CN100467849C - 汽化燃料喷射系统及方法 - Google Patents
汽化燃料喷射系统及方法 Download PDFInfo
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- 238000002347 injection Methods 0.000 title claims abstract description 22
- 239000007924 injection Substances 0.000 title claims abstract description 22
- 238000000034 method Methods 0.000 title claims description 24
- 230000008016 vaporization Effects 0.000 claims abstract description 93
- 238000009834 vaporization Methods 0.000 claims abstract description 46
- 238000002485 combustion reaction Methods 0.000 claims abstract description 24
- 238000010304 firing Methods 0.000 claims description 19
- 238000010438 heat treatment Methods 0.000 claims description 14
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Abstract
一种用于燃烧发动机的汽化燃料喷射系统,该系统包括燃料汽化室和双向阀。该燃料汽化室具有室入口和室出口,并通过室入口与燃料源相连。该燃料汽化室将输入给室入口的燃料进行汽化并把汽化燃料输送到室出口。双向阀具有第一和第二阀入口以及一个阀出口。第一阀入口与燃料汽化室出口相连,第二阀入口与燃料源相连。双向阀是可切换的,它只允许燃料从第一或第二阀入口的其中一个流到阀出口。
Description
技术领域
本发明涉及燃料输送系统及方法。具体地说,本发明涉及在燃烧发动机中输送汽化燃料的系统及方法。
背景技术
许多现代发动机通常利用燃料喷射系统来输送燃料,这是因为燃料喷射系统具有许多众所周知的优点,例如这些燃料喷射系统能有效和精确地测量燃料流量以及输送给发动机的燃料和空气的混合情况(空燃比)。燃料喷射系统能在显著提高发动机性能的同时降低发动机废气排放。
输送汽化燃料或输送加热燃料的系统能提高燃烧发动机效率也是众所周知的。美国专利6,415,775B1就公开了一种这样的系统,该美国专利公开了一种燃烧发动机的汽化燃料输送系统,该汽化燃料输送系统需要一种气泡燃料箱来作为汽化燃料的来源。
但是,现有技术中的该系统只适用于具有化油器燃料输送系统的发动机。因此,现有技术中该系统的燃料处理装置具有多个缺点。第一,加热燃料蒸汽能增加燃料内能从而有利于发动机燃料经济性和减少排放,但是该系统不能有效地加热燃料蒸汽。第二,该系统不能通过加热燃料蒸汽而产生为燃料喷射的目的所需要的高压燃料蒸汽。第三,该系统不能有效而快速地产生用于燃料喷射的经预热和增压的足够燃料蒸汽。
因此,需要一种新的、改进的汽化燃料输送系统来解决现有技术中存在的问题,这种新的、改进的汽化燃料输送系统具有以下优点:
1)为了化学反应过程即燃烧过程,通过汽化过程将汽油燃料分解为最小的分子尺寸以使其总的表面积最大化。通过这种方式,反应速度将显著增加,燃烧时的能量释放速度也将显著增加。
2)在高温下点燃气态汽油燃料,燃料的完全燃烧过程将不产生未燃烃类。因此,发动机功率输出将实现最大化而空气污染将实现最小化。
3)利用散热器/排气管/发动机缸体散失的热量来使汽油燃料汽化,施加到燃料汽化室上的热量将有效地增加汽油燃料的内能,同时不像使用电加热线圈那样增加发电机或发动机的负荷。因此,燃烧期间燃烧室内释放的能量将显著地增加。
4)在发动机正常运行状态下,同喷射液体形式的燃料相比,向燃烧室内喷射相对较少的汽化燃料不会影响发动机性能。
5)同喷射液体形式的燃料相比,向发动机燃烧室内喷射相同量的或较多量的汽化燃料可以提高加速的速度。
发明内容
按照本发明的一个实施例,提供了一种用于燃烧发动机的汽化燃料喷射系统。该系统包括燃料汽化室和双向阀。该燃料汽化室具有第一入口和第一出口,并通过第一入口与燃料源相连。该燃料汽化室将输入第一入口的燃料进行汽化并把汽化燃料输送到第一出口。双向阀具有第一和第二阀入口以及一个阀出口。第一阀入口与燃料汽化室的第一出口相连,第二阀入口与燃料源相连。双向阀是可切换的,它只允许燃料从第一阀入口和第二阀入口的其中一个流到阀出口。
按照本发明的另一个实施例,提供了一种汽化燃料喷射系统。该系统包括用于存储要被加热的燃料的燃料汽化室装置,用于控制燃料流入汽化室内的第一流体控制装置,用于控制加热的气态燃料流出汽化室的第二流体控制装置,以及用于加热汽化室内的燃料的加热装置。燃料汽化室装置内的燃料被加热到气体状态,并在第一和第二流体控制装置的控制下被输送到燃烧发动机的燃烧室。当所述燃料汽化室装置的当前压力达到或超过预定的压力时,所述第二流体控制装置控制加热的气态燃料从所述燃料汽化室装置流出,当所述燃料汽化室装置的当前温度达到或超过预定的温度时,所述第一流体控制装置控制燃料流入所述燃料汽化室装置。
按照本发明的另一个实施例,提供了一种将喷入燃烧发动机的燃料加热到高温高压气体状态的方法。该燃烧发动机包括燃烧室,燃料源和汽化室。该方法包括加热所述汽化室的步骤。当汽化室的温度达到预定的温度值时,允许燃料从燃料源流入汽化室。当汽化室的压力达到预定的压力值时,允许燃料从汽化室流入燃烧室。
附图说明
参照以下说明书和附图的内容将会更容易地理解本发明的目的和特征,其中:
图1是按照本发明的一个实施例,用于燃烧发动机电控汽化燃料喷射系统的方框图。
图2是按照本发明的一个实施例,用于提供燃烧发动机汽化燃料喷射系统的方法流程图。
图3是按照本发明的另一个实施例,用于燃烧发动机中机械控制的汽化燃料喷射系统的方框图,以及
图4是按照本发明的另一个实施例,用于燃烧发动机汽化燃料喷射系统的方框图,该燃烧发动机具有一压缩机。
具体实施方式
图1是按照本发明一个实施例的燃料喷射系统的方框图。燃料喷射系统100a配置于燃烧发动机上并与其共同工作,该燃烧发动机例如是汽油发动机。燃料喷射系统100a包括燃料汽化室3,该燃料汽化室3通过增压燃料管道与燃料源例如燃料泵(未示出)相连,增压燃料管道在入口(燃料汽化室入口)处通过燃料喷射阀2与燃料汽化室3相连。燃料汽化室3还在出口(燃料汽化室出口)处与双向阀4相连。该双向阀4可以例如是Y形阀,该Y形阀包括两个入口(阀入口)和一个出口(阀出口),并将流体限制为从其中一个入口流向出口。
增压燃料管道在燃料喷射阀2上游的分支进入液体模式分支7,该增压燃料管道与双向阀4的第二个入口相连。双向阀4的出口与燃烧发动机的燃料喷射器1相连。因此,增压燃料可以通过燃料汽化室3或者直接通过液体模式分支7供给双向阀4。该双向阀4是可换向的,从而限制流体从燃料汽化室3或者直接从液体模式分支7供给燃料喷射器1。
很容易理解的是,上述系统可以改变为各种各样的构型,在此所述的实施例并不是对本发明的限制。例如,在燃烧发动机上,汽化燃料喷射系统可以被复制给每个燃料喷射器喷嘴,或者给所有的燃料喷射器喷嘴使用一个或多个公共的汽化室。同样,图1中的双向阀和燃料喷射器1可以利用双燃料喷射器来代替。美国专利6,431,471B2中的汽油处于液体状态或处于汽化状态。最初,双燃料喷射器将液体状态的燃料喷入燃烧室。当汽化燃料室中的蒸汽压力增大到高于液态燃料的压力时,压力差引起两个燃料供应管道之间的切换,从而将增压汽态燃料喷入燃烧室进行燃烧。
燃料汽化室3可以是压力控制室,用于加热/汽化燃料,燃料例如是汽油或丙烷。供给燃料汽化室3的热量可以来自多种热源,例如发动机缸体,散热器,排气管,以及其它热交换器等。燃料喷射阀2可以是传统的阀或者燃料喷射器,其中燃料喷射器具有将燃料喷射到室内的装置,从而产生更完全的燃料汽化以及能够对燃料进行加热。
电控单元(ECU)10与发动机各个子系统相连并控制这些子系统,这些子系统包括燃料输送系统。相应地,ECU10包括各种子部件,例如用于存储系统设定值和构型数据的存储单元或EPROM10a,模数A/D转换器10b,处理器或控制模块10c,以及数模D/A转换器10d。ECU10可以与温度传感器5和压力传感器6连接并接收来自二者的数据,这两个传感器分别测量汽化室3的温度和压力。因此,温度传感器5和压力传感器6被合适地安置在系统内以进行上述测量。
ECU10与双向阀4、燃料喷射阀2及燃料喷射器1相连并对它们进行控制,从而调整系统100a的燃料流动路径。本领域普通技术人员可以容易地理解,ECU10的构成可以变化从而与现代计算结构相结合。
接下来结合图2的流程图描述系统100a的具体工作过程。发动机起动后,在步骤S2-1通过温度传感器5确定汽化燃料室3内的当前温度T1。当燃料汽化室3的温度T1低于预定值TP(例如在发动机起动时的低温)时,在步骤S2-3将系统设定为液体模式的燃料喷射模式。在该模式下,在步骤S2-4,ECU10进行阀调整从而建立液体模式流动路径。因此,从燃料汽化室3到燃料喷射器1的通道被关闭,调整双向阀4使得液体燃料从液体分支7供给燃料喷射器1。此时燃料喷射阀2被控制为不工作,不能将燃料喷入燃料汽化室3进行汽化。在起动时,液体模式可以是默认的系统调整模式,因此,该调整可能已经完成了,因此可以跳过步骤S2-3和S2-4。然后程序返回步骤S2-1来监视温度,并重复进行上述过程。
燃料汽化室3被加热到预定温度TP(例如足以使燃料汽化的温度)后,在步骤S2-2将确认T1大于TP,程序继续执行步骤S2-5。
在步骤S2-5,ECU10打开燃料喷射阀2,燃料被喷入汽化室3。在液态燃料模式下该过程持续进行,直至室3中的压力P1变得足够大,室3中的压力是指燃料蒸汽压力。在步骤S2-6,在室3内测量压力(例如通过查询压力传感器6)。如果测量的压力P1大于预定压力PP,那么就认为系统已经准备好进行汽化燃料喷射。然后,在步骤S2-8,ECU10执行气体模式燃料喷射,并在步骤S2-9进行阀调整以切换到气体模式流动路径。ECU10通过切换双向阀4打开从汽化燃料室3到燃料喷射器1的通道,从而允许汽化燃料(蒸汽状态的汽油)喷入发动机用于燃烧而禁止液态燃料进入燃料喷射器1。
本领域技术人员知道,像丙烷等燃料本身已处于气态形式,也可以将上述方法用于把燃料加热到热的气态形式,从而有利于更好的燃烧并提高燃料经济性。可以根据燃料类型、燃料等级、发动机需求等来适当地设定TP和PP。
根据本发明的第二实施例,如图3所示是机械控制的汽化燃料输送系统。在该实施例中,系统100b包括像100a这样相同的基本部件,并执行如图2所示的相同的方法步骤,不同的是系统100b不需要ECU来控制从液态模式到气态模式的切换,因为系统100b利用的是机械驱动阀(例如泄压阀等)。因此,双向阀4是压力控制的,燃料喷射阀2是温度控制的。
当燃料汽化室3的压力较低时(P1<PP),从燃料汽化室3到燃料喷射器1的通道通过压力控制的双向阀4在阀4a处被关闭,进行正常模式(液态模式)的燃料喷射。PP是打开或切换压力控制的双向阀4的触发压力。假设室3中的温度T1低于预定温度TP,那么此时温度控制的燃料喷射阀2不工作,没有燃料被喷入燃料汽化室3进行汽化。
发动机起动后,燃料汽化室3被热源所加热,燃料汽化室3的温度T1增加。当温度足够高并达到预定温度TP时,温度控制的燃料喷射阀2被打开,从而允许燃料喷入汽化室3。TP是温度控制的燃料喷射阀2的触发/设定温度。
随着燃料被喷入汽化室和被加热,汽化室3中的燃料蒸汽压力将增大。当燃料汽化室的压力P1达到或超过预定的值PP(例如对汽态模式来说足够高的压力)时,压力控制的双向阀4切换到位置4b并打开从燃料汽化室3到燃料喷射器1的通道。这样,高温、高压汽化燃料(汽油燃料)被喷入发动机用于燃烧。
操作温度和压力驱动的控制阀对本领域普通技术人员来说是很容易的。应当理解的是,TP和PP可以根据燃料类型、燃料等级、发动机类型等来设定。同样应当理解的是,汽化室的大小和数量可以根据需要进行变化。优选地,温度TP被设定地越高越好,并且接近于但低于发动机温度继电器的阀开启温度。这样,在散热器风扇打开并产生热损失之前,发动机的热量被用于加热燃料,除非采用的是发动机缸体之外的独立加热装置来对燃料进行加热。
如图4所示,可以在汽化室下游添加压缩机从而在喷射之前对汽化燃料进行压缩。除了燃料汽化室3中的燃料要输送给压缩机外,图4中的系统100c与图1中的相同,该压缩机与绝热的燃料室7相连,燃料室7又与双向阀4相连。双向阀4可以具有内置的压力调节器。
与前面的实施例相类似,当燃料汽化室3被发动机缸体、散热器、废气等热源加热并且所述室3内的温度达到所需的最小温度TP后,进行液态模式喷射,燃料流入燃料汽化室3。但是,当燃料汽化室3内建立起最小压力PP并且ECU10执行气态模式燃料喷射时,压缩机8工作从而将燃料蒸汽从室3中抽取和压缩输送到绝热的燃料室7中,使得燃料蒸汽具有较高的压力。当绝热的燃料室7中达到燃料喷射需要的压力(第二预定压力)时,双向阀4切换到位置1,从而允许汽化燃料(蒸汽状态的汽油)被喷射用于燃烧。
如果需要,可以给绝热的燃料室7安装第二压力传感器(未示出),从而将压力信号传送给ECU10,这样可以根据绝热的燃料室7内的压力(例如当绝热的燃料室7内达到最大压力时)停止压缩机8的工作,也可以根据绝热的燃料室7内的压力切换双向阀4的位置。
这样,在此结合附图完整地描述了本发明的内容。尽管通过这些优选实施例描述了本发明,但是对于本领域技术人员来说,可以容易地对本发明进行修改、变化以及进行结构替换,但是这些修改、变化和结构替换都在本发明的精神实质和范围之内。
例如,当系统执行汽化燃料模式时,空气/燃料比发生变化,因此氧气控制系统可以相应的变化以达到最佳性能。但是在没有氧气控制系统的情况下当系统执行汽化燃料模式时也可以达到最佳性能,这是通过ECU增加或减少喷射时间而准确控制喷入燃烧室的燃料量来完成的。
Claims (11)
1.一种将燃料加热到高温、高压气体状态而喷射到燃烧发动机内的方法,该燃烧发动机包括燃烧室、燃料源和汽化室(3),所述方法包括如下步骤:
加热所述汽化室(3);
当所述汽化室(3)的温度达到预定的温度值时,允许燃料从所述燃料源流到所述汽化室(3)内;以及
当所述汽化室(3)的压力达到预定的压力值时,允许燃料从所述汽化室(3)流到所述燃烧室内。
2.如权利要求1所述的方法,还包括如下步骤:
首先禁止燃料流到所述汽化室(3)内,并且允许燃料直接从所述燃料源流到所述燃烧室。
3.如权利要求1所述的方法,其中所述允许燃料流到所述汽化室(3)内的步骤还包括如下步骤,测量所述汽化室的当前温度,并将该当前温度与所述预定的温度值进行比较,当所述当前温度达到或超过所述预定的温度值时,允许燃料流到所述汽化室(3)内。
4.如权利要求1所述的方法,其中所述允许燃料从所述汽化室(3)流到所述燃烧室的步骤还包括如下步骤,测量所述汽化室(3)的当前压力,并将所述当前压力与所述预定的压力值进行比较,当所述当前压力达到或超过所述预定的压力值时,允许燃料从所述汽化室(3)流到所述燃烧室。
5.如权利要求1所述的方法,其中所述允许燃料从所述汽化室(3)流到所述燃烧室的步骤还包括如下步骤:
测量所述汽化室(3)的当前压力,并将所述当前压力与所述预定的压力值进行比较;
当所述当前压力达到或超过所述预定的压力值时,从所述汽化室(3)中抽取并压缩燃料;以及
当所述压缩的燃料的压力达到或超过第二预定值时,允许压缩燃料流到所述燃烧室。
6.如权利要求4所述的方法,其中所述发动机包括安置在所述汽化室(3)内并与电控单元(10)相连的温度传感器(5)和压力传感器(6),该电控单元包括处理器(10c)和存储器(10a),并配置成控制该燃烧发动机内的燃料路径,所述方法还包括如下步骤:
将所述预定的温度值和压力值存储到所述电控单元(10)的存储器(10a)中;
其中,所述电控单元(10)分别从温度传感器(5)和压力传感器(6)接收当前温度和压力,分别将所述当前温度和当前压力与所存储的预定温度值和压力值进行比较。
7.如权利要求1所述的方法,其中所述允许燃料流到所述汽化室(3)内的步骤还包括将所述燃料射流喷射到所述汽化室(3)内。
8.如权利要求4或5所述的方法,其中所述允许燃料流到所述汽化室(3)内的步骤还包括将所述燃料射流喷射到所述汽化室(3)内。
9.如权利要求4或5所述的方法,还包括如下步骤:
当所述汽化室(3)的所述当前温度低于所述预定的温度值时,禁止燃料从所述燃料源流到所述汽化室(3)内;以及
当所述汽化室(3)的所述当前压力低于所述预定的压力值时,允许燃料直接从所述燃料源流到所述燃烧室,并禁止燃料从所述汽化室(3)流到所述燃烧室。
10.一种汽化燃料喷射系统,包括:
用于存储要被加热的燃料的燃料汽化室(3)装置;
用于控制燃料流入所述汽化室(3)内的第一流体控制装置(8);
用于控制加热的气态燃料流出所述汽化室(3)的第二流体控制装置(4);以及
用于加热所述汽化室内燃料的加热装置;
其中所述燃料汽化室(3)装置内的燃料被加热到气体状态,并在第一和第二流体控制装置(8,4)的控制下被输送到燃烧发动机的燃烧室,
当所述燃料汽化室(3)装置的当前压力达到或超过预定的压力时,所述第二流体控制装置(4)控制加热的气态燃料从所述燃料汽化室(3)装置流出,
当所述燃料汽化室(3)装置的当前温度达到或超过预定的温度时,所述第一流体控制装置(8)控制燃料流入所述燃料汽化室(3)装置。
11.如权利要求10所述的汽化燃料喷射系统,还包括
压缩机装置,该压缩机装置压缩从所述燃料汽化室(3)装置流出的燃料而喷入燃烧室内。
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EP3064747B1 (en) * | 2013-10-28 | 2020-01-01 | Yanmar Co., Ltd. | Auxiliary-chamber-type gas engine |
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2003
- 2003-04-10 US US10/410,181 patent/US6868839B2/en not_active Expired - Fee Related
-
2004
- 2004-04-12 EA EA200501596A patent/EA007476B1/ru not_active IP Right Cessation
- 2004-04-12 AU AU2004230685A patent/AU2004230685A1/en not_active Abandoned
- 2004-04-12 AT AT04758984T patent/ATE401498T1/de not_active IP Right Cessation
- 2004-04-12 WO PCT/US2004/009281 patent/WO2004092569A2/en active Application Filing
- 2004-04-12 CN CNB200480016308XA patent/CN100467849C/zh not_active Expired - Fee Related
- 2004-04-12 CA CA002523335A patent/CA2523335A1/en not_active Abandoned
- 2004-04-12 EP EP04758984A patent/EP1629190B1/en not_active Expired - Lifetime
- 2004-04-12 DE DE602004015101T patent/DE602004015101D1/de not_active Expired - Lifetime
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WO2015074329A1 (zh) * | 2013-11-19 | 2015-05-28 | 郑伯平 | 燃油气内燃机 |
Also Published As
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AU2004230685A1 (en) | 2004-10-28 |
ATE401498T1 (de) | 2008-08-15 |
EP1629190A2 (en) | 2006-03-01 |
EP1629190B1 (en) | 2008-07-16 |
EP1629190A4 (en) | 2006-11-15 |
EA007476B1 (ru) | 2006-10-27 |
WO2004092569A3 (en) | 2005-08-04 |
CA2523335A1 (en) | 2004-10-28 |
WO2004092569A2 (en) | 2004-10-28 |
CN1806114A (zh) | 2006-07-19 |
EA200501596A1 (ru) | 2006-04-28 |
DE602004015101D1 (de) | 2008-08-28 |
US20040200461A1 (en) | 2004-10-14 |
US6868839B2 (en) | 2005-03-22 |
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