CN2392922Y - Gas-pressure conversion apparatus for automobile - Google Patents

Abstract

The utility model relates to an automobile gas pressure conversion device. Its housing has a high-pressure air intake passage, a low-pressure air outlet passage and an air supply passage between the pressure relief valve; a first-stage pressure relief valve is provided between the high-pressure intake passage and the air supply passage; There are two-stage pressure reducing valves, and the low-pressure air outlet channel is composed of a parallel idle air supply channel and a working air supply channel; an ejector is provided in the idle air supply channel, a valve is provided in the working air supply channel, and a There is a power feedback valve. The utility model has the advantages of wide air supply flow range, good stability, high sensitivity and fast working response speed.

Description

Automobile gas pressure conversion device

The utility model relates to a pressure conversion device, in particular to an automobile pressure conversion device which uses compressed natural gas or petroleum liquefied gas as fuel.

At present, to supply compressed natural gas or liquefied petroleum gas to automobiles as fuel, it is necessary to convert the gas under high pressure into the gas suitable for the pressure required by the inlet of the automobile engine, so a set of gas pressure conversion device is necessary. In the prior art, when this gas pressure conversion device supplies air to the engine, its idling air supply state and working air supply state share a channel. gap to adjust the gas flow. Thereby just cause the shortcoming of several aspects: 1. when needing to regulate idle speed flow and working gas flow, its mutual influence causes poor engine stability, and sensitivity is low. ②The air supply flow range is narrow, and there are fewer types of automobile engines applicable. ③ When the engine needs to work under a heavy load, the response speed of the gas flow supply is slow. ④Compressed natural gas and liquefied petroleum gas cannot share a set of pressure conversion device

The purpose of the utility model is to provide an automobile gas pressure conversion device with wide gas supply flow range, good stability, high sensitivity and fast working response speed.

In order to achieve the above purpose. The technical scheme of the utility model is:

An automobile gas pressure conversion device, comprising: a housing 2, a primary pressure reducing valve K1, a secondary pressure reducing valve K2; The air supply channel between; the high-pressure air intake channel and the air supply channel are provided with a first-stage pressure reducing valve K1; the air supply channel and the low-pressure air outlet channel are provided with a secondary pressure relief valve K2; its special The location is: the low-pressure air outlet channel is composed of a parallel idle air supply channel and a working air supply channel; the idle air supply channel is provided with an ejector 9d, and the elastic diaphragm of the ejector 9d is located in the idle air supply channel and the atmospheric pressure chamber; the idle air supply channel is provided with a solenoid valve 10 and an idle flow adjustment screw 11; the working air supply channel is provided with a valve K3, and its valve core 8b is located at one end of the ejector lever 9c, The other end of the lever 9c is connected with the diaphragm 9b; a power feedback valve 13 is provided at the outlet of the low-pressure air outlet.

The valve seat of the primary pressure reducing valve K1 described in the above technical solution is provided with a hot water heating channel W1: a pressure sensor 14 is provided on the high pressure air intake channel of the primary pressure reducing valve K1, and its low pressure air supply A safety valve 6 is provided on the channel.

An air pressure balance valve 12 is provided at the low-pressure air supply port of the parallel idle air supply passage and the working air supply passage described in the above technical solution.

The various channels in the housing 2 described in the above technical solution are provided with multiple filter screens, which include the filter 15a located in the high-pressure intake channel C1 and the filter in the primary decompression channel C2. 15b and the filter 15c in the secondary decompression channel c3.

Accompanying drawing is the structural representation of the utility model.

The description of the reference numerals is as follows: 1-electronic device 2-housing 3a, 3b, 3c-transmission line K1-first-stage pressure reducing valve

4a-valve seat 4b-valve core 4c, 4d-spring 4e-diaphragm 5-screw K2-secondary pressure reducing valve

7a-valve seat 7b-valve core 7c-lever 7d-diaphragm 7e-conical spring K3-three-stage pressure reducing valve

8a-valve seat 8b-valve core 8c-spring 9d-ejector 9a, 9b-diaphragm 9c-ejector lever 6-safety valve 10-solenoid valve 11-idle speed flow adjustment screw 12-pressure balance valve 13-power Feedback valve 14-pressure sensor 15a, 15b, 15c-filter W1-first-stage pressure reducing valve hot water heating channel W2-secondary pressure reducing valve hot water heating channel

Below in conjunction with accompanying drawing and embodiment the utility model is described in further detail:

As shown in the figure, the utility model is mainly an automobile gas pressure conversion device composed of a pressure reducing valve, a housing and various passages and chambers formed between them. When a fuel-fueled vehicle needs to use high-pressure natural gas as fuel, turn the fuel selection switch to the gas sign. At this time, the pressure sensor 14 inputs its pressure parameters into the electronic device 1 through the transmission line 3a, and the remaining gas can be displayed according to the pressure parameter indication. If the gas is sufficient, then cut off the oil circuit, activate the solenoid valve 10 through the transmission line 3b of the electronic device 1, open the idle air supply channel, and adjust the idle flow through the screw 11. The high-pressure natural gas enters the primary pressure reducing valve K1 from the C1 channel and the filter 15a, and the adjustment screw 5 compresses the springs 4c, 4d and the diaphragm 4e to control the gap between the valve core 4b and the valve seat 4a when the high-pressure gas passes through, so that the gas After adiabatic expansion and decompression, it enters the primary decompression channel C2. In order to prevent the high-pressure gas from condensing after adiabatic expansion, a hot water heating channel W1 is provided on the valve seat 4a of the primary pressure reducing valve K1, so as to ensure smooth air flow. A safety valve 6 is also provided on the high-pressure intake passage of the primary pressure reducing valve K1 for protecting the pressure conversion device. The gas still in the gaseous state enters the secondary pressure reducing valve K2 through the filter 15b, overcomes the resistance of the conical spring 7e and the diaphragm 7d of the pressure reducing valve K2, and opens the valve core 7h on the valve seat 7a through the lever 7c to make the gas go through the secondary pressure reducing valve K2. Stage adiabatic expansion and decompression, also to prevent gas condensation, a heating channel W2 is provided at the secondary pressure reducing valve K2, so that the gaseous fuel enters the secondary pressure reducing channel C3, that is, the low-pressure gas outlet channel. The low-pressure air outlet passage is composed of a parallel idle air supply passage and a working air supply passage. The valve K3 in the working air supply channel at this moment is closed. The gas enters the idle air supply passage through the filter 15C and the opened solenoid valve 10, and the idle air supply passage is provided with an ejector 9d, thereby forming an inner chamber and an outer chamber of the ejector in the idle passage, and the ejector 9d can be Use nozzles or venturi tubes. At this time, part of the gas enters the chamber C6 through the nozzle or the venturi tube, and the other part of the gas enters the outer chamber C5 of the injector through the idle flow adjustment screw 11. Because C5 and the C6 chamber communicate, the gas finally enters C6. And the chamber C7 formed by the ejector diaphragms 9a and 9b communicates with C5 and C6 through the diaphragm 9a that covers the E hole and acts as a switch. The two-way flow enters the chamber C8 through the balance valve 12. Since the pressure of the chamber C8 is higher than that of the chamber C6, the balance valve 12 is set to prevent the backflow of gas, and the gas is supplied to the engine through the power feedback valve 13 to form a stable idle speed. work flow.

When the power of the engine increases, the engine speed increases, and the gas demand increases, thereby forming a suction in the idle passage and reducing the pressure in the idle passage. And C5, C6, C7 three cavity pressure drop, one side of two diaphragms 9a, 9b of ejector 9d is C7 room, and the other side is the atmospheric pressure chamber C9, C10 room that communicates with outside atmosphere. Diaphragm 9a blocks the through hole E of chamber C7 under the effect of atmospheric pressure. The C7 chamber is completely isolated from the C5 and C6 chambers. Under the action of the ejector 9d, the pressure in the chamber C7 is further reduced. When the pressure in the chamber C7 is lower than the atmospheric pressure, the diaphragm 9b applies force to one end of the lever 9C. Because the other end of the lever is connected with the spool 8b of the valve K3, under the action of the lever 9C, after overcoming the resistance of the spring 8C, the K3 valve port is opened, thereby opening the working air supply channel, so that the gas enters the C8 cavity, and then the gas is fed back through the power feedback Valve 13 leads to the engine to meet the needs of large flow. Because the opening of the K3 valve port is controlled by the applied force of the other end of the lever 9C, and the applied force is determined by the vacuum degree of the C7 chamber. The vacuum valve of the C7 chamber is finally determined by the pressure of the low-pressure gas supply outlet. of. Therefore, the opening of the K3 valve port changes with the outlet pressure, which ensures the gas flow under the working condition of the engine.

After the rotational speed signal of the engine or the vacuum degree signal in the gas path is input to the electronic device 1 through the sensor, the power feedback valve 13 is activated through the line 3C to change the flow area of the low-pressure gas supply channel. Quickly increase the total flow of gas to realize fuel compensation during high power output.

The utility model is not only suitable for high-pressure natural gas, but also suitable for engines using liquefied petroleum gas as fuel after removing the first-stage decompression valve K1 and adjusting the relevant parameters of K2 and K3.

Compared with the existing ones, the utility model has the following advantages:

1. The utility model is provided with two channels, an idle fuel supply channel and a working fuel air supply channel, so that when the engine is working, it can automatically start from the idle state to the working state and supply air at the same time. When the same fuel channel is shared, the mutual influence is avoided, so the stability is good and the sensitivity is high.

2. The utility model is equipped with a power feedback valve in the low-pressure gas outlet channel, so that fuel compensation can be realized when the engine is working at high power, so the response speed of the gas flow supply is fast.

3. The gas supply range of the utility model is wide, and it is applicable to many types of automobile engines.

4. The utility model can choose two different fuels, natural gas fuel and liquid petroleum gas, after simple changes are made.

Claims (4)

1. An automobile gas pressure conversion device, comprising: a housing (2), a first-stage decompression valve K1, and a second-stage decompression valve K2, and the housing (2) has a high-pressure air inlet channel and a low-pressure air outlet that communicate with each other channel, and the air supply channel between the pressure relief valve; a primary pressure relief valve K1 is provided between the high-pressure intake channel and the air supply channel; a secondary pressure relief valve is provided between the air supply channel and the low-pressure air outlet channel Valve K2; it is characterized in that: the low-pressure air outlet channel is composed of a parallel idle air supply channel and a working air supply channel; an ejector (9d) is provided in the idle air supply channel, and the elasticity of the ejector (9d) The diaphragm is located between the idle air supply channel and the atmospheric pressure chamber; the idle air supply channel is provided with a solenoid valve (10) and an idle flow adjustment screw (11); the working air supply channel is provided with a valve K3, its The valve core (8b) is arranged at one end of the ejector lever (9c), and the other end of the lever (9c) is connected with the diaphragm (9b); a power feedback valve (13) is provided at the low-pressure air outlet channel. 2. The automobile gas pressure conversion device according to claim 1, characterized in that: the valve seat of the first stage pressure reducing valve K1 is provided with a hot water heating channel W1; the valve seat of the first stage pressure reducing valve K1 A pressure sensor (14) is provided on the high-pressure air intake passage, and a safety valve (6) is provided on the low-pressure air supply passage. 3. The automotive gas pressure conversion device according to claim 1 or 2, characterized in that: an air pressure balance valve (12) is provided at the low-pressure air supply ports of the parallel idle air supply passage and the working air supply passage. 4. The automobile gas pressure conversion device according to claim 3, characterized in that: various channels in the casing (2) are provided with multiple filter screens, and the filter screens include the high-pressure air intake channel C1 The filter 15a inside, the filter 15b in the primary decompression channel C2 and the filter 15c in the secondary decompression channel c3.