The present invention relates to a method for treating cylindrical tracks of cylinders or cylindrical sleeves, the method comprising the contactless application of a pulsed laser beam to a honed surface (5) of the cylindrical track or cylindrical sleeve, wherein the honed surface (5) has honing channels (7) and/or secondary channels, wherein the application of the pulsed laser beam is configured such that cementite portions (2) on the honed surface (5) are remelted to form a cementite layer (8).
A lubricated high pressure fuel pump assembly is provided, comprising a fuel pump, a sealed enclosure and a pump lubrication circuit. The fuel pump includes a pump drive shaft via which the fuel pump is configured to be mechanically driven. The sealed enclosure is configured to surround a first portion of the pump drive shaft, wherein the first portion is exterior to the fuel pump. The pump lubrication circuit comprises a lubricant reservoir and a lubricant pump configured to pump lubricant from the lubricant reservoir to the pump drive shaft. The sealed enclosure is configured to prevent fluid leakage from the fuel pump via the first portion of the pump drive shaft and the lubricant reservoir is configured to collect the lubricant from the pump drive shaft, such that the lubricant is retained within the lubricated high pressure fuel pump assembly.
F02M 63/00 - Other fuel-injection apparatus having pertinent characteristics not provided for in groups or Details, component parts or accessories of fuel-injection apparatus, not provided for in, or of interest apart from, the apparatus of groups or
F02M 59/10 - Pumps specially adapted for fuel-injection and not provided for in groups of reciprocating-piston type characterised by the piston drive
F02M 59/36 - Varying fuel delivery in quantity or timing by variably-timed valves controlling fuel passages
The present invention pertains to a system for monitoring measured NOx values in an exhaust component, comprising a first NOx sensor having a first predetermined maintenance interval and a second NOx sensor having a second predetermined maintenance interval. The first and second NOx sensors are configured such that their first and second maintenance intervals are staggered. The present invention furthermore pertains to a method for monitoring measured NOx values in an exhaust component, comprising the steps of installing a first NOx sensor having a first predetermined maintenance interval in an exhaust component installing a second NOx sensor having a second predetermined maintenance interval after the first NOx sensor has been operating for a predetermined operation duration such that the first and second maintenance intervals are staggered by a maintenance timing offset.
The present invention refers to a method for repairing a component, in particular a component of an internal combustion engine, by heat treating, in particular tempering. The method comprises a step of obtaining a material specific reference parameter which has been determined based on at least one reference test carried out on a reference sample made of the same material as the component to be heat treated, wherein the reference parameter is indicative of a desired heat treating effect on the material of the component to be heat treated; a step of determining at least one of a heating temperature and heating duration in dependence on the obtained reference parameter; and a step of heat treating the component in accordance with at least one of the determined heating temperature and determined heating duration.
The present invention refers to a piston for an internal combustion engine, particularly a V-engine. The piston comprises an oil drainage groove provided in the outer circumferential surface of the piston between a ring belt and a piston skirt of the piston, the piston skirt being provided with two recessed pin boss portions on opposed sides of the piston, wherein the piston skirt is further provided with at least one oil drainage duct arranged between the two recessed pin boss portions at an outer surface of the piston skirt and configured to fluid-communicatively connect the oil drainage groove with the recessed pin boss portions.
The present invention relates to a method for operating an internal combustion engine provided as a medium-speed gas engine or dual fuel engine in a gas fuel mode. The method comprises the step of directly injecting a gas fuel into a combustion chamber of the engine at a maximum injection pressure that is lower than a compression-end pressure of the engine.
F02D 19/02 - Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures peculiar to engines working with gaseous fuels
F02D 41/00 - Electrical control of supply of combustible mixture or its constituents
F02M 21/02 - Apparatus for supplying engines with non-liquid fuels, e.g. gaseous fuels stored in liquid form for gaseous fuels
F02D 41/40 - Controlling fuel injection of the high pressure type with means for controlling injection timing or duration
A lubricated high pressure fuel pump assembly is provided, comprising a fuel pump, a sealed enclosure and a pump lubrication circuit. The fuel pump includes a pump drive shaft via which the fuel pump is configured to be mechanically driven. The sealed enclosure is configured to surround a first portion of the pump drive shaft, wherein the first portion is exterior to the fuel pump. The pump lubrication circuit comprises a lubricant reservoir and a lubricant pump configured to pump lubricant from the lubricant reservoir to the pump drive shaft. The sealed enclosure is configured to prevent fluid leakage from the fuel pump via the first portion of the pump drive shaft and the lubricant reservoir is configured to collect the lubricant from the pump drive shaft, such that the lubricant is retained within the lubricated high pressure fuel pump assembly.
F02M 59/44 - Details, component parts, or accessories not provided for in, or of interest apart from, the apparatus of groups
F02M 63/00 - Other fuel-injection apparatus having pertinent characteristics not provided for in groups or Details, component parts or accessories of fuel-injection apparatus, not provided for in, or of interest apart from, the apparatus of groups or
The present disclosure refers to a crankshaft seal unit (26) for an internal combustion engine (10). The crankshaft seal unit (26) comprises a seal (28) which, in a mounted state in which the crankshaft seal unit (26) is mounted to the engine (10), is configured to provide sealing between a crankshaft (12) and a crankcase (16) of the engine (10), and a fan element (34) which is configured to be mounted to the crankshaft (12) in the crankcase (16).
The present invention refers to a method for repairing a component (14), in particular a component of an internal combustion engine (10), by heat treating, in particular tempering. The method comprises a step (S2) of obtaining a material specific reference parameter which has been determined based on at least one reference test carried out on a reference sample made of the same material as the component (14) to be heat treated, wherein the reference parameter is indicative of a desired heat treating effect on the material of the component (14) to be heat treated; a step (S3) of determining at least one of a heating temperature and heating duration in dependence on the obtained reference parameter; and a step (S4) of heat treating the component (14) in accordance with at least one of the determined heating temperature and determined heating duration.
C21D 9/30 - Heat treatment, e.g. annealing, hardening, quenching or tempering, adapted for particular articlesFurnaces therefor for crankshaftsHeat treatment, e.g. annealing, hardening, quenching or tempering, adapted for particular articlesFurnaces therefor for camshafts
12 - Land, air and water vehicles; parts of land vehicles
37 - Construction and mining; installation and repair services
Goods & Services
Machines for ships and ship engines; motors and engines for
marine applications, in particular diesel and gas engines
for marine applications; motors and engines for power plant
and petroleum applications; machine parts being foundry
products for marine applications, as far as included in this
class; generator sets, current generators and generators of
electricity for marine, power plant and petroleum
applications; parts, fittings and components for all the
aforesaid goods, including piston crowns, cylinder heads,
injection pumps, connecting rods, vibration dampers,
turbochargers and exhaust cages. Apparatus for locomotion by water; boats, ships (seagoing
vessels) and other water vessels; parts of the aforesaid
goods (as far as included in this class). Repair services for ships and ship engines; repair,
replacement, installation, maintenance, reconditioning and
servicing of engines and motors for marine, power plant and
petroleum applications, machine parts being foundry products
for marine applications, generator sets for marine, power
plant and petroleum applications, boats, ships and other
water vessels and parts of the aforesaid goods.
37 - Construction and mining; installation and repair services
Goods & Services
Machines for ships, namely, electric power generators for ships and ship engines; boat motors and engines for marine applications, in particular diesel and gas engines for marine applications; motors and engines for power plant and petroleum applications, namely, diesel motors and engines, gas motors and engines, and motors and engines for the generation of electricity; electric generator sets, current generators and generators of electricity for marine, power plant and petroleum applications; parts, fittings and components for all the aforesaid goods, namely, piston crowns, engine cylinder heads, fuel injection pumps, connecting rods for machines, motors and engines, vibration dampers as machine parts, turbochargers for machines and exhaust cages as machine parts Repair services for ships and ship engines; repair, replacement, installation, maintenance, reconditioning and servicing of engines and motors for marine, power plant and petroleum applications, of machine parts being foundry products for marine applications, of power generator sets for marine, power plant and petroleum applications, of boats, ships and other water vessels and of parts of the aforesaid goods
12 - Land, air and water vehicles; parts of land vehicles
37 - Construction and mining; installation and repair services
Goods & Services
(1) Machines for ships, namely electric power generators for ships and ship engines; motors and engines for marine applications, in particular diesel and gas engines for marine applications; motors and engines for power plant and petroleum plants, namely diesel motors and engines, gas motors and engines, and motors and engines for the generation of electricity; machine parts, namely casting machines for metal parts for electric power generators for ships and ship engines; electric generator sets consisting of an electric engine and a generator, current generators and generators of electricity for marine, power plant and petroleum plants; parts, fittings and components for all the aforesaid goods, namely piston crowns, cylinder heads, injection pumps, connecting rods, vibration dampers, turbochargers and exhaust cages.
(2) Boats, ships (seagoing vessels), diving support vessels and sailing vessels, and parts of the aforesaid goods. (1) Repair services for ships and ship engines; repair, replacement, installation, maintenance, reconditioning and servicing of engines and motors for marine, power plant and petroleum applications, machine parts being foundry products for marine applications, generator sets for marine, power plant and petroleum applications, boats, ships and other water vessels and parts of the aforesaid goods.
A two-stage turbocharged internal combustion engine comprises a low-pressure stage turbocharger mounted at a first end side of an engine block and a high-pressure stage turbocharger mounted at the same first end side of the engine block. The respective turbochargers are mounted via a mounting structure, Which also accommodates the charge air coolers associated with the turbochargers. In order to obtain a compact arrangement and reduce a length of pipe connections between the different components, the different charge air coolers are mounted to mounting structure such that they overlap in a plan view of the internal combustion engine. Further, flow directions of charge air in the different charge air coolers are opposite to each other.
The present utility model relates to a water pump for an engine cooling system. The water pump comprises: a water pump housing defining a water sealing hole; a pump shaft rotatably supported in the water pump housing; a water seal sleeved on the pump shaft and positioned in the water sealing hole; an impeller sleeved on the pump shaft and close to the water seal, the impeller comprising a disc, blades arranged on a side of the disc away from the water seal, and at least one balance hole penetrating both end sides of the disc, wherein a central axis of the balance hole is coplanar with a central axis of the pump shaft and inclined at a certain angle with respect to the axis of the pump shaft, and a radial distance of a point on the central axis of the balance hole from the axis of the pump shaft gradually decreases as the point approaches the water seal. The water pump according to the utility model has an improved effect of cooling and lubricating the water seal.
The present invention relates to a charge air cooling unit comprising a first charge air cooler having a first end face provided with a first cooling fluid inlet and a first cooling fluid outlet and a second charge air cooler having a second end face provided with a second cooling fluid inlet and a second cooling fluid outlet. Specifically, the second charge air cooler is arranged adjacent to the first charge air cooler such that the first end face and the second end face are oriented in the same direction. Further, the charge air cooling unit comprises a manifold unit connected to the first end face and the second end face for guiding a cooling fluid through the first charge air cooler and the second charge air cooler.
F28D 7/00 - Heat-exchange apparatus having stationary tubular conduit assemblies for both heat-exchange media, the media being in contact with different sides of a conduit wall
F28D 21/00 - Heat-exchange apparatus not covered by any of the groups
The present invention refers to a piston (16) for an internal combustion engine (10), particularly a V-engine. The piston comprises an oil drainage groove (54) provided in the outer circumferential surface of the piston (16) between a ring belt (26) and a piston skirt (24) of the piston (16), the piston skirt (24) being provided with two recessed pin boss portions (42) on opposed sides of the piston (16), wherein the piston skirt (24) is further provided with at least one oil drainage duct (56) arranged between the two recessed pin boss portions (42) at an outer surface of the piston skirt (24) and configured to fluid- communicatively connect the oil drainage groove (54) with the recessed pin boss portions (42).
The present invention relates to a method for operating an internal combustion engine (10) provided as a medium-speed gas engine or dual fuel engine in a gas fuel mode. The method comprises the step of directly injecting a gas fuel into a combustion chamber (14) of the engine at a maximum injection pressure that is lower than a compression-end pressure of the engine (10).
F02D 19/02 - Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures peculiar to engines working with gaseous fuels
F02D 41/00 - Electrical control of supply of combustible mixture or its constituents
F02D 19/10 - Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures peculiar to engines working with pluralities of fuels, e.g. alternatively with light and heavy fuel oil, other than engines indifferent to the fuel consumed simultaneously using pluralities of fuels peculiar to compression-ignition engines in which the main fuel is gaseous
F02D 41/38 - Controlling fuel injection of the high pressure type
19.
Charge changing control device, reciprocating engine and method for operating a charge changing control device
The present invention refers to a charge changing control device for a reciprocating engine, comprising at least one cam follower configured for being pivotably actuated around a pivot axis (P) upon rotational movement of a camshaft, and an adjustment unit configured for setting at least three different charge-changing modes of the device by translationally displacing the pivot axis relative (P) to a rotational axis (R) of the camshaft.
12 - Land, air and water vehicles; parts of land vehicles
37 - Construction and mining; installation and repair services
Goods & Services
Engines and associated parts in particular diesel engines, power stations; parts of the aforesaid goods; Machines for use in marine propulsion, including propulsion mechanism; machine parts as foundry products; ship engines; machine tools; motors and engines (except for land vehicles); machine coupling and transmission components (except for land vehicles); motors and engines (except for land vehicles), in particular diesel and gas engines for marine applications; generator sets; parts, fittings and components for all the aforesaid goods; all the aforesaid relating to marine power systems. Diesel motors for railway locomotives; locomotive propulsion units, rolling stock; Rail vehicles, particularly locomotives and railcars; railway locomotives and railway waggons; Trackbound locomotives; parts of the aforesaid goods for rail vehicles, excluding bearings as well as their individual and surrounding parts; Apparatus for locomotion by water; boats, ships (seagoing vessels) and other water vessels; parts of the aforesaid goods for water vehicles (included in this class). Repair services for ships and ship engines; repair, installation, maintenance, reconditioning and servicing of marine engines and motors, in particular diesel and gas engines for marine applications, machine parts being foundry products for marine applications, generator sets for marine applications, boats, ships and other water vessels and parts of the aforesaid goods.
21.
CHARGE AIR COOLING UNIT FOR A TWO-STAGED TURBOCHARGER
The present invention relates to a charge air cooling unit (20) comprising a first charge air cooler (22) having a first end face provided with a first cooling fluid inlet and a first cooling fluid outlet and a second charge air cooler (24) having a second end face provided with a second cooling fluid inlet and a second cooling fluid outlet. Specifically, the second charge air cooler (22) is arranged adjacent to the first charge air cooler (24) such that the first end face and the second end face are oriented in the same direction. Further, the charge air cooling unit (20) comprises a manifold unit (52) connected to the first end face and the second end face for guiding a cooling fluid through the first charge air cooler (22) and the second charge air cooler (24).
F28D 7/00 - Heat-exchange apparatus having stationary tubular conduit assemblies for both heat-exchange media, the media being in contact with different sides of a conduit wall
F02B 37/013 - Engines characterised by provision of pumps driven at least for part of the time by exhaust with exhaust-driven pumps arranged in series
A two-stage turbocharged internal combustion engine comprises a low-pressure stage turbocharger (26) mounted at a first end side (18) of an engine block (10) and a high-pressure stage turbocharger (28) mounted at the same first end side (18) of the engine block (10). The respective turbochargers (26, 28) are mounted via a mounting structure (50), which also accommodates the charge air coolers (30, 32) associated with the turbochargers (26, 28). In order to obtain a compact arrangement and reduce a length of pipe connections between the different components, the different charge air coolers (30, 32) are mounted to mounting structure (50) such that they overlap in a plan view of the internal combustion engine (1). Further, flow directions of charge air in the different charge air coolers (30, 32) are opposite to each other.
F02B 67/10 - Engines characterised by the arrangement of auxiliary apparatus not being otherwise provided for, e.g. the apparatus having different functionsDriving auxiliary apparatus from engines, not otherwise provided for of charging or scavenging apparatus
23.
Method of operating a gaseous fuel internal combustion engine
A method of operating a gaseous fuel internal combustion engine comprises performing at least one measurement relating to the combustion of a mixture of gaseous fuel and air in a combustion chamber of an associated cylinder in a combustion cycle. At least one combustion parameter, for example, a start of combustion, is determined based on the at least one measurement. When the combustion parameter differs from a desired combustion parameter, an ignition device associated with the cylinder is controlled based on the comparison in order to control the combustion in the current combustion cycle.
F02D 37/02 - Non-electrical conjoint control of two or more functions of engines, not otherwise provided for one of the functions being ignition
F02D 13/02 - Controlling the engine output power by varying inlet or exhaust valve operating characteristics, e.g. timing during engine operation
F02D 35/02 - Non-electrical control of engines, dependent on conditions exterior or interior to engines, not otherwise provided for on interior conditions
F02D 41/40 - Controlling fuel injection of the high pressure type with means for controlling injection timing or duration
An engine system includes an engine with a crankshaft. The crankshaft is rotatable about a crankshaft axis that is defined in a first plane. A turbocharger includes a turbine and a compressor. The turbine is configured to be driven by an exhaust gas flow from the engine and drive the compressor about a common turbocharger axis. An included angle defined between a projection of the common turbocharger axis onto the first plane and the crankshaft axis is an acute angle.
F02B 37/00 - Engines characterised by provision of pumps driven at least for part of the time by exhaust
F02B 33/40 - Engines with pumps other than of reciprocating-piston type with rotary pumps of non-positive-displacement type
F02C 6/12 - Turbochargers, i.e. plants for augmenting mechanical power output of internal-combustion piston engines by increase of charge pressure
F02B 67/10 - Engines characterised by the arrangement of auxiliary apparatus not being otherwise provided for, e.g. the apparatus having different functionsDriving auxiliary apparatus from engines, not otherwise provided for of charging or scavenging apparatus
F02B 37/02 - Gas passages between engine outlet and pump drive, e.g. reservoirs
12 - Land, air and water vehicles; parts of land vehicles
37 - Construction and mining; installation and repair services
Goods & Services
Machines for use in marine propulsion, including propulsion mechanism; ship engines; machine tools; motors and engines (except for land vehicles); machine coupling and transmission components (except for land vehicles); motors and engines (except for land vehicles), in particular diesel and gas engines for marine applications; generator sets; parts, fittings and components for all the aforesaid goods; all the aforesaid relating to marine power systems. Apparatus for locomotion by water; boats, ships (seagoing vessels) and other water vessels; parts of the aforesaid goods (included in this class). Repair services for ships and ship engines; repair, installation, maintenance, reconditioning and servicing of marine engines and motors, in particular diesel and gas engines for marine applications, machine parts being foundry products for marine applications, generator sets for marine applications, boats, ships and other water vessels and parts of the aforesaid goods.
26.
GAS ADMISSION VALVE AND FUEL GAS SUPPLY ASSEMBLY WITH LEAKAGE CONTAINMENT FLOWPATH
A fuel gas supply assembly for an internal combustion engine (1) defines a leakage containment flowpath (62) which includes a leakage containment space (73, 74) formed between the body (101) of a gas admission valve (100, 200, 201, 300, 301) and the wall (12) defining the inner surface of a compartment (11) formed in the cylinder head (4) of the engine (1) in which the gas admission valve is mounted. The gas admission valve is sealingly connected in fluid communication with the fuel gas conduit (41) of a conduit assembly (140, 240, 340) via a first aperture (20) of the compartment (11) so that both the fuel gas flowpath (61) and the leakage containment space (73, 74) extend along and at least partially around a common portion (X1) of the length axis (X) of the compartment (11). In another aspect, a gas admission valve includes an internal leakage containment flowpath (162) formed by a leakage containment compartment (162') which is interposed between the actuator (106) and the fuel gas flowpath (61) within the gas admission valve and sealingly connected to the leakage containment flowpath (62).
A cylinder block of an engine is provided. The cylinder block includes a cast body defining one or more cylindrical bores. The cylinder block also includes a crankshaft bearing wall formed within the cast body. The crankshaft bearing wall is configured to be removably coupled with a bearing cap to define an opening for rotatably supporting a crankshaft of the engine. The cylinder block further includes a chamfered shoulder portion casted on the crankshaft bearing wall.
A method for starting a gaseous fuel internal combustion engine is disclosed. According to the disclosed method, the engine is rotated using a start device until a first speed threshold is reached. After reaching the first speed threshold, pilot fuel is supplied to a plurality of cylinders of the engine to combust the same. After performing an ignition health check, gaseous fuel is supplied to all or a relatively large number of cylinders to start accelerating the engine up to a second speed threshold.
F02M 1/00 - Carburettors with means for facilitating engine's starting or its idling below operational temperatures
F02D 35/02 - Non-electrical control of engines, dependent on conditions exterior or interior to engines, not otherwise provided for on interior conditions
F02D 19/10 - Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures peculiar to engines working with pluralities of fuels, e.g. alternatively with light and heavy fuel oil, other than engines indifferent to the fuel consumed simultaneously using pluralities of fuels peculiar to compression-ignition engines in which the main fuel is gaseous
F02D 41/00 - Electrical control of supply of combustible mixture or its constituents
F02D 41/22 - Safety or indicating devices for abnormal conditions
F02D 19/06 - Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures peculiar to engines working with pluralities of fuels, e.g. alternatively with light and heavy fuel oil, other than engines indifferent to the fuel consumed
29.
METHOD OF OPERATING A GASEOUS FUEL INTERNAL COMBUSTION ENGINE
A method of operating a gaseous fuel internal combustion engine comprises performing at least one measurement relating to the combustion of a mixture of gaseous fuel and air in a combustion chamber (16) of an associated cylinder (26) in a combustion cycle. At least one combustion parameter, for example, a start of combustion, is determined based on the at least one measurement. When the combustion parameter differs from a desired combustion parameter, an ignition device (90) associated with the cylinder (26) is controlled based on the comparison in order to control the combustion in the current combustion cycle.
F02D 13/02 - Controlling the engine output power by varying inlet or exhaust valve operating characteristics, e.g. timing during engine operation
F02D 35/02 - Non-electrical control of engines, dependent on conditions exterior or interior to engines, not otherwise provided for on interior conditions
F02D 41/40 - Controlling fuel injection of the high pressure type with means for controlling injection timing or duration
F02D 41/00 - Electrical control of supply of combustible mixture or its constituents
F02D 19/02 - Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures peculiar to engines working with gaseous fuels
F02D 19/10 - Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures peculiar to engines working with pluralities of fuels, e.g. alternatively with light and heavy fuel oil, other than engines indifferent to the fuel consumed simultaneously using pluralities of fuels peculiar to compression-ignition engines in which the main fuel is gaseous
An engine system (100) includes an engine (102) with a crankshaft (114). The crankshaft (114) is rotatable about a crankshaft axis (118) that is defined in a first plane (122). A turbocharger (104) includes a turbine (130) and a compressor (132). The turbine (130) is configured to be driven by an exhaust gas flow from the engine (102) and drive the compressor (132) about a common turbocharger axis (144). An included angle defined between a projection of the common turbocharger axis (144) onto the first plane (122) and the crankshaft axis (118) is an acute angle.
A cylinder block (102) of an engine (100) is provided. The cylinder block (102) includes a cast body (112) defining one or more cylindrical bores (114). The cylinder block (102) also includes a crankshaft bearing wall (136) formed within the cast body (112). The crankshaft bearing wall (136) is configured to be removably coupled with a bearing cap (138) to define an opening (139) for rotatably supporting a crankshaft (118) of the engine (100). The cylinder block (102) further includes a chamfered shoulder portion (180) casted on the crankshaft bearing wall (136).
F16M 1/021 - Frames or casings of engines, machines, or apparatusFrames serving as machinery beds for reciprocating engines or similar machines for housing crankshafts
F16M 1/025 - Assembling bearings in casings, e.g. having anchor bolts
A stopping assembly of a piston pump is disclosed. The stopping assembly includes a base portion having an inner surface for movably receiving a push rod assembly of the piston pump and an outer surface opposite to the inner surface engaged with a housing of the piston pump. The stopping assembly also includes a plurality of protruded structures adjacently disposed on the base portion forming a plurality of grooves extending from the inner surface towards the outer surface to allow fluid to flow towards the outer surface.
A method for starting a gaseous fuel internal combustion engine (10) is disclosed. According to the disclosed method, the engine is rotated using a start device until a first speed threshold is reached. After reaching the first speed threshold, pilot fuel is supplied to a plurality of cylinders (26A-26D) of the engine to combust the same. After performing an ignition health check, gaseous fuel is supplied to a relatively large number of cylinders (26A-26D) to start accelerating the engine up to a second speed threshold. After reaching said second speed threshold, the engine is operated with a lower number of cylinders until a rated speed of the engine is reached.
F02D 19/10 - Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures peculiar to engines working with pluralities of fuels, e.g. alternatively with light and heavy fuel oil, other than engines indifferent to the fuel consumed simultaneously using pluralities of fuels peculiar to compression-ignition engines in which the main fuel is gaseous
F02D 41/00 - Electrical control of supply of combustible mixture or its constituents
F02D 41/06 - Introducing corrections for particular operating conditions for engine starting or warming up
F02D 19/06 - Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures peculiar to engines working with pluralities of fuels, e.g. alternatively with light and heavy fuel oil, other than engines indifferent to the fuel consumed
F02B 37/16 - Control of the pumps by bypassing charging air
A method for operating a gaseous fuel internal combustion engine (10) comprising a plurality of cylinder units (26A-26D) is disclosed, The gaseous fuel internal combustion engine (10) is configured to selectively activate and deactivate the cylinder units (26A-26D). The method comprises determining (step 302) an in-cylinder pressure value of at least one activated cylinder unit (26A-26D). The method further comprises setting (steps 314, 318) a number of activated cylinder units (26A-26D) based on the determined in-cylinder pressure value. The method provides for a highly responsive control of the internal combustion engine (10).
F02D 19/02 - Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures peculiar to engines working with gaseous fuels
F02D 35/02 - Non-electrical control of engines, dependent on conditions exterior or interior to engines, not otherwise provided for on interior conditions
F02D 19/06 - Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures peculiar to engines working with pluralities of fuels, e.g. alternatively with light and heavy fuel oil, other than engines indifferent to the fuel consumed
F02D 19/10 - Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures peculiar to engines working with pluralities of fuels, e.g. alternatively with light and heavy fuel oil, other than engines indifferent to the fuel consumed simultaneously using pluralities of fuels peculiar to compression-ignition engines in which the main fuel is gaseous
A method for testing an ignition device (90) associated with a cylinder (26) of a dual fuel engine is disclosed. When the dual fuel engine is operating in a liquid fuel mode, an injection timing of the ignition device (90) is first retarded to a timing that is later than an injection timing of the main injection system. Then, the injection timing is advanced to a timing that is earlier than the injection timing of the main injection system. A combustion parameter is measured for the retarded and advanced injection timings, and it is determined based on a comparison of the measurements whether the ignition device (90) is functional. When the injection devices of all cylinders are functional, operation of the dual fuel engine is switched from the liquid fuel mode to the gas mode.
F02D 19/10 - Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures peculiar to engines working with pluralities of fuels, e.g. alternatively with light and heavy fuel oil, other than engines indifferent to the fuel consumed simultaneously using pluralities of fuels peculiar to compression-ignition engines in which the main fuel is gaseous
F02D 19/06 - Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures peculiar to engines working with pluralities of fuels, e.g. alternatively with light and heavy fuel oil, other than engines indifferent to the fuel consumed
F02D 41/40 - Controlling fuel injection of the high pressure type with means for controlling injection timing or duration
F02D 41/00 - Electrical control of supply of combustible mixture or its constituents
F02D 41/22 - Safety or indicating devices for abnormal conditions
A method for operating a spark ignited gaseous fuel internal combustion engine is disclosed. The engine may have at least one main combustion chamber and at least one ignition device configured to initiate an ignition event within an ignition region. The method may include supplying pressurized fuel to the ignition region at times between about 30° to about 0° crank angle before the ignition event is initiated by the ignition device for enriching the ignition region with fuel. The method may also include initiating an ignition event in the ignition region for combusting an enriched air/fuel mixture within the ignition region.
A process of controlling operation in a multi-cylinder engine either during start of operation or low-load conditions is disclosed. The process may include skipping a supply of fuel in a first set of cylinders of the multi-cylinder engine for a pre-defined number of multiple working cycles. The process may further include supplying fuel-air mixture to a second set of cylinders of the multi-cylinder engine for the pre-defined number of multiple working cycles. The process may also include executing combustion of the fuel-air mixture supplied to the second set of cylinders for the pre-defined number of multiple working cycles. In addition the process may include either changing a selection of cylinders included in the first set of cylinders and the second set of cylinders respectively, or switching the supply of fuel, after the pre-defined number of multiple working cycles, from the second set of cylinders to the first set of cylinders.
A method for operating an engine is disclosed. The method may include supplying air from a primary air supply unit to an intake conduit. The method may also include supplying air to the engine from the intake conduit. The method may further include selectively supplying air from a secondary air supply unit to the intake conduit. In addition, the method may include maintaining an air fuel ratio between a first threshold value and a second threshold value during an increase in engine load increase by controlling a supply of air from the secondary supply unit to the intake conduit.
F02B 23/00 - Other engines characterised by special shape or construction of combustion chambers to improve operation
F02M 23/06 - Apparatus for adding secondary air to fuel-air mixture with automatic control dependent on engine speed
F02D 23/00 - Controlling engines characterised by their being supercharged
F02D 33/02 - Non-electrical control of delivery of fuel or combustion-air, not otherwise provided for of combustion-air
F02D 41/10 - Introducing corrections for particular operating conditions for acceleration
F02B 21/00 - Engines characterised by air-storage chambers
F02D 19/02 - Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures peculiar to engines working with gaseous fuels
F02D 19/10 - Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures peculiar to engines working with pluralities of fuels, e.g. alternatively with light and heavy fuel oil, other than engines indifferent to the fuel consumed simultaneously using pluralities of fuels peculiar to compression-ignition engines in which the main fuel is gaseous
F02D 21/10 - Controlling engines characterised by their being supplied with non-airborne oxygen or other non-fuel gas peculiar to engines having other non-fuel gas added to combustion-air having secondary air added to fuel-air mixture
F02D 41/00 - Electrical control of supply of combustible mixture or its constituents
A fuel supply system for an internal combustion engine may include a plurality of fuel injection pumps, each fuel injection pump being configured to pressurize fuel and provide the pressurized fuel to an associated fuel injector. The fuel supply system may further include a low-pressure fuel supply line fluidly connected to the plurality of fuel injection pumps and configured to provide fuel from a fuel supply tank to the plurality of fuel injection pumps. The fuel supply system may still further include a low-pressure fuel return line fluidly connected to the plurality of fuel injection pumps and configured to return remaining fuel from the plurality of fuel injection pumps to the fuel supply tank. The fuel supply system may include a first fuel cut-off valve disposed in the low-pressure fuel supply line and configured to stop a flow of fuel from the fuel supply tank to the plurality of fuel injection pumps.
F02M 37/18 - Feeding by means of driven pumps characterised by provision of main and auxiliary pumps
F02M 37/00 - Apparatus or systems for feeding liquid fuel from storage containers to carburettors or fuel-injection apparatusArrangements for purifying liquid fuel specially adapted for, or arranged on, internal-combustion engines
F02D 33/00 - Non-electrical control of delivery of fuel or combustion-air, not otherwise provided for
F02D 17/04 - Controlling engines by cutting-out individual cylindersRendering engines inoperative or idling rendering engines inoperative or idling, e.g. caused by abnormal conditions
F02D 41/04 - Introducing corrections for particular operating conditions
F02M 63/00 - Other fuel-injection apparatus having pertinent characteristics not provided for in groups or Details, component parts or accessories of fuel-injection apparatus, not provided for in, or of interest apart from, the apparatus of groups or
F02D 41/22 - Safety or indicating devices for abnormal conditions
F02D 41/38 - Controlling fuel injection of the high pressure type
F02M 55/02 - Conduits between injection pumps and injectors
F02M 63/02 - Fuel-injection apparatus having several injectors fed by a common pumping element, or having several pumping elements feeding a common injectorFuel-injection apparatus having provisions for cutting-out pumps, pumping elements, or injectorsFuel-injection apparatus having provisions for variably interconnecting pumping elements and injectors alternatively
40.
VALVE SEAT INSERT FOR AN INTERNAL COMBUSTION ENGINE
A valve seat insert (10A, 10B, 10C) for a cylinder head (104) of an internal combustion engine (100) comprises a ring-shaped body (20) defining a passage (22) for enabling a fluid to pass through the body (20) along an axial direction (Z) from an entrance side (24) to an exit side (26) of the valve seat insert (10A, 10B, 10C), wherein the body (20) comprises an entrance side section (32) with a first contact surface section (42), and a valve sealing surface section (46), an exit side section (34) with a second contact surface section (48), and an arch section (36) axially extending from the entrance side section (32) to the exit side section (34) and decreasing in material thickness from the entrance side section (32) towards the exit side section (34) up to a minimum thickness axial position (P) that is located in the half of the arch section (36) being close to the exit side section (34). Thereby, a more load resistant structure of the valve seat insert (10A, 10B, 10C) can be provided.
A method for controlling an internal combustion engine operating on at least partly gaseous fuel is disclosed. The method may include providing a desired burn rate profile corresponding to a desired operation of the internal combustion engine. The method may further include selecting first operating parameters such that an operation of the internal combustion engine with a first gas composition produces a first burn rate profile that corresponds to the desired burn rate profile. The method may also include operating the internal combustion engine with the first operating parameters using a second gas composition. The method may include determining that the second burn rate profile differs from the desired burn rate profile. In addition, the method may include adjusting an operating parameter from among the first operating parameters of the internal combustion engine to approach the desired burn rate profile.
F02P 9/00 - Electric spark ignition control, not otherwise provided for
F02D 41/00 - Electrical control of supply of combustible mixture or its constituents
F02D 19/06 - Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures peculiar to engines working with pluralities of fuels, e.g. alternatively with light and heavy fuel oil, other than engines indifferent to the fuel consumed
F02D 35/02 - Non-electrical control of engines, dependent on conditions exterior or interior to engines, not otherwise provided for on interior conditions
F02D 37/02 - Non-electrical conjoint control of two or more functions of engines, not otherwise provided for one of the functions being ignition
The present disclosure generally relates to a method for operating a gaseous fuel internal combustion engine including at least one main combustion chamber (8) and at least one ignition device (34) configured to initiate an ignition event within the ignition region (38). The disclosed method may comprise supplying pressurized fuel to the ignition region (38) at times between about 30° to about 0°, particularly between about 10° to about 2° crank angle before the ignition event is initiated by the ignition device (34) for enriching the ignition region (38) with fuel, and initiating an ignition event in the ignition region (38) for combusting the enriched air/fuel mixture within the ignition region (38).
F02B 19/10 - Engines characterised by precombustion chambers with fuel introduced partly into pre-combustion chamber, and partly into cylinder
F02B 19/12 - Engines characterised by precombustion chambers with positive ignition
F02D 19/02 - Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures peculiar to engines working with gaseous fuels
F02D 41/00 - Electrical control of supply of combustible mixture or its constituents
43.
Method for controlling an internal combustion engine
A method for controlling an internal combustion engine is disclosed. The method may include receiving knock data corresponding to knock levels over a time period. The method may also include determining from the knock data whether the knock levels change over the time period. Further, the method may include determining that a variation in the gas composition of the gaseous fuel supplied to the internal combustion engine has occurred when the knock levels change over the time period. In addition, the method may include adjusting an operating condition of the internal combustion engine to adapt a knock susceptibility of the internal combustion engine to the varying gas composition.
F02D 35/02 - Non-electrical control of engines, dependent on conditions exterior or interior to engines, not otherwise provided for on interior conditions
F02D 19/06 - Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures peculiar to engines working with pluralities of fuels, e.g. alternatively with light and heavy fuel oil, other than engines indifferent to the fuel consumed
F02D 19/08 - Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures peculiar to engines working with pluralities of fuels, e.g. alternatively with light and heavy fuel oil, other than engines indifferent to the fuel consumed simultaneously using pluralities of fuels
F02P 5/152 - Digital data processing dependent on pinking
F02D 41/00 - Electrical control of supply of combustible mixture or its constituents
F02B 37/16 - Control of the pumps by bypassing charging air
F02B 37/18 - Control of the pumps by bypassing exhaust
F02D 33/00 - Non-electrical control of delivery of fuel or combustion-air, not otherwise provided for
A method for supplying fuel to an engine is disclosed. The method may include regulating a gas admission valve disposed between a gaseous fuel line and a cylinder intake port to reduce flow of gaseous fuel to the cylinder. The method may also include closing a shut-off valve disposed between a gaseous fuel reservoir and the gaseous fuel line to restrict flow of gaseous fuel from the gaseous fuel reservoir to the gaseous fuel line. Further, the method may include actuating an inert gas inlet valve disposed between an inert gas reservoir and the gaseous fuel line to supply inert gas to the gaseous fuel line and flush the gaseous fuel in the gaseous fuel line into the cylinder via the gas admission valve. Additionally, the method may include closing the inert gas inlet valve to restrict supply of inert gas to the gaseous fuel line.
F02D 41/00 - Electrical control of supply of combustible mixture or its constituents
F02D 19/06 - Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures peculiar to engines working with pluralities of fuels, e.g. alternatively with light and heavy fuel oil, other than engines indifferent to the fuel consumed
F02D 41/34 - Controlling fuel injection of the low pressure type with means for controlling injection timing or duration
F02M 45/00 - Fuel-injection apparatus characterised by having a cyclic delivery of specific time/pressure or time/quantity relationship
F02M 63/00 - Other fuel-injection apparatus having pertinent characteristics not provided for in groups or Details, component parts or accessories of fuel-injection apparatus, not provided for in, or of interest apart from, the apparatus of groups or
A lip shroud for a dragline lip configured to prevent wear on the dragline lip and to prevent decoupling therefrom during operations. The lip shroud comprises of a first sidewall having a first abutment surface provided with an opening; a second sidewall having a second abutment surface wherein the second sidewall has a securing portion configured for coupling to a lock device on the dragline lip; and a center- wall having a third abutment surface, the center wall connecting the first sidewall and the second sidewall wherein the first, second and third abutment surfaces define a channel to receive an edge portion of the dragline lip.
12 - Land, air and water vehicles; parts of land vehicles
37 - Construction and mining; installation and repair services
Goods & Services
Machines for ships and ship engines; motors and engines for marine applications, in particular diesel and gas engines for marine applications; motors and engines for power plant and petroleum applications; machine parts being foundry products for marine applications, as far as included in class 7; generator sets, current generators and generators of electricity for marine, power plant and petroleum applications; parts, fittings and components for all the aforesaid goods, including piston crowns, cylinder heads, injection pumps, connecting rods, vibration dampers, turbochargers and exhaust cages. Apparatus for locomotion by water; boats, ships (seagoing vessels) and other water vessels; parts of the aforesaid goods (as far as included in class 12). Repair services for ships and ship engines; repair, replacement, installation, maintenance, reconditioning and servicing of engines and motors for marine, power plant and petroleum applications, machine parts being foundry products for marine applications, generator sets for marine, power plant and petroleum applications, boats, ships and other water vessels and parts of the aforesaid goods.
A valve for a fuel supply of an internal combustion engine is disclosed. The valve may have a valve housing that defines a channel in fluid communication with an inert gas supply line at a first end of the valve housing. The valve housing may also have a first flange disposed at a second end distal to the first end. The valve may have a valve body that selectively allow the channel of the valve housing to communicate with an inner bore of a double-walled connecting element of the fuel supply system. The valve housing may also have a second flange disposed adjacent to the first flange. The first flange and the second flange define a detection gap therebetween. The second flange may have a passage in fluid communication with a detection space of the double-walled connecting element and the detection gap.
F02M 63/00 - Other fuel-injection apparatus having pertinent characteristics not provided for in groups or Details, component parts or accessories of fuel-injection apparatus, not provided for in, or of interest apart from, the apparatus of groups or
F16K 31/06 - Operating meansReleasing devices electricOperating meansReleasing devices magnetic using a magnet
F02M 21/02 - Apparatus for supplying engines with non-liquid fuels, e.g. gaseous fuels stored in liquid form for gaseous fuels
F02D 19/02 - Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures peculiar to engines working with gaseous fuels
F02D 19/06 - Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures peculiar to engines working with pluralities of fuels, e.g. alternatively with light and heavy fuel oil, other than engines indifferent to the fuel consumed
F02D 19/10 - Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures peculiar to engines working with pluralities of fuels, e.g. alternatively with light and heavy fuel oil, other than engines indifferent to the fuel consumed simultaneously using pluralities of fuels peculiar to compression-ignition engines in which the main fuel is gaseous
A method for controlling fuel flow in a multi fuel engine is disclosed. An input power for operating the multi fuel engine at a desired engine speed is determined and a fuel flow rate based on the input power, one or more fuel properties and a specified fuel substitution ratio for apportioning the plurality of fuels is determined. Also, a correction factor for the fuel flow rate based on a desired charge density, wherein the desired charge density is based at least on a relationship between an engine load and charge density is determined and a corrected fuel flow rate, based on the determined correction factor, is output to a corresponding actuator of a fluid flow control device for the one of the fuels to cause the corresponding actuator to provide the one of the plurality of fuels at the corrected fuel flow rate.
F02D 19/06 - Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures peculiar to engines working with pluralities of fuels, e.g. alternatively with light and heavy fuel oil, other than engines indifferent to the fuel consumed
A single-cylinder cylinder head is disclosed. The cylinder head may have a cylinder head body having a gas system side, a pushrod side opposing the gas system side, a circular cylinder closing face with a central injector opening, a pair of inlet openings, and a pair of outlet openings. The cylinder head may have a central injector recess extending through the cylinder head body to the central injector opening. Further, the cylinder head may have a gas inlet channel system and a gas outlet channel system. The cylinder head may also have a pushrod passage extending through the cylinder head body at the pushrod side. In addition, the cylinder head may have a plurality of cylinder mounting holes extending through the cylinder head body in an outer circumferential region of the single-cylinder cylinder head. The cylinder mounting holes may be non-equidistantly arranged around the central injector recess.
An internal combustion engine includes a cylinder for combusting a mixture of fuel and air therein, and a starting air system configured to provide pressurized starting air to the cylinder and to monitor operability of the starting air system. The starting air system may include a pressurized starting air source, a starting air manifold, a starting air venting valve, and a sensing device. The pressurized starting air source is configured to store pressurized starting air. The starting air manifold is fluidly connected to the pressurized starting air source. The starting air venting valve is fluidly connected to the starting air manifold and configured to vent the starting air system. The sensing device is configured to detect a parameter that measures a condition within the starting air system.
F02B 33/44 - Passages conducting the charge from the pump to the engine inlet, e.g. reservoirs
F02B 33/00 - Engines characterised by provision of pumps for charging or scavenging
F02B 23/00 - Other engines characterised by special shape or construction of combustion chambers to improve operation
F02D 41/06 - Introducing corrections for particular operating conditions for engine starting or warming up
F02N 9/04 - Starting of engines by supplying auxiliary pressure fluid to their working chambers the pressure fluid being generated otherwise, e.g. by compressing air
F02D 41/00 - Electrical control of supply of combustible mixture or its constituents
F02D 41/22 - Safety or indicating devices for abnormal conditions
F02N 15/10 - Safety devices not otherwise provided for
A method of evaluating operability of a gaseous fuel admission valve of an internal combustion engine is disclosed. The method includes operating the internal combustion engine on gaseous fuel by repeatedly actuating the gaseous fuel admission valve. The method further includes measuring a sequence of temporal developments of an electrical operation parameter respectively associated with an actuation of the gaseous fuel admission valve. The sequence includes a first temporal development to be evaluated and a plurality of temporal developments preceding the first temporal development. The method also includes evaluating operability of the gaseous fuel admission valve based on the first temporal development of the measured sequence and at least one of the plurality of preceding temporal developments of the measured sequence.
F02D 19/02 - Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures peculiar to engines working with gaseous fuels
F02D 41/22 - Safety or indicating devices for abnormal conditions
F02D 41/24 - Electrical control of supply of combustible mixture or its constituents characterised by the use of digital means
F02D 19/06 - Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures peculiar to engines working with pluralities of fuels, e.g. alternatively with light and heavy fuel oil, other than engines indifferent to the fuel consumed
F02D 41/00 - Electrical control of supply of combustible mixture or its constituents
F02D 37/02 - Non-electrical conjoint control of two or more functions of engines, not otherwise provided for one of the functions being ignition
F02D 41/20 - Output circuits, e.g. for controlling currents in command coils
A method of operating a gas or dual fuel engine having a plurality of cylinders, includes monitoring a characteristic of each of the plurality of cylinders during operation of the gas or dual fuel engine. The method also includes detecting a pre-ignition condition associated with one or more cylinders of the plurality of cylinders based on the monitored characteristic. The method further includes reducing fuel supply to the one or more cylinders having the pre-ignition condition. The fuel supply to remaining cylinders of the plurality of cylinders is increased, to maintain a constant power output of the gas or dual fuel engine. The method further includes adjusting an amount of air supplied to each of the plurality of cylinders based on the increased amount of fuel supplied to the remaining cylinders, to maintain an air-to-fuel ratio within a desired range.
F02D 19/06 - Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures peculiar to engines working with pluralities of fuels, e.g. alternatively with light and heavy fuel oil, other than engines indifferent to the fuel consumed
F02D 41/00 - Electrical control of supply of combustible mixture or its constituents
F02D 41/40 - Controlling fuel injection of the high pressure type with means for controlling injection timing or duration
A cylinder head of an internal combustion engine may include an opening and a sensor sleeve. The opening may extend through the cylinder head. The sensor sleeve may be shrink fitted in the opening. The sensor sleeve may be configured to receive a sensor. The sensor may be mounted within the sensor sleeve through a mounting mechanism.
F02B 77/08 - Safety, indicating, or supervising devices
B23P 11/02 - Connecting or disconnecting metal parts or objects by metal-working techniques, not otherwise provided for by first expanding and then shrinking or vice versa, e.g. by using pressure fluidsConnecting or disconnecting metal parts or objects by metal-working techniques, not otherwise provided for by making force fits
Directing exhaust gas around a catalyst may pre-heat the catalyst and may thereby bring the catalyst quickly in its operating temperature range. An exhaust gas treatment system for treating the exhaust gas may include a first flow path, a second flow path, and a control system. The first flow path may include a catalyst. The second flow path may be coaxially arranged in heat exchange relation with respect to the first flow path. The control system may be configured to control the flow of exhaust gas through the first flow path or the second flow path dependent upon the catalyst temperature.
F01N 3/20 - Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous by thermal or catalytic conversion of noxious components of exhaust characterised by methods of operationControl specially adapted for catalytic conversion
F02B 37/013 - Engines characterised by provision of pumps driven at least for part of the time by exhaust with exhaust-driven pumps arranged in series
F02B 37/18 - Control of the pumps by bypassing exhaust
F02B 37/00 - Engines characterised by provision of pumps driven at least for part of the time by exhaust
F01N 3/08 - Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous
55.
Plunger for an internal combustion engine fuel pump
A plunger of a fuel pump is disclosed. The plunger may have a cylindrical base configured for axial movement and rotation within a pump barrel. The plunger may also have a fuel amount controlling end. The fuel amount controlling end may have a recessed surface region. The fuel amount controlling end may also have a sealing surface region. Further, the fuel amount controlling end may have a control interface connecting the recessed surface region with the sealing surface section in a radial direction. The transition from the recessed surface region to the control interface may be curved.
F02M 59/26 - Varying fuel delivery in quantity or timing with constant-length-stroke pistons having variable effective portion of stroke caused by movements of pistons relative to their cylinders
F02M 59/36 - Varying fuel delivery in quantity or timing by variably-timed valves controlling fuel passages
F02M 47/02 - Fuel-injection apparatus operated cyclically with fuel-injection valves actuated by fluid pressure of accumulator-injector type, i.e. having fuel pressure of accumulator tending to open, and fuel pressure in other chamber tending to close, injection valves, and having means for periodically releasing that closing pressure
F02M 57/02 - Injectors structurally combined with fuel-injection pumps
F02M 59/10 - Pumps specially adapted for fuel-injection and not provided for in groups of reciprocating-piston type characterised by the piston drive
F02M 45/12 - Fuel-injection apparatus characterised by having a cyclic delivery of specific time/pressure or time/quantity relationship providing a continuous delivery with variable pressure
A control system is disclosed for operating an internal combustion engine. The control system includes a control unit configured for providing a part load mode that is optimized for slow operation of the engine at loads up to an upper part load limit in the range from 40% to 75% of a maximum engine load. The control unit is also configured for providing a high load mode for engine loads above the upper part load limit. In the part load mode, at least one inlet valve is closed at a closing angle later than in the high load mode.
F01L 1/34 - Valve-gear or valve arrangements, e.g. lift-valve gear characterised by the provision of means for changing the timing of the valves without changing the duration of opening
F01L 1/344 - Valve-gear or valve arrangements, e.g. lift-valve gear characterised by the provision of means for changing the timing of the valves without changing the duration of opening changing the angular relationship between crankshaft and camshaft, e.g. using helicoidal gear
F02D 13/02 - Controlling the engine output power by varying inlet or exhaust valve operating characteristics, e.g. timing during engine operation
F02D 41/00 - Electrical control of supply of combustible mixture or its constituents
A filtration system is configured to provide clean fuel to a running combustion engine. The filtration system may be configured to be connected to a main fuel tank for storing contaminated fuel, and to be connected to a fuel supply of a combustion engine. A filtration circuit may include at least one filter, a first auxiliary fuel tank for containing fuel, and a first fuel pump configured to pump the fuel from the first auxiliary fuel tank through the filtration circuit back to the first auxiliary fuel tank. A second auxiliary fuel tank may be connectable to said first auxiliary fuel tank for receiving fuel from the first auxiliary fuel tank via a transfer valve. A control unit may be configured to control the transfer valve such that the first auxiliary tank is fluidly connected to the second auxiliary fuel tank only if fuel of a desired contamination level is contained in the first auxiliary tank.
B01D 29/88 - Filters with filtering elements stationary during filtration, e.g. pressure or suction filters, not covered by groups Filtering elements therefor having feed or discharge devices
B01D 29/60 - Filters with filtering elements stationary during filtration, e.g. pressure or suction filters, not covered by groups Filtering elements therefor integrally combined with devices for controlling the filtration
F02M 37/00 - Apparatus or systems for feeding liquid fuel from storage containers to carburettors or fuel-injection apparatusArrangements for purifying liquid fuel specially adapted for, or arranged on, internal-combustion engines
F02M 37/22 - Arrangements for purifying liquid fuel specially adapted for, or arranged on, internal-combustion engines, e.g. arrangements in the feeding system
58.
LIQUID FUEL IGNITED GAS ENGINE WITH EMERGENCY OPERATION
A liquid fuel ignited gas engine is proposed that uses, for each cylinder, a liquid fuel system with a specifically configured sole liquid fuel injector for the pilot injection in gaseous fuel operation as well as for emergency operation. The sole liquid fuel injector is configured to allow operating the liquid fuel ignited gas engine in a liquid fuel emergency mode, which provides a power output that is reduced in comparison to the maximum power output in a gaseous fuel mode and that is still sufficient, for example, to maneuver a ship safely into a harbor.
F02D 41/00 - Electrical control of supply of combustible mixture or its constituents
F02D 19/10 - Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures peculiar to engines working with pluralities of fuels, e.g. alternatively with light and heavy fuel oil, other than engines indifferent to the fuel consumed simultaneously using pluralities of fuels peculiar to compression-ignition engines in which the main fuel is gaseous
F02D 41/22 - Safety or indicating devices for abnormal conditions
A cylinder head for an internal combustion engine is configured to be operated with fuel, such as gaseous or liquid fuel, to provide a more complete combustion of the fuel/air mixture. The cylinder head has at least one fuel guiding section, which includes a fuel inlet valve casing for accommodating a fuel inlet valve configured to control a fuel flow rate, a fuel/air mixing chamber for mixing the fuel with air, and a fuel guiding portion connecting the fuel inlet valve casing to the fuel/air mixture chamber. The fuel guiding portion is integrally formed with the cylinder head and defines at least a first fuel feeding passage and at least a second fuel feeding passage. The first fuel feeding passage and the second fuel feeding passage extend from the fuel inlet valve casing to the fuel/air mixing chamber.
A method is provided for detecting a leakage in a fuel supply system of an internal combustion engine. The fuel supply system includes a fuel line system with fuel line sections and a pressure monitoring system with monitoring segments, a set of valves, and a pressure sensor. The method includes detecting a leakage between the fuel line sections and the pressure monitoring system when the set of valves are opened to fluidly connect the monitoring segments. The method also includes performing at least two pressure measurements for at least two selected sets of neighboring monitoring segments for providing pressure behavior information for the selected sets of neighboring monitoring segments. The method further includes comparing the pressure behavior information of the selected sets of neighboring monitoring segments, and identifying a leaking monitoring segment based on the comparison.
F02M 33/02 - Other apparatus for treating combustion-air, fuel or fuel-air mixture for collecting and returning condensed fuel
F02M 25/00 - Engine-pertinent apparatus for adding non-fuel substances or small quantities of secondary fuel to combustion-air, main fuel or fuel-air mixture
F02D 41/22 - Safety or indicating devices for abnormal conditions
F02M 55/02 - Conduits between injection pumps and injectors
F02M 21/02 - Apparatus for supplying engines with non-liquid fuels, e.g. gaseous fuels stored in liquid form for gaseous fuels
F02M 61/16 - Details not provided for in, or of interest apart from, the apparatus of groups
F02D 19/02 - Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures peculiar to engines working with gaseous fuels
61.
OPERATING INTERNAL COMBUSTION ENGINES ON PYROLYSIS PRODUCTS
To increase the overall efficiency of a pyrolysis based power plant, it is proposed to operate an internal combustion engine on a liquid fuel such as pyrolysis oil based fuel (8) and, in addition, pyrolysis gas (9) is added to charge air. This allows using otherwise not lost energy contained in the pyrolysis gas. Specifically, a pyrolysis gas supply unit (120, 220) is proposed that is configured for providing pyrolysis gas (9) into a charge air system (161, 261) of the internal combustion engine (162, 262). The pyrolysis gas supply unit (120, 220) comprises inter alia a filtering and compressing unit (122, 222) for removing tar from the received pyrolysis gas (9) and pressurizing the pyrolysis gas (9), a pyrolysis gas regulating unit (124, 224) for regulating a flow of the filtered and compressed pyrolysis gas (9) leaving the pyrolysis gas regulating unit (124, 224), a pyrolysis gas admission valve (140, 240) for controlling the amount of the pyrolysis gas (9) provided to the charge air system (161, 261), and a pyrolysis gas admission unit (142, 242, 342) with a charge air passage (115, 215, 315) that is fluidly connectable to the charge air system (161, 261). The pyrolysis gas admission unit (142, 242, 342) is configured to provide pyrolysis gas (9) into the charge air passage (115, 215, 315).
F02B 43/08 - Plants characterised by the engines using gaseous fuel generated in the plant from solid fuel, e.g. wood
F02D 19/08 - Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures peculiar to engines working with pluralities of fuels, e.g. alternatively with light and heavy fuel oil, other than engines indifferent to the fuel consumed simultaneously using pluralities of fuels
C10B 53/02 - Destructive distillation, specially adapted for particular solid raw materials or solid raw materials in special form of cellulose-containing material
C10L 5/44 - Solid fuels essentially based on materials of non-mineral origin on vegetable substances
F02M 21/02 - Apparatus for supplying engines with non-liquid fuels, e.g. gaseous fuels stored in liquid form for gaseous fuels
An exemplary single-cylinder cylinder head (1) and an exemplary engine block are disclosed. The single-cylinder cylinder head (1) for mounting onto one of a series of cylinders of a large internal combustion engine may comprise in total exactly five cylinder mounting holes (30, 32, 34, 36, 38) in an outer circumferential region of the single-cylinder cylinder head (1). The in total exactly five cylinder mounting holes (30, 32, 34, 36, 38) within the cylinder head (1) are non-equidistantly arranged around a central injector recess (18).
A pyrolysis oil treatment system for treating pyrolysis oil for being used as a fuel of an internal combustion engine (100) may comprise at least one pyrolysis oil tank (1212), at least one cleaning medium tank (1222, 1224, 1226), at least one treated pyrolysis oil tank (1250); and at least one reusable pyrolysis oil/cleaning medium mixture tank (1214). The pyrolysis oil treatment system may further comprise at least one pyrolysis oil treatment unit (1310), wherein the at least one pyrolysis oil treatment unit (1310) is fluidly connected via a first flushing valve (1388) to the at least one pyrolysis oil tank (1212) and the at least one cleaning medium tank (1222, 1224, 1226) to receive pyrolysis oil and cleaning medium respectively therefrom, and the at least one pyrolysis oil treatment unit (1310) is further fluidly connected via a second flushing valve (1390) to the at least one treated pyrolysis oil tank (1250) and to the at least one reusable pyrolysis oil/cleaning medium mixture tank (1214). Castor oil, ethanol, and a cleaning fluid/fuel comprising castor oil and ethanol may be examples of a cleaning medium.
A cylinder head (6) of an internal combustion engine comprises an opening (14), and a sensor sleeve (20). The opening (14) extends through the cylinder head (6). The sensor sleeve (20) is shrink fitted in the opening (14) of the cylinder head (6). The sensor sleeve (20) is adapted to receive a sensor (22). The sensor sleeve (20) is pre-machined before being shrink fitted in the opening (14). Thereby, a mounting mechanism and a sensor seat for the sensor (22) are provided. After shrink fitting the sensor sleeve (20), the sensor (22) can be easily mounted in the sensor sleeve (20).
B23P 11/02 - Connecting or disconnecting metal parts or objects by metal-working techniques, not otherwise provided for by first expanding and then shrinking or vice versa, e.g. by using pressure fluidsConnecting or disconnecting metal parts or objects by metal-working techniques, not otherwise provided for by making force fits
65.
WASTEGATE EXHAUST GAS LINE FOR V-TYPE INTERNAL COMBUSTION ENGINES
The space for mounting an exhaust gas line to a V-type internal combustion engine comprising a first cylinder bank associated with a first exhaust manifold and a second cylinder bank associated with a second exhaust manifold may be limited. The disclosed wastegate exhaust gas line (90) may comprise a first wastegate duct (92) and a second wastegate duct (94). The first wastegate duct (92) may be configured to fluidly connect to the first exhaust manifold (14). The second wastegate duct (92) may be configured to fluidly connect to the second exhaust manifold (24). The first wastegate duct (92) may be disposed above the second wastegate duct (94) at the connection to the first and second exhaust manifolds (14, 24), but may be disposed besides the second duct (94) at the end opposite to the connection to the first and second exhaust manifolds (14, 24).
Directing exhaust gas around a catalyst may pre-heat the catalyst and may thereby bring the catalyst quickly in its operating temperature range. An exhaust gas treatment system (2) for treating the exhaust gas may comprise a first flow path (38), a second flow path (40), and a control system (4). The first flow path may include a catalyst (41). The second flow path (40) may be coaxially arranged in heat exchange relation with respect to the first flow path (38). The control system (4) may be configured to control the flow of exhaust gas through the first flow path (38) or the second flow path (40) in dependency of the catalyst temperature.
F01N 3/20 - Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous by thermal or catalytic conversion of noxious components of exhaust characterised by methods of operationControl specially adapted for catalytic conversion
F02B 37/013 - Engines characterised by provision of pumps driven at least for part of the time by exhaust with exhaust-driven pumps arranged in series
F02B 37/18 - Control of the pumps by bypassing exhaust
67.
METHOD AND DEVICE FOR CONTROLLING THE OPERATION OF DUAL-FUEL ENGINE
The present disclosure relates a method and device for controlling the operation of a dual-fuel engine operable in a low load diesel fuel mode, a high load diesel fuel mode and a gas fuel mode. A shaft (42) with first to third eccentrics (36, 38, 40) is rotatable by an adjusting device (200). Three different rotational angles of the shaft (42) for a low load diesel fuel mode, a high load diesel fuel mode and a gas fuel mode in combination with specific designs and arrangements of the first, second and third eccentrics (36, 38, 40) result in different opening and closing timings of inlet and outlet valves, and of an adjusted injection of diesel fuel. In addition, the present disclosure relates to a simple adjusting device (200) for rotating a shaft with eccentrics.
F02D 13/02 - Controlling the engine output power by varying inlet or exhaust valve operating characteristics, e.g. timing during engine operation
F02D 19/06 - Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures peculiar to engines working with pluralities of fuels, e.g. alternatively with light and heavy fuel oil, other than engines indifferent to the fuel consumed
F02D 19/10 - Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures peculiar to engines working with pluralities of fuels, e.g. alternatively with light and heavy fuel oil, other than engines indifferent to the fuel consumed simultaneously using pluralities of fuels peculiar to compression-ignition engines in which the main fuel is gaseous
F01L 13/00 - Modifications of valve-gear to facilitate reversing, braking, starting, changing compression ratio, or other specific operations
F01L 1/344 - Valve-gear or valve arrangements, e.g. lift-valve gear characterised by the provision of means for changing the timing of the valves without changing the duration of opening changing the angular relationship between crankshaft and camshaft, e.g. using helicoidal gear
A fuel guiding component (200, 300, 400, 500, 600) for guiding pressurized fuel comprises a body (200, 300, 400, 500, 600) and a fuel passage (225) that is formed in the body (200, 300, 400, 500, 600) and comprises sections (240, 250) having different orientation, wherein a fuel stream passing during operational use of the fuel guiding component (200, 300, 400, 500, 600) through the fuel passage (225) may smoothly flow from one of the sections to another one of the sections. In some embodiments, sections may intersect at an angle larger than 90°, intersect within a pressure equalization chamber, or be partly curved.
An engine support system (10) may comprise a support structure (12), which may have a top section (18) with outer mounting sections (20), and a counterweight section (19). Each outer mounting section (20) may have an upper face (24) and a lower face (26). A mass of a counterweight may be formed by a mass of the support structure (12) and a mass of a generator (60). The counterweight may have a mass of at least 80 % of a mass of the internal combustion engine unit (40). The engine support (10) may further comprise a plurality of upper resilient mountings (14) and a plurality of lower resilient mountings (16). Upper resilient mountings may be arranged at the upper faces (24) of outer mounting sections (20), and may support the internal combustion engine unit (40). Lower resilient mountings (16) may be arranged at the lower faces (26) of outer mounting sections (20), and may support the support structure (12).
An injection nozzle (22) for mounting to a nozzle holder of a fuel injection system (1) of an internal combustion engine may comprise a sealing face (29) for providing a sealed connection to the nozzle holder, a needle guiding bore (34) for guiding a needle between a fuel injection state and a sealed state of the fuel injector. The needle guiding bore (34) may extend through the sealing face (29), being fluidly connected, at an injection side of injection nozzle (22), to an outside of the injection nozzle (22) via a plurality of nozzle spray holes (70). The needle guiding bore (34) may be widened to form a high pressure fuel chamber (36). A high pressure supply bore (38) may extend through the sealing face (29) and fluidly connect an opening in the sealing face (29) with the high pressure fuel chamber (36). A radial outer section (60) of a wall of the fuel supply channel (38) may smoothly transition into a wall of the high pressure fuel chamber (36). The high pressure supply bore (38) may be provided in a drop-like, rounded shape.
A plunger (115) of a fuel pump (10) may have an essentially cylindrical base shape for axial movement and rotation within a pump barrel (110) of the fuel pump (10). The plunger (115) may comprise, at a fuel amount controlling end of the plunger (115), an outer surface that comprises a recessed surface region (139), a sealing surface section (165), and a control interface (170, 170A, 170B) connecting in radial direction the recessed surface region (139) with the sealing surface section (165). At the radial inner section of the control interface (170, 170A, 170B), the transition from the recessed surface region (139) to the control interface (170, 170A, 170B) may be curved with a curvature radius that has a radius equal or larger than 1mm to thereby reduce or avoid cavitation effects, for example, when used with high water content alternative fuels.
F02M 59/26 - Varying fuel delivery in quantity or timing with constant-length-stroke pistons having variable effective portion of stroke caused by movements of pistons relative to their cylinders
72.
WEAR RESISTANT INSERT ELEMENT FOR A BAFFLE BODY AND BAFFLE BODY FOR A PLUNGER OPERATED FUEL PUMP
The present disclosure refers to a wear resistant insert element configured to be inserted into a shaft of a baffle body for a plunger operated fuel pump and a corresponding baffle body. Baffle bodies in plunger operated fuel pumps serve for absorbing the energy of a pressure wave generated during pumping operation of the fuel pump. However, conventional baffle bodies made of steel may be subjected to wear, in particular, in case they are used in a fuel pump operated with alternative fuels or low sulfur fuels having a low boiling point and/or a high content of water. The present disclosure suggests a wear resistant insert element possibly made of ceramic and to be inserted into a baffle body such that the end surface of the baffle body is configured to absorb the energy of the fuel pressure wave and, thus, resists wear.
F02M 59/44 - Details, component parts, or accessories not provided for in, or of interest apart from, the apparatus of groups
F02M 59/10 - Pumps specially adapted for fuel-injection and not provided for in groups of reciprocating-piston type characterised by the piston drive
F02M 55/04 - Means for damping vibrations in injection-pump inlets
F02M 59/26 - Varying fuel delivery in quantity or timing with constant-length-stroke pistons having variable effective portion of stroke caused by movements of pistons relative to their cylinders
F02M 55/00 - Fuel-injection apparatus characterised by their fuel conduits or their venting means
F02M 65/00 - Testing fuel-injection apparatus, e.g. testing injection timing
73.
MULTI-FUEL OPERATION OF AN INTERNAL COMBUSTION ENGINE
A fuel change-over module (10) for a combustion engine (12) may be installed in a fuel supply system of the combustion engine (12). The fuel change-over module (10) may be configured to alternatively supply heavy fuel from a heavy fuel tank (102) or light fuel from a light fuel tank (104) to the combustion engine (10) via a fuel circuit (72) formed between the fuel supply module (10) and the combustion engine (12). The heavy fuel and the light fuel may have different temperatures. The fuel change-over module may comprise a fuel mixing tank (40). The volume of the fuel mixing tank (40) may be such that the total volume of fuel circulating in the fuel circuit (72) results in a desired temperature change rate and a desired change-over time when changing the type of fuel supplied to the combustion engine (12) by the fuel change-over module (10).
F02D 19/06 - Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures peculiar to engines working with pluralities of fuels, e.g. alternatively with light and heavy fuel oil, other than engines indifferent to the fuel consumed
F02D 19/08 - Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures peculiar to engines working with pluralities of fuels, e.g. alternatively with light and heavy fuel oil, other than engines indifferent to the fuel consumed simultaneously using pluralities of fuels
F02M 37/00 - Apparatus or systems for feeding liquid fuel from storage containers to carburettors or fuel-injection apparatusArrangements for purifying liquid fuel specially adapted for, or arranged on, internal-combustion engines
A radiant heat discharge arrangement (30) for a large internal combustion engine (10) may comprise a cover (32). The cover (32) may be configured to cover an outlet manifold (18) of the internal combustion engine (10) with a clearance between cover (32) and outlet manifold (18). The cover (32) may have at least one outlet opening (36). The radiant heat discharge arrangement (30) may further comprise an air duct (38) and a fan (46). The air duct (38) may be fluidly connected to the at least one outlet opening (36) of the cover (32), and the fan (46) may be fluidly connected to air duct (42).
F01N 3/05 - Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for cooling, or for removing solid constituents of, exhaust by means of air, e.g. by mixing exhaust with air
B60R 13/08 - Insulating elements, e.g. for sound insulation
F01P 1/06 - Arrangements for cooling other engine or machine parts
F01P 5/02 - Pumping cooling-airArrangements of cooling-air pumps, e.g. fans or blowers
75.
MONITORING IGNITION FUEL INJECTION SYSTEMS OF DUAL FUEL ENGINES
During the liquid fuel mode of a dual fuel internal combustion engine (10), soot may deposit at the ignition fuel injectors (42) and may jam the ignition fuel injector needle. In such case, the ignition fuel injection system may not work properly. For evaluating the mechanical function of the ignition fuel injection system (32), a correction fuel amount configured to be supplied by a high-pressure fuel pump (100) to the common rail (34) for compensating a differential pressure within the common rail (34) between a desired common rail pressure and the actual common rail pressure measured by a common rail pressure sensor (112) may be determined based on the differential pressure. If the correction fuel amount exceeds a predetermined threshold, a signal representing a malfunction of the ignition fuel injection system may be output.
F02D 41/00 - Electrical control of supply of combustible mixture or its constituents
F02D 41/22 - Safety or indicating devices for abnormal conditions
F02D 19/06 - Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures peculiar to engines working with pluralities of fuels, e.g. alternatively with light and heavy fuel oil, other than engines indifferent to the fuel consumed
76.
CHARGE AIR GUIDE ELEMENT FOR INTERNAL COMBUSTION ENGINE
A charge air guide element (23) and a water ring element (40) for an internal combustion engine are configured to supply cooling water to the water ring element (40) via the charge air guide element (23). Specifically, a cooling water channel system (50A, 50B) may be integrated into a wall structure of the charge air guide element (23) and comprise at least one opening at the cylinder unit side of the charge air guide element (23), which opens towards the top side of the charge air guide element (23), and at least one opening at an access side of the charge air guide element (23), the access side being opposite to the cylinder unit side. Moreover, a specific arrangement of screw guiding holes (64A, 64B) at the charge air guide element (23) may allow using the charge air guide element (23) for internal combustion engines in in-line configuration and in V-configuration.
The present disclosure refers to filtration system configured to provide clean fuel to a running combustion engine, even if a filter exchange is necessary. The filtration system (5) may be configured to be connected to a main fuel tank (10) for storing contaminated fuel and to be connected to a fuel supply of a combustion engine of an electric power plant or a large vessel. A filtration circuit (16) may include at least one filter (30, 35), a first auxiliary fuel tank (15) for containing fuel, and a first fuel pump (40) configured to pump the fuel from the first auxiliary fuel tank (15) through the filtration circuit (16) back to the first auxiliary fuel tank (15). A second auxiliary fuel tank (20) may be connectable to said first auxiliary fuel tank (15) for receiving fuel from first auxiliary fuel tank (15) via a transfer valve (135), A control unit (132) may be configured to control the transfer valve (135) such that the first auxiliary tank (15) is fluidly connected to the second auxiliary fuel tank (16) only if fuel of a desired contamination level is contained in the first auxiliary tank (20).
F02M 37/00 - Apparatus or systems for feeding liquid fuel from storage containers to carburettors or fuel-injection apparatusArrangements for purifying liquid fuel specially adapted for, or arranged on, internal-combustion engines
F02M 37/22 - Arrangements for purifying liquid fuel specially adapted for, or arranged on, internal-combustion engines, e.g. arrangements in the feeding system
78.
SELF IGNITION OPERATION OF ALTERNATIVE FUEL INTERNAL COMBUSTION ENGINES
A method for operating a self ignition internal combustion engine (ICE) with a low cetane fuel such as alternative fuels, for example pyrolysis oil, as well as an ICE are disclosed. To reach self ignition conditions one may provide the internal combustion engine to have a compression ratio of at least 17: 1, for example, 18: 1 (step 100). Moreover, one may load a combustion chamber of the internal combustion engine with charge air having a minimal temperature in the range of 340 K to 360 K (step 200) and inject the low cetane fuel at an injection angle of a piston of the internal combustion engine within the range of 20° to 10°, for example between 17.5° to 11° prior top dead center into the charge air (step 300), thereby forming a low cetane fuel - charge air mixture. Compressing the low cetane fuel - charge air mixture further during the combustion cycle may result in a compression end temperature of at least 1000 K, allowing self ignition of the low cetane fuel.
A fuel recirculating unit (1 14) for providing an engine fuel system (121) of an internal combustion engine (100) with pyrolysis oil based fuel may comprise a circulation tank (122), a fuel supply line outlet (2600) for fluidly connecting to an inlet of the engine fuel system (121), a fuel supply line (125 A) for fluidly connecting the circulation tank (122) with the fuel suppy line outlet (2600), a fuel return line inlet (2610) for fluidly connecting to an outlet of the engine fuel system (121), a fuel return line (125B) for fluidly connecting the fuel return line inlet (2610) with the circulation tank (122), and at least one of a first release valve unit (126A) positioned downstream of the fuel return line inlet (2610), a second release valve unit (126 A) positioned upstream of the circulation tank (122) in the fuel return line (125B), and a supply valve unit (2417) positioned upstream of the fuel supply line outlet (2600). The configuration of the various valves may allow cleaning the recirculating unit (1 14) and associated engine fuel systems from a fuel used to operate the respective internal combustion engines.
F02D 19/06 - Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures peculiar to engines working with pluralities of fuels, e.g. alternatively with light and heavy fuel oil, other than engines indifferent to the fuel consumed
F02D 19/08 - Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures peculiar to engines working with pluralities of fuels, e.g. alternatively with light and heavy fuel oil, other than engines indifferent to the fuel consumed simultaneously using pluralities of fuels
F02B 45/00 - Engines characterised by operating on non-liquid fuels other than gasPlants including such engines
C10L 1/04 - Liquid carbonaceous fuels essentially based on blends of hydrocarbons
The present disclosure refers to an ethanol-based fuel, consisting of, based on the total volume of ethanol and castor oil, 40 to 90 % by volume ethanol and 60 to 10 % by volume castor oil, and optionally including one or more additives in a total amount of up to 10 wt.-% of the total weight of the ethanol and castor oil. In a further aspect the present disclosure refers to the use of said ethanol-based fuel for operating an internal combustion engine, and to the use of said ethanol-based fuel as a switch over fuel, intermediary used between different fuels that are, for example, incompatible with respect to each other.
Control systems comprising electronic control modules (104, 106) may be configured to control operation of a dual fuel internal combustion engine (1). In case of a failure of an electronic control module (104, 106), the dual fuel internal combustion engine (1) may interrupt operation. The disclosed control system and method may maintain operation of the dual fuel internal combustion engine (1) when a malfunction within an operation mode of the dual fuel internal combustion engine (1), particularly when an electronic control module (104, 106) fails, is detected.
F02D 19/10 - Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures peculiar to engines working with pluralities of fuels, e.g. alternatively with light and heavy fuel oil, other than engines indifferent to the fuel consumed simultaneously using pluralities of fuels peculiar to compression-ignition engines in which the main fuel is gaseous
F02D 41/26 - Electrical control of supply of combustible mixture or its constituents characterised by the use of digital means using computer, e.g. microprocessor
F02D 19/06 - Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures peculiar to engines working with pluralities of fuels, e.g. alternatively with light and heavy fuel oil, other than engines indifferent to the fuel consumed
F02D 41/00 - Electrical control of supply of combustible mixture or its constituents
82.
OPERATING A POWER PLANT WITH PYROLYSIS OIL BASED FUEL
A power plant (1) may include a power house (10), a tank farm (20), and a fuel treatment building (30). The power house (10) may include an ICE (100) adapted to be operated with pyrolysis oil based fuels. The power house (10) may further include a conditioning/circulating system (110) with a conditioning unit (112), and a fuel recirculating unit (114) forming a fuel recirculating cycle together with an engine fuel system (121). The tank farm (20) may comprise tanks for pyrolysis oil based fuels and a switching fuel or its components and, in some embodiments, tanks for crude oil based fuels. The power plant (1) may further comprise a first switching unit (1 16) and/or a second switching unit (118) to release fuel mixes from the fuel recirculating cycle. The conditioning unit (112) may comprise sections for the different types of fuel that may need conditioning prior being supplied to the ICEs (100) such as an pyrolysis oil based fuel conditioning section (112 A), cleaning fuel conditioning section (112B), and crude oil based fuel condition section (112C). The power plant (1) may allow switching fuels while continuously operating ICE (100) and provide for a stop and start-up procedure for operating the ICE (100) with pyrolysis oil based fuels.
F02D 19/06 - Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures peculiar to engines working with pluralities of fuels, e.g. alternatively with light and heavy fuel oil, other than engines indifferent to the fuel consumed
F02D 19/08 - Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures peculiar to engines working with pluralities of fuels, e.g. alternatively with light and heavy fuel oil, other than engines indifferent to the fuel consumed simultaneously using pluralities of fuels
F02B 45/00 - Engines characterised by operating on non-liquid fuels other than gasPlants including such engines
C10L 1/04 - Liquid carbonaceous fuels essentially based on blends of hydrocarbons
For exhaust gas recirculation in internal combustion engines operating, for example, with low sulphur marine diesel oil, an exhaust gas cooler (260) with a cooling unit (272) may be applied that uses a liquid injection system (270) to maintain clean and/or clean a cooling surface of the cooling unit (272). The liquid injection system (270) may provide liquid into an exhaust gas passage (268) upstream of and or along a condensation starting region the cooling surface, thereby reducing the formation of films and deposits from particulate matter and condensing liquid of an evaporated liquid within the exhaust gas such as sulphuric acid and/or water, as those deposits could otherwise at least partially block the exhaust gas cooler (260).
F01N 3/04 - Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for cooling, or for removing solid constituents of, exhaust by means of liquids
F23J 15/02 - Arrangements of devices for treating smoke or fumes of purifiers, e.g. for removing noxious material
F28C 3/08 - Other direct-contact heat-exchange apparatus the heat-exchange media being a liquid and a gas or vapour with change of state, e.g. absorption, evaporation, condensation
F28G 9/00 - Cleaning by flushing or washing, e.g. with chemical solvents
A turbocharged internal combustion engine disclosed that may comprise an engine block with a first end side opposing a second end side and a two-stage turbocharged system. The two-stage turbocharged system may comprise a low-pressure turbocharger with a first turbine and a first compressor and a high-pressure turbocharger with a second turbine and a second compressor. A turbine connection may fluidly connect the first turbine and the second turbine and a compressor connection fluidly connects the first compressor and the second compressor. The low-pressure turbocharger is mounted at the first end side of the engine block and the high-pressure turbocharger is mounted at a second end side of the engine block.
F01N 5/04 - Exhaust or silencing apparatus combined or associated with devices profiting by exhaust energy the devices using kinetic energy
F02B 37/00 - Engines characterised by provision of pumps driven at least for part of the time by exhaust
F01N 3/10 - Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous by thermal or catalytic conversion of noxious components of exhaust
F01N 3/20 - Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous by thermal or catalytic conversion of noxious components of exhaust characterised by methods of operationControl specially adapted for catalytic conversion
F02B 37/013 - Engines characterised by provision of pumps driven at least for part of the time by exhaust with exhaust-driven pumps arranged in series
F02B 37/02 - Gas passages between engine outlet and pump drive, e.g. reservoirs
F02B 37/18 - Control of the pumps by bypassing exhaust
F01N 13/18 - Construction facilitating manufacture, assembly or disassembly
F02B 67/10 - Engines characterised by the arrangement of auxiliary apparatus not being otherwise provided for, e.g. the apparatus having different functionsDriving auxiliary apparatus from engines, not otherwise provided for of charging or scavenging apparatus
The present disclosure relates to a cylinder head (1) for an internal combustion engine configured to be operated with fuel, such as gaseous or liquid fuel, the cylinder head (1) comprising at least one fuel guiding section (1A, 100A, 200A, 300A). In internal combustion engines, fuel may be mixed with air. An optimal and equal mixture of fuel and air may be difficult. The disclosed fuel guiding section (1A, 100A, 200A, 300A) may improve the mixing of fuel and air by use of a fuel guiding portion (30, 130, 230, 330) constructed such that the fuel may be swirled so that it is distributed equally in the air. In particular, fuel guiding portion (30, 130, 230, 330) may comprise a defined inclined edge which serves for providing the fuel with the necessary turbulence in order to be completely mixed with air. This equal distribution of fuel and air may result in a more complete combustion of the fuel/air mixture.
A cylinder unit is proposed with a cylinder head / cylinder liner interface that may provide for a tight sealing between a cylinder liner (20) and a cylinder head (10), an alignment of the cylinder liner (20) and the cylinder head (10) via a pair of liner and head centering faces (80A, 80B), and a coolant circulation space sealed via O-rings. Specifically, the interface may comprise a step-like structure in a cylinder liner end face as well as a step-like counter-structure in the corresponding face of the cylinder head (10). In addition, the steplike counter-structure of the cylinder head (10) may provide protection for a nozzle (12) mounted at the cylinder head (10) in the demounted state.
F02F 1/08 - Shape or arrangement of cooling finsFinned cylinders running-liner and cooling-part of cylinder being different parts or of different material
A method for detecting a leakage in a fuel supply system (10) is disclosed. Local leakage detection in fuel supply systems can be extensive. The disclosed method may facilitate local leakage detection. The method is based on the steps of performing at least two pressure measurements for at least two selected sets of fluidly connected monitoring segments (20A, 20B, 20C,..., 20n) for providing pressure behaviour information for two sets of fluidly connected monitoring segments (20A, 20B, 20C,..., 20n) that differ in size by one monitoring segment (20 A, 20B, 20C,...., 20n), and identifying the leaking monitoring segment based on the comparison of the pressure behaviour information of the two sets of fluidly connected monitoring segments (20A, 20B, 20C,... 20n).
A double-walled fuel supply pipe element (110, 120) configured to be used in a fuel supply pipe system (100) of an internal combustion engine (1) is disclosed. Local leakage detection in fuel supply pipe systems (100) can be extensive. The disclosed double-walled fuel supply pipe element (110, 120) may have an inner pipe (111, 121) and an outer pipe (112, 122) defining a leakage detection space (113, 123) there between, the leakage detection space (113, 123) being connected to the outside of double-walled fuel supply pipe element (110, 120) via a pipe element leakage detection opening (117, 126) formed only in the second end face element (116, 125).
A cylinder head (140, 140') configured to house at least partly a fuel inlet valve is disclosed. Cylinder heads have a separately formed inlet valve casing which has to be manufactured with high precision. The disclosed cylinder head (140, 140') has an inlet valve casing (143, 143') casted on a cylinder head main body (149).
F02M 61/14 - Arrangements of injectors with respect to enginesMounting of injectors
F02M 51/00 - Fuel-injection apparatus characterised by being operated electrically
F02M 55/00 - Fuel-injection apparatus characterised by their fuel conduits or their venting means
F02M 63/00 - Other fuel-injection apparatus having pertinent characteristics not provided for in groups or Details, component parts or accessories of fuel-injection apparatus, not provided for in, or of interest apart from, the apparatus of groups or
90.
FUEL INLET VALVE AND CYLINDER HEAD FOR HOUSING A FUEL INLET VALVE
A fuel inlet valve (150) to be used in a double- walled fuel supply pipe system (100) is disclosed. Fuel inlet valves are fuel controlling components and have to be monitored with respect to a possible fuel leakage. The disclosed fuel inlet valve (150) may comprise a barrier element (170) which may be arranged in a housing through hole (153) in a wall of a valve housing (151). The barrier element (170) may comprise a leakage detection space (173) between a first inner barrier wall (171) and a second outer barrier wall (172) and a first valve leakage detection opening (152) integrated in the wall of the housing (151) and fluidly connecting the leakage detection space (173) with an outside of the fuel inlet valve (150).
F02M 65/00 - Testing fuel-injection apparatus, e.g. testing injection timing
F02M 55/00 - Fuel-injection apparatus characterised by their fuel conduits or their venting means
F02M 51/00 - Fuel-injection apparatus characterised by being operated electrically
F02M 61/14 - Arrangements of injectors with respect to enginesMounting of injectors
F02M 63/00 - Other fuel-injection apparatus having pertinent characteristics not provided for in groups or Details, component parts or accessories of fuel-injection apparatus, not provided for in, or of interest apart from, the apparatus of groups or
91.
TURBINE WASHING FOR CHARGED INTERNAL COMBUSTION ENGINES
Restricting exhaust gas treatment devices from contacting a washing medium supplied by a washing system may reduce affecting the exhaust gas treatment devices. A washing system (50) may comprise a washing device (52) configured to supply a washing medium to a turbine (TH ) during an ON mode of the washing system (50) and a fluid flow control system (38). The fluid flow control system (38) may be configured, during an OFF mode of the washing system (50), to direct exhaust gas through the at least one exhaust gas treatment device (41), and during the ON mode of the washing system (50), to restrict a mixture of exhaust gas and washing medium exiting the turbine ( TH ) from being directed through the at least one exhaust gas treatment device (41).
F01D 25/00 - Component parts, details, or accessories, not provided for in, or of interest apart from, other groups
F02C 6/12 - Turbochargers, i.e. plants for augmenting mechanical power output of internal-combustion piston engines by increase of charge pressure
F01N 3/20 - Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous by thermal or catalytic conversion of noxious components of exhaust characterised by methods of operationControl specially adapted for catalytic conversion
For flexible cooling of intake air under a range of environmental conditions, a cooling system of a two-stage turbocharged internal combustion engine may comprise a high temperature (HT) cooling circuit (30) and a low temperature (LT) cooling circuit (50). HT cooling circuit (30) may comprise a first pump (32) for pumping a first coolant through the HT cooling circuit (30) and a pre-compressed intake air high temperature cooler (34) for cooling pre- compressed intake air generated by a first compressor (12) of a low pressure stage turbocharger. The LT cooling circuit (50) may comprise a second pump (52) for pumping a second coolant through the LT cooling circuit (50) and a compressed intake air low temperature cooler (54) for cooling compressed intake air generated by a second compressor (14) of a high pressure stage turbocharger by compressing the pre-compressed intake air. The HT cooling circuit (30) may further comprise a compressed intake air high temperature cooler (36) positioned upstream of the compressed intake air low temperature cooler (54). In some embodiments, HT cooling circuit (30) may be an in-line configuration of the respective coolers, while LT cooling circuit (50) may be configured to comprise to parallel sub-circuits. The cooling system may provide for a flexible cooling of the intake air for different environmental situations.
A dual fuel engine (10) for operation in a liquid fuel mode and in a gaseous fuel mode comprises at least one cylinder unit comprising a cylinder (12) with a combustion chamber (13), a main fuel injector (30), and a pilot fuel injector (42); and a control unit (50) for controlling at least one of the main fuel injector (30) and the pilot fuel injector (42), wherein the control unit (50) is configured to, in the gaseous fuel mode, control the pilot fuel injector (42) to perform a pilot injection for initiating the combustion process and to, in the liquid fuel mode, control the pilot fuel injector (42) to perform an injection. Moreover, a method for operating a dual fuel engine (10) is disclosed that comprises performing a shifted-pilot injection with the pilot injector also in the liquid fuel mode.
F02D 19/10 - Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures peculiar to engines working with pluralities of fuels, e.g. alternatively with light and heavy fuel oil, other than engines indifferent to the fuel consumed simultaneously using pluralities of fuels peculiar to compression-ignition engines in which the main fuel is gaseous
A plunger (50) for axial movement and rotation within a pump barrel (71) of a fuel pump (100) comprises a substantially cylindrically shaped plunger shaft (51) made of a ceramic material, and at least one control element (54) for controlling a rotational angle of the plunger (50). The at least one control element (54) is attached to the plunger shaft (51).
F04B 7/06 - Piston machines or pumps characterised by having positively-driven valving in which the valving is performed by pistons and cylinders coacting to open and close intake or outlet ports the pistons and cylinders being relatively reciprocated and rotated
F04B 15/04 - Pumps adapted to handle specific fluids, e.g. by selection of specific materials for pumps or pump parts the fluids being hot or corrosive
F04B 53/14 - Pistons, piston-rods or piston-rod connections
F02M 59/44 - Details, component parts, or accessories not provided for in, or of interest apart from, the apparatus of groups
A pre-combustion chamber tip for an internal combustion engine having a first body portion with a pre-combustion chamber located within, the first body portion having a terminal end with a plurality of orifices configured to direct expanding gases out of the pre-combustion chamber and a second body portion attached to the first body portion, the second body portion having an exterior surface, a cooling fluid opening formed in the exterior surface, a cooling fluid passage in fluid communication with the cooling fluid opening, and a ridge associated with the cooling fluid opening, the ridge extending from the exterior surface and configured to divert cooling fluid flow into the cooling fluid opening and cooling fluid passage.
The present disclosure generally refers to a double-walled fuel supply line element (5) configured to be used in a fuel supply system (100) of e.g. middle to large-sized internal combustion engines and a method for manufacturing such a fuel supply-line element (5). The double-walled fuel supply line element (5) may comprise an inner line element (10), an outer line element (40), and a connecting structure (70) configured to fixedly arrange the outer line element (40) around the inner line element (10) such that a tubular hollow space (50) is provided between the inner line element (10) and the outer line element (40). The inner line element (10), the outer line element (40), and the connecting structure (70) may be integrally casted.
F02M 55/00 - Fuel-injection apparatus characterised by their fuel conduits or their venting means
F02M 55/02 - Conduits between injection pumps and injectors
F02D 19/06 - Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures peculiar to engines working with pluralities of fuels, e.g. alternatively with light and heavy fuel oil, other than engines indifferent to the fuel consumed
F02M 37/00 - Apparatus or systems for feeding liquid fuel from storage containers to carburettors or fuel-injection apparatusArrangements for purifying liquid fuel specially adapted for, or arranged on, internal-combustion engines
F16L 9/19 - Multi-channel pipes or pipe assemblies
F02M 43/00 - Fuel-injection apparatus operating simultaneously on two or more fuels, or on a liquid fuel and another liquid, e.g. the other liquid being an anti-knock additive
F02M 69/46 - Details, component parts or accessories not provided for in, or of interest apart from, the apparatus covered by groups
F02M 63/00 - Other fuel-injection apparatus having pertinent characteristics not provided for in groups or Details, component parts or accessories of fuel-injection apparatus, not provided for in, or of interest apart from, the apparatus of groups or
A method for providing heat on a ship (100) having at least two combustion engines (12, 14) may comprise stopping operation of at least a first one (12) of the at least two combustion engines, and operating at least a second one (14) of the at least two combustion engines in a heat generation mode in which the heat output of the at least one combustion engine operating in the heat generation mode is greater than in the multi-engine operation mode. The step of operating at least a second one of the at least two combustion engines in the heat generation mode may include increasing a temperature of charge air of the at least one combustion engine (14) operating in the heat generation mode to a temperature that is higher than in the multi-engine operation mode, thereby increasing a temperature of exhaust gas, and recovering heat from the exhaust gas having the increased temperature.
An SCR catalyst (41) is disclosed. The SCR catalyst (41) may comprise a first end face (104), a second end face (106), and a plurality of channels (108). Each of the plurality of channels (108) may extend from the first end face (104) to the second end face (106) and open to the first end face (104) and the second end face (106). Each of the plurality of channels (108) may extend from the first end face (104) along a first longitudinal axis (C) at a first angle (a) of around 40° to 70°.
F01N 3/20 - Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous by thermal or catalytic conversion of noxious components of exhaust characterised by methods of operationControl specially adapted for catalytic conversion
F02B 37/013 - Engines characterised by provision of pumps driven at least for part of the time by exhaust with exhaust-driven pumps arranged in series
A bushing (40, 40A, 40B) having a middle axis and adapted for being inserted in an axial direction into a small end eye (31) of a connecting rod (100) may comprise a first bushing end surface (43) at a first axial end of the bushing (40, 40 A, 40B), the first bushing end surface (43) forming at least one protrusion (90A, 90B) extending in the direction of the middle axis and defining a contact region at the first axial end of the bushing (40, 40A, 40B) adapted for contacting, in the mounted state, a first inner surface (68) of a piston (60).
A charge air guide element (23) for an internal combustion engine (1, 100) may comprise a mounting section (41) comprising a through hole (42) configured as a passage for a cylinder unit (16A-16I) of the internal combustion engine (1,100) in a mounted state of the charge air guide element; and a charge air guide section (40) defining a first passage (48A) extending from an inlet opening (44A) on a first side of the charge air guide section (40) to a first outlet opening (44B) at a second side of the charge air guide section (40), and a second passage (48B) fluidly connecting a second outlet opening (44C) with the first passage and the second outlet opening (44C) is configured for providing a fluid connection from the inlet opening (44 A) to a charge air inlet of the cylinder unit (16A-16I) in the mounted state.
