• 专利附录
  • 专利说明
  • 权利要求
  • 类似技术
  • 同族专利
  • 引用文献
  • 法律状态
  • 优先权
    • 专利摘要:
    Duai-Fuei internal combustion engine (1) with a control device (2) for controlling the internal combustion engine, with at least one piston-cylinder unit (3) with one of these piston-cylinder unit (3) associated with the fuel injector (4) for a liquid fuel which has an injector needle (5) which can assume different needle positions, with at least one gas supply device (6) for gaseous fuel associated with said piston-cylinder unit (3), wherein the control device (2) is designed to supply the fuel injector (4). and the at least one gas supply device (6) individually for selectively dosing the amount of liquid or gaseous fuel supplied to the at least one piston-cylinder unit (3), at least one connected to the control device (2) and the at least one piston Cylinder unit (3) associated needle sensor (7) is provided, through which a characteristic of the needle position signal is detectable.
    公开号:AT516620A4
    申请号:T238/2015
    申请日:2015-04-21
    公开日:2016-07-15
    发明作者:Marcel Fritz Jassin；Dino Imhof；Georg Tinschmann；Christian Trapp
    申请人:Ge Jenbacher Gmbh & Co Og；
    IPC主号:
    专利说明:

    description
    The invention relates to a dual-fuel internal combustion engine with the features of the preamble of claim 1 and a method for operating a dual-fuel internal combustion engine.
    Generic dual-fuel internal combustion engines are typically operated in two modes of operation. A distinction is made between a mode of operation with primarily liquid fuel supply ("liquid operation" for short, "diesel operation" in the case of using diesel as liquid fuel) and a mode of operation with primarily gaseous fuel supply, in which the liquid fuel serves as pilot fuel for starting combustion (also referred to as "pilot operation" or "ignition jet operation").
    Whether liquid or pilot operation is chosen may depend on a variety of factors, such as the availability of fuel, economic considerations, or regulatory requirements.
    It is also known to change from a pilot operation into liquid operation with decreasing quality of the gaseous fuel.
    In addition, there are still mixed operations in which the amounts of gaseous and liquid fuel are comparable.
    The disadvantage has been that it was not readily possible to dose even small amounts of liquid fuel safely, but this is necessary in pilot operation. For this purpose either two different fuel injectors for the liquid fuel had to be provided (one for larger quantities of liquid fuel and one for smaller quantities of liquid fuel) or a single fuel injector with two injector needles was used (see for example WO 2014/106525 A1).
    The object of the invention is to provide a dual-fuel internal combustion engine and a method for operating a dual-fuel internal combustion engine, in which the disadvantageous measures described above are not required.
    This object is achieved by a dual-fuel internal combustion engine having the features of claim 1 and a method having the features of claim 16. Advantageous embodiments of the invention are defined in the dependent claims.
    By at least one associated with the control device and the at least one piston-cylinder unit associated needle sensor is provided, through which a signal characteristic of the needle position can be detected, can be deduced on the piston-cylinder unit supplied amount of liquid fuel and so these are also regulated.
    In the present disclosure, percentages in terms of fuel quantities refer to the amount of energy supplied by the respective fuel quantity of the piston-cylinder unit. For example, an indication of 1% liquid fuel means that 1% of the amount of energy supplied to the piston-cylinder unit is from the liquid fuel. In this example, the complementary 99% of the energy supplied is supplied by the gaseous fuel. The amount of energy corresponding to a mass flow of liquid or gaseous fuel supplied to the piston-cylinder unit is determined by the respective specific energy content of the fuels used. Examples of liquid fuel are diesel and heavy fuel oil (HFO, "heavy fuel oil" or - especially in the marine sector - BFO "bunker fuel oil"). Examples of gaseous fuels are gaseous hydrocarbons such as natural gas or biogas. Preferably, the internal combustion engine has at least two piston-cylinder units. Preferred are 12, 16, 20 or 24 piston-cylinder units.
    It is particularly preferred that the control device is designed to regulate the quantities of liquid or gaseous fuel supplied to the at least one piston-cylinder unit as a function of the signal characteristic of the needle position.
    It is particularly preferably provided that at least one connected to the control device and the at least one piston-cylinder unit associated combustion sensor is provided, through which a characteristic of a taking place in the at least one piston-cylinder unit combustion signal is detectable.
    In this case, it is particularly preferably provided that the regulating device is designed to regulate the quantities of the liquid or gaseous fuel supplied to the at least one piston-cylinder unit, depending on the signal characteristic for the needle position and of the combustion-characteristic signal.
    If a signal characteristic of the combustion is also available, this makes it possible to take into account the course of the combustion in the at least one piston-cylinder unit during a control of the dual-fuel internal combustion engine. It can be provided that the combustion sensor is a knock sensor, a cylinder pressure sensor, a temperature sensor (for example arranged in the combustion chamber or in the exhaust tract) or a NOx sensor. For example, misfires, the occurrence of knocking and the emissions produced during combustion can be taken into account. The combustion can be controlled with knowledge of the cylinder pressure in dependence of the same. This opens up the possibility compared to the embodiment with only one needle sensor to operate the dual-fuel internal combustion engine with higher efficiency and / or lower emissions.
    It can be provided that the needle sensor and the combustion sensor are formed separately from each other. Alternatively it can be provided that the needle sensor and the combustion sensor are designed as one and the same sensor. Then it makes sense to form the sensor as a knock sensor (structure-borne sound sensor).
    It is particularly preferably provided that exactly one fuel injector for liquid fuel is provided per piston-cylinder unit, which preferably has exactly one injector needle.
    It can be provided that the control device is adapted to the amount of liquid fuel supplied to the at least one piston-cylinder unit in a range of 0.5% (lower limit of the pilot operation) to 100% (upper limit of the liquid operation) vary and accordingly to vary the amount of gaseous fuel supplied to the at least one piston-cylinder unit in a range of 99.5% to 0%.
    It can be provided that the control device is designed to regulate the quantity of the at least one piston-cylinder unit supplied gaseous fuel and the amount of the at least one piston-cylinder unit supplied liquid fuel in dependence of a stored or calculated profile wherein the profile defines a relationship between different operating conditions of the internal combustion engine and associated amounts of gaseous and liquid fuel. For example, for a given load of the internal combustion engine and a given emission limit as a profile, the optimum percentages of liquid and gaseous fuel can be stored in each case with regard to the efficiency. Of course, the proportions of liquid and gaseous fuel follow the specification of whether to run a pilot operation, a liquid operation, or a mixed operation specified in terms of the maximum amount of gas.
    The use of the profile preferably covers at least the stationary operation of the internal combustion engine. The transient ranges can be driven, for example, with a fixed specification of the proportion of liquid and gaseous fuel.
    An example:
    Given a target BMEP ("brake mean effective pressure" characteristic of the load of the internal combustion engine) and a predetermined NOx emission limit with measured or known methane number and charge air temperature, one determines the target values of the operating parameters for the maximum efficiency as a function of injection start, injection duration, Rail pressure and air ratio via a lookup table or in the form of a mathematical function. It should be noted that knocking or NOx emissions are preferably also detected and, if necessary, intervened in selected target values of the operating parameters in order to allow safe operation. For example, if there is knock, the amount of gaseous fuel may be reduced and, correspondingly, the amount of liquid fuel or the time of injection of the liquid fuel may be changed.
    In particular, for the pilot operation, it may be necessary to metrologically resolve a ballistic region of the injector needle, if one wants to make a control of the internal combustion engine. A ballistic range is understood to mean operation of the fuel injector in which the injection needle moves from a "full-close" position to a "full-open" position, but does not reach it. As a result, the injection needle moves back towards the "full-closed" position without having reached the "full-open" position.
    For example, a high-resolution sensor with respect to the path of the injector needle may be used, or a sensor known per se may be provided which detects reaching the "full-closed" position. It is also possible to directly detect the position of the injector needle via an optical sensor.
    It is preferably provided that the fuel injector is operated in the ballistic range. This allows - together with the information from the needle sensor - a particularly fine control of the metered amount of fuel via the fuel injector. Then, a needle sensor that can detect information about the binary information "full-open" or "full-close" is required.
    It can be provided that the needle sensor is designed as a pressure sensor arranged in the fuel injector, as a path measuring device or as an optical sensor. A pressure sensor may be arranged, for example, on a storage volume of the fuel injector connected to the injector needle.
    In the case of an optical sensor, for example, this can be directed to the injector needle itself and determine the needle position directly by visual inspection. Alternatively, the optical sensor may be directed to the area adjacent to the fuel injector, in which, when the injector needle is open, the occurrence of a fuel spray is to be expected.
    From the values of the needle sensor, the opening duration of the injector needle can be determined directly, and from the pressure with which the liquid fuel was injected via the fuel injector (rail pressure), the actually injected amount of liquid fuel can be calculated therefrom. By adjusting the energization of the fuel injector this amount can be controlled. By adjusting the opening and closing times of the fuel injector, the injection characteristic can be varied.
    By means of the needle sensor, an additional signal for the already available current characteristic of the actuation of the fuel injector is obtained. Thus, deviations from an expected from an energization of the fuel injector to an actual opening, so about a lifting of the Injektornadel be detected.
    It can be provided that a cooling device is provided for the fuel injector. Thereby, coking of the liquid fuel or increased wear of the fuel injector and material failure can be prevented. The cooling device can be designed, for example, as liquid cooling.
    It can be provided that the control device is designed to determine a wear characteristic of the needle sensor based on the characteristic of the needle position signal of the needle sensor. For example, a supply duration of an actuator solenoid of the injector needle required for a defined supply of fuel can be monitored over time relative to an opening duration of the injector needle, and an extension of the energization duration can be detected. This indicates wear.
    Formulated here for the operation of the fuel injector via a solenoid (a coil), the context also applies to alternative actuators, such as a piezo actuator.
    It will generally be provided that the internal combustion engine has at least two piston-cylinder units. It is then provided that each of the at least two piston-cylinder units is assigned in each case at least one needle sensor and at least one combustion sensor.
    In a method for operating a dual-fuel internal combustion engine, in particular according to one of the preceding embodiments, it is provided that the quantity of gaseous fuel supplied to at least one piston-cylinder unit and the quantity of liquid fuel supplied to this piston-cylinder unit depend on a position of an injector needle of a fuel injector for the liquid fuel and in response to a combustion taking place in the at least one piston-cylinder unit is controlled.
    It can be provided that the amount of the liquid fuel supplied to the at least one piston-cylinder unit is varied in a range of 0.5% to 100% and, accordingly, the amount of gaseous fuel supplied to the at least one piston-cylinder unit ranging from 99.5% to 0%.
    It can be provided that the quantity of the gaseous fuel fed to the at least one piston-cylinder unit and the quantity of liquid fuel supplied to the at least one piston-cylinder unit is regulated as a function of a stored or calculated profile, the profile being related defined between different operating states of the internal combustion engine and associated amounts of gaseous and liquid fuel.
    As simple examples may be mentioned, that when a low ignitability of the mixture of air and gaseous fuel is detected, the amount of supplied liquid fuel is increased, that when knocking is detected, an injection timing is retarded, that when a misfire (misfire) is determined, the controller checks whether the injected amount of liquid fuel was too low.
    It can be provided that at least two piston-cylinder units are provided and for each of the at least two piston-cylinder units, the amount of supplied gaseous fuel and the amount of supplied liquid fuel is controlled individually.
    The internal combustion engine according to the invention is preferably a stationary internal combustion engine which is used either directly as a mechanical drive or as a drive device for a generator for generating electrical energy in a so-called genset unit.
    The cylinders of the piston-cylinder units preferably have a bore diameter of at least 130 mm.
    The particular advantages of the invention are summarized: Fuel injector with feedback signal for position of the injector needle of needle sensor allows reproducible imaging of very small quantities (so-called micropilot, below 1% diesel / liquid fuel) Correction of the injection quantity over lifetime of the fuel injector high turn-down ratio reproducible high "shot-to-shot accuracy" (reproducibility of the injection quantities from one injection event to the next) - Fuel injector controllably operable in the ballistic range
    The turn down ratio is the ratio of the maximum and the minimum amount of fuel an injector can inject in a controlled manner. If an injector can deliver a fuel quantity of 0.5% to 100%, this injector has a turn down ratio of 200.
    To correct the injection quantity over the lifetime of the fuel injector, it should be mentioned that due to wear and deposition, an injection duration can both lengthen and shorten over the lifetime of a fuel injector. Of the
    Needle sensor opens the possibility to detect deviations in both directions.
    Further advantages and details of the invention will be discussed with reference to the figures. Show it:
    1 shows schematically an internal combustion engine according to the invention in a first embodiment,
    2 shows schematically an internal combustion engine according to the invention in a further embodiment,
    3 shows a control diagram for an embodiment of the method according to the invention for a single piston-cylinder unit,
    Fig. 4 is a control diagram in an alternative representation.
    1 shows schematically a piston-cylinder unit 3 of an internal combustion engine 1. A compression device 10 is connected via a shaft with an exhaust gas turbine 11, in which exhaust gases of the internal combustion engine 1 are relaxed. About the compression device 10, the internal combustion engine 1 to be supplied charge air or an air-fuel mixture can be compressed.
    The piston-cylinder unit 3 of the internal combustion engine 1 can be supplied via a gas supply device 6 according to this embodiment upstream of the compression device 10 gaseous fuel. Since in this variant a mixture of air and fuel gas is compressed, it is called a mixture charging.
    The piston-cylinder unit 3 can be supplied via the fuel injector 4 liquid fuel, such as diesel.
    The corresponding media lines for the liquid and the gaseous fuel are not shown for clarity.
    The fuel injector 4 has exactly one injector needle 5 in this exemplary embodiment. Furthermore, a cooling device 9 is formed in the fuel injector 4. This can be for example a liquid cooling. The fuel injector 4 further has a needle sensor 7, by means of which the needle position of the injector needle 5 can be reported to a control device 2. The needle sensor 7 may be designed, for example, as a pressure sensor arranged in the fuel injector 4, as a displacement measuring device or as an optical sensor.
    On the piston-cylinder unit 3, a combustion sensor 8 is formed, from which signals characteristic of combustion can be reported to the control device 2. The combustion sensor 8 may be designed, for example, as a cylinder pressure sensor, a temperature sensor or as an optical sensor. The quantities of the liquid fuel supplied to the piston-cylinder unit 3 via the fuel injector 4 or the quantities of the gaseous fuel supplied via the gas supply device 6 can be controlled via the control device 2.
    The control device 2 can be realized in a motor control of the internal combustion engine 1, or be formed separately from this.
    The embodiment shown in Fig. 2 differs from that in Fig. 1 in that here the gas supply means 6 is formed downstream of the compression device 10. The gaseous fuel is thus supplied here only immediately before the inlet valve and downstream of the compression device 10, which in this case does not compress a mixture, but charge air. This is called an air-charged concept; the gas supply device 6 may be formed, for example, as a port-injection (Pl) valve. Such a valve opens up the possibility of varying the gas supply cylinder-individually.
    Fig. 3 shows a simplified control scheme for illustrating the method according to the invention.
    Shown as boxes are the gas supply means 6, the combustion sensor 8, the fuel injector 4 and the needle sensor 7 for a piston-cylinder unit 3, which is designated as number 1 (there are therefore several piston-cylinder units 3). The mentioned elements gas supply device, combustion sensor 8, fuel injector 4 and needle sensor 7 are preferably applied in several, more preferably in all piston-cylinder units 3 of the internal combustion engine 1. The control device 2 first detects whether the internal combustion engine 1 is operated in dual-fuel mode.
    For the sake of clarity, the principle for a single piston-cylinder unit 3 is shown. About the needle sensor 7 information about the position of the
    Injektornadel 5 of the fuel injector 4 reported to the control device 2. This information may include, for example, whether the injector needle 5 has reached its respective end positions, how long it has been positioned in these positions or between the end positions.
    The combustion sensor 8 provides information about the combustion in the piston-cylinder unit 3. This information can be, for example, the burning time, cylinder pressure or the cylinder temperature. Depending on the data transmitted by the combustion sensor 8 and the needle sensor 7, the control device 2 transmits commands to the actuators, gas supply device 6 and fuel injector 4. Data transmitted to the fuel injector 4 can, for example, be a duration of current (DOC) or start an energization (English: start of current, SOC) be. These are common parameters for determining the actuation characteristic of a fuel injector 4.
    Due to the feedback from the needle sensor 7, the control device 2 can now correct the values (SOC, DOC) transmitted to the fuel injector 4 (SOC_cor, DOC_cor), for example if a deviation from the actual opening duration of the fuel injector 4 to the set opening duration has been detected.
    The gas supply device 6 can from the control device 2 commands to opening or. Closing times and opening duration obtained, resulting in the supplied amount of gaseous fuel.
    Other variables that can be controlled by the control device 2 are, for example, a compressor blower or a wastegate. Not instantaneously operable but capable of compensating for slower changes are, for example, adjusting a pressure of the gas supply or the rail pressure of the liquid fuel. While the gas supply device 6 and the fuel injector 4 are controlled individually for each cylinder, the actuators waste gate, compressor bypass, supply pressure of the gaseous fuel and rail pressure (the liquid fuel) all piston-cylinder units 3, so can not Can be varied individually for each cylinder.
    Fig. 4 shows the control scheme of Fig. 3 in an alternative form of representation. First, it is determined at startup, whether the internal combustion engine 1 is operated in dual-fuel mode or in diesel mode. In dual-fuel mode, the regulates
    Control device 2 (here called ECU) cylinder-individually in response to the received signals from the combustion sensor 8 and the needle sensor 7, the operating characteristic of the fuel injector 4 and / or optionally the gas supply means 6 for the metering of the gaseous fuel.
    A cylinder-specific variation of the amount of supplied gaseous fuel can be realized for example by a port-injection valve, as it has been explained in the embodiment of FIG. An alternative to the cylinder-specific variation of the supplied gaseous fuel is a variable valve train.
    On the left side of the scheme, the interconnection is exemplified for two piston-cylinder units 3 (here called cylinders 1 and 2). The members or the control scheme is preferably realized for several, more preferably for all piston-cylinder units 3 of the internal combustion engine 1.
    The functional unit of fuel injector 4 and needle sensor 7 receives from the controller 2 (ECU) on the one hand the feedback from the needle sensor 7 on the actual operating characteristic of the fuel injector 4, i. Opening time, opening and closing times. On the other hand, the functional unit of fuel injector 4 and needle sensor 7 receives commands for actuating the fuel injector 4, such as start of current (SOC) and a duration of current (DOC). From the feedback of the needle sensor 7, the controller 2 calculates and transmits, if necessary, corrected values SOC_cor and DOC_cor.
    On the right side of the scheme manipulated variables are specified, which do not act cylinder-specific, but all piston-cylinder units 3 of the internal combustion engine 1 relate.
    List of reference signs used: 1 Internal combustion engine 2 Control device 3 Piston-cylinder unit 4 Fuel injector 5 Injector needle 6 Gas supply device 7 Needle sensor 8 Combustion sensor 9 Cooling device 10 Compression device 11 Exhaust gas turbine
    Innsbruck, on April 20, 2015
    权利要求:
    Claims (20)
    [1]
    1. dual-fuel internal combustion engine (1) with: - a control device (2) for controlling the internal combustion engine - at least one piston-cylinder unit (3) - one of these piston-cylinder unit (3) associated fuel injector (4) a liquid fuel having an injector needle (5) capable of assuming different needle positions - at least one gaseous fuel gas supply means (6) associated with said piston-cylinder unit (3), the control means (2) being adapted to the fuel injector (4) and the at least one gas supply means (6) individually for selectively dosing the amount of the at least one piston-cylinder unit (3) supplied liquid or gaseous fuel to drive, characterized in that at least one connected to the control device (2) and the at least one piston-cylinder unit (3) associated with the needle sensor (7) is provided, through which characterize for the needle position Erist signal is detectable.
    [2]
    2. Internal combustion engine according to claim 1, wherein the control device (2) is adapted to control the amounts of the at least one piston-cylinder unit (3) supplied liquid or gaseous fuel depending on the signal characteristic of the needle position signal.
    [3]
    3. Internal combustion engine according to claim 1 or 2, wherein at least one associated with the control device (2) and at least one piston-cylinder unit (3) associated combustion sensor (8) is provided, through which a for a in the at least one piston Cylinder unit (3) takes place combustion characteristic signal can be detected.
    [4]
    4. Internal combustion engine according to claim 3, wherein the control device (2) is adapted to the amounts of the at least one piston-cylinder unit (3) supplied liquid or gaseous fuel depending on the characteristic for the needle position and of the combustion Signal to regulate.
    [5]
    5. Internal combustion engine according to claim 3 or 4, wherein the needle sensor (7) and the combustion sensor (8) are formed separately from each other.
    [6]
    6. Internal combustion engine according to claim 3 or 4, wherein the needle sensor (7) and the combustion sensor (8) are designed as one and the same sensor.
    [7]
    7. Internal combustion engine according to at least one of the preceding claims, wherein per piston-cylinder unit (3) exactly one fuel injector (4) is provided for liquid fuel, which preferably has exactly one Injektornadel (5).
    [8]
    8. Internal combustion engine according to at least one of the preceding claims, wherein the control device (2) is adapted to vary the amount of at least one piston-cylinder unit (3) supplied liquid fuel in a range of 0.5% to 100% and correspondingly to vary the amount of gaseous fuel supplied to the at least one piston-cylinder unit (3) in a range of 99.5% to 0%.
    [9]
    9. Internal combustion engine according to claim 8, wherein the control device (2) is adapted to the amount of the at least one piston-cylinder unit (3) supplied gaseous fuel and the amount of the at least one piston-cylinder unit (3) supplied liquid fuel in response to a stored or calculated profile, the profile defines a relationship between different operating conditions of the internal combustion engine (1) and associated amounts of gaseous and liquid fuel.
    [10]
    10. Internal combustion engine according to at least one of the preceding claims, wherein by the needle sensor (7), a ballistic region of the needle position is resolvable.
    [11]
    11. Internal combustion engine according to at least one of the preceding claims, wherein the needle sensor (7) is designed as a in the fuel injector (4) arranged pressure sensor, as a displacement measuring device or as an optical sensor.
    [12]
    12. Internal combustion engine according to at least one of the preceding claims, wherein the combustion sensor (8) is a knock sensor, a cylinder pressure sensor, a temperature sensor or a NOx sensor.
    [13]
    13. Internal combustion engine according to at least one of the preceding claims, wherein a cooling device (9) for the fuel injector (4) is provided.
    [14]
    14. Internal combustion engine according to at least one of the preceding claims, wherein the control device (2) is adapted to determine a wear characteristic of the needle sensor (7) based on the characteristic of the needle position signal of the needle sensor (7).
    [15]
    15. Internal combustion engine according to at least one of the preceding claims, wherein at least two piston-cylinder units (3) are provided and each of the at least two piston-cylinder units (3) each have at least one needle sensor (7) and possibly at least one combustion sensor ( 8) is assigned.
    [16]
    16. A method for operating a dual-fuel internal combustion engine, in particular according to one of claims 1 to 15, wherein the amount of at least one piston-cylinder unit (3) supplied gaseous fuel and the amount of said piston-cylinder unit (3 ) is regulated in response to a position of an injector needle (5) of a fuel injector (4) for the liquid fuel and in response to a combustion taking place in the at least one piston-cylinder unit (3).
    [17]
    17. The method of claim 16, wherein the amount of liquid supplied to the at least one piston-cylinder unit (3) is varied in a range of 0.5% to 100% and, accordingly, the amount of the at least one piston-cylinder Unit (3) supplied gaseous fuel in a range of 99.5% to 0% is varied.
    [18]
    18. The method of claim 16 or 17, wherein the amount of the at least one piston-cylinder unit (3) supplied gaseous fuel and the amount of at least one piston-cylinder unit (3) supplied liquid fuel in dependence of a stored or calculated profile is defined, the profile defines a relationship between different operating conditions of the internal combustion engine (1) and associated amounts of gaseous and liquid fuel.
    [19]
    19. The method according to at least one of claims 16 to 18, wherein at least two piston-cylinder units (3) are provided and for each of the at least two piston-cylinder units (3) the amount of supplied gaseous fuel and the amount of supplied liquid fuel is regulated individually. Innsbruck, on
    [20]
    April 20, 2015
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    法律状态:
    2021-12-15| MM01| Lapse because of not paying annual fees|Effective date: 20210421 |
    优先权:
    申请号 | 申请日 | 专利标题
    ATA238/2015A|AT516620B1|2015-04-21|2015-04-21|Dual fuel engine|ATA238/2015A| AT516620B1|2015-04-21|2015-04-21|Dual fuel engine|
    US15/568,764| US10352259B2|2015-04-21|2016-04-20|Dual-fuel internal combustion engine|
    EP16722773.5A| EP3286421A1|2015-04-21|2016-04-20|Dual-fuel internal combustion engine|
    CN201680036505.0A| CN107787399A|2015-04-21|2016-04-20|bi-fuel internal combustion engine|
    PCT/AT2016/050103| WO2016168875A1|2015-04-21|2016-04-20|Dual-fuel internal combustion engine|
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