High viscosity fuel injection pressure reduction system and method

• US 8,191,534 B2
• Filed: 02/28/2008
• Issued: 06/05/2012
• Est. Priority Date: 02/28/2008
• Status: Active Grant

• Current Assignee: GE Global Sourcing LLC (Westinghouse Air Brake Technologies Corporation)
• Original Assignee: General Electric Company
• Inventors: Gokhale, Manoj Prakash, Jett, Bryan Thomas
• Primary Examiner(s): Cronin, Stephen K
• Assistant Examiner(s): NAJMUDDIN, RAZA NEHAL
• Application Number:
  US12/039,179
• Publication Number:
  US 20090217912A1
• Time in Patent Office: 1,559 Days
• Field of Search: 123/575, 123/576, 123/577, 123/578, 123/510, 123/511, 123/512, 123/513, 123/515, 123/502, 123/445, 123/447, 123/27.R, 123/28.GE, 123/457, 123/297, 123/304, 123/468, 123/469, 123/470, 123/543, 123/544, 123/545, 123/547, 123/456, 123/467, 123/458, 123/514, 123/530, 123/546, 123/179.7, 123/179.8, 123/179.9, 440/88.F
• US Class Current: 123/468
• CPC Class Codes: F02D 2250/31 Control of the fuel pressure
• CPC Class Codes: F02D 41/0025 Controlling engines characterised by use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures
• CPC Class Codes: F02M 43/00 Fuel-injection apparatus operating simultaneously on two or more fuels, or on a liquid fuel and another liquid, e.g. the other liquid being an anti-knock additive
• CPC Class Codes: F02M 55/02 Conduits between injection pumps and injectors , e.g. conduits between pump and common-rail or conduits between common-rail and injectors
• CPC Class Codes: F02M 59/44 Details, components parts, or accessories not provided for in, or of interest apart from, the apparatus of groups F02M59/02 - F02M59/42; Pumps having transducers, e.g. to measure displacement of pump rack or piston

Abstract

An improved high viscosity fuel injection pressure reduction system and method is disclosed for use in an internal combustion engine. The system may include a first fuel line and a second fuel line. The first fuel line may be configured to be coupled upstream of a combustion chamber of the engine when the engine is operated with the first fuel and to provide a first pressurized volume when installed. Likewise, the second fuel line may be configured to be coupled upstream of the combustion chamber of the engine when the engine is operated with the second fuel and to provide a second pressurized volume when installed. The first and second volumes of the fuel lines may provide peak injection pressures lower than a desired pressure when the engine is operated with the first and second fuels, respectively.

Claims

1. An engine system, comprising:

an internal combustion engine configured to operate by combustion of a first fuel or a second fuel;

a first fuel line configured to be coupled upstream of a combustion chamber of the engine when the engine is operated with the first fuel and to provide a first pressurized volume when installed; and

a second fuel line configured to be coupled upstream of the combustion chamber of the engine when the engine is operated with the second fuel and to provide a second pressurized volume when installed;

wherein the first pressurized volume is less than the second pressurized volume and wherein a size of the first pressurized volume is associated with a kinematic viscosity of the first fuel and a size of the second pressurized volume is associated with a kinematic viscosity of the second fuel.

2. The engine system of claim 1, wherein the first fuel is a diesel fuel, a number 1 diesel fuel, or a number 2 diesel fuel, and the second fuel is a marine diesel fuel, marine diesel oil, intermediate fuel oil, residual fuel oil, marine gas oil, or vegetable oil.

3. The engine system of claim 1, wherein the kinematic viscosity of the first fuel is between 1 to 6 centistokes at 40 degree centigrade and the kinematic viscosity of the second fuel is between 6 to 15 centistokes at 40 degree centigrade.

4. The engine system of claim 1, wherein the first volume is between approximately 3000 to 3300 cubic millimeters and the volume of the second fuel line is between approximately 5000 and 5300 cubic millimeters.

5. The engine system of claim 1, wherein the first and second volumes include an internal volume of an injector assembly.

6. The engine system of claim 5, wherein the injector assembly includes a plurality of flow paths.

7. The engine system of claim 1, where the first and second volumes provide a needle lift interval greater than a minimum needle lift interval when the engine is operated with the first and second fuels, respectively.

8. The engine system of claim 7, wherein the minimum needle lift interval is approximately 5 as measured with respect to an angle of a fuel cam of the internal combustion engine.

9. An engine system, comprising:

an internal combustion engine configured to operate by combustion of a first fuel or a second fuel; and

a fuel line configured to be coupled upstream of a combustion chamber of the engine and to provide a pressurized volume when installed, the fuel line being selected from two interchangeable fuel lines with different internal volumes based upon whether the engine is operated with the first fuel or the second fuel, wherein a first of the two interchangeable fuel lines comprises a first internal volume that is less than a second internal volume associated with a second of the two interchangeable fuel lines and wherein a size of the first internal volume is associated with a kinematic viscosity of the first fuel and a size of the second internal volume is associated with a kinematic viscosity of the second fuel.

10. The engine system of claim 9, wherein the first fuel is a diesel fuel, a number 1 diesel fuel, or a number 2 diesel fuel, and the second fuel is a marine diesel fuel, marine diesel oil, intermediate fuel oil, residual fuel oil, marine gas oil, or vegetable oil.

11. The engine system of claim 9, wherein the kinematic viscosity of the first fuel is between 1 to 6 centistokes at 40 degree centigrade and the kinematic viscosity of the second fuel is between 6 to 15 centistokes at 40 degree centigrade.

12. The engine system of claim 9, wherein the internal volume of the first of the two interchangeable fuel lines is between approximately 3000 to 3300 cubic millimeters and the volume of the second of the two interchangeable fuel lines is between approximately 5000 and 5300 cubic millimeters.

13. The engine system of claim 9, wherein each internal volume includes an internal volume of an injector assembly.

14. The engine system of claim 13, wherein the internal volume of the injector assembly includes a plurality of flow paths.

15. A method for configuring an internal combustion engine, comprising:

selecting a fuel line configured to be coupled upstream of a combustion chamber of the engine and to provide a pressurized volume when installed, the fuel line being selected from two interchangeable fuel lines with different internal volumes based upon whether the engine is operated with a first fuel or a second fuel, wherein a first internal volume associated with a first of the two interchangeable fuel lines is less than a second internal volume associated with a second of the two interchangeable fuel lines and wherein a size of the first internal volume is associated with a kinematic viscosity of the first fuel and a size of the second volume internal is associated with a kinematic viscosity of the second fuel; and

installing the fuel line on the engine.

16. The method of claim 15, wherein the fuel line is selected based on the first fuel including a diesel fuel, a number 1 diesel fuel, or a number 2 diesel fuel, and the second fuel including a marine diesel fuel, marine diesel oil, intermediate fuel oil, residual fuel oil, marine gas oil, or vegetable oil.

17. The method of claim 15, wherein selecting the fuel line includes selecting an injector assembly that includes a plurality of flow paths.

18. A method for configuring an internal combustion engine, comprising:

removing a first fuel line from the engine, the first fuel line being coupled upstream of a combustion chamber of the engine when the engine is operated with the first fuel and to provide a first pressurized volume when installed; and

installing a second fuel line in place of the first fuel line, the second fuel line being configured to be coupled upstream of the combustion chamber of the engine when the engine is operated with the second fuel and to provide a second pressurized volume when installed;

wherein the first pressurized volume is less than the second pressurized volume and wherein a size of the first pressurized volume is associated with a kinematic viscosity of the first fuel and a size of the second pressurized volume is associated with a kinematic viscosity of the second fuel.

19. The method of claim 18, wherein the first fuel line is selected based on the first fuel including a diesel fuel, a number 1 diesel fuel, or a number 2 diesel fuel, and the second fuel line is selected based on the second fuel including a marine diesel fuel, marine diesel oil, intermediate fuel oil, residual fuel oil, marine gas oil, or vegetable oil or vice versa.

20. The method of claim 18, wherein the pressure is at least approximately 1000 bar.