CN111287866B - Fuel delivery device for an internal combustion engine - Google Patents
Fuel delivery device for an internal combustion engine Download PDFInfo
- Publication number
- CN111287866B CN111287866B CN201911258026.5A CN201911258026A CN111287866B CN 111287866 B CN111287866 B CN 111287866B CN 201911258026 A CN201911258026 A CN 201911258026A CN 111287866 B CN111287866 B CN 111287866B
- Authority
- CN
- China
- Prior art keywords
- fuel
- delivery device
- heat exchanger
- pump
- fuel delivery
- 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.)
- Active
Links
- 239000000446 fuel Substances 0.000 title claims abstract description 93
- 238000002485 combustion reaction Methods 0.000 title claims abstract description 12
- 239000002826 coolant Substances 0.000 claims abstract description 27
- 239000007791 liquid phase Substances 0.000 claims abstract description 20
- 239000012071 phase Substances 0.000 claims abstract description 17
- 238000002347 injection Methods 0.000 claims abstract description 5
- 239000007924 injection Substances 0.000 claims abstract description 5
- 239000007789 gas Substances 0.000 description 17
- 239000007788 liquid Substances 0.000 description 3
- IJGRMHOSHXDMSA-UHFFFAOYSA-N Atomic nitrogen Chemical compound N#N IJGRMHOSHXDMSA-UHFFFAOYSA-N 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
- 238000010586 diagram Methods 0.000 description 1
- 238000007599 discharging Methods 0.000 description 1
- 230000009977 dual 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
- 229910052757 nitrogen Inorganic materials 0.000 description 1
- 230000008092 positive effect Effects 0.000 description 1
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
Landscapes
- Engineering & Computer Science (AREA)
- Chemical & Material Sciences (AREA)
- Chemical Kinetics & Catalysis (AREA)
- General Chemical & Material Sciences (AREA)
- Oil, Petroleum & Natural Gas (AREA)
- Combustion & Propulsion (AREA)
- Mechanical Engineering (AREA)
- General Engineering & Computer Science (AREA)
- Filling Or Discharging Of Gas Storage Vessels (AREA)
- Fuel-Injection Apparatus (AREA)
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 at least one pump (10, 16) fuel present in a storage container (4) as a gas in a liquid phase is delivered from the storage container (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 container (4), wherein heat can be removed from the fuel in the storage container (4) by means 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 file number 102018215433.3, a fuel delivery device for an internal combustion engine is known, which enables a quick push back of fuel into the storage container in order to avoid heat input to the storage container. The fuel delivery device has at least one pump, wherein fuel is delivered from the reservoir via at least one line to the high-pressure region by the at least one pump. The high pressure region has a high pressure reservoir. By means of the return device, the fuel in the at least one line can be returned to the reservoir.
Disclosure of Invention
The object of the present invention is to provide an alternative fuel delivery device which actively discharges thermal energy from a storage container.
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 present invention.
According to the invention, a fuel delivery device for a fuel injection device of an internal combustion engine is provided, comprising at least one pump, wherein fuel present in a storage container as a gas in a liquid phase is delivered from the storage container 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 storage container, wherein heat can be removed from the fuel in the storage container by means of the coolant circuit via the first heat exchanger.
The invention has the advantages that: thermal energy can be removed from the fuel in the reservoir by means of a coolant circuit. In this way, the pressure and temperature of the fuel in the storage container can be kept largely constant or can be reduced in a targeted manner.
The liquid phase fuel is stored in a cold insulated storage vessel (e.g., LNG tank, cryogenic tank) 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.
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 liquid to gas occurs at the latest when the fuel flows through the heat exchanger.
For this reason, in the lines and components of the fuel delivery device, the gas or fuel is present partly in the liquid phase and partly in the gas phase. After the vehicle is parked, despite the presence of the insulation, heating of the fuel still occurs, so that the fuel evaporates and thus brings the evaporation energy into the storage container.
With the proposed invention, the amount of thermal energy that is brought into the reserve container can be reduced. In this way, the time of opening the safety valve on the storage container can be delayed or completely avoided, since an excessive pressure in the storage container due to an undesired heat input already occurs. It is economically and ecologically disadvantageous to discharge the gas to the surroundings or to return it to the filling station.
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 storage container if the pressure in the storage container can drop below the filling station memory pressure.
Furthermore, advantageous configurations and embodiments of the device according to the invention are described.
The second heat exchanger is advantageously arranged outside the storage container, since it acts as a heat sink and in this way avoids the re-supply of heat into the storage container.
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 the fuel reaches the desired operating temperature more quickly in this way.
A common drive for the compressor and the at least one pump is advantageous in view of cost saving.
If the first heat exchanger is configured as a coil, it can be realized by means of cost-effective and structurally simple measures.
Drawings
Preferred embodiments of the present invention are illustrated in the accompanying drawings and described in detail in the following specification.
The drawings show:
Fig. 1 is a schematic view of a fuel delivery device of an internal combustion engine according to a first embodiment, and
Fig. 2 is a schematic view of a fuel delivery device for an internal combustion engine according to a second embodiment.
Detailed Description
Fig. 1 shows a fuel injection system of an internal combustion engine, which has a fuel delivery system 1. The fuel delivery device 1 has at least one pump 10, 16 which sucks fuel from the reservoir 4 and delivers it into the high-pressure region.
The storage container 4 is designed to accommodate fuel which is present as liquefied gas (LNG) or as a gas in the liquid phase. Liquefied gas (LNG) or a gas in the liquid phase is contained in the storage container 4 at very low temperatures.
Due to heat input or pressure changes, the fuel may undergo a phase change such that the gas undergoes a change of state from liquid to gas. The term liquid phase fuel or gas phase fuel is used hereinafter to distinguish what physical state the gas has primarily.
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 container 4 has an insulation in the preferred configuration to avoid heat input from the outside into the fuel.
Even if the reserve container 4 is filled with liquid phase fuel, a phase change from liquid phase to gas phase occurs in a part of the fuel due to heat input, so that both gas phase fuel and liquid phase fuel are present in the reserve container 4.
Fig. 1 shows an exemplary embodiment in which fuel is fed by a feed pump 10 via a line to the intake side of at least one high-pressure pump 16.
The transfer pump 10 can be arranged either in the reservoir 4 or outside the reservoir 4 and can compress the fuel to a first pressure level, while the high-pressure pump 16 is arranged downstream of the transfer pump 10 and compresses the fuel from the first pressure level to a second pressure level.
In an alternative embodiment, a single pump 10, 16 can be provided which conveys the fuel out of the reservoir 4 via a line and compresses the fuel directly to the desired 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 a buffer vessel 18 is connected to the high-pressure rail 30 via a line.
The injectors 33 may be configured as dual fluid injectors and 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 the at least one pump 10, 16 and the buffer tank 18. The heat exchanger 31 transfers heat energy to the fuel in the second conduit 25 between the at least one pump 10, 16 and the buffer tank 18 such that the fuel undergoes a phase change from liquid phase to gas phase, either partially or completely.
For discharging thermal energy from the storage container 4, a first heat exchanger 21 of the closed coolant circuit 20 is arranged inside the storage container 4. The coolant circulates within the closed coolant circuit such 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 a line in which a coolant circulates.
The second heat exchanger 23 is arranged outside the reservoir 4 in order to release the heat absorbed by the coolant in the reservoir to the heat sink of the reservoir 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 compressed fuel at the outlet of the LNG main pump. At this location, the coolant condensation must be ensured by the temperature drop in the heat exchanger 23. The adjustment parameter for this is the pressure after the compressor 22.
The coolant in the first heat exchanger 21 evaporates in the coolant circuit 20 to a pressure level and a temperature level below the pressure in the storage container 4 and absorbs heat from the fuel in the storage container 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 desirably 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 serves as a heat sink.
The coolant is then depressurized 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 container 4 and heat can be absorbed again from the storage container 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 embodiment shown in fig. 1, the fuel delivery device has a backing 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. While high pressure pump 16 and compressor 22 may be driven in common by a hydraulic piston.
In order to transfer as much energy as possible from the fuel to the coolant, the first heat exchanger 21 can be configured as a coil, which, for example, takes up as much area as possible in the lower region of the reservoir 4 in a spiral-like manner.
The first heat exchanger 21 is arranged in a lower region of the storage container 4, which is mainly filled with liquid-phase fuel. The lower region encloses a volume which directly adjoins the floor of the storage container and which occupies at most one quarter of the total volume of the storage container.
Fig. 2 shows a schematic diagram of a second exemplary embodiment of a fuel delivery system of an internal combustion engine. Unlike the first embodiment, here the first heat exchanger 21 is arranged in the upper region of the storage container 4, which is mainly filled with gas-phase fuel.
The upper region encloses a volume which directly adjoins the upper side of the storage container opposite the lower 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 container 4 is higher than in the lower region, so that a large 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 takes place within the reservoir 4.
Claims (8)
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 a 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 a liquid phase to a 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 heat can be removed from the fuel present in the reservoir (4) by means of the coolant circuit (20) via the first heat exchanger (21), wherein 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 lines, the coolant circulating in the lines, wherein the second heat exchanger (23) is connected to the lines (25), at least one of the high-pressure sections (18, 30) is arranged between the heat exchanger and the pump.
2. The fuel delivery device (1) according to claim 1, characterized in that the second heat exchanger (23) is arranged outside the storage container (4).
3. The fuel delivery device (1) according to claim 1 or 2, characterized in that the compressor (22) and the at least one pump (10, 16) have a common drive.
4. A fuel delivery device (1) according to claim 3, characterized in that the backing pump (10) and the compressor (22) are driven by a common motor.
5. A fuel delivery device (1) according to claim 3, characterized in that the high pressure pump (16) and the compressor (22) are jointly driven by a hydraulic piston.
6. The fuel delivery device (1) according to claim 1 or 2, characterized in that the first heat exchanger (21) is configured as a coil.
7. The fuel delivery device (1) according to claim 1 or 2, characterized in that the first heat exchanger (21) is arranged in a lower region of the storage container (4), which is mainly filled with liquid phase fuel.
8. The fuel delivery device (1) according to claim 1 or 2, characterized in that the first heat exchanger (21) is arranged in an upper region of the storage 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 (2)
| Publication Number | Publication Date |
|---|---|
| CN111287866A CN111287866A (en) | 2020-06-16 |
| CN111287866B true CN111287866B (en) | 2024-07-26 |
Family
ID=70776802
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN201911258026.5A Active CN111287866B (en) | 2018-12-10 | 2019-12-10 | Fuel delivery device for an internal combustion engine |
Country Status (2)
| Country | Link |
|---|---|
| CN (1) | CN111287866B (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 |
| EP4299971B1 (en) * | 2022-06-27 | 2024-09-18 | Airbus Operations GmbH | Pump arrangement for providing a saturated liquid |
Citations (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| 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 |
| WO2018077512A1 (en) * | 2016-10-24 | 2018-05-03 | Robert Bosch Gmbh | System for compressing a liquefied gas to a target pressure |
Family Cites Families (6)
| 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 |
| DE102006052109A1 (en) * | 2006-11-06 | 2008-05-08 | Robert Bosch Gmbh | Fluid storage with thermal management |
| JP2012076561A (en) * | 2010-09-30 | 2012-04-19 | Mitsubishi Heavy Ind Ltd | Fuel supply system for ship |
| CN104075112B (en) * | 2013-03-28 | 2017-08-11 | 通用汽车环球科技运作有限责任公司 | Heat management system for natural gas tank |
| US20180003431A1 (en) * | 2016-07-01 | 2018-01-04 | Electro-Motive Diesel, Inc. | Storage system for fuels |
| 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/CN111287866B/en active Active
Patent Citations (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| 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 |
| 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 |
| CN111287866A (en) | 2020-06-16 |
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