FIELD OF THE INVENTION
The present invention relates to a gaseous reducer system to control gas flow for emission reduction and CO2 improvement in vehicles.
BACKGROUND
In conventional engines operated gaseous fuel like liquid petroleum gas (LPG) or natural gas, the fuel is supplied through a gaseous reducer to the engine. The gaseous reducer includes a diaphragm that is operated to regulate the flow of fuel. However, in such a system it is difficult to attain fuel economy. As the mechanically operated gaseous reducer controls fuel flow rate based on the engine speed, throttle position and the vacuum felt at the reducer. This provides poor fuel economy and also higher emissions. There is a need for providing a system with improved fuel economy at the same time reduces the emissions.
Moreover, conventionally an electronically operated gaseous reducer is known to control the fuel flow. However, such systems consume higher power. Especially, vehicles nowadays are provided with a various electronic system like a vehicle control unit, anti-lock braking system, continuously running headlamp, vehicle security, or onboard diagnostics. Such systems draw power from an onboard auxiliary power source. Thus, the electronically operated gaseous reducer drains the battery thereby affecting the operation of the vehicle at the same time affects the operation of other electronic systems.
Thus, there is a need for a system that is capable of addressing the aforementioned and other problems in the prior art. The system should be capable of reducing power consumption at the same time reduce emission and improve the fuel economy.
DISCUSSION OF THE PRIOR ART
US 20070257512 Al titled "Fuel efficient dynamic air dam system" describes a method that reduces the induced drag effects which minimize the fuel used in the vehicles fitted. The motor vehicles have aerodynamic friction, known as drag.

Aerodynamic drag of a vehicle which is caused by either the parasitic or induced drag greatly affects the fuel efficiency. The parasitic drag can be fixed because of the shape and overall design of a vehicle. Laminar flow of air over the smooth surfaces of the vehicle’s hood, roof, windows, side mirrors and door panels is the primary cause of parasite drag whereas the induced drag which is variable, is mainly due to the differential pressure effects of air flowing around, under and above a vehicle and also by the relative airflow caused due to both the wind and the ground effect, and atmospheric air density. The aerodynamic controller functions in such a way to dynamically control the airflow using computer controlled movable air dams and airfoils on motor vehicles.
US7849835B2 titled “Internal Combustion Engine Control for Improved Fuel Efficiency” describes a variety of arrangements and methods to improve the fuel efficiency of the internal combustion engine. An engine is controlled to operate in a skip fire variable displacement mode. To provide a desired output by the engine, feedback control is used that determines how many working cycles to be skipped. During the active working cycles, the working chambers are provided with the optimized amount of air and fuel, to make the fired working chambers work at the efficiencies that are close to the optimal efficiency. Using the predictive adaptive control, the appropriate firing patterns are determined, and the sigma-delta controllers work well for this purpose. The feedback comprised feedback indicating the actual and requested working cycle firings. On the firing opportunity, firings are determined by firing opportunity basis. The indicator of the current rotational speed of the engine is used for the controller as a clock input, to make the skipped working cycles to be skipped.
US7607503B1 titled “Operating a Vehicle with High Fuel Efficiency” describes that to achieve high vehicle fuel efficiency, the fuel consumption has to be reduced both in the city and on the highway during driving. The system gathers the energy from the motion of the vehicle when applying brakes and this energy is used to help in the vehicle propulsion later on, during driving in the city. The energy can be stored in the compressed air reservoir or an electric battery. On the

highway, the engine works in a two-stage gas-expansion cycle, and the engine consists of two cylinders: a primary and secondary cylinder out of which only primary cylinder operates in an internal-combustion mode. The combustion gas, after the expansion in the primary cylinder, faces the second stage of expansion in the secondary cylinder that enhances the engine efficiency. All the cylinders operate in the internal-combustion mode, whenever heavy engine load is needed.
US20070050119A1 titled “Fuel Delivery Control System” describes a fuel delivery control system that comprises a vehicle speed sensor that produces a vehicle speed signal and an engine rotational speed sensor that produces an engine rotational speed signal. There is a control module that calculates the accelerator release delay and a brake depression delay period dependent on the vehicle speed signal and the engine rotational speed signal, and deactivates the delivery of the fuel to the engine after waiting for at least one of the accelerator release delay period after the release of the accelerator pedal and a brake depression delay period after the depression of the brake pedal.
US6307277B1 titled “Apparatus and Method for a Torque and Fuel Control System for a Hybrid Vehicle” describes a control method for fuel management for a hybrid electric vehicle comprising an internal combustion engine and an electric motor, both propels the vehicle and are arranged in parallel. The system includes an electric motor driven fuel pump and a programmable microprocessor. The method of the invention includes monitoring the vehicle speed and sensing the brake pressure, and directing the signals from both the vehicle speed and braking to the microprocessor and inputs are processed in relation to the aggressive fuel management program that includes shut-off of the flow of the fuel to the gas engine when the vehicle brakes at the vehicle speeds that is above a predetermined maximum hysteresis speed. The fuel shut-off is also maintained when the vehicle speed reaches beyond a set speed while governing the electric motor to provide regenerative braking or start to the vehicle during the fuel shut-off modes of operation.

SUMMARY OF THE INVENTION
The reducer system consists of a pressure regulator having a valve seat, diaphragm, spring, etc. It is used to control the gas flow based on suction at the reducer, airflow rate, and reducer outlet area. Based on the suction and airflow rate, the diaphragm controls the gas flow area by opening and closing the valve seat about a pivot. The flow outlet area is reduced through an adjuster member to achieve lean combustion with the normal reducer. The diaphragm movement or lever movement is controlled both mechanically and electrically to get the desired full load performance characteristics and progressively letting the diaphragm come up to meet the part load lambda requirements. The required movement of the diaphragm is achieved by using a solenoid valve, stepper motor, any progressive type electrical valves and also vacuum controlled progressive valves. All these devices control the position of the diaphragm through a plunger. The solenoid current can be varied to control the movement of the solenoid plunger which in turn controls the diaphragm movement.
Thus, the different positions of the plunger can be mapped to the TCI or ECU unit. The ECU receives a signal from engine speed sensor and throttle position sensor and sends PWM signal to a solenoid valve to meter the gas flow.
The reducer system works based on engine speed and throttle position signal. Based on the signal, the reducer controls the gas flow to an engine thereby achieving lean combustion. This system has small electronic control unit (ECU) that operates a solenoid only during a high load demeans. In an embodiment, the ECU is integrated into the TCI or as a separate unit. Thus, the need for a higher capacity battery is eliminated.
In this invention, a gaseous reducer system of a vehicle to control gas flow to an engine for lean combustion, without using a higher capacity battery having, a fuel supply cylinder, a pressure regulator, a solenoid, an electronic control unit (ECU), an engine, a mixer body, an air filter, and an ignition switch. The fuel supply cylinder is mounted to the vehicle and connected to the pressure regulator. The pressure regulator includes the solenoid. The electronic control unit (ECU) is

connected to the solenoid. The pressure regulator is connected to the mixer body. The ECU receives one or more inputs from the engine comprising parameters such as engine speed (rpm), load that is analogous to throttle position, and throttle position. The pressure regulator connected to the mixer body combines the fuel with air, as received from the air filter. The pressure regulator is adapted to provide fuel quantity with a lean air-fuel mixture which is supplied to the engine. The pressure regulator comprises a body, a lid, a fuel inlet, an adjuster member, a fuel outlet, a solenoid, a diaphragm, a lever, a lever pin, and a lever connection.
Further, the body consists of the fuel inlet, and the adjuster member provided near the fuel outlet. The body also includes the diaphragm that is provided therein. The diaphragm is connected to the lever that is hingedly provided. The lever has a fulcrum point. A lever first end is connected to the lever and a second end of the lever is connected to the adjuster member, which is a spring load cap. The solenoid is mounted to the lid and is functionally connected to the lever via the lever connection. The solenoid includes an electrical contact through which the lever is connected to the ECU. The ECU activates the solenoid, whereby said solenoid pushes the lever first end down as the lever first end is connected to the solenoid. The solenoid can also be mounted to any side of either the body or the lid. The hingedly connected lever moves pivotally about the fulcrum point resulting in movement of the lever pin that alters access area of the fuel outlet to enable more fuel supply from the fuel supply cylinder to the engine, thus results in provision of rich mixture to the engine thereby offering higher power and to address higher power demand during higher load or higher speed requirements. The system provides lean mixture during operation of the diaphragm based on engine vacuum or pressure, and the engine operates using a lean mixture.
In the present invention, a method to control gas flow to an engine for lean combustion, without using a higher capacity battery of the gaseous reducer system having, a fuel supply cylinder, a pressure regulator, a solenoid, an electronic control unit (ECU), an engine, a mixer body, an air filter, and an ignition switch, comprising the steps of, starting by turning ON the ignition switch, reading

parameters by the ECU from the engine to identify throttle position, said parameters including any one of an engine speed and an engine load, checking for a solenoid map by the ECU, identifying by the ECU whether the vehicle is operating at either a high load or if high power is required, depending on the parameters including any one of the engine speed and the engine load, and activating the solenoid, deactivating the solenoid if throttle position signal (TPS is below the high load region, and checking the parameters by the ECU continuously until the ignition switch is ON until the end of process.
This is applicable to all gaseous fuels (LPG and CNG) single cylinder and multi-cylinder engines. Electronic fuel injection system is another method to solve the discussed problem.
BRIEF DESCRIPTION OF THE DRAWINGS
Figure 1 illustrates the schematic view of the gaseous reducer.
Figure 2 illustrates the top view of the pressure regulator, in accordance with an embodiment of Figure 1.
Figure 3 illustrates the top view of pressure regulator without a lid.
Figure 4 illustrates the perspective view of the pressure regulator.
Figure 5 illustrates the cross-section of pressure regulator taken along X-X’.
Figure 6 illustrates the flowchart depicting a method of operation of the gaseous reduce system.
Figure 7 illustrates the graph for vehicle speed, and power consumption plotted against time.
DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS
The present subject matter is for a two or a three-wheeled vehicle with a compact layout.
Figure 1 shows a vehicle that includes a fuel supply cylinder (1) mounted to the vehicle. The fuel supply cylinder (1) is connected to a pressure regulator (2). The

pressure regulator (2) includes a solenoid (3) mounted to the regulator (2). An electronic control unit (ECU) (4) is connected to the solenoid (3). The ECU (4) receives one or more inputs from the engine. The parameters include engine speed (rpm), load that is analogous to a throttle position, or throttle position. The pressure regulator (2) is connected to a mixer body (6) for mixing the fuel with air, which is received from an air filter (7). The pressure regulator (2) is adapted to provide fuel in quantity to a provide lean air-fuel mixture. This lean air-fuel mixture is supplied to the engine (5).
The entire system is depicted in Figure 2 to Figure 5. The pressure regulator (2) includes a body (101) and a lid (102), shown in Figure 2. The body (101), hereinafter interchangeably referred to as chamber (101), includes a fuel inlet (103) and an adjuster member (104) provided near a fuel outlet (105) (shown in Figure 4). The chamber (101) includes a diaphragm (107) (shown in Figure 3) that is provided therein. The diaphragm (107) is connected to a lever (108) that is hingedly provided. The lever (108) has a fulcrum point. A lever first end (108A) (shown in Figure 4) is connected to the lever (108). A second end of the lever (108B) is connected to the adjuster member (104), which is spring load cap.
A solenoid (106) is mounted to the lid (102). In another embodiment, the solenoid (106) may be mounted to any side of the body (101) or the lid (102). Further, the solenoid (106) is functionally connected to the lever through a lever connection (110) (shown in Figure 5). The solenoid (106) includes an electrical contact (111) through which the lever (108) is connected to the ECU (4). The ECU (4) activates the solenoid (3), whereby the solenoid (106) pushes the lever first end (108A) down as the lever first end is connected to the solenoid (106). As the lever (108) is hingedly connected, moves pivotally about the fulcrum point. This results in movement of a lever pin (109) (shown in Figure 3) that varies access area of the fuel outlet (105). This enables supply for more fuel from the cylinder (1) to the engine (4). Thus, results in the provision of a rich mixture to the engine (5) thereby providing higher power and addressing higher power demand during higher load or higher speed requirements.

Figure 6 depicts a flowchart for a method of operation of the gaseous reducer system. Initially the ECU (4) checks for a status of an ignition switch (not shown), which is available in all two-wheeled and three-wheeled vehicles. Once the ignition switch is ON (202) after the start (201), the ECU (4) reads the parameters from the engine (5) like engine speed or engine load, which is the throttle position (203). In the present embodiment, the ECU (4) will check for a solenoid map (204), and depends on the parameters read, the ECU (4) will identify that the vehicle is operating at a high load (205) or there is a demand for high power and activates the solenoid (207). Once the throttle position signal (TPS) is below the high load region, the solenoid (3) is deactivated (206). The ECU (4) continuously checks the parameters until the ignition switch is ON (208) till the process stops (209).
Figure 7 depicts a graph plotting vehicle speed with time and the power consumption of the system with time. The line ‘speed’ depicts the speed of the vehicle, which is analogous to the power consumption. As depicted in the graph, the power consumption till 60 seconds is low as there is no demand for higher speed. Once the ECU (4) detects the higher loads demands at A or B, the solenoid is activated. The power consumption is depicted at points A’ and B’ only, and at the remaining of the vehicle speed, the power consumption of the system is zero. Thus, the power consumption is reduced, and power is saved.
An advantage of the present system is that the reducer system utilizes about five times less power when compared to a conventional system that operates only on an electronic system.
Therefore, the reducer system provides lean mixture during operation of the diaphragm based on engine vacuum or pressure. The engine operates a using lean mixture, and the fuel economy is high. The system provides a rich mixture only when there is demand from the user. Moreover, the system utilizes less power thereby saving power for operation of other systems of the vehicle, and the reliability of the vehicle is also improved.

WE CLAIM
1. A gaseous reducer system of a vehicle to control gas flow to an engine for
lean combustion, without using a higher capacity battery having, (a) a fuel
supply cylinder (1), (b) a pressure regulator (2), (c) a solenoid (3), (d) an
electronic control unit (ECU) (4), (e) an engine (5), (f) a mixer body (6),
(g) an air filter (7), and (h) an ignition switch, wherein,
the fuel supply cylinder (1) is mounted to the vehicle and connected to the pressure regulator (2);
the pressure regulator (2) includes the solenoid (3);
the electronic control unit (ECU) (4) is connected to the solenoid (3); and
the pressure regulator (2) is connected to the mixer body (6).
2. The gaseous reducer system of claim 1, wherein the ECU (4) receives one or more inputs from the engine (5) comprising parameters such as engine speed (rpm), load that is analogous to throttle position, and throttle position.
3. The gaseous reducer system of claim 1, wherein the pressure regulator (2) connected to the mixer body (6) combines the fuel with air, as received from the air filter (7).
4. The gaseous reducer system of claim 1, wherein the pressure regulator (2) is adapted to provide fuel quantity with a lean air-fuel mixture which is supplied to the engine (5).
5. The gaseous reducer system of claim 1, wherein the pressure regulator (2) comprises, a body (101), a lid (102), a fuel inlet (103), an adjuster member (104), a fuel outlet (105), a solenoid (106), a diaphragm (107), a lever (108), a lever pin (109), and a lever connection (110), wherein:
the body (101) consists of the fuel inlet (103), and the adjuster member (104) provided near the fuel outlet (105);

the body (101) also includes the diaphragm (107) that is provided therein;
the diaphragm (107) is connected to the lever (108) that is hingedly provided;
the lever (108) has a fulcrum point;
a lever first end (108A) is connected to the lever (108) and a second end of the lever (108B) is connected to the adjuster member (104), which is a spring load cap;
the solenoid (106) is mounted to the lid (102) and is functionally connected to the lever (108) via the lever connection (110);
the solenoid (106) includes an electrical contact (111) through which the lever (108) is connected to the ECU (4); and
the ECU (4) activates the solenoid (106), whereby said solenoid (106) pushes the lever first end (108A) down as the lever first end (108A) is connected to the solenoid (106).
6. The gaseous reducer system of claim 5, wherein the solenoid (106) can also be mounted to any side of either the body (101) or the lid (102).
7. The gaseous reducer system of claim 5, wherein the hingedly connected lever (108) moves pivotally about the fulcrum point resulting in movement of the lever pin (109) that alters access area of the fuel outlet (105) to enable more fuel supply from the fuel supply cylinder (1) to the engine (4), thus results in provision of rich mixture to the engine (5) thereby offering higher power and to address higher power demand during higher load or higher speed requirements.
8. The gaseous reducer system of claim 1, wherein said system provides lean mixture during operation of the diaphragm (107) based on engine vacuum or pressure, and the engine (4) operates using a lean mixture.

9. A method to control gas flow to an engine (4) for lean combustion, without using a higher capacity battery of the gaseous reducer system having, a fuel supply cylinder (1), a pressure regulator (2), a solenoid (3), an electronic control unit (ECU) (4), an engine (5), a mixer body (6), an air filter (7), and an ignition switch, comprising the steps of:
starting (201) by turning ON the ignition switch (202);
reading parameters by the ECU (4) from the engine to identify throttle position (203), said parameters including any one of engine speed and an engine load;
checking for a solenoid map (204) by the ECU (4);
identifying by the ECU (4) whether the vehicle is operating at either a high load (205) or if high power is required, depending on the parameters including any one of the engine speed and the engine load, and activating the solenoid (207);
deactivating the solenoid (206) if throttle position signal (TPS) is below the high load region; and
checking the parameters by the ECU (4) continuously until the ignition switch is ON (208) until the end of the process (209).