CN111287866A - Fuel delivery device for internal combustion engine - Google Patents
Fuel delivery device for internal combustion engine Download PDFInfo
- Publication number
- CN111287866A CN111287866A CN201911258026.5A CN201911258026A CN111287866A CN 111287866 A CN111287866 A CN 111287866A CN 201911258026 A CN201911258026 A CN 201911258026A CN 111287866 A CN111287866 A CN 111287866A
- Authority
- CN
- China
- Prior art keywords
- fuel
- delivery device
- heat exchanger
- fuel delivery
- pump
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Pending
Links
- 239000000446 fuel Substances 0.000 title claims abstract description 95
- 238000002485 combustion reaction Methods 0.000 title claims abstract description 12
- 239000002826 coolant Substances 0.000 claims abstract description 28
- 239000007791 liquid phase Substances 0.000 claims abstract description 22
- 239000012071 phase Substances 0.000 claims abstract description 19
- 238000002347 injection Methods 0.000 claims abstract description 5
- 239000007924 injection Substances 0.000 claims abstract description 5
- 239000007789 gas Substances 0.000 description 16
- IJGRMHOSHXDMSA-UHFFFAOYSA-N Atomic nitrogen Chemical compound N#N IJGRMHOSHXDMSA-UHFFFAOYSA-N 0.000 description 2
- 238000010586 diagram Methods 0.000 description 2
- 238000009413 insulation Methods 0.000 description 2
- 238000004378 air conditioning Methods 0.000 description 1
- 238000009833 condensation Methods 0.000 description 1
- 230000005494 condensation Effects 0.000 description 1
- 230000003111 delayed effect Effects 0.000 description 1
- 230000008020 evaporation Effects 0.000 description 1
- 238000001704 evaporation Methods 0.000 description 1
- 239000012530 fluid Substances 0.000 description 1
- 238000010438 heat treatment Methods 0.000 description 1
- 239000007788 liquid Substances 0.000 description 1
- 229910052757 nitrogen Inorganic materials 0.000 description 1
- 230000008092 positive effect Effects 0.000 description 1
- 230000001105 regulatory effect Effects 0.000 description 1
Images
Classifications
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
- F02M21/00—Apparatus for supplying engines with non-liquid fuels, e.g. gaseous fuels stored in liquid form
- F02M21/02—Apparatus for supplying engines with non-liquid fuels, e.g. gaseous fuels stored in liquid form for gaseous fuels
- F02M21/0218—Details on the gaseous fuel supply system, e.g. tanks, valves, pipes, pumps, rails, injectors or mixers
- F02M21/0221—Fuel storage reservoirs, e.g. cryogenic tanks
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
- F02M21/00—Apparatus for supplying engines with non-liquid fuels, e.g. gaseous fuels stored in liquid form
- F02M21/02—Apparatus for supplying engines with non-liquid fuels, e.g. gaseous fuels stored in liquid form for gaseous fuels
- F02M21/0218—Details on the gaseous fuel supply system, e.g. tanks, valves, pipes, pumps, rails, injectors or mixers
- F02M21/0245—High pressure fuel supply systems; Rails; Pumps; Arrangement of valves
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
- F02M21/00—Apparatus for supplying engines with non-liquid fuels, e.g. gaseous fuels stored in liquid form
- F02M21/02—Apparatus for supplying engines with non-liquid fuels, e.g. gaseous fuels stored in liquid form for gaseous fuels
- F02M21/0218—Details on the gaseous fuel supply system, e.g. tanks, valves, pipes, pumps, rails, injectors or mixers
- F02M21/0287—Details on the gaseous fuel supply system, e.g. tanks, valves, pipes, pumps, rails, injectors or mixers characterised by the transition from liquid to gaseous phase ; Injection in liquid phase; Cooling and low temperature storage
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
- F02M21/00—Apparatus for supplying engines with non-liquid fuels, e.g. gaseous fuels stored in liquid form
- F02M21/02—Apparatus for supplying engines with non-liquid fuels, e.g. gaseous fuels stored in liquid form for gaseous fuels
- F02M21/06—Apparatus for de-liquefying, e.g. by heating
-
- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/10—Internal combustion engine [ICE] based vehicles
- Y02T10/30—Use of alternative fuels, e.g. biofuels
Abstract
The invention relates to a fuel delivery device (1) for a fuel injection device of an internal combustion engine, comprising at least one pump (10, 16), by means of which pump (10, 16) fuel present in a storage tank (4) as a gas in the liquid phase is delivered from the storage tank (4) into a high-pressure region, wherein the fuel undergoes a phase change from the liquid phase to the gas phase within the fuel delivery device (1). A first heat exchanger (21) of a closed coolant circuit (20) is arranged in the storage tank (4), wherein heat can be removed from the fuel in the storage tank (4) by the coolant of the coolant circuit (20) via the first heat exchanger (21).
Description
Technical Field
The present invention relates to a fuel delivery device for a fuel injection device of an internal combustion engine.
Background
From the german application with the reference number 102018215433.3, a fuel delivery device for an internal combustion engine is known, which makes it possible to achieve a rapid return of fuel into a reservoir in order to avoid an increase in the heat input into the reservoir. The fuel delivery device has at least one pump, wherein fuel is delivered from the storage tank into the high-pressure region by means of the at least one pump via at least one line. The high pressure region has a high pressure reservoir. The fuel in the at least one line can be returned to the reservoir by a return device.
Disclosure of Invention
The object of the present invention is to find an alternative fuel delivery device which actively removes thermal energy from a storage tank.
Furthermore, damage to the fuel delivery device due to pressure increases caused by heat input can be avoided by the fuel delivery device according to the invention.
According to the invention, a fuel delivery device for a fuel injection device of an internal combustion engine is proposed, having at least one pump, wherein fuel present in a reservoir as a gas in the liquid phase is delivered from the reservoir into a high-pressure region by means of the at least one pump, wherein the fuel undergoes a phase change from the liquid phase to the gas phase within the fuel delivery device, wherein a first heat exchanger of a closed coolant circuit is arranged in the reservoir, wherein heat can be removed from the fuel present in the reservoir by means of the coolant circuit via the first heat exchanger.
The invention has the advantages that: the coolant circuit can be used to remove thermal energy from the fuel in the reservoir. In this way, the pressure and temperature of the fuel in the reservoir can be kept largely constant or can also be reduced in a targeted manner.
The liquid phase fuel is stored in cold insulated storage vessels (e.g. LNG tanks, cryogenic tanks) at a temperature of-140 ℃. Due to the low temperature, the fuel is in the liquid phase. However, significantly higher temperatures (about-20 ℃) are required for the operation of the engine.
The liquid phase fuel is transported from the reserve container by at least one pump into the piping and other components of the fuel delivery device. The phase change from the liquid phase to the gas phase occurs at the latest when the fuel flows through the heat exchanger.
For this reason, the gas or fuel is present partly in the liquid phase and partly in the gas phase in the lines and components of the fuel delivery device. When the vehicle is parked after, despite the presence of the thermal insulation, heating of the fuel takes place, so that the fuel evaporates and thus brings the evaporation energy into the storage container.
By means of the proposed invention, the amount of thermal energy brought into the reserve container can be reduced. In this way, the time for opening the safety valve on the storage tank can be delayed or completely avoided, since already in the storage tank an excessively high pressure occurs as a result of an undesired heat input. The discharge of gases to the surroundings or back to the gasoline station is both economically and ecologically disadvantageous.
The pressure of the fuel in the reserve container is also reduced by reducing the temperature of the fuel in the reserve container. Due to the higher density of the fuel, the efficiency of the at least one pump can be improved. This also has a positive effect on the filling time/filling cycle of the reserve container if the pressure in the reserve container can drop below the filling station reservoir pressure.
Advantageous embodiments and embodiments of the device according to the invention are also described.
It is advantageous if the second heat exchanger is arranged outside the storage tank, since it acts as a heat sink and in this way prevents a renewed supply of heat into the storage tank.
It is particularly advantageous if the second heat exchanger is thermally connected to a line section which is arranged between the at least one pump and the high-pressure reservoir, since in this way the fuel reaches the required operating temperature more quickly.
A common drive for the compressor and the at least one pump is advantageous due to the cost savings.
If the first heat exchanger is designed as a coil, this can be realized by cost-effective and structurally simple measures.
Drawings
Preferred embodiments of the present invention are illustrated in the accompanying drawings and described in the following specification.
The figures show:
FIG. 1 is a schematic diagram of a fuel delivery apparatus for an internal combustion engine according to a first embodiment, an
Fig. 2 is a schematic diagram of a fuel delivery apparatus for an internal combustion engine according to a second embodiment.
Detailed Description
Fig. 1 shows a fuel injection device of an internal combustion engine, which has a fuel supply device 1. The fuel delivery device 1 has at least one pump 10, 16 which draws fuel from the reservoir 4 and delivers it into a high-pressure region.
The storage tank 4 is designed to contain a fuel, which is present as liquefied gas (LNG) or a gas in the liquid phase. Liquefied gas (LNG), or gas in the liquid phase, is contained in the storage vessel 4 at a very low temperature.
Due to heat input or pressure changes, the fuel may undergo a phase change such that the gas undergoes a state change from a liquid phase to a gas phase. The terms liquid phase fuel or gas phase fuel are used hereinafter to distinguish which state the gas has predominantly.
In order to keep the fuel in the liquid phase, the fuel must be kept in the reserve container 4 at a very low temperature. The storage tank 4 has in a preferred embodiment thermal insulation to avoid heat input from the outside into the fuel.
Even if reserve tank 4 is filled with liquid-phase fuel, a phase change from the liquid phase to the gas phase occurs in a portion of the fuel due to the heat input, so that both gas-phase fuel and liquid-phase fuel are present in reserve tank 4.
Fig. 1 shows an exemplary embodiment in which fuel is supplied by a delivery pump 10 via a line to the intake side of at least one high-pressure pump 16.
In an alternative embodiment, a single pump 10, 16 may be provided which conveys the fuel out of the storage tank 4 via a line and compresses the fuel directly to the required pressure level.
The high-pressure region comprises at least one high- pressure reservoir 18, 30 which is connected to at least one injector 33 for injecting fuel into the combustion chamber. In the first exemplary embodiment, the high-pressure reservoir configured as the buffer tank 18 is connected to the high-pressure rail 30 via a line.
The injector 33 may be configured as a dual-fluid injector and is additionally connected to a high-pressure rail for liquid fuel.
A pressure regulator 19 is arranged between the buffer tank 18 and the high-pressure rail 30. The pressure regulator 19 makes it possible to set a desired pressure situation in the high-pressure rail 30 in that it regulates the amount of fuel flowing from the buffer tank 18 into the high-pressure reservoir 30.
A heat exchanger 31 is arranged between at least one pump 10, 16 and the buffer tank 18. The heat exchanger 31 transfers thermal energy to the fuel in the second line 25 between the at least one pump 10, 16 and the buffer tank 18 such that the fuel partially or completely undergoes a phase change from a liquid phase to a gas phase.
In order to remove thermal energy from the storage tank 4, a first heat exchanger 21 of the closed coolant circuit 20 is arranged inside the storage tank 4. The coolant circulates within the closed coolant circuit, so that the coolant passing through the coolant circuit 20 via the first heat exchanger 21 can remove heat from the fuel in the reservoir.
In addition to the first heat exchanger 21, the closed coolant circuit 20 has a compressor 22, a second heat exchanger 23 and an expansion valve 24, which are connected to one another by means of a line in which the coolant circulates.
The second heat exchanger 23 is arranged outside the reservoir tank 4 in order to release the heat absorbed by the coolant in the reservoir tank to the heat sink of the reservoir tank 4. The heat sink may be, for example, an air conditioning system of a vehicle.
According to one embodiment of the invention, the second heat exchanger 23 can be thermally connected to a line section 25 which is arranged between the at least one pump 10, 16 and the high- pressure reservoir 18, 30. Here, the heat sink is the compressed fuel at the outlet of the LNG primary pump. At this point, the coolant condensation must be ensured by the temperature drop in the heat exchanger 23. The regulating parameter used for this is the pressure downstream of the compressor 22.
In the first heat exchanger 21, the coolant evaporates in the coolant circuit 20 to a pressure level and a temperature level which are below the pressure in the reservoir tank 4, and heat is absorbed from the fuel in the reservoir tank 4 at this time. Possible coolants are for example NG or nitrogen.
In the compressor 22, the coolant is placed at a higher pressure level and temperature level. Here, the temperature level in the coolant circuit 20 is ideally higher than the temperature level at the outlet of the high-pressure pump 16.
In the second heat exchanger 23, heat is transferred from the coolant to the fuel which has been compressed by the at least one pump 10, 16. Here, the fuel acts as a heat sink.
Subsequently, the coolant is decompressed through the expansion valve 24 or the throttle 24, and at this time is at least partially liquefied.
The temperature of the coolant is now again lower than the temperature in the storage tank 4 and heat can be absorbed again from the storage tank 4 in the first heat exchanger 21.
The compressor 22 and the at least one pump 10, 16 may have a common drive.
In the exemplary embodiment shown in fig. 1, the fuel supply has a prefeed pump 10 and a high-pressure pump 16. The compressor 22 and the backing pump 10 can be driven by a common motor due to lower power requirements than at the high pressure pump 16. And high-pressure pump 16 and compressor 22 may be driven together by hydraulic pistons.
In order to transfer as much energy as possible from the fuel to the coolant, the first heat exchanger 21 can be designed as a coil, which, for example, takes up as large an area as possible in the lower region of the storage tank 4 in a spiral-like manner.
The first heat exchanger 21 is arranged in a lower region of the reserve tank 4, which is filled predominantly with liquid-phase fuel. The lower region encloses a volume which directly adjoins the bottom of the reservoir and which occupies at most one quarter of the total volume of the reservoir.
Fig. 2 shows a schematic illustration of a second exemplary embodiment of a fuel delivery device of an internal combustion engine. In contrast to the first exemplary embodiment, the first heat exchanger 21 is arranged here in the upper region of the storage tank 4, which is filled predominantly with gas-phase fuel.
The upper region encloses a volume which directly adjoins the upper side of the storage container opposite the bottom side and which occupies at most one quarter of the total volume of the storage container
In general, the temperature of the fuel in the upper region of the storage tank 4 is higher than in the lower region, so that a greater temperature difference occurs in the first heat exchanger 21, which can facilitate heat transfer. The fuel present in the reservoir 4 in the upper region is cooled by the first heat exchanger 21 and descends within the reservoir 4 in such a way that a more uniform temperature distribution occurs within the reservoir 4.
Claims (10)
1. Fuel delivery device (1) for a fuel injection device of an internal combustion engine, having at least one pump (10, 16), wherein fuel present in a reservoir (4) as a gas in the liquid phase is delivered from the reservoir (4) into a high-pressure region by means of the at least one pump (10, 16), wherein the fuel undergoes a phase change from the liquid phase to the gas phase within the fuel delivery device (1), characterized in that a first heat exchanger (21) of a closed coolant circuit (20) is arranged in the reservoir (4), wherein, via the first heat exchanger (21), heat can be removed from the fuel present in the reservoir (4) by means of the coolant circuit (20).
2. Fuel delivery device (1) according to claim 1, characterized in that the closed coolant circuit (20) has a compressor (22), a second heat exchanger (23) and an expansion valve (24), which are connected to each other by means of a pipeline in which the coolant circulates.
3. The fuel delivery device (1) according to claim 2, characterized in that the second heat exchanger (23) is arranged outside the reserve container (4).
4. The fuel delivery device (1) according to claim 2 or 3, characterized in that the second heat exchanger (23) is thermally connected with a line section (25) which is arranged between the at least one pump (10, 16) and a high-pressure reservoir (18, 30).
5. Fuel delivery device (1) according to any one of claims 2 to 4, characterized in that the compressor (22) and the at least one pump (10, 16) have a common drive.
6. Fuel delivery device (1) according to claim 5, characterized in that the prefeed pump (10) and the compressor (22) are driven by a common electric motor.
7. Fuel delivery device (1) according to claim 5, characterized in that the high-pressure pump (16) and the compressor (22) are jointly driven by a hydraulic piston.
8. The fuel delivery device (1) according to one of the preceding claims, wherein the first heat exchanger (21) is configured as a coil.
9. The fuel delivery device (1) according to any one of the preceding claims, characterized in that the first heat exchanger (21) is arranged in a lower region of the reserve container (4), which lower region is filled predominantly with liquid-phase fuel.
10. The fuel delivery device (1) according to any one of the preceding claims, characterized in that the first heat exchanger (21) is arranged in an upper region of the reserve container (4), which upper region is mainly filled with gas-phase fuel.
Applications Claiming Priority (2)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| DE102018221323.2 | 2018-12-10 | ||
| DE102018221323.2A DE102018221323A1 (en) | 2018-12-10 | 2018-12-10 | Fuel delivery device for an internal combustion engine |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CN111287866A true CN111287866A (en) | 2020-06-16 |
Family
ID=70776802
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN201911258026.5A Pending CN111287866A (en) | 2018-12-10 | 2019-12-10 | Fuel delivery device for internal combustion engine |
Country Status (2)
| Country | Link |
|---|---|
| CN (1) | CN111287866A (en) |
| DE (1) | DE102018221323A1 (en) |
Families Citing this family (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| FR3114355A1 (en) * | 2020-09-23 | 2022-03-25 | Safran | Liquefied fuel cryogenic storage assembly |
| FR3123890B1 (en) * | 2021-06-14 | 2023-05-12 | Safran | Fuel conditioning system and method configured to supply an aircraft turbine engine with fuel from a cryogenic tank |
| EP4299971A1 (en) * | 2022-06-27 | 2024-01-03 | Airbus Operations GmbH | Pump arrangement for providing a saturated liquid |
Citations (7)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPH1136988A (en) * | 1997-07-16 | 1999-02-09 | Nippon Soken Inc | Fuel storing and feeding device of natural gas engine |
| CN1252370A (en) * | 1998-10-23 | 2000-05-10 | 气体运输技术公司 | Method for preventing evaporation of liquefied gas from storaged in non-permeatable isothermal storage tank and device for realising said method |
| CN101535709A (en) * | 2006-11-06 | 2009-09-16 | 罗伯特.博世有限公司 | Fluid reservoir with thermal management |
| WO2012043259A1 (en) * | 2010-09-30 | 2012-04-05 | 三菱重工業株式会社 | Fuel supply system for ship |
| CN104075112A (en) * | 2013-03-28 | 2014-10-01 | 通用汽车环球科技运作有限责任公司 | Thermal management system for a natural gas tank |
| US20180003431A1 (en) * | 2016-07-01 | 2018-01-04 | Electro-Motive Diesel, Inc. | Storage system for fuels |
| WO2018077512A1 (en) * | 2016-10-24 | 2018-05-03 | Robert Bosch Gmbh | System for compressing a liquefied gas to a target pressure |
Family Cites Families (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| DE102018215433A1 (en) | 2018-09-11 | 2020-03-12 | Robert Bosch Gmbh | Fuel delivery device for an internal combustion engine |
-
2018
- 2018-12-10 DE DE102018221323.2A patent/DE102018221323A1/en active Pending
-
2019
- 2019-12-10 CN CN201911258026.5A patent/CN111287866A/en active Pending
Patent Citations (7)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPH1136988A (en) * | 1997-07-16 | 1999-02-09 | Nippon Soken Inc | Fuel storing and feeding device of natural gas engine |
| CN1252370A (en) * | 1998-10-23 | 2000-05-10 | 气体运输技术公司 | Method for preventing evaporation of liquefied gas from storaged in non-permeatable isothermal storage tank and device for realising said method |
| CN101535709A (en) * | 2006-11-06 | 2009-09-16 | 罗伯特.博世有限公司 | Fluid reservoir with thermal management |
| WO2012043259A1 (en) * | 2010-09-30 | 2012-04-05 | 三菱重工業株式会社 | Fuel supply system for ship |
| CN104075112A (en) * | 2013-03-28 | 2014-10-01 | 通用汽车环球科技运作有限责任公司 | Thermal management system for a natural gas tank |
| US20180003431A1 (en) * | 2016-07-01 | 2018-01-04 | Electro-Motive Diesel, Inc. | Storage system for fuels |
| WO2018077512A1 (en) * | 2016-10-24 | 2018-05-03 | Robert Bosch Gmbh | System for compressing a liquefied gas to a target pressure |
Also Published As
| Publication number | Publication date |
|---|---|
| DE102018221323A1 (en) | 2020-06-10 |
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