103 results about "Motor fuel" patented technology

A gas turbine engine, comprising a compressor section, combustion section, and turbine section in serial flow arrangement, with the combustion section comprising: a combustor liner at least partially defining a combustion chamber; a wall coupled to the combustor liner; a first fuel supply to supply a first fuel; a gaseous fuel supply to supply a gaseous hydrogen fuel; and a fuel nozzle assembly coupled to the wall and fluidly coupled to the first fuel supply and the gaseous hydrogen fuel supply, the fuel nozzle assembly comprising: a main mixer; and a fuel nozzle comprising an outer wall defining a pilot channel and an outer wall fuel orifice to emit at least one of the first fuel or the gaseous fuel radially outward into the main mixer; and a secondary mixer disposed in the pilot channel.

The invention discloses a fuel injection control method, device and equipment and a medium. The method comprises the steps that the injection back pressure during fuel injection of an engine is determined according to working condition parameters of the engine; the actual injection pressure is determined according to the injection demand pressure and the injection back pressure during fuel injection of the engine; according to the method, by introducing a dynamic compensation mechanism of the injection back pressure, the effective injection pressure difference can be accurately reflected, the control precision and the system robustness under the working condition of the small oil amount are remarkably improved, and the control precision and the system robustness under the working condition of the small oil amount are improved. And in an engine platform upgrading or multi-mode operation scene, whole machine rack calibration does not need to be carried out again, the development cost is greatly reduced, and the adaptability and engineering efficiency of fuel injection control are improved.

The invention discloses a fuel mixing and supplying mechanism of a dual-fuel engine, and relates to the field of fuel mixing, the fuel mixing and supplying mechanism comprises a cylinder bridge, a connecting rod, an air compression assembly and a cylinder assembly, the air compression assembly comprises an air compression outer barrel, an air compression inner barrel, an air compression piston and an air supply mechanism, and the cylinder assembly comprises a cylinder piston, an air cylinder sleeve and an oil pumping mechanism. When the air compression outer barrel moves along with the air cylinder bridge, the air supply mechanism sucks air and fuel gas in a self-suction mode through the pressure difference of a cavity in the air compression process, the air and the fuel gas are mixed in proportion, the mixed gas is conveyed into a combustion chamber of the air cylinder sleeve, and quantitative supply of the mixed gas can be achieved without additional supercharging equipment; fuel oil is pumped into the air cylinder sleeve through the oil pumping mechanism, the gas supply mechanism feeds mixed gas of fuel gas and air in a self-suction mode for layering or homogeneous mixing, the dual-fuel supply system can flexibly adjust the proportion of the fuel gas and the fuel oil according to the load working condition, the combustion process is optimized, and emission of harmful gas is reduced while power output is guaranteed.

Engines can utilize combustors to combust fuel to drive the engine. Fuel nozzle assemblies can supply fuel to the combustor for combustion or ignition of the fuel. The fuel nozzle assemblies can include a swirler and a fuel nozzle to supply a mixture of fuel and air for combustion. Changing the geometry of the swirler can provide improved air supply, which can improve efficiency and flame control.

The invention provides a failure determination device and a failure determination method. A fuel supply system is provided with a hydrogen engine, a fuel tank, hydrogen piping, and first and second shutoff valves that serve as shutoff valves for shutting off hydrogen gas. When an operation for requesting to stop the hydrogen engine is performed, the malfunction determination device executes a malfunction determination routine in which, after the shut-off valve is closed, the decrease speed of the pressure of hydrogen gas downstream of the shut-off valve is observed in a state in which the hydrogen engine is continued to operate, and when the decrease speed is slower, it is determined that the shut-off valve is not normally closed. When an operation requiring operation of the hydrogen engine is performed during execution of the failure determination routine, the failure determination device opens the shut-off valve and stops the failure determination routine in a state in which the hydrogen engine continues to operate.

The application relates to a methanol engine fuel atomization injection optimization structure, which comprises a nozzle body, a needle valve, a temperature-sensitive displacement driving assembly and a shielding sliding sleeve; a low-temperature cavitation-promoting micro-texture area and a high-temperature cavitation-suppressing micro-texture area are arranged on the outer surface of the needle valve in an axial direction; the temperature-sensitive displacement driving assembly is used for outputting axial displacement in response to the change of the ambient temperature of the head of the nozzle body and driving the shielding sliding sleeve to switch between a first limit position and a second limit position; when the shielding sliding sleeve is located at the first limit position, the high-temperature cavitation-suppressing micro-texture area is shielded and the low-temperature cavitation-promoting micro-texture area is exposed to methanol fluid; when the shielding sliding sleeve is located at the second limit position, the low-temperature cavitation-promoting micro-texture area is shielded and the high-temperature cavitation-suppressing micro-texture area is exposed to methanol fluid; the flow in the nozzle body forms a cavitation-enhanced atomization state in a low-temperature working condition and a stable-flowing cavitation-suppressing state in a high-temperature working condition. The application can automatically trigger regulation and control in response to temperature without additional sensors and actuators.

A vertical take-off and landing (VTOL) aircraft is disclosed, including a fuselage having an elevated front section configured to accommodate antennas for obstruction- free communication and a rear section configured to hold an engine, fuel storage, battery, and payload with easy and ergonomic access for loading, unloading, and maintenance A pair of wings extends laterally from fuselage to generate lift during flight, while a pair of canards are positioned forward of the wings to improve stability. The fuselage, the wings and canards are shaped to provide a significant nose-up pitching moment, enabling longitudinal stability at positive angles of attack. A pair of booms interconnect fuselage, wings, and canards to form an interconnected box-like structure that uniformly distributes loads across the aircraft. The aircraft includes VTOL rotors for vertical thrust, concealed landing gears for reduced air drag, and a cowling system with air inlets and outlets that provide efficient engine cooling.

Turbine engines can utilize a combustor to combust fuel to drive a turbine that drives the engine. A fuel nozzle assembly can supply fuel to the combustor for combustion or ignition of the fuel. The fuel nozzle assembly can include a swirler and a fuel nozzle to supply a mixture of fuel and air for combustion. Increased efficiency and carbon-containing emissions requirements benefit from the use of alternative fuels that combust at higher temperatures than traditional fuels, requiring improved fuel introduction without flame holding or backfiring.

Engines can utilize combustors to combust fuel to drive the engine. Fuel nozzle assemblies can supply fuel to the combustor for combustion or ignition of the fuel. The fuel nozzle assemblies can include swirlers and fuel nozzles to supply a mixture of fuel and air for combustion. The fuel nozzle assemblies can be configured to increase the lateral supply of fuel to reduce flame wash on combustor liners for the combustor.

A gas turbine engine includes a compressor section, a combustion section, and a turbine section in a serial flow arrangement wherein the combustion section includes: a combustor liner at least partially defining a combustion chamber; a wall coupled to the combustor liner; a first fuel supply unit that supplies a first fuel; a gas fuel supply part for supplying gaseous hydrogen fuel; and a fuel nozzle assembly coupled to the wall and fluidly coupled to the first fuel supply and the gaseous hydrogen fuel supply, the fuel nozzle assembly comprising: a main mixer; and a fuel nozzle, the fuel nozzle comprising: an outer wall defining a guide channel and an outer wall fuel orifice discharging at least one of the first fuel or the gaseous fuel radially outward into the main mixer; and the secondary mixer is arranged in the guide channel.

An assembly is provided for a gas turbine engine. This assembly includes a fuel injector. The fuel injector includes a nozzle and a plurality of discrete fuel circuits. The discrete fuel circuits include a first fuel circuit, a second fuel circuit and a third fuel circuit. The nozzle extends axially along an axis to a nozzle tip. The first fuel circuit includes a first fuel outlet disposed at the nozzle tip. The second fuel circuit includes a plurality of second fuel outlets arranged circumferentially about the axis at the nozzle tip in a second fuel outlet array. The third fuel circuit includes a plurality of third fuel outlets arranged circumferentially about the axis at the nozzle tip in a third fuel outlet array.

The invention belongs to the technical field of engine fuel injection, and particularly discloses an integrated clean fuel high-pressure injection device which is characterized in that a first-stage valve shell and a pump body are sequentially arranged in the longitudinal direction, and an injection valve assembly is installed at the longitudinal lower end of the pump body; the first oil inlet channel is formed in the valve shell, the head end of the first injection oil channel communicates with the first oil inlet channel, and the tail end of the first injection oil channel extends to the bottom injection valve assembly of the pump body from the valve shell in the longitudinal direction; the pump body is provided with a reinforcing cavity, the plunger is arranged in the pressurizing cavity in a sliding mode and divides the reinforcing cavity into a pressurizing front cavity and a pressurizing rear cavity, the second oil inlet channel communicates with the pressurizing rear cavity, the head end of the second injection oil channel communicates with the pressurizing rear cavity, and the tail end of the second injection oil channel communicates with the injection valve assembly. The injection valve assembly correspondingly controls opening or closing of the first injection oil duct and the second injection oil duct. Through the integrated design, the structure is simplified, the number of high-pressure sealing points is reduced, and the reliability and safety of the system are effectively improved.

A first fuel injector includes a first injector base, a first injector flange and a first gaseous fuel passage. The first injector flange is connected to the first injector base at a distal end of the first fuel injector. The first injector flange projects radially out from the first injector base to an outer rim of the first fuel injector. The first gaseous fuel passage includes a first passage upstream section and a first passage downstream section fluidly coupled to the first passage upstream section. The first passage upstream section extends axially within the first injector base. The first passage downstream section extends radially through the first injector flange to an outlet in the outer rim. A trajectory of the first gaseous fuel passage at the outlet is angularly offset from the first axis by a first acute offset angle.

Systems are provided for an engine fuel delivery system for vehicles under test. In one example, a fuel delivery system includes a bulk fuel storage tank to house bulk fuel at low pressure and an on-board fuel tank to house smaller quantities of pressurized fuel to be fed to a vehicle propulsion system. The fuel delivery system further includes a positive displacement pump to pressurize fuel from the bulk fuel storage tank and feed fuel to the on-board fuel tank. A plurality of valves and sensors are further included with an arrangement of fuel lines to monitor and direct fuel flowing in the fuel delivery system.

Disclosed is a fuel system (20) for an engine (4) of a marine vessel (1). The fuel system (20) comprises a settling tank (110) for cleaning fuel for the engine (4), and a service tank (130) for storing fuel for the engine (4). The fuel system (20) also comprises a filtration system (220) comprising a first filter (222) through which fuel flowing from the settling tank (110) to the service tank (130) passes. The filtration system (220) is configured to be operable in a first mode in which the first filter (222) removes contaminants from fuel flowing from the settling tank (110) to the service tank (130), and in a second mode in which fuel flows from the service tank (130) through the first filter (222) to dislodge the contaminants from the first filter (222).

The invention relates to a fuel for a compression-ignition engine comprising 98.0% to 99.9% by mass of methanol and 0.01% to 2.0% by mass of an alkyl nitrate. Fig. 2

Engines can utilize combustors to combust fuel to drive the engine. Fuel nozzle assemblies can supply fuel to the combustor for combustion or ignition of the fuel. The fuel nozzle assemblies can include swirlers and fuel nozzles to supply a mixture of fuel and air for combustion. The use of alternative fuels that combust at higher temperatures or at higher velocities than traditional fuels can meet increased efficiency and meet emissions demands, requiring improved fuel introduction without flame holding or backfiring.

A system (204) for determining presence of contaminants in a fuel valve (202) of an engine (101) includes a pressure sensor (206) that generates a current discharge pressure value at an outlet of a compressor (104) and a controller (208) including a processor (212). The processor (212) receives an engine fuel requirement, determines a fuel valve command (FV1) for the fuel valve (202), receives the current discharge pressure value, determines a maximum allowable fuel valve command (FV2) and a required percentage of maximum allowable fuel valve command (P3) for the fuel valve (202) to meet the fuel requirement, and determines the presence of contaminants based on comparison between the required percentage of maximum allowable fuel valve command (P3) and an expected percentage of maximum allowable fuel valve command (P1) for the fuel valve (202), one or more historical percentage of maximum allowable fuel valve commands (P2) for the fuel valve (202), and / or a threshold range for a percentage of maximum allowable fuel valve command (R1) for the fuel valve (202).

Engines can utilize combustors to combust fuel to drive the engine. Fuel nozzle assemblies can supply fuel to the combustor for combustion or ignition of the fuel. The fuel nozzle assemblies can include swirlers and fuel nozzles to supply a mixture of fuel and air for combustion. Increased efficiency and emissions requirements necessitate the use of alternative fuels that combust at higher temperatures and faster burn rates than traditional fuels, requiring improved fuel introduction without flame holding or flashback.

An engine can utilize a combustor to combust fuel to drive the engine. A fuel nozzle assembly can supply fuel to the combustor for combustion or ignition of the fuel. The fuel nozzle assembly can include a swirler and a fuel nozzle to supply a mixture of fuel and air for combustion, which can supply a primary fuel supply and a secondary fuel supply. Increasing efficiency and reducing emission require the use of alternative fuels, which combust at higher temperatures or burn at faster burn speeds than traditional fuels, requiring improved fuel introduction without the occurrence of flame holding or flashback.

Systems and methods for controlling fuel that is supplied to cylinders of an internal combustion engine are described. In one example, oxygen sensors are placed in an exhaust system of an engine such that each oxygen sensor may detect exhaust gas from a pair of engine cylinders. The oxygen sensors may then provide feedback to coupled and decoupled fuel controllers.

An engine (10) can utilize a combustor (36) to combust fuel to drive the engine (10). A fuel nozzle assembly (100) can supply fuel to the combustor (36) for combustion or ignition of the fuel. The fuel nozzle assembly (100) can include a swirler (104) and a fuel nozzle (102) to supply a mixture of fuel and air for combustion. The fuel nozzle can include both a primary fuel passage (108) and secondary fuel passage (110), and an additional air passage (106) to provide for greater flame control, fuel provision, or local fuel and air mixing prior to combustion.

A compression ignition engine system includes: a compression ignition engine, which is configured for using ammonia as a primary fuel source and a compression ignition engine fuel as a secondary fuel source; and an exhaust system coupled with the compression ignition engine, the exhaust system having an absence of an exhaust gas recirculation system or an absence of an exhaust gas recirculation system that functions.

The invention provides a fuel injection type engine which has a high degree of freedom in arrangement of components in a cylinder head cover and can maintain high fuel injection accuracy of a fuel injector (2). The fuel injector (2) has a pressure receiving portion (2aa) in an intermediate body portion (2a) located in the middle of the fuel injector (2) in the axial direction thereof, the jig (5) has a main jig (6) disposed on the upper portion of the rocker arm bracket (3) and fitted over the stud bolt (4), and a sub jig (7) fitted over the intermediate body portion (2a) of the fuel injector (2), and the pressure receiving portion (2aa) is pressed by the tightening force of a nut (4a) fastened to the stud bolt (4). The main jig (6) presses the pressure receiving section (2aa) of the fuel injector (2) via a sub-jig (7) on the lower side of the main jig (6).

The utility model discloses a general engine fuel supply device, including engine body, and set up on the engine body fuel pump, fuel pump is used for guiding to engine body with fuel, be provided with pressure input on fuel pump, be provided with pressure tapping on the engine body, and pressure input and pressure tapping communicate through pressure delivery pipe, the horizontal height of pressure input is higher than pressure tapping, be provided with U type bending section on pressure delivery pipe. Advantageous effect lies in: through the modularization design of fuel pump installation, the layout of the component is clear and reasonable, and the connecting node is less, and the fuel transmission component is not easy to fall off or fail under the environment of high temperature and high load, and the pressure in fuel pump can be kept stable through the pressure tapping from the engine body, and the pressure fluctuation is also smaller under high temperature and high load, and the safety and reliability of fuel transmission are greatly improved, in addition, the installation and maintenance are more convenient.

A fuel valve (30) for a large two-stroke turbocharged uniflow scavenging internal combustion engine and such an engine comprising a fuel valve (30). The fuel valve (30) includes an elongate fuel valve body (32) and a nozzle body (40) releasably attached to the fuel valve body (30). The elongate valve member (35) is axially displaceable between a closed position and an open position. The valve member (35) comprises a proximal end portion (35a) and a distal end portion (35b), the distal end portion (35b) being arranged to axially move in unison with the proximal end portion (35a) between a closed position and an open position, the distal end portion (35b) being arranged to be radially displaceable relative to the proximal end portion (35a).

A fuel system for a hydrogen fuelled gas turbine engine. The fuel system having a main hydrogen fuel line configured to provide hydrogen fuel to a combustor of the gas turbine engine and a closed loop heat exchange fluid line having a heat exchange fluid. The fuel system further having a first heat exchanger configured to exchange heat between gas turbine engine compressor bleed air and heat exchange fluid in the heat exchange fluid line, a second heat exchanger downstream of the first heat exchanger in heat exchange fluid flow configured to exchange heat between the heated heat exchange fluid and hydrogen in the main hydrogen fuel line, and a third heat exchanger downstream in main hydrogen fuel flow of the second heat exchanger in main hydrogen fuel flow configured to exchange heat between a further engine fluid and heated hydrogen fuel.

To provide a cutting machine which can reduce the influence of heat on a worker during cutting work even if it is an engine-driven type, and can improve workability even in midsummer. [Solution] In an engine-driven cutting machine 1 that cuts the target road surface by moving while rotating the blade 4 at high speed, to which the rotational force of the engine is transmitted via a power transmission unit 6, the cutting machine body 10 is equipped with an engine 2, a fuel tank T, a battery 3, and an exterior cover 12 that covers these onboard equipment on a body 11 that can move on wheels W.A small cooler 30 powered by a battery is installed via an inverter 40 or converter on a platform 20 that is detachably attached to the top surface of the exterior cover.

The application relates to a SFRJ fuel comprising metallic particles selected from the group consisting of boron carbide and aluminum particles; the metallic particles being encapsulated in a fluorinated coating which aids in combustion; wherein the fluorinated coating is selected from the group consisting of 1,1,1,3,3,3 hexafluoro-2-propanol, 2,2,2 trifluoroethanol, and 3-hydroxybenzotrifluoride.

An engine can utilize a combustor to combust fuel to drive the engine. A fuel nozzle assembly can supply fuel to the combustor for combustion or ignition of the fuel. The fuel nozzle assembly can include a swirler and a fuel nozzle to supply a mixture of fuel and air for combustion. Varying the geometry of the swirler can provide for improved supply of air, which can improve efficiency and flame control.