Method for converting diesel internal combustion engine vehicles to a dual-fuel gas version with a restricted mode
A dual-fuel conversion system for diesel engines with a second tank and gas injection system, along with a fuel selection switch and gas computer, addresses the challenge of converting diesel vehicles to dual-fuel gas mode with reduced emissions and limited power, achieving efficient emission reduction and power recovery.
Patent Information
- Application Number
- FR2024002647
- Authority / Receiving Office
- FR · FR
- Patent Type
- Utility models
- Current Assignee / Owner
- Filing Date
- 2024-03-18
- Publication Date
- 2026-03-06
- Estimated Expiration
- 2034-03-18
AI Technical Summary
Existing diesel internal combustion engine vehicles lack a method to efficiently convert to a dual-fuel gas mode that reduces emissions without compromising engine power, as users often revert to using only the original fuel, leading to increased emissions.
A dual-fuel conversion system is implemented with a second gas tank, additional gas injection system, and electronic control unit, along with a fuel selection switch and gas computer to limit engine power by 20% in 100% diesel mode, injecting more gas than excess air allows, and managing critical parameters.
The system effectively reduces emissions by limiting engine power in 100% diesel mode, ensuring reduced emissions regardless of user choice, while allowing full power recovery through calibration, and managing critical parameters like temperature and knocking.
Smart Images
Figure 00000008_0000
Abstract
Description
Title of the invention: Method for converting diesel internal combustion engine vehicles to a dual-fuel gas version with a restricted mode
[0001] FIELD OF THE INVENTION TO WHICH THE INVENTION RELATES
[0002] The invention relates to the field of conversions of internal combustion engine vehicles to a dual-fuel gas version.
[0003] This involves the conversion of a thermal vehicle, a fleet of thermal vehicles, or a fleet of thermal vehicles, originally equipped with thermal engines, by means of a dual-fuel gas engine and an optimization of emissions in all modes. EARLIER ART
[0004] It is common to convert internal combustion engine vehicles to dual-fuel gas, including older gasoline vehicles operating with indirect gasoline injection.
[0005] In this context, the bi-fuel gas operating mode can be 100% gas, but according to the embodiments, once a certain temperature of the engine is reached, and in particular of its cooling water, to vaporize the gas.
[0006] In the context of gasoline engines with direct injection in each cylinder, it is common to retain around 15% gasoline not for physico-chemical reasons but to cool the injectors which, in the absence of the original fuel, would overheat and deteriorate.
[0007] In the context of diesel engines, in the absence of spark plugs, a direct injection of a minimum of diesel is necessary to initiate the combustion of the two fuels, namely the original fuel diesel and the gas.
[0008] In fact, in these three contexts, it is common to have inside the passenger compartment an operating mode switch allowing the engine to be run either solely with the original fuel or with a fuel that is either 100% gaseous in the context of indirect injection engines or with a simultaneous injection without mixing of the original fuel in direct injection and the gaseous fuel in indirect injection in proportions depending on the operating conditions.
[0009] Since gaseous fuel produces fewer emissions during its combustion than the original fuel, the mode of operation with indirect gas injection is the one that produces the fewest emissions.
[0010] However, due to the presence of the switch available to the user, it can choosing either by constraint, for example when the gas tank is empty, or by a personal, non-ecological choice to drive only with the original fuel without any gas injection.
[0011] This is all the more damaging in the case of a diesel engine which has more emissions than a petrol version.
[0012] BRIEF DESCRIPTION OF THE INVENTION
[0013] The method for converting vehicles with a diesel internal combustion engine to a dual-fuel gas version according to the invention relates to diesel internal combustion engines and consists at least of adding a second tank with its gas supply chute and filling port in addition to the original tank with its original fuel supply chute and filling port, consists at least of adding an injection system with its own electronic control unit and injectors for gas in addition to the original injection system with the original electronic injection control unit and injectors for the original fuel, as well as adding in the passenger compartment a fuel selection switch either in 100% diesel mode or in a mode with a proportion of gaseous fuel by indirect injection into the intake and a proportion of diesel fuel in proportions depending on the operating conditions,and that in 100% diesel mode, the engine power is limited by at least 20% in order to reduce emissions regardless of the choice made by the vehicle user.
[0014] Advantageously in terms of power, the power reduction is achieved by the gas computer which intercepts at least one input signal from the original fuel computer when the switch is in 100% diesel mode.
[0015] Advantageously, the same gas computer interception device is used to inject a greater quantity of gas than that permitted by the quantity of excess air available in the intake line not used by the combustion of diesel when the engine is operating at nominal.
[0016] Advantageously, the input signal intercepted when the injection system is of the common rail type is the injection pressure signal common to all injectors measured by a pressure sensor.
[0017] Advantageously, the intercepted input signal is at least an accelerator pedal position signal.
[0018] Advantageously, the percentage of less diesel injected in gas injection mode is greater than the percentage of power restriction in 100% diesel mode.
[0019] Advantageously, the percentage of proportion of gas injected in gas injection mode is at least 10% higher than the percentage of power restriction in 100% diesel mode.
[0020] Advantageously, it is possible to recover the full power of the engine in 100% diesel mode by connecting a specific diagnostic tool for the duration of an initial calibration.
[0021] Advantageously, in this configuration critical parameters such as temperature or knocking are measured and acceptable thresholds for these same critical parameters are defined in gas injection compared to the values supported in 100% diesel mode.
[0022] Advantageously, by removing the fuse from the entire gas system, the engine power in 100% diesel mode remains limited. Brief description of the drawings
[0023] Other features and advantages of the invention will become apparent from the following detailed description, for the understanding of which reference should be made to the attached drawing.
[0024] [Fig-1] shows an embodiment of a conversion of a vehicle into a bicar Gas combustion, including the addition of a second tank with its own feed chute and gas filling port, and the addition of an injection system with its own electronic control unit and gas injectors. DETAILED DESCRIPTION OF THE INVENTION
[0025] The method for converting vehicles (V) comprising a diesel internal combustion engine (M) to a dual-fuel gas version with emissions according to the invention relates to diesel internal combustion engines and consists at least of adding a second tank (R2) with its supply chute and its filling orifice (O2) for gas in addition to the original tank (RI) with its supply chute and its filling orifice (O1) for the original fuel, consists at least of adding an injection system with its own electronic control unit (C2) and its injectors (12) for gas in addition to the original injection system with the original electronic injection control unit (C1) and its injectors (II) for the original fuel,as well as the addition in the passenger compartment of a fuel selection switch allowing either 100% diesel mode or a mode with a proportion of gaseous fuel injected indirectly into the intake and a proportion of diesel fuel in proportions depending on operating conditions, and that in 100% diesel mode the engine power is limited by at least 20% in order to reduce emissions regardless of the choice made by the vehicle user.
[0026] Figure 1 illustrates the conventional implementation of converting a vehicle with an internal combustion engine to a dual-fuel gas version, consisting at least of adding a second tank (R2) with its gas supply chute and filling port (O2) in addition to the original tank (RI) with its chute. fuel supply and its filling port (01) by the original fuel and the addition of an injection system with its own electronic control unit (C2) and its injectors (12) for gas in addition to the original injection system with the original electronic injection control unit (Cl) and its injectors (II) for the original fuel.
[0027] Advantageously, a polyvalve (PV) is associated with the gas reservoir (R2) in particular to provide a safety valve function.
[0028] Conventionally, a vaporizer-regulator (VD) is added to convert the liquid LPG from the gas tank (R2) into a gas for the gas injectors (12), as well as in the case of low-temperature natural gas. To this end, the vaporizer-regulator (VD) utilizes the engine's heat by intercepting the engine's cooling circuit via water-conducting pipes (CE).
[0029] Advantageously in terms of power, the power reduction is achieved by the gas computer (C2) which intercepts at least one input signal from the original fuel computer (Cl) when the switch is in 100% diesel mode.
[0030] The input signal from the original fuel computer is intercepted to become an input to the gas computer (C2) which generates an output signal to the intercepted input of the original fuel computer (Cl).
[0031] Advantageously, the same gas computer (C2) interception device is used to reduce the amount of diesel injected by the original computer (Cl) to inject by the gas computer (C2) a greater quantity of gas than that allowed by the quantity of excess air available in the intake line not used by the combustion of diesel when the engine is operating at nominal.
[0032] Advantageously, the input signal intercepted when the injection system is of the common rail type is the injection pressure signal common to all injectors measured by a pressure sensor.
[0033] Advantageously, the intercepted input signal is at least an accelerator pedal position signal.
[0034] There are redundant accelerator pedal position sensors, i.e. with two deliberately different signals, for example a signal increasing as a function of the angle and a second decreasing signal.
[0035] In this configuration, it is necessary to intercept the two signals in parallel.
[0036] Advantageously, the percentage of less diesel injected in gas injection mode is greater than the percentage of power restriction in 100% diesel mode.
[0037] Advantageously, the percentage of proportion of gas injected in gas injection mode is at least 10% higher than the percentage of power restriction in 100% diesel mode.
[0038] Advantageously, it is possible to recover the full power of the engine in 100% diesel mode by connecting a specific diagnostic tool for the duration of an initial calibration.
[0039] Advantageously, in this configuration critical parameters such as temperature or knocking are measured and acceptable thresholds for these same critical parameters are defined in gas injection compared to the values supported in 100% diesel mode.
[0040] Advantageously, by removing the fuse from the entire gas system, the engine power in 100% diesel mode remains limited. Industrial application
[0041] In terms of industrial application, the process relates to the conversion of diesel thermal vehicles with an optimization of the percentage of gas relative to the original fuel.
[0042] The present invention is in no way limited to the embodiments described and represented, but a person skilled in the art will be able to make any variation in accordance with their spirit for implementations adapted to each specific context.
Claims
Demands
1. A method for converting vehicles (V) comprising a diesel internal combustion engine (M) to a dual-fuel gas version, characterized in that it relates to diesel internal combustion engines and consists at least of adding a second tank (R2) with its gas supply chute and its gas filling port (O2) in addition to the original tank (RI) with its original fuel supply chute and its original fuel filling port (O1), consists at least of adding an injection system with its own electronic control unit (C2) and its injectors (12) for gas in addition to the original injection system with the original electronic injection control unit (C1) and its injectors (II) for the original fuel,as well as the addition in the passenger compartment of a fuel selection switch, either in 100% diesel mode or in a mode with a proportion of gaseous fuel injected indirectly into the intake and a proportion of diesel fuel in proportions depending on the operating conditions, and that in 100% diesel mode the engine power is limited by at least 20% in order to reduce emissions regardless of the choice made by the vehicle user.
2. Method according to claim 1 characterized in that the power reduction is obtained by the gas computer (C2) which intercepts at least one input signal from the original fuel computer (Cl) when the switch is in 100% diesel mode.
3. Method according to claim 2 characterized in that the same intercept device by the gas computer (C2) is used to reduce the quantity of diesel injected by the original computer (Cl) to inject by the gas computer (C2) a greater quantity of gas than that allowed by the quantity of excess air available in the intake line not used by the combustion of diesel when the engine is running at nominal.
4. A method according to any one of claims 2 to 3 characterized in that the injection system is of the common rail type and the intercepted input signal is the injection pressure signal common to all injectors measured by a pressure sensor.
5. A method according to any one of claims 2 to 3 characterized in that the intercepted input signal is at least an accelerator pedal position signal.
6. A method according to any one of claims 1 to 5 characterized in that the percentage of less diesel injected in gas injection mode is greater than the percentage of power restriction in 100% diesel mode.
7. A method according to any one of claims 1 to 6 characterized in that the percentage of proportion of gas injected in mode with gas injection is greater by at least 10% than the percentage of power restriction in 100% diesel mode.
8. A method according to any one of claims 1 to 7 characterized in that it is possible to recover the full power of the engine in 100% diesel mode by connecting a specific diagnostic tool for the duration of an initial calibration.
9. Method according to claim 8 characterized in that in this configuration critical parameters such as temperature or knocking are measured and acceptable thresholds of these same critical parameters are defined in gas injection compared to the values supported in 100% diesel mode.
10. A method according to any one of claims 1 to 9 characterized in that by removing the fuse from the entire gas system, the engine power in 100% diesel mode remains restricted.