• 专利附录
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    • 专利摘要:
    DEVICE TO OPERATE A BIOFUEL ENGINE, METHOD TO CONTROL THE OPERATION OF A BIOFUEL ENGINE, SYSTEM TO OPERATE A BIOFUEL ENGINE AND MULTIPLATFORM KIT TO ADAPT AN ENGINE. A device, system and method for operating a biofuel engine using a first or a second fuel or a mixed fuel comprising said first such as gasoline and the second fuel, such as hydrogen, comprising a processor (102), a set of fuel inlet (126, 128) controlled by the processor (102) and installed on the engine (134); an air pump (144, 146, 148) coupled to the engine (134) and controlled by the processor (102) to operate the engine (134) using the second fuel or the mixed fuel preferably in a poor mode and a compressed mode using quality control, so that when operating with hydrogen, which typically leads to a reduction in engine output power, the engine (134) is preferably operated in a compressed mode and a poor mode with the butterfly valve (130) kept in a completely open position during operation in a compressed and poor mode resulting in a more efficient engine with a reduction in engine output power loss.
    公开号:BR112012031108B1
    申请号:R112012031108-5
    申请日:2010-12-30
    公开日:2020-10-27
    发明作者:José Ignácio Galindo；Daniel Leitner；Christof Hepp
    申请人:H2 Ip Investments Ltd；
    IPC主号:
    专利说明:

    TECHNICAL FIELD OF THE INVENTION
    The present invention relates, in general, to the design and control of internal combustion engines that can operate on two different fuels and the relative power of the engines on the different fuels. HISTORY OF THE INVENTION
    Internal combustion engines operate on the principle of igniting a mixture of air and gasoline (or other fuel) inside a cylinder to cause combustion within the cylinder where the resulting released energy is converted into mechanical energy through the use of a piston inside the cylinder that drives a crankshaft. A fuel intake assembly, such as gasoline fuel injectors, is used to inject gasoline into cylinders or the engine intake system. Internal combustion engines are typically naturally aspirated, which means that air is extracted from the environment at atmospheric pressure. As a result of combustion of the fuel and air mixture inside an engine cylinder, different types of toxic gases and unwanted pollutants are created in the cylinder and pass through an exhaust system to a device commonly called a catalytic converter.
    Typically, internal combustion engines (especially those used for automobiles) use gasoline (or diesel) as fuel, which, when burned in an internal combustion engine, generates exhaust gases, some of which are polluting and / or toxic. Other less polluting carbon-based fuels or even non-carbon-based fuels can be used, but many of these fuels when mixed with air do not have the same energy content (ie, the "calorific value of the mixture") for power than when burning gasoline (ie gasoline mixed with air). It is desirable, however, to use some of these fuels because they can be used in what can be called "poor mode" operation, where virtually no toxic or polluting gases are generated by the combustion process. Poor mode operation refers to the air / fuel ratio in which the engine is being operated. In particular, the ratio of the amount of air and fuel in an engine's combustion chamber will determine whether the engine is being operated in poor mode or rich mode. For optimal combustion, the amount of air and fuel used for combustion in an engine chamber is so that there is no residual oxygen or fuel left in the chamber after combustion, the particular air / fuel ratio is called the fuel air ratio stoichiometric. The actual fuel air ratio, however, may not be stoichiometric at all times. A relationship between the actual fuel air ratio and the stoichiometric fuel air ratio is called À. The variable À is thus defined mathematically as:
    When À = 1, the engine is operated in the stoichiometric fuel air ratio because the actual fuel air ratio is equal to the stoichiometric fuel air ratio as can be seen in equation (1) above. For a value of À <1, the engine is considered to be in rich mode. For À> 1, the engine is considered to be in poor mode. As can be seen from equation (1) above, in the poor mode, more air is used in combustion than in the stoichiometric mode. As a result, in operation in poor mode, although it is more desirable because it generates less harmful and / or polluting gases, the loss of engine output power is exacerbated. Poor mode operation also results in relatively highly efficient engine operation, because of relatively low fuel consumption. This relatively high efficiency is often not realized, because conventional gasoline engines typically do not operate in poor mode.
    Efficiency refers to fuel consumption for a defined engine output power. The more efficiently an engine is running, the lower the fuel consumption for a specific output power. Increasing an engine's efficiency results in reduced engine fuel consumption. In other words, an engine can generate specific output power by consuming a certain amount of fuel, but the same engine, when operated efficiently, can generate the same amount of output power while consuming less fuel. One way to increase the efficiency of an internal combustion engine is to operate the engine in a poor mode. DESCRIPTION OF THE INVENTION
    The present invention is intended to overcome the aforementioned disadvantages of the prior art by providing a device, a method is a system to operate a bi-fuel engine, and through a multiplatform kit to adapt an engine to convert the engine designed to operate with a first fuel, such as a bi-fuel engine capable of operating also with a second fuel.
    According to the invention, the device for operating a biofuel engine using a first or a second fuel, or a mixed fuel comprising said first and second fuels, comprises: a processor; a fuel intake assembly controlled by the processor and installed over the engine; an air pump coupled to the engine and controlled by the processor to operate the engine using the second fuel or the mixed fuel, preferably in a poor mode, and in a compressed mode using quality control, and the method comprises using a processor to control a fuel inlet assembly and an air pump, both of which are coupled to the bi-fuel engine, the operation of the engine using a first fuel and the operation of the engine preferably in a poor mode and in a compressed mode using quality control when a second fuel or a mixed fuel comprising the first fuel and the second fuel is used, and in addition where the enthalpy of exhaust gases resulting from the combustion of the second fuel with air is less than the enthalpy of the exhaust gases resulting from the combustion of the first fuel with air.
    The system, according to the invention, comprises the device in which the processor and the fuel intake assembly can be colocalized or non-colocalized, and the multiplatform kit comprises a processor; an air pump; a fuel intake assembly; where the processor, air pump and fuel intake assembly are installed over the engine so that the processor controls the air pump and fuel intake assembly to operate the engine using the second fuel or mixed fuel, preferably in poor mode and in a compressed mode using quality control.
    The method, device and system of the present invention provide an engine designed to operate on a first fuel with which it generates a certain output power from the engine and the engine is also designed to operate on a second fuel with which it generates an lower output power. The engine is calibrated and adapted with a processor-controlled air pump to significantly reduce the engine's power loss when the second fuel is being used. When using the air pump during operation, the engine is said to be compressed. The engine is also fitted with a fuel intake system for the second fuel and, when using the second fuel, the engine is operated in a poor way to improve efficiency using quality control. Calibrating the engine to operate on hydrogen (or any other type of fuel) involves determining, calculating and setting the engine parameters at certain values to allow for such an operation. The adaptation of an engine refers to the modification and / or adjustment of a naturally aspirated engine, a turbocharged engine or a compressor engine with the various components of the device of the present invention to operate according to the method of the present invention.
    The present invention comprises an air pump that can be coupled to the engine, a fuel intake system or assembly for the second fuel that can be installed on or inside the engine and a processor that controls the fuel intake and the air pump to selectively operate the engine using the second fuel. The fuel intake assembly may comprise a fuel intake system (for example, fuel injectors for the first and second fuels) for both the first and the second fuel. The same processor can be used to operate the engine on the first fuel. When using the second fuel, the processor of the present invention controls the air pump to operate the engine in a compressed mode to increase the engine's output power and the processor preferably operates the engine in a poor mode to increase the efficiency of the engine using quality control. As a result, a naturally aspirated engine will have a significantly reduced output power loss when operated with the second fuel in uncompressed mode, and said engine will operate more efficiently using poor mode operation and quality control. The compression of the second gaseous fuel generates approximately the same output power as the first naturally aspirated fuel. The compressed mode refers to the operation of the engine with the air pump, which can be a turbocharger operated with and / or powered by exhaust gases from the engine. The pump can also be a compressor (or any other pump) operated by electrical or electronic signals from the processor. As a result, the engine can generate the same output power with the second fuel as with the first fuel when operated in compressed mode.
    In a first embodiment of the present invention, the device, system and method of the present invention adapt and calibrate a naturally aspirated engine operated with the first fuel (for example, a gasoline engine) and also operated with a turbocharger when the second fuel Is it used. The turbocharger is selected for proper operation as a second fuel to allow the engine to operate in a compressed mode (activated by a turbocharger) and preferably in a poor mode using a second fuel such as hydrogen gas or any other fuel. Operating the engine with the second fuel in naturally aspirated operation results in a loss of engine output power. However, operating the engine in compressed mode with the second fuel (for example, a gaseous fuel), whereby the exhaust gases resulting from the combustion of the second fuel are used to control the turbocharger, significantly reduces the loss of engine power. engine output. The engine's output power is thus controlled by the amount of the second fuel being injected into the engine using quality control. Quality control is a technique whereby the butterfly valve of the engine is kept in a completely open position, that is, a position through which the air flow being pumped to the engine is not restricted by the position of the butterfly valve. A fully open position will vary for different types of engines depending on the design of the butterfly valve and the speed of the engine. "Completely open", thus, refers to opening the butterfly valve in a position so as not to restrict the flow of air into the vehicle (air being pumped into the vehicle by the turbocharger or the compressor or the air pump). As a result, the loss of engine output power using the second fuel is significantly reduced, but the engine operates more efficiently. For this purpose, the turbocharger can be a variable geometry turbocharger (VTG - Variable Turbine Geometry).
    In a second embodiment of the present invention, the device, system and method of the present invention adapt and calibrate a turbocharged engine or a compressor engine (that is, engines originally designed with a turbocharger or compressor) to allow the engine to operate with the second fuel, preferably in a poor mode.
    For the second embodiment, in the case of an engine with a turbocharger, a second turbocharger selected for proper operation with the second fuel is added. Such a turbocharger is activated during operation with the second fuel (eg hydrogen), whereas the originally designed turbocharger is deactivated or diverted during such operation. In addition, a processor-controlled compressor can be used to operate the engine in a compressed mode when using the second fuel.
    For the second embodiment, in the case of an engine with a compressor, the compressor can be operated (that is, controlled electrically or electronically) in an appropriate power capacity to pump the appropriate amount of air into the engine when the second fuel (for example, hydrogen) is used by the engine. In addition, a turbocharger can be added to the engine to operate the engine in a compressed mode using the exhaust gases resulting from the combustion of the second fuel. As a result, in the case of an added second turbocharger or the use of a compressor, the loss of power due to the use of the second fuel is significantly reduced. As per the first performance, quality control during operation in poor mode is used when the second fuel is being used. That is, the throttle valve of the engine is kept in a completely open position (ie no airflow restriction into the throttle valve) when using the second fuel in poor mode to improve the efficiency of the engine. The engine's output power is thus controlled by the amount of the second fuel being injected into the engine.
    In a third embodiment of the present invention, the device, system and method adapt and calibrate a turbocharged engine in which the originally designed turbocharger is removed and replaced with a new turbocharger designed to operate with the exhaust gases of the first or the second fuel. The exhaust gases resulting from the combustion of the first fuel have a certain first enthalpy or range of enthalpy. The exhaust gases resulting from the combustion of the second fuel have a certain second enthalpy or enthalpy range. For this realization and the other realizations, it is understood that the combustion of the fuel means the combustion of a fuel with the appropriate amount of air. This new turbocharger is designed so that it can operate (this is operated properly) with the exhaust gases resulting from the combustion of the first fuel or the combustion of the second fuel. A particular example of such a turbocharger is a VTG turbocharger designed to operate in a relatively wide exhaust gas temperature range; this type of VTG turbocharger will hereinafter be called the Super VTG turbocharger. Such a Super VTG turbocharger, for example, can be operated with exhaust gases resulting from the combustion of gasoline or the combustion of hydrogen. This Super VTG turbocharger can, in several cases, be used to operate with the first or the second fuel. Similar to other achievements, this Super VTG turbocharger significantly reduces power loss from the outgoing engine when the engine is run on the second fuel, preferably in a poor mode and using quality control. In this embodiment, for an engine with a compressor, a similar turbocharger can be used or the compressor can be controlled by the processor to properly operate the engine for different types of fuels.
    In the case where the first fuel is gasoline and the second fuel is hydrogen, the engine can be selectively operated by a user such as a gasoline engine or a hydrogen gas engine. The terms hydrogen and hydrogen gas will hereinafter be used interchangeably to indicate the various states of hydrogen that can be used in this claimed invention. In this case, the device, system and method of the present invention comprise a processor, an air pump coupled to the engine and implemented as a turbocharger (or compressor) selected for proper operation with the second fuel, and a fuel intake assembly implemented with hydrogen fuel injectors and gasoline fuel injectors mounted on the engine, where both the hydrogen fuel injectors and the turbocharger (or compressor) are controlled by the processor to operate the engine using hydrogen gas. When using hydrogen gas, which generates less power than gasoline, the engine is preferably operated in a compressed mode (with turbocharger or compressor) and in a poor mode using quality control. Consequently, the loss of engine output power resulting from operation with fuels, such as hydrogen or other gaseous fuels, compared to liquid fuels, such as gasoline, can be significantly reduced by using the method, device and system of the present invention. .
    The method, device and system of the present invention provide an engine designed to operate on a first fuel with which it generates a certain output power from the engine and the engine is also designed to operate on a second fuel with which it generates an lower output power. The engine is calibrated and adapted with a processor-controlled air pump to significantly reduce the engine's power loss when the second fuel is being used. When using the air pump during operation, the engine is said to be compressed. The engine is also fitted with a fuel intake system for the second fuel and, when using the second fuel, the engine is operated in a poor way to improve efficiency using quality control. Calibrating the engine to operate on hydrogen (or any other type of fuel) involves determining, calculating and setting the engine parameters at certain values to allow for such an operation. The adaptation of an engine refers to the modification and / or adjustment of a naturally aspirated engine, a turbocharged engine or a compressor engine with the various components of the device of the present invention to operate, according to the method of the present invention .
    The present invention comprises an air pump that can be coupled to the engine, a fuel intake system or assembly for the second fuel that can be installed on or inside the engine and a processor that controls the fuel intake and the air pump to selectively operate the engine using the second fuel. The fuel intake assembly may comprise a fuel delivery system (for example, fuel injectors for the first and second fuels) for both the first and second fuels. The same processor can be used to operate the engine on the first fuel. When using the second fuel, the processor of the present invention controls the air pump to operate the engine in a compressed mode to increase the engine's output power and the processor preferably operates the engine in a poor mode to increase the efficiency of the engine using quality control. As a result, a naturally aspirated engine will have a significantly reduced output power loss when operated with the second fuel in compressed mode, and said engine will operate more efficiently using poor mode operation and quality control. The compressed mode refers to the operation of the engine with the air pump, which can be a turbocharger operated with and / or powered by exhaust gases from the engine. The pump can also be a compressor (or any other pump) operated by electrical or electronic signals from the processor. As a result, the engine can generate the same output power with the second fuel as with the first fuel when operated in compressed mode.
    In a first embodiment of the present invention, the device, system and method of the present invention adapt and calibrate a naturally aspirated engine operated with the first fuel (for example, a gasoline engine) and also operated with a turbocharger when the second fuel Is it used. The turbocharger is selected for proper operation with the second fuel to allow the engine to operate in a compressed mode (activated by a turbocharger) and preferably in a poor mode using a second fuel such as hydrogen gas or any other fuel whose exhaust gases have less enthalpy than the exhaust gas enthalpy of the first fuel. Operating the engine with the second fuel in naturally aspirated operation results in a loss of engine output power. However, operating the engine in compressed mode with the second fuel (for example, a gaseous fuel), whereby the exhaust gases resulting from the combustion of the second fuel are used to control the turbocharger, significantly reduces the loss of engine power. engine output. The engine's output power is thus controlled by the amount of the second fuel being injected into the engine, when in compressed mode, using quality control. Quality control is a technique whereby the butterfly valve of the engine is kept in a completely open position, that is, a position through which the air flow being pumped to the engine is not restricted by the position of the butterfly valve. A fully open position will vary for different types of engines depending on the design of the butterfly valve and the speed of the engine. "Completely open", thus, refers to opening the butterfly valve in a position so as not to restrict the flow of air into the vehicle (the air being pumped into the engine by the turbocharger or by the compressor or by the air pump). As a result, the loss of engine output power using the second fuel is significantly reduced and the engine operates more efficiently. For this purpose, the turbocharger can be a variable geometry turbocharger (VTG).
    In a second embodiment of the present invention, the device, system and method of the present invention adapt and calibrate a turbocharged engine or a compressor engine (that is, engines originally designed with a turbocharger or a compressor) to allow the engine operate on the second fuel, preferably in a poor mode.
    For the second embodiment, in the case of an engine with a turbocharger, a second turbocharger selected for proper operation with the second fuel is added. Such a turbocharger is activated during operation with the second fuel (eg hydrogen), whereas the originally designed turbocharger is deactivated or diverted during such operation. In addition, a processor-controlled compressor can be used to operate the engine in a compressed mode when using the second fuel.
    For the second embodiment, in the case of an engine with a compressor, the compressor can be operated (that is, controlled electrically or electronically) in an appropriate power capacity to pump the appropriate amount of air into the engine when the second fuel (for example, hydrogen) is used by the engine. In addition, a turbocharger can be added to the engine to operate the engine in a compressed mode using the exhaust gases resulting from the combustion of the second fuel. As a result, in the case of an added second turbocharger or the use of a compressor, the loss of power due to the use of the second fuel is significantly reduced. As per the first performance, quality control during operation in poor mode is used when the second fuel is being used. That is, the throttle valve of the engine is kept in a completely open position (ie no airflow restriction into the throttle valve) when using the second fuel in poor mode to improve the efficiency of the engine. The engine's output power is thus controlled by the amount of the second fuel being injected into the engine.
    In a third embodiment of the present invention, the device, system and method adapt and calibrate a turbocharged engine in which the originally designed turbocharger is removed and replaced with a new turbocharger designed to operate with the exhaust gases of the first or the second fuel. The exhaust gases resulting from the combustion of the first fuel have a certain first enthalpy or range of enthalpy. The exhaust gases resulting from the combustion of the second fuel have a certain second enthalpy or enthalpy range. For this realization and the other realizations, it is understood that the combustion of the fuel means the combustion of a fuel with the appropriate amount of air. This new turbocharger is designed so that it can operate (this is operated properly) with the exhaust gases resulting from the combustion of the first fuel or the combustion of the second fuel. A particular example of such a turbocharger is a VTG turbocharger designed to operate in a relatively wide exhaust gas temperature range; this type of VTG turbocharger will hereinafter be called the Super VTG turbocharger. Such a Super VTG turbocharger, for example, can be operated with exhaust gases resulting from the combustion of gasoline or the combustion of hydrogen. This Super VTG turbocharger can, in several cases, be used to operate with the first or the second fuel. Similar to other achievements, this Super VTG turbocharger significantly reduces power loss from the outgoing engine when the engine is run on the second fuel, preferably in a poor mode and using quality control. In this embodiment, for an engine with a compressor, a similar turbocharger can be used or the compressor can be controlled by the processor to properly operate the engine for different types of fuels.
    In the case where the first fuel is gasoline and the second fuel is hydrogen, the engine can be selectively operated by a user such as a gasoline engine or a hydrogen gas engine. The terms hydrogen and hydrogen gas will hereinafter be used interchangeably to indicate the various states of hydrogen that can be used in this claimed invention. In this case, the device, system and method of the present invention comprise a processor, an air pump coupled to the engine and implemented as a turbocharger (or compressor) selected for proper operation with the second fuel, and a fuel intake assembly implemented with hydrogen fuel injectors and gasoline fuel injectors mounted on the engine, where both the hydrogen fuel injectors and the turbocharger (or compressor) are controlled by the processor to operate the engine using hydrogen gas. When using hydrogen gas, which generates less power than gasoline, the engine is preferably operated in a compressed mode (with turbocharger or compressor) and in a poor mode using quality control. Consequently, the loss of engine output power resulting from operation with fuels, such as hydrogen or other gaseous fuels, compared to liquid fuels, such as gasoline, can be significantly reduced by using the method, device and system of the present invention. .
    It should be noted that in cases where the mixture of air and the second fuel has a lower calorific value of the mixture (that is, less energy content) than the mixture of air and the first fuel, the enthalpy of the exhaust gases of the second fuel is less than the enthalpy of the exhaust gases of the first fuel. The exhaust gases of the first fuel result from the combustion of said first fuel within the engine. Similarly, the exhaust gases from the second fuel are a result of the combustion of the second fuel inside the engine.
    It should also be noted that the device, system and method of the present invention apply to engines called Otto cycle engines, which include gasoline internal combustion engines and diesel internal combustion engines converted to operate on gasoline or gas natural compressed (CNG). It is known that diesel engines can be converted to Otto cycle engines, such as (1) internal combustion engines powered by CNG or (2) internal combustion engines powered by gasoline.
    It should be further noted that, for the second embodiment, in the case of an engine with a compressor and for the third embodiment, the device, system and method of the present invention can operate on a mixed fuel. Mixed fuel operation refers to the injection of the first and second fuels into the engine chamber so that combustion occurs as a result of igniting a mixture of the first fuel, the second fuel and air in the engine chamber. That is, the fuel used to operate these embodiments comprises both the first fuel and the second fuel, that is, a mixed fuel. The mixed fuel comprises a portion of the first fuel and a portion of the second fuel. The relative portions of the first and second fuels will determine the enthalpy of the exhaust gases resulting from combustion of the mixed fuel.
    The present invention has been described in the context of a bi-fuel engine operating on a first fuel (for example, gasoline) or a second fuel. A conventional naturally aspirated gasoline engine can be adapted and calibrated to burn hydrogen gas using a turbocharger or a compressor or some type of known air pump. Calibrating the engine to operate on hydrogen (or any other type of fuel) involves determining, calculating and setting the engine parameters at certain values to allow for such an operation. The adaptation of an engine refers to the modification and / or adjustment of a naturally aspirated engine, a turbocharged engine or a compressor engine with the various components of the device of the present invention to operate according to the method of the present invention.
    One way in which an engine can be adapted is to use components from a multiplatform kit comprising several components such as an enclosure, a processor stored in the enclosure, a processor controlled air pump (eg, turbocharger, compressor), a controlled butterfly valve per processor, an electric accelerator pedal, and a processor-controlled fuel intake assembly (for example, pre-punctured intake manifold and fuel injectors for primary and secondary fuels). That is, the device of the present invention is prepared or packaged as a multiplatform kit. The previously drilled holes in the intake manifold have diameters suitable for installing injectors of the first and second fuel, which are also part of the kit. For example, an engine being adapted to become a bi-fuel engine that runs on gasoline as the first fuel and hydrogen as the second fuel can be equipped with a pre-drilled intake manifold, where the pre-drilled intake manifold holes are openings. through which fuel injectors can be fitted. In addition, the injectors of the first and second fuel can be installed or positioned on or near the engine, so that they can inject their respective fuels directly into the cylinder or the engine chamber; this technique is called direct injection. The kit may additionally comprise an electric accelerator pedal that can be coupled to processor 102 via control lines and input lines to processor 102 to allow the processor to determine the position of the pedal at a particular time in time. The term 'multiplatform're refers to the ability to use the same or similar kit to adapt different types of internal combustion engines. For variations in engine size and design, certain kit components can be modified, but the basic set of components in a multiplatform kit remains roughly the same from engine to engine. For example, the intake manifold may be smaller or larger or of a different shape for different engines, but the basic component of an intake manifold is constant for all kits. Alternative versions of the multiplatform kit may not have a processor; instead, software can be downloaded having instructions for operating the engine according to the method of the present invention for the ECU of the engine being adapted. The downloaded software can complement the existing software in the ECU to properly operate the engine. The multiplatform kit is, therefore, a grouping of components that, when properly installed in a conventional engine (naturally aspirated, with a turbocharger or with a compressor) to adapt the engine, allows the engine to operate as a bi-fuel engine, where at least one of the fuels can be a non-carbon based fuel (eg hydrogen).
    It will be readily understood, however, that engines originally designed to specifically operate in accordance with the method, device and system of the present invention can also be used and, thus, the present invention is not limited to adapted engines. That is, the present invention can be implemented with an engine originally designed and manufactured to operate in accordance with the method, device and system of the present invention. It will also be readily understood that the method, device and system of the present invention are not limited to the particular adapted gasoline engine shown in Figure 2; the particular motor in Figure 2 is used for ease of explanation. When operating an internal combustion engine with hydrogen (ie hydrogen gas, H2) the device, method and system of the present invention allows more power at lower engine speed (ie more torque at the lower limit) and emissions nitrogen oxides reduced at lower engine speeds. The terms hydrogen and hydrogen gas as used in this document are used interchangeably to indicate the various states of hydrogen that can be used in this claimed invention.
    The device, system and method of the present invention have been described in terms of several embodiments as described in this document. It will be readily understood that the achievements disclosed in this document in no way limit the scope of the present invention. A person skilled in the art to which this invention belongs may, after reading the disclosure, implement the device, system and method of the present invention using other implementations that are different from those disclosed in this document, but which are within the scope of the claimed invention. BRIEF DESCRIPTION OF THE DRAWINGS
    Hereinafter, aspects and embodiments of the invention will be described based on the drawings, in which Figure 1 shows an embodiment of the device and system of the present invention; Figure 2 shows a flow chart of the method of the present invention, ACCOMPLISHMENTS OF THE INVENTION
    Figure 1 shows an embodiment of the device and system of the present invention. Processor 102 has a plurality of control lines 104, 180, 106, 108, 110, 112, 114 and 116 for controlling valve 140, relief valve 178, valves 136, 150, 152, butterfly valve 130 , gasoline fuel injectors 126 and hydrogen fuel injectors 128, respectively. The processor has I1; I2 ... IN inputs, where N is an integer equal to 1 or greater. Processor 102 can be a microprocessor, a microcontroller or a computer, any of which can be programmed to control and operate the motor as described in this document. Alternatively, a vehicle engine electronic control unit (ECU) can be programmed to perform the tasks of processor 102, thereby avoiding the use of a separate processor 102. The inputs are signals from several motor sensors, monitors and status indicators. For example, the inputs can comprise various engine parameters, such as engine pressure, engine speed, engine temperature, supply pressure, vacuum pump operation, accelerator pedal position, throttle position, sensor output H2, À sensor output and air mass flow sensor output. Engine parameters are variables that, when analyzed, reflect the state of an engine and its operation. The values of one or more motor parameters can be processed, manipulated and / or modified to control the operation of the motor. Calibrating the engine to operate with hydrogen gas (or any other fuel) involves determining, calculating and defining the various engine parameters to allow for such an operation. The input signals reach processor 102 through any known way of transporting signals to a processor. For example, signals can be part of a wireless communication system, optical signals, electrical signals and / or electronic signals. Processor 102 indirectly controls the operation of the turbocharger by controlling the relief valve 178 and valves, 150 and 152. The turbocharger comprises a turbine 14 8 coupled to shaft 14 6, which drives compressor 144. Valves 136 and 140 are positioned inside or along the air intake ducts 170 and 160 respectively, to control the air flow within such air intake ducts, both of which are coupled to the butterfly valve 130. Valves 150 and 152 are positioned inside or along the exhaust pipes 162 and 158, respectively, to control the flow of exhaust gas within such exhaust pipes, both of which are coupled to the catalytic converter 156 through the exhaust pipe 154. Valves 150 and 152 serve to route exhaust gases through exhaust pipe 158 to bypass relief valve 178 and turbocharger 144, 146, 148. Relief valve 178 is positioned along or within exhaust pipe 163 to control the exhaust gases flowing through this exhaust pipe, which serves as a diversion route from the turbocharger to at least a portion of the exhaust gases routed to activate the turbocharger. Engine 134 has intake manifold 132, on which processor-controlled gasoline fuel injectors 126 and processor-controlled hydrogen fuel injectors 128 are installed. The fuel injectors for the second fuel and / or the first fuel can also be positioned inside engine chambers for an arrangement commonly called direct injection. Gasoline fuel is fed to gasoline fuel injectors 126 through fuel line 122 from fuel tank 118. Hydrogen fuel is fed to hydrogen fuel injectors 128 through fuel line 124 from fuel tank 120. The engine 134 additionally has an exhaust manifold 138 from which the exhaust pipe 162 extends. During engine 134 operation, the exhaust gases escape through the exhaust pipe 162 and are routed to activate the turbocharger turbine 148 or bypassing it from the turbocharger by routing it through the exhaust pipe 158 to the catalytic converter 156 and emitted to the external environment. Operation with gasoline as the first fuel, resulting in a higher output power than hydrogen, is now discussed.
    When using gasoline as the first fuel, the method, device and system of the present invention controls the various valves to prevent the operation of the turbocharger. The engine is thus operated in the uncompressed mode. In particular, on the intake side of engine 134, processor 102 controls the butterfly valve 130 and gasoline fuel injectors 126 to inject the appropriate amount of gasoline and extract the appropriate amount of air into the intake manifold 132 based on the engine parameters in a known manner. Once the engine 134 is naturally aspirated, the processor 102 opens the valve 140, thus allowing fresh air to be drawn into the butterfly valve 130 via the air intake duct 160, using paths 168 and 182 , as shown. Processor 102 controls the position of the butterfly valve 130 to provide adequate air conditions to mix with the gasoline injected into the engine chambers 134. On the exhaust side of engine 134, the exhaust gases emanating from the exhaust manifold tube 162 138 are routed through the exhaust pipe 158 taking path 166, as shown. The path taken by the exhaust gases is a result of processor 102 opening valve 152 and closing the valve. 150, thus preventing the exhaust gases from activating the turbine 148. The exhaust gases bypass the turbocharger flowing through the exhaust pipe 158 to the exhaust pipe 154 to the catalytic converter 156, after which they are emitted to the environment . The operation of the engine using gasoline can be selected using a fuel selector (not shown) by the operator, who may wish to switch the operation to a second fuel, such as hydrogen. For a naturally aspirated engine in uncompressed mode, air is drawn into the engine and no turbocharger or air pump is used. In compressed mode, the turbocharger is activated using the exhaust gases from the second fuel. Compressed mode operations are now described for the various achievements.
    Still referring to Figure 1, for the first embodiment, where the engine is naturally aspirated, the turbine 148, the shaft 146 and the compressor 144 comprise the turbocharger. In compressed mode, the turbocharger is activated by the exhaust gases, which are routed to activate turbocharger turbine 148 and continue through path 172 to a catalytic converter 156. Routing is done by the processor, closing valve 152 and opening the valve 150, allowing the exhaust gases to activate turbocharger turbine 148. The turbine 148 then turns the shaft 146, which operates the compressor 144, causing said compressor to pump fresh air into the butterfly valve 130 through paths 174 and 176. The valve 140 is also closed by processor 102. On its way to butterfly valve 130, air is cooled by intercooler 142. Relief valve 178 is opened or closed by the processor to control the engine supply pressure. That is, part of the exhaust gases is caused to bypass the turbine through the exhaust pipe 163 as shown by path 164.
    For the second embodiment, turbine 148, shaft 146 and compressor 144 constitute the second turbocharger. If a compressor is used, the second turbocharger shown in Figure 1 is replaced by a compressor (not shown), that is, an electronically controlled air pump. For ease of illustration, the originally designed turbocharger is not shown, but it is understood to be arranged in the same manner as the added second turbocharger shown in Figure 1. The second turbocharger is activated in a similar manner to that described in the first compressed mode operation. That is, the second turbocharger is activated in a similar way to the first embodiment using the exhaust gases from the second fuel. In the case of a compressor engine, the originally designed compressor is activated via control signals from processor 102. Alternatively, for a compressor engine, a second turbocharger can be used instead of using the original compressor to operate the engine using the second fuel. When using the second fuel, the engine is preferably operated in a poor mode using quality control.
    For the third embodiment, the displayed turbocharger can be a turbocharger (for example, a Super VTG turbocharger) designed to operate in a defined range of gas temperatures and / or enthalpies and / or enthalpy ranges and thus can be activated during the operation with the first or the second fuel. This turbocharger is activated using the exhaust gases from the second fuel in a manner similar to that described and shown in Figure 1. When using the second fuel, the engine is preferably operated in a poor mode using quality control.
    It should be noted that hydrogen can be used as a fuel by an internal combustion engine with the proper mixture of hydrogen and air for what is called a "poor" operation. Depending on the particular engine, operating in hydrogen-poor mode for different ranges of À values results in little or no harmful exhaust emissions. The present invention is not limited to hydrogen as the second fuel; other non-carbon based fuels can be used in place of hydrogen. A non-carbon-based fuel is matter that can combust in an internal combustion engine where none of the atomic or molecular components of matter is carbon.
    An engine operator may be able to operate a fuel selector switch (not shown) to determine which fuel the engine should be operated on. The fuel selector switch (not shown) can be coupled or connected to processor 102 as one of its li,, IN inputs. The fuel selector switch tells the processor which fuel the engine should be operated on.
    When the fuel selector switch is set for the second fuel (for example, hydrogen operation), the method, system and device of the present invention operate engine 134 with processor 102 controlling intake (that is, intake of fuel). air and fuel intake) and engine exhaust sides using quality control. The second fuel is mixed with air to operate the engine, preferably in low mode. Processor 102 controls the hydrogen fuel injectors 128 through a control line 116 to inject hydrogen gas into the engine, thereby controlling the engine's fuel intake. The processor 102 opens the butterfly valve 130 and holds the butterfly valve 130 in a completely open position (the butterfly valve 130 open so as not to restrict the air flow); this is called quality control. When an increase in output power is required, the amount of fuel being injected is increased. In addition, processor 102 activates turbocharger 148, 146, 144 by closing valve 152 and opening valve 150, allowing exhaust gases to activate turbine 148, causing shaft 146 to rotatively activate or drive compressor 144, resulting in in fresh air being pumped into air intake duct 170. On the intake side of the engine, processor 102 opens valve 136 and closes valve 140 to route fresh air pumped into path 176 to butterfly valve 130, thus controlling the engine's air intake. When fresh air flows to the butterfly valve 130 (held in a completely open position), it is cooled by any known cooling device 142 positioned along the air intake duct 17 0. In addition, processor 102 controls the air valve relief 178 through control line 180 to allow part of the exhaust air to flow to bypass the turbocharger through the exhaust pipe 163, through paths 164 and 172 to control the amount of exhaust gases that activate the turbocharger to modify (ie ie, increase or decrease) the engine supply pressure and thus the engine output power.
    The device of the present invention has been described in terms of a gasoline vehicle adapted and calibrated to operate as a bi-fuel engine using hydrogen gas as the second fuel. Other fuels, such as Compressed Natural Gas (CNG) can also be used as the second fuel with the device of the present invention and ethanol can also be used as the first fuel of the device of the present invention. An engine originally designed (requires no adaptation) built to operate with a first gasoline fuel (or other liquid fuels such as ethanol) and second fuels such as hydrogen or other gaseous fuels can also be used as part of the device of the present invention. In addition, the engine, adapted or originally designed to operate with the claimed invention, can be a naturally aspirated engine, a turbocharged engine, or a compressor engine.
    It will be readily understood that Figure 1 can also represent a system in which an internal combustion engine is calibrated and adapted to operate as described with various modifications, as can be considered by a person skilled in the art to which this invention belongs. For example, the system of the present invention can be used to generate electricity, in which different parts of the system are not colocalized, but located at relatively great distances from each other. For example, the processor can be miles away from the engine and the fuel supply system and controls these components through a communication system. In general, when several parts of a system are considered non-colocalized, this refers to the arrangement of these parts so that they cannot be combined into a device that is portable or is part of a portable system such as a vehicle. Several exhaust pipes (for example, 158, 162 and 163) and air intake ducts (for example, 160, 170) may have relatively much greater distances and thus may require additional pumps to allow air flows. In addition, the control lines and input lines of processor 102 can be part of a general communication system that can be implemented as an optical system, a twisted pair electrical system or a wireless communication system.
    The method of the present invention is shown in Figure 2, in which engine 134 operates on a first fuel of a certain output power or a second fuel, where said second fuel generates less output power than the first fuel. Engine 134 may be a naturally aspirated engine adapted and calibrated, or it may be an engine originally designed with a turbocharger or compressor. In step 202, the system is turned on. Processor 102 and associated actuators (not shown) that may or may not be part of the valves, butterfly valve, relief valve and turbocharger are activated. Processor 102 reads the status of the fuel selector switch (not shown in Figure 1) that can be operated by an operator before starting the vehicle.
    In step 204, the method of the present invention determines which fuel was selected by the engine operator. In particular, processor 102 reads the status of the fuel selector switch. In step 204, if the processor determined that the second fuel was selected, the method of the present invention moves to step 210. Because the second fuel generates less engine output power, the method of the present invention will operate the engine in compressed mode, which means that an air pump (for example, a turbocharger or a compressor) is used to pump air into the engine at a pressure greater than atmospheric pressure using quality control. For a naturally aspirated engine adapted with a turbocharger or compressor, processor 102 is programmed to operate the engine in a compressed mode (i.e., activating the turbocharger or compressor) when the second fuel is selected.
    In step 210, for the first embodiment, processor 102 defines the valves for operating the engine in a compressed mode as described above and preferably in a poor mode using quality control. In particular, in step 212, processor 102 reroutes the exhaust gases to operate the relief valve 17 8 and the butterfly valve 130 of the turbocharger (148, 146, 144) to control the amount of air pumped into the engine 134 , as described above. In the compressed mode, the butterfly valve 130 can be kept in a completely open position (that is, using quality control). For a naturally aspirated engine fitted with a compressor, processor 102 controls and operates the compressor to pump the proper amount of air into the engine. For the second embodiment, the second turbocharger is activated and is propelled or operated using the exhaust gases from the second fuel as described above. The originally designed turbocharger is deactivated. In addition, instead of adding a second turbocharger, a processor-controlled compressor can be added to operate the engine in compressed mode, with poor operation using quality control when operating on the second fuel. In the case of an engine with a compressor, the compressor is activated; and properly operated by control signals from processor 102 for compression operation using quality control for the second fuel. Alternatively, for an engine with a compressor, a turbocharger can be added to operate the engine in a compressed mode, in poor operation using quality control as described above. For the third embodiment, the turbocharger with a defined temperature range (for example, a VTG turbocharger with a relatively wide temperature range, that is, a Super VTG) is activated using the exhaust gases of the second fuel as described in relation to à Figure 1. Such a turbocharger that has a defined operating temperature range can be designed to operate with the exhaust gases of the first or second fuels. Quality control is used to operate the engine for all three outputs when the second fuel is selected. In addition, for all three embodiments, the engine is preferably operated in a poor mode when the second fuel is selected.
    Returning to step 204, if the fuel selector switch indicates to processor 102 that the first fuel has been selected, the method of the present invention moves to step 2 06. In step 2 06, for the first embodiment (that is, naturally aspirated engine ), the method of the present invention operates engine 134 in uncompressed mode, as described above. For the first run, processor 102 is programmed to operate the engine in an uncompressed mode when the first fuel is selected. In particular, processor 102 defines valves and controls fuel injectors to bypass the use of the turbocharger.
    In the first embodiment, for a naturally aspirated engine using the first fuel, the butterfly valve 130 can be controlled as needed (variable opening of the butterfly valve) to control the operation of the motor 134 and not necessarily be held in a fixed, open position. For the second and third designs (turbocharged or compressor engines), processor 102 operates the engine as designed.
    In step 208, for the first run, processor 102 controls the throttle valve and fuel injectors to operate the engine as a naturally occurring gasoline engine ... aspirated with proper control of throttle valve 130 and gasoline fuel injectors 126 for the first fuel. In the second embodiment, processor 102 controls the butterfly valve and fuel injectors to operate the engine using the original turbocharger or compressor as designed. Similarly, in the third embodiment, the processor controls the butterfly valve and the fuel injectors and the turbocharger having a defined operating temperature range as designed. Such a turbocharger can be designed to operate with the exhaust gases or with the first or second fuel.
    The method of the present invention operates an engine using either the first fuel or the second fuel. As such, the method of the present invention can alternate between modes of operation, such as operating the engine using a second fuel, preferably in poor mode and 10 using quality control or operating the engine as designed using the first fuel. The method of the present invention can switch between modes of operation as desired by an engine operator.
    权利要求:
    Claims (32)
    [0001]
    1. DEVICE FOR OPERATING A BICOMFUEL ENGINE, using a first or a second fuel, the device comprising: a processor (102); a fuel intake assembly (126, 128) controlled by the processor (102) and installed on the engine (134); and a first air pump and a second air pump (144, 146, 148), which are coupled to the motor (134) and controlled by the processor (102) to operate the motor (134), characterized by said operation being in a compressed mode with the first air pump using the first fuel and the processor operating the engine using the second fuel in a poor mode by activating the second air pump and deactivating the first air pump and, additionally, during operation in poor mode and in compressed mode the processor controls the air intake of the engine using quality control whereby the air flow of air being pumped into the engine is not restricted.
    [0002]
    2. DEVICE, according to claim 1, characterized in that the engine has a controllable butterfly valve (130) coupled to a first air intake duct (160) within which a processor-controlled valve (140) is positioned and said butterfly valve (130) is also coupled to the first and second air pumps (144, 146, 148) through a second air intake duct (170) within which a second processor controlled valve (136) is positioned.
    [0003]
    3. DEVICE, according to claim 1, characterized in that the fuel intake assembly (126, 128) is installed in the engine (134) by means of an intake manifold (132).
    [0004]
    DEVICE, according to either of claims 1 or 3, characterized in that the fuel intake assembly (126, 128) comprises fuel injectors for the first and second fuels.
    [0005]
    5. DEVICE, according to claim 1, characterized in that the engine has an exhaust manifold (138) from which a first exhaust pipe (162) extends to be coupled to the first and second air pumps (144, 146 , 148) and said first exhaust pipe (162) has, positioned therein, a first processor-controlled valve (150) and where a second exhaust pipe (158) extends from the exhaust manifold (138), where said second exhaust pipe (158) has a second processor controlled valve (152) positioned thereon.
    [0006]
    DEVICE, according to claim 5, characterized by the first exhaust pipe (162) additionally coupling to a bypass exhaust pipe (163) within which a processor-controlled relief valve (178) is positioned.
    [0007]
    7. DEVICE, according to claim 1, characterized in that the engine (134) is a naturally aspirated engine, the first fuel is gasoline, the second fuel is hydrogen, the first air pump is a turbocharger and the second air pump is one between a compressor and a turbocharger and the fuel intake assembly (126, 128) comprise gasoline fuel injectors (126) and hydrogen fuel injectors (128).
    [0008]
    8. DEVICE, according to claim 1, characterized in that the engine (134) is a turbocharged engine having a first turbocharger configured to be controlled by the processor to operate as the first air pump, the first fuel is gasoline, the second fuel it is hydrogen, the second air pump is a second turbocharger and the fuel intake set (126, 128) comprises gasoline fuel injectors (126, 128) and hydrogen fuel injectors (128).
    [0009]
    9. DEVICE, according to claim 1, characterized in that the engine (134) is a turbocharged engine, in which the first air pump is a turbocharger, the first fuel is gasoline, the second fuel is hydrogen, the second fuel pump air is a VTG turbocharger and the fuel intake set (126, 128) comprises gasoline fuel injectors (126) and hydrogen fuel injectors (128).
    [0010]
    10. DEVICE, according to claim 1, characterized by the engine being a naturally aspirated engine, in which the first fuel is gasoline, the second fuel is hydrogen, the first air pump is a turbocharger, the second air pump is a compressor and fuel admission set (126, 128) comprise gasoline fuel injectors (126) and hydrogen fuel injectors (128).
    [0011]
    11. DEVICE, according to claim 1, characterized in that the engine (134) is a naturally aspirated engine, in which the first fuel is gasoline, the second fuel is hydrogen, the second air pump is a turbocharger having a temperature range of relatively wide operation and is operated using exhaust gases from the first fuel or the second fuel and the fuel intake assembly (126, 128) comprises gasoline fuel injectors (126) and hydrogen fuel injectors (12 8).
    [0012]
    12. DEVICE, according to claim 1, characterized in that the engine (134) is a naturally aspirated engine where exhaust gases resulting from the combustion of the first fuel with air have certain enthalpy and exhaust gases resulting from the combustion of the second fuel with air have an enthalpy that is less than the enthalpy of the exhaust gases of the first fuel.
    [0013]
    13. SYSTEM TO OPERATE A FUEL ENGINE, using a first or second fuel or a mixed fuel, comprising: a processor (102); a fuel intake assembly (126, 128) controlled by the processor (102); and a first air pump and a second air pump (144, 146, 148), which are coupled to the motor (134) and controlled by the processor (102) to operate the motor (134), characterized by said operation being in a compressed mode with the first air pump using the first fuel and the processor controlling the fuel intake set to operate the engine in a compressed and poor mode using the second fuel, deactivating the first air pump and activating the second air pump , where the processor controls the air intake using quality control whereby the air flow of air being pumped into the engine is not restricted.
    [0014]
    14. SYSTEM, according to claim 13, characterized in that the processor (102) and the fuel intake assembly (126, 128) are non-colocalized.
    [0015]
    15. SYSTEM, according to claim 13, characterized in that the processor (102) and the fuel intake assembly (126, 128) are colocalized.
    [0016]
    16. SYSTEM, according to claim 13, characterized by the processor (102) having control lines (104, 106, 108, 110, 112, 114, 116, 180) and input lines (li, I2,, IN) that are part of a communication system.
    [0017]
    17. MULTI PLATFORM KIT TO ADAPT AN ENGINE to convert the engine to a bi-fuel engine, in which one of the fuels can be a non-carbon based fuel, the kit comprising: a processor (102); a first and second air pump (144, 146, 148); and a fuel intake assembly (126, 128), characterized by the processor, air pumps and fuel intake assembly being installed in the engine in such a way that the processor controls the first air pump to operate the engine adapted in a compressed mode using the first fuel and the processor controls the fuel intake assembly to operate the engine in a compressed and poor mode using the second fuel, where the processor deactivates the first air pump and activates the second air pump, in that the processor controls the air intake of the engine using quality control whereby the flow of air from the air being pumped into the engine is not restricted.
    [0018]
    18. MULTIPLATFORM KIT, according to claim 17, characterized in that it additionally comprises an electric accelerator pedal.
    [0019]
    19. MULTIPLATFORM KIT, according to claim 17, characterized in that the first air pump is a turbocharger.
    [0020]
    20. MULTIPLATFORM KIT, according to claim 17, characterized in that the first air pump is a VTG turbocharger.
    [0021]
    21. MULTIPLATFORM KIT, according to claim 17, characterized in that the first air pump is a super VTG turbocharger.
    [0022]
    22. MULTIPLATFORM KIT, according to claim 17, characterized in that the second air pump is a turbocharger.
    [0023]
    23. MULTIPLATFORM KIT, according to claim 17, characterized in that it comprises a processor controllable butterfly valve (130) and in which the fuel intake assembly (126, 128) comprises an intake manifold with previously drilled holes for installing injectors controllable fuel injectors (126) for the first fuel, and processor controllable fuel injectors (128) for the second fuel.
    [0024]
    24. DEVICE FOR OPERATING A FUEL ENGINE, using a first or a second fuel or a mixture of fuels, the device comprising: a processor (102); a fuel intake assembly (126, 128) controlled by the processor (102) and installed on the engine (134); and a first air pump and a second air pump (144, 146, 148), which are coupled to the motor (134) and controlled by the processor (102) to operate the motor (134) characterized by said operation being in a mode compressed using the first fuel and the processor controls the fuel intake assembly to operate the engine in a compressed and poor mode using the second fuel, by deactivating the first air pump and activating the second air pump, in which the processor controls the air intake of the engine using quality control whereby the air flow of air being pumped into the engine is not restricted and the second air pump is one between compressor and turbocharger.
    [0025]
    25. DEVICE, according to claim 24, characterized in that the motor (134) is operated in an À = 1 mode.
    [0026]
    26. DEVICE, according to claim 25, characterized in that the first fuel is gasoline and the second fuel is hydrogen.
    [0027]
    27. DEVICE, according to claim 24, characterized in that the engine has a controllable butterfly valve (130) coupled to a first air intake duct (160) within which a processor-controlled valve (140) is positioned and said butterfly valve (130) is also coupled to the first and second air pumps (144, 146, 148) through a second air intake duct (170) within which a second processor controlled valve (136) is positioned.
    [0028]
    28. DEVICE, according to claim 24, characterized in that the turbocharger is a Super VTG turbocharger.
    [0029]
    29. DEVICE, according to claim 24, characterized in that the fuel intake assembly (126, 128) is installed in the engine (134) by means of an intake manifold (132).
    [0030]
    30. DEVICE, according to claim 29, characterized by the fuel intake assembly (126, 128) comprising fuel injectors for the first and second fuels.
    [0031]
    31. DEVICE, according to claim 24, characterized in that the engine has an exhaust manifold (138) from which a first exhaust pipe (162) extends to be coupled to one of the air pumps (144, 146, 148) and said first exhaust pipe (162) has, in it, a first processor-controlled valve (150) and where a second exhaust pipe (158) extends from the exhaust manifold (138), where the said second exhaust pipe (158) has a second processor controlled valve (152) positioned thereon.
    [0032]
    32. DEVICE, according to claim 31, characterized by the first exhaust pipe (162) additionally coupling to a bypass exhaust pipe (163) 5 within which a processor-controlled relief valve (178) is positioned.
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    同族专利:
    公开号 | 公开日
    CN103052782A|2013-04-17|
    WO2011154027A1|2011-12-15|
    US20110297115A1|2011-12-08|
    MX2012013845A|2013-04-24|
    US11236686B2|2022-02-01|
    MX342713B|2016-10-10|
    ZA201300102B|2014-03-26|
    US20150090223A1|2015-04-02|
    AU2010355041A1|2013-01-24|
    KR20140024235A|2014-02-28|
    EA201291481A1|2013-05-30|
    US8931463B2|2015-01-13|
    JP2013533413A|2013-08-22|
    CA2801791A1|2011-12-15|
    US20200355127A1|2020-11-12|
    US10738718B2|2020-08-11|
    EP2577030A1|2013-04-10|
    BR112012031108A2|2017-12-12|
    BR112012031108A8|2018-06-12|
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    法律状态:
    2019-01-08| B06F| Objections, documents and/or translations needed after an examination request according [chapter 6.6 patent gazette]|
    2019-05-21| B06T| Formal requirements before examination [chapter 6.20 patent gazette]|
    2019-10-15| B06A| Patent application procedure suspended [chapter 6.1 patent gazette]|
    2019-11-19| B25A| Requested transfer of rights approved|Owner name: H2 IP INVESTMENTS LTD. (GB) |
    2020-04-07| B09A| Decision: intention to grant [chapter 9.1 patent gazette]|
    2020-10-27| B16A| Patent or certificate of addition of invention granted [chapter 16.1 patent gazette]|Free format text: PRAZO DE VALIDADE: 20 (VINTE) ANOS CONTADOS A PARTIR DE 30/12/2010, OBSERVADAS AS CONDICOES LEGAIS. |
    优先权:
    申请号 | 申请日 | 专利标题
    US12/795,440|US8931463B2|2010-06-07|2010-06-07|Bi-fuel engine with increased power|
    US12/795,440|2010-06-07|
    PCT/EP2010/007972|WO2011154027A1|2010-06-07|2010-12-30|Bi-fuel engine with increased power|
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