstract: Various example approaches are described, one of which includes a method for adjusting relative delivery of liquid and gaseous fuel to a cylinder of the engine to effect rapid changes in cylinder air charge via changes in the displacement of fresh air by the gaseous fuel. In one particular approach, turbocharger lag is addressed by decreasing gaseous fuel injection while increasing liquid fuel injection to increase cylinder fresh air over and above any changes to fresh air via the throttle, wastegate, and/or turbocharger.

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. The engine is operated by injecting the gaseous fuel and a second fuel to a cylinder of the engine in response to an available amount of gaseous fuel, engine speed and engine load. Further, an engine actuator may be adjusted to vary cylinder charge in response to the available amount of gaseous fuel.

Abstract: A control device for an internal combustion engine employing PCCI combustion, capable of realizing high-stability operation of the engine throughout a large operation area, is provided. The engine control device comprises a fuel supply system which supplies light oil or mixed fuel containing light oil to the engine, a gas supply system which supplies hydrogen to the engine, and a required premixed gas calculating unit which previously stores and uses multiple combustion waveforms (changing depending on hydrogen addition concentration) as data. The required premixed gas calculating unit selects one of the combustion waveforms so as to achieve high thermal efficiency depending on the status of the engine and determines the hydrogen addition concentration (addition concentration of the hydrogen to be supplied to the engine) corresponding to the selected combustion waveform, by which the generation of PM and NOx can be reduced while also improving the thermal efficiency of the engine.

Abstract: A system for starting an engine is described. In one example, the engine is supplied two fuels via two injectors. The method may improve engine starting and reduce engine emissions.

Abstract: Method of operating a compression ignition engine on ether containing fuel obtained by on board conversion of an alcohol containing primary fuel and a system for use in the method.

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 fuel delivery system for a fuel burning engine of a vehicle and a method of operating the fuel delivery system is provided. As one example, the method includes separating a first fuel and a second fuel from a fuel vapor on-board the vehicle, said fuel vapor including at least an alcohol component and a hydrocarbon component and said first fuel including a higher concentration of the alcohol component than the fuel vapor and the second fuel; condensing the separated first fuel from a vapor phase to a liquid phase; delivering the condensed liquid phase of the first fuel to the engine; and combusting at least the condensed liquid phase of the first fuel at the engine.

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: A method for operating an engine with a fuel reformer is presented. In one embodiment a method for operating an engine by injecting a gaseous fuel and a liquid fuel to at least an engine cylinder is presented. The mixture of an engine cylinder may be diluted with EGR and a fraction of gaseous fuel may be increased relative to a fraction of liquid fuel injected to a cylinder in response to an operator tip-out.

Abstract: In one example, a system for a vehicle travelling on a surface is described. The system includes an engine with a cylinder. The cylinder includes a fuel injector that is supplied with gaseous fuel and liquid fuel by a fuel delivery system. The fuel injector is mounted in the vehicle such that the fuel injector inlet faces at least partially toward the road surface. The orientation of the fuel injector enables a quick transition from liquid fuel to gaseous fuel because the gaseous fuel can rise to the injectors and be preferentially injected. Further, various approaches are described from transitioning operation between gaseous and liquid fuel injection.

Abstract: A compression ignition engine is supplied with a first fuel in a flow of air and a second fuel is injected into the combustion chamber. The first fuel comprises a more volatile fuel than diesel such as ethanol, LPG or other combustible gas; the second fuel comprises diesel or biodiesel; and the second fuel is injected in multiple pulses in each ignition cycle with the first pulse acting as a pilot pulse to trigger ignition, and the timing of the second pulse being such as to modify the temperature through evaporation of the second fuel and thereby reduce the combustion temperature and mitigate knock susceptibility. Preferably the pilot pulse is followed by a single further pulse of the second fuel in the ignition cycle.

Abstract: Dual fuel compression ignition engines and methods that allow compression ignition on gaseous fuels like compressed natural gas, hydrogen and ammonia, yet will run on liquid fuels, including diesel fuels for such purposes as starting or when the gaseous fuel is not available or has been consumed and greater range or operating time is needed. Ignition of fuels having a high self ignition temperature is assured by recirculating high temperature exhaust gas back into the intake charge before compression. Existing engines may be converted to run as a dual fuel engine by replacement of the engine head or heads. Various embodiments are disclosed.

Abstract: A dual fuel injector may be used to injector both gas and liquid fuel into a cylinder of a compression ignition engine. An injector body defines a first set of nozzle outlets, a second set of nozzle outlets, a first fuel inlet and a second fuel inlet. A dual solenoid actuator includes a first armature, a first coil, a second armature and a second coil that share a common centerline. The dual solenoid actuator has a non-injection configuration at which the first armature is at an un-energized position and the second armature is at an un-energized position. The dual solenoid actuator has a first fuel injection configuration at which the first fuel inlet is fluidly connected to the first set of nozzle outlets, the first armature is at an energized position and the second armature is at the un-energized position.

Abstract: A method for operating an engine with a fuel reformer is presented. In one embodiment a method for operating an engine by injecting a gaseous fuel and a liquid fuel to at least an engine cylinder is presented. The method may prioritize the injection of the gaseous fuel in response to an amount of gaseous fuel stored in a fuel storage tank.

Abstract: An engine-driven generator that controls fuel vapor flow is provided. The engine-driven generator includes an engine having an air intake, wherein the engine is configured to drive a generator. The engine-driven generator also includes a fuel tank coupled to the engine and configured to provide fuel to the engine. The engine-driven generator includes a valve coupled between the air intake of the engine and the fuel tank. The engine-driven generator also includes a control device configured to transition the valve between a first position and a second position. The first position allows fuel vapor to flow between the fuel tank and the air intake of the engine and the second position inhibits the fuel vapor from flowing between the fuel tank and the air intake of the engine.

Abstract: A high vapor pressure liquid fuel (e.g. LPG) injection system is provided that keeps the fuel liquid at all expected operating temperatures by use of a high pressures pump capable of at least 2.5 MPa pressures. The fuel can be injected directly into the cylinder or into the inlet manifold of an engine via axial or bottom feed injectors and also could be mixed with a low vapor pressure fuel (e.g. diesel) to be injected similarly. The fuel, mixed or unmixed, can be stored in an accumulator under high pressure assisting in keeping the engine running during fuel changeovers and injection after a period of time as in re-starting the engine. The same injectors can be used to inject any of the fuels or mixtures of them.

Abstract: A homogenizing fuel enhancement system involves at least one circulation loop existing outside of the injection system for continuously circulating and maintaining the homogeneity of a multi-fuel mixture apart from any demands by or delivery to the engine's injection system (whether mechanical injection or a common rail), and at least one infusion tube configured within the at least one circulation loop for providing a volumetric expansion wherein the fuel mixture is infused and thereby rendered more homogeneous.

Abstract: A process for operating an internal combustion engine or a nozzle includes producing a fuel mixture in-situ. The fuel mixture consists of a polar component A, a nonpolar fuel component B, an amphiphilic component C, and an auxiliary component D. The fuel mixture is produced in a high-pressure region of an injection system of an internal combustion engine or of a nozzle within 10 seconds of an injection operation. The fuel mixture is injected into the internal combustion engine or the nozzle. A pressure is in a range of from 100 to 4,000 bar.

Abstract: The present invention is directed to a dual fuel system and a dual fuel system assembly where liquid LPG and diesel are mixed and then distributed via the common rail to the combustion chambers. The liquid fuel mixture remains in a liquid state and under pressure for introduction to the combustion chambers. With the preferred embodiment of the dual fuel system, only minor changes are required to the diesel engine without altering the manufactures specifications and voiding the manufacturer's warranties. The resultant combustion of the liquid fuel mixture provides a cleaner emission and relatively cheaper vehicle operational costs.

Abstract: An exhaust treatment device for a combustion system is disclosed. The exhaust treatment device may have a housing, and an injector disposed within the housing to deliver an injection fluid into a flow of exhaust. The exhaust treatment device may also have at least one fluid supply passage that is disposed within the housing and being in fluid communication with the injector to supply the injector with injection fluid. The exhaust treatment device may further have at least one purge passage disposed within the housing and in fluid communication with the injector to supply the injector with a purge fluid. The exhaust treatment device may additionally have a first valve element that is mounted to the housing and disposed at an entrance of the at least one purge passage The first valve element may be configured to provide a unidirectional flow of purge fluid to the at least one purge passage.

Abstract: Disclosed is a method of injecting LPG gas into a diesel fuel engine for combustion with diesel fuel therein. One aspect includes injecting LPG gas into an air-stream of an engine air intake or manifold, measuring the percentage of LPG gas injected into the airstream or other efficiency gauge, varying the rate of injection of LPG gas into the airstream in response to the measured percentage of LPG gas therein and injecting the LPG gas at a pre-determined rate so as to maintain an LPG gas concentration in the air intake stream in the range of 0.2% to 0.6% by volume of LPG gas.

Abstract: Methods and apparatus are provided for detecting an anomaly in fuel demand data and fuel supply data generated by a fuel metering system for an engine, The method comprises collecting the fuel demand data and the fuel supply data during operation of the fuel metering system, generating expected fuel supply data based on the collected fuel demand data and a nominal response model describing the expected behavior of the fuel metering system, and detecting the anomaly if a difference between the expected fuel supply data and the collected fuel supply data exceeds a predetermined threshold.

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.

Abstract: In one example, a system for a vehicle travelling on a surface is described. The system includes an engine with a cylinder. The cylinder includes a fuel injector that is supplied with gaseous fuel and liquid fuel by a fuel delivery system. The fuel injector is mounted in the vehicle such that the fuel injector inlet faces at least partially toward the road surface. The orientation of the fuel injector enables a quick transition from liquid fuel to gaseous fuel because the gaseous fuel can rise to the injectors and be preferentially injected. Further, various approaches are described from transitioning operation between gaseous and liquid fuel injection.

Abstract: Various systems and methods are described for controlling a dual-fuel engine that has an evaporated gas providing device for providing an evaporated gas into the engine and is operable with hydrocarbon fuel or non-hydrocarbon fuel, alternatively. One example method comprises operating the engine with one of the fuels on the basis of a driver's request, and in response to a determination of a cold engine operation, operating the engine with the non-hydrocarbon fuel for a specified period irrespective of the driver's request. If it is determined that an evaporated fuel is to be provided to the engine while the engine is operating with non-hydrocarbon fuel due the cold engine operation, then switching to operation with hydrocarbon fuel and thereafter providing evaporated fuel into the engine.

Abstract: A method for operating an engine with a fuel reformer is presented. In one embodiment a method for operating an engine by injecting a gaseous fuel and a liquid fuel to at least an engine cylinder is presented. The mixture of an engine cylinder may be diluted with EGR and a fraction of gaseous fuel may be increased relative to a fraction of liquid fuel injected to a cylinder in response to an operator tip-out.

Abstract: The invention relates to a method for operating an internal combustion engine, wherein air is inducted and then compressed. Before introduction into a combustion chamber of the internal combustion engine, the air humidity of the inducted air is determined and temperature of the compressed air introduced into the combustion chamber is altered depending on the air humidity of the inducted air.

Abstract: An arrangement includes, but is not limited to an internal combustion engine, a pressure reducer that reduces gas pressure of gaseous fuel for the engine. The reducer connects on a high-pressure side to a gas tank and connects on the low-pressure side to a controllable gas injection valve regulating the gas flow. A high-pressure shutoff valve is on the high-pressure side and connected to the reducer to shut-off the gas flow from the gas tank. The high-pressure shutoff valve includes, but is not limited to a pilot valve with a small opening and a main valve with a large opening, and an electronic controller used at least for controlling the high-pressure valve and a gas injection valve. The pilot valve of the high-pressure valve opens in chronological order before the gas injection valve.

Abstract: In an internal combustion engine using hydrocarbon fuel and hydrogen gas as fuels and including a fuel injection device that injects liquid fuel, a hydrogen-blended fuel in which hydrogen gas is contained in the form of minute bubbles in a liquid hydrocarbon fuel, that is supplied to the fuel injection device. The hydrogen-blended fuel is stored in a fuel tank. Hydrogen gas that has escaped from the hydrogen-blended fuel in the fuel tank is fed to a minute-bubble producing device, which forms the fuel gas into minute bubbles and mixes the minute bubbles back into the hydrogen-blended fuel.

Abstract: A multifuel internal combustion engine in which single low boiling point component fuel and at least one kind of fuel having properties different from those of the single low boiling point component fuel are introduced into a combustion chamber CC separately or together thereby operating the multifuel internal combustion engine, includes lubricant-oil temperature detecting unit means (temperature sensor 91) that detects a temperature of lubricant oil, or lubricant-oil temperature estimating unit means that estimates the temperature, and purge control unit means (electronic control unit 1) that prohibits purge control by an evaporation gas purge apparatus (evaporation gas passage 42, check valve 43, canister 44, on-off valve 45) or reduces a purge flow rate of evaporation gas in the purge control, when the detected or estimated temperature of the lubricant oil is near a boiling point temperature of the single low boiling point component fuel at which it is necessary to reduce a fuel injection amount from a fue

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 method and apparatus determine the fuel injection on-time to accurately meter fuel injected directly into the combustion chamber of a gaseous fuelled internal combustion engine. The fuel injection on-time is determined by interpolating between values retrieved from two of a plurality of predetermined look-up tables, which each define fuel injection on-time as a function of gaseous fuel rail pressure and fuelling amount. Each table corresponds to a fixed value of a third parameter that correlates to in-cylinder pressure.

Abstract: In a method for diagnosing an internal combustion engine having first and second fuel injectors, if a misfire is detected, the following steps are performed in sequence: a first fuel quantity of the fuel is introduced only by the first fuel injector; a check is performed to determine whether a misfire results from the introduction of a first fuel quantity in the first step; a second fuel quantity of the fuel is introduced only by the second fuel injector; a check is performed to determine whether a misfire results from the introduction of the second fuel quantity in the third step; and an engine error is diagnosed if a misfire was detected in the second or in the fourth step.

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 invention relates to a method for determining the ignitability of fuel, particularly of diesel, biodiesel, gas-to-liquid or biomass-to-liquid fuel, with an unknown fuel quality for an internal combustion engine. Provision is made for the density of the fuel to be ascertained and for the ignitability to be derived from this.

Abstract: A fuel injection system is described for injecting slurry fuels into the combustion chamber of a diesel engine, equipped with a fuel common rail, and fitted with a gas to fuel contactor chamber for dissolving supplementary atomizing gas into the continuous phase of the slurry fuel, at high pressure. Each fuel injector comprises a combined double valve for starting and stopping fuel injection, so that slurry fuel containing atomizing gas is only depressurized when injected into the engine combustion chamber, when such depressurization greatly improves fuel atomization and combustion efficiency. In this way small bore, high speed, diesel engines can be efficiently operated on high viscosity, low cost fuels such as tars from tar sands, tars from coal and biomass, and residual petroleum fuels.

Abstract: A fuel system for an LPI engine according to an exemplary embodiment of the present invention may include a reservoir disposed in a fuel tank, a recovery pipe inserted in the reservoir, and a fuel pump disposed in the reservoir and supplying LPI fuel, wherein liquefied fuel mixed with gaseous fuel recovered through the recovery pipe is separated in the reservoir and the liquefied fuel is pumped again by the fuel pump.

Abstract: A fuel supply system supplies composite fuel containing alcohol and gasoline to multiple cylinders of an internal combustion engine. The composite fuel includes main-fuel and sub-fuel. The sub-fuel is lower than main-fuel in concentration of alcohol. Each of multiple first fuel injection valves is provided to each of the cylinders for injecting fuel. Each of multiple second fuel injection valves is provided to each of the cylinders for injecting fuel. A fuel inlet portion supplies at least sub-fuel to each of the first fuel injection valves and each of the second fuel injection valves. A selector control unit selects one of main-fuel and sub-fuel supplied through the fuel inlet portion to each of the first fuel injection valves.

Abstract: Various embodiments include a two-stroke engine and a carburetor for use with gaseous fuel, such as hydrogen, methane, liquid petroleum gas, pure propane, and butane.

Abstract: The invention concerns a method to determine the composition of a fuel from the components ethanol and gasoline of an internal combustion engine, wherein the fuel is supplied to the internal combustion engine by a fuel supply unit and via two fuel distributor rails; and the exhaust gas is discharged from the internal combustion engine by two exhaust gas manifolds of a first and a second exhaust gas system, which are separated from each other, wherein the first and second exhaust gas system have in each case at least one exhaust gas probe and wherein current changes in the ethanol content of the fuel are evaluated from the signal differences of lambda signals from the exhaust gas probes. With this method, a change in the ethanol content of the fuel can be detected, and an explicit condition for a change in fuel can be derived. Moreover, with the method, errors in the fuel-mixture can be distinguished from an altered fuel composition, which takes place after the tank has been filled fueling.

Abstract: A system for operating a vehicle including an engine operating on at least one type of fuel is provided. The system includes a locator element to determine a location of the vehicle, a characterization element to provide information about a terrain of the vehicle, a database to store characteristic information for each type of fuel, and a processor operable to receive information from the locator element, the characterization element, and the database. An algorithm is embodied within the processor with access to the information for creating a trip plan that optimizes performance of the vehicle in accordance with one or more operational criteria for the vehicle.

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. The engine is operated by injecting the gaseous fuel and a second fuel to a cylinder of the engine in response to an available amount of gaseous fuel, engine speed and engine load. Further, an engine actuator may be adjusted to vary cylinder charge dilution in response to the available amount of gaseous fuel.

Abstract: A method for operating an engine with a fuel reformer is presented. In one embodiment a method for operating an engine by injecting a gaseous fuel and a liquid fuel to at least an engine cylinder is presented. The mixture of an engine cylinder may be diluted with EGR and a fraction of gaseous fuel may be increased relative to a fraction of liquid fuel injected to a cylinder in response to an operator tip-out.

Abstract: A method for operating an engine with a fuel reformer is presented. In one embodiment a method for operating an engine by injecting a gaseous fuel and a liquid fuel to at least an engine cylinder is presented. The method may prioritize the injection of the gaseous fuel in response to an amount of gaseous fuel stored in a fuel storage tank.

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 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. The engine is operated by injecting the gaseous fuel and a second fuel to a cylinder of the engine in response to an available amount of gaseous fuel, engine speed and engine load. Further, an engine actuator may be adjusted to vary cylinder charge in response to the available amount of gaseous fuel.

Abstract: An internal combustion system and a water injection nozzle to position a water mist within an internal chamber of an internal combustion engine. In one form, the apical cone of the injection is altered with respect to the position of the piston within the interior chamber. In another form, the air fuel mixture is charged at an opposing charge to the water mist to create a water droplet gaseous fuel mixture for combustion within the anterior chamber.

Abstract: A method of transitioning between operating modes in a multimode engine including a diesel-only mode and a diesel pilot, gas mode includes first terminating or initiating the supply of a gaseous fuel, depending on whether the system is transitioning to or from the pilot mode, and thereafter decreasing or increasing the diesel fuel supply quantity. Liquid fuel supply quantity is preferably altered in steps rather than discretely in order to avoid exceeding the lean limit of gas lambda. The number of steps and the percentage decrease or increase in each step preferably varies based at least in part on prevailing speed and load conditions.

Abstract: A fuel composition for use in an internal combustion engine comprising at least one liquid fuel and at least one gaseous fuel, the gaseous fuel having an effective solubility in the liquid fuel at twenty degrees Celsius and one atmosphere in the range of 0.0000001 g/kg to 0.0002 g/kg, wherein dispersion of the gaseous fuel within the liquid fuel before introduction of the fuel composition to the injection system of the engine is such that molecules of the liquid and gaseous fuels are substantially equidistant one from another, liquid from liquid and gas from gas, within a variance preferably of no more than one hundred percent (±100%), more preferably of no more than fifty percent (±50%), and most preferably of no more than twenty-five percent (±25%), whereby the fuel composition is substantially homogeneous so as to promote the atomization of the liquid fuel and thus improve combustion.

Abstract: In one example, a system for a vehicle travelling on a surface is described. The system includes an engine with a cylinder. The cylinder includes a fuel injector that is supplied with gaseous fuel and liquid fuel by a fuel delivery system. The fuel injector is mounted in the vehicle such that the fuel injector inlet faces at least partially toward the road surface. The orientation of the fuel injector enables a quick transition from liquid fuel to gaseous fuel because the gaseous fuel can rise to the injectors and be preferentially injected. Further, various approaches are described from transitioning operation between gaseous and liquid fuel injection.