DE102021103123A1 - Method and device for enabling a cold run in vehicles with monovalent gaseous fuel supply by means of an auxiliary heating device supplied with pressurized air - Google Patents

Abstract

The invention relates to a method and a device for monovalent fuel supply for a vehicle operated with liquefied or compressed gas, comprising a fuel supply device and a fuel injection device which are at least partially arranged in an engine compartment and by means of which the gas is supplied to at least one combustion chamber of a vehicle internal combustion engine. that an auxiliary heating device and/or an exhaust gas supply device (50-1, 50-2) is operated with a fuel gas or with a fuel gas/compressed air mixture or with an exhaust gas/compressed air mixture in order to flowing exhaust gas stream of the auxiliary heating device (50), which is acted upon by compressed air, to ensure rapid and effective heating of at least one component (20, 30) belonging to the fuel supply device and/or to the fuel injection device.

Description

The invention relates to a method and a device for monovalent fuel supply for a vehicle operated with liquefied or compressed gas, comprising a fuel supply device and fuel injection device which are at least partially arranged in an engine compartment and by means of which the gas is supplied to at least one combustion chamber of an internal combustion engine of the vehicle.

As part of the energy transition, drives that can be operated with renewable energy sources are to be increasingly used. At the same time, the emissions profile of the vehicles is to be improved. Natural gas or methane are suitable energy sources for this. In order to fully exploit the potential of these fuels and to keep vehicle costs low, monovalent concepts are essential.

In the case of natural gas vehicles, a cold start with CNG is critical, as the gas pressure regulator or other components such as injectors can ice up after just a few meters and the vehicle can break down as a result. The hoses leading from the gas pressure regulator to the injection system are also critical in this environment. These are only permitted up to a certain lower temperature range, since otherwise their cold brittleness is no longer tolerable.

In the future, however, monovalent vehicles using natural gas or methane as an energy source should be able to be operated like conventional vehicles, for example with petrol.

It is known to store gasoline in bivalent (natural gas/gasoline) fuel systems, so that the cold start and the cold run-down when gasoline is burned (no gas pressure regulation necessary) takes place until the fuel system is warm. However, this is not possible with monovalent system designs.

Another state of the art is that the gas pressure regulators are connected to the water circuit. As is well known, an operating time of several kilometers is necessary in order to be able to transfer the required amount of heat to the gas pressure regulator. At this point, the gas pressure regulator or injector is already frozen. This can be remedied by an auxiliary heater, which must be put into operation sufficiently early due to the high thermal inertia of the system. This method requires preliminary planning and consumes a relatively large amount of fuel.

The pamphlet DE 10 2018 118 755 A1 disclosed according to the 1 and 2 a device for the local and therefore efficient and effective avoidance of overcooling of gas pressure regulators and thus their downstream components such as connecting hoses and injector systems. A regulation device is proposed that allows a more precise control of the temperature. It is intended that the heating temperature can be adjusted for more precise regulation of the heating temperature and the component protection of the components to be heated, with a throttle valve or a throttle flap being installed in the guide devices or in the branched exhaust gas line of the burner upstream of the guide devices, which partially Mixing with fresh air allowed. A throttle valve or a throttle flap is preferably connected to the respective guide device via a short piece of pipe or arranged integrated into the respective guide device. The fresh air supply proposed here is controlled by a suction effect, possibly using a throttle valve or a throttle flap, and is therefore limited in its control range.

• 1 ein Blockschaltbild einer Vorrichtung zur Ermöglichung einer Kaltabfahrt bei Fahrzeugen mit einer monovalenten gasförmigen Kraftstoffversorgung und
• 2 eine schematische Darstellung der Vorrichtung zur Ermöglichung der Kaltabfahrt bei Fahrzeugen mit der monovalenten gasförmigen Kraftstoffversorg u ng.

The state of the art according to the publication DE 10 2018 118 755 A1 is described below using the associated 1 and 2 briefly explained. Show it:

• 1 a block diagram of a device for enabling a cold departure in vehicles with a monovalent gaseous fuel supply and
• 2 a schematic representation of the device for enabling the cold departure in vehicles with the monovalent gaseous fuel supply u ng.

1 shows a block diagram of the device for enabling a cold departure in vehicles with natural gas drive, while the 2 , which are shown in the block diagram according to 1 represented components more concrete shows.

A vehicle not shown in detail comprises an internal combustion engine 40 with a number of cylinders each having a combustion chamber in an engine compartment 1, in which the fuel natural gas, in particular compressed natural gas, is burned.

In the embodiment shown, internal combustion engine 40 has four cylinders, injectors 30 blowing in natural gas being assigned to each cylinder or each combustion chamber.

The fuel - natural gas - thus passes through the injectors 30 as a total fuel Einb laser device designated system in the combustion chambers not shown explicitly.

Combustion air is processed and added to the natural gas via an intake tract upstream of the combustion chambers.

Upstream of the fuel injection device, the fuel supply device is assigned a fuel distributor bar, from which natural gas is guided from the supply line arranged upstream to the individual injectors 30 and distributed into the injectors assigned to the cylinders.

A pressure reducing device 20, in short a pressure reducer or gas pressure regulator, is provided within the fuel supply device - in the supply line to the fuel rail - in order to reduce a tank pressure of the compressed natural gas stored in a tank 10 from, for example, 250 bar to the lower system pressure of the injectors 30.

In a particularly critical operating phase, in particular a cold start of a vehicle whose internal combustion engine is operated with a compressed gas, there is the problem that when the components 20, 30 that are assigned to the internal combustion engine 40 start operating, i.e. when the vehicle starts, in particular the gas pressure regulator 20 or other components, such as the injectors 30 already mentioned, can ice up depending on the outside temperature.

To reduce the pressure, the compressed gas is expanded in the gas pressure regulator 20 during operation of the fuel supply device. In the process, the gas pressure regulator 20 cools down considerably. The gas pressure regulator 20 thus accumulates cold during operation. The injectors 30 show a similar behavior when the gas is blown into the intake tract during operation and the pressure of the gas is further reduced.

A solution has therefore already been found in which the vehicle is designed to be monovalent with regard to the energy carrier, ie the vehicle can advantageously be operated with a single energy carrier.

According to the invention, the burner 50 burns the fuel that is also provided for the internal combustion engine 40 and generates a predeterminable quantity of warm exhaust gas with a predeterminable temperature, which is supplied to the engine compartment 1 . A monovalent vehicle is thus formed with an internal combustion engine 40 and an auxiliary heating device 50 which, according to the invention, burn the same fuel.

The heat of the exhaust gas from burner 50 is absorbed by the fuel supply device, in particular pressure reducer 20, the line harnesses of the fuel supply device and the fuel injection device, in particular injectors 30 and the line harnesses of the fuel injection device, in particular the fuel rail, so that, in other words, the components that are located located in the engine compartment 1, in particular the pressure reducer 20 and / or the injectors 30 is avoided.

The advantage of arranging a burner 50 in the engine compartment 1 is, in particular, that the heat acts quickly in the engine compartment 1, which has a small volume and in which the components 20, 30 that are critical with regard to the risk of freezing are located.

the 2 illustrates two guide devices 50-1 and 50-2 of burner 50, by means of which a predefinable partial exhaust gas flow A _1, A ₂ of a total exhaust gas flow A _Ges is distributed to two components 20, 30, with the partial exhaust gas flows A _1, A ₂ are supplied to the pressure reducer 20 and the injectors in a targeted manner in the exemplary embodiment. In a preferred embodiment of the invention, the total exhaust gas flow A _Ges or the partial exhaust gas flows A1, A2 are guided to at least one of the components 20, 30 by means of a guide device in one embodiment variant in the form of a pipe in such a way that the warm exhaust gases are directed to the critical components work.

By using an exhaust gas supply device, in particular one or more guide device / s 50-1 and 50-2, the burner 50 can be locally separated from the components 20, 30 to be heated or warmed in the engine compartment 1 or even outside the engine compartment 1, wherein in an arrangement outside of the engine compartment 1, the radiant heat of the burner 50 for heating the at least one component 20, 30 in the engine compartment 1 is lost.

The object of the invention is to further improve the already existing solution.

The object is achieved by the features in claims 1 to 16, wherein claims 1 to 8 teach the method according to the invention and claims 9 to 16 teach the associated device.

Starting from the state of the art, the invention is explained below with reference to the associated drawings. Show it:

3 a schematic representation of a device according to the invention for enabling cold departure in vehicles with monovalent gaseous fuel supply in a basic design variant;

4 a schematic representation of the device according to the invention 3 in one to enable cold departure in vehicles with monovalent gaseous fuel supply in an extended embodiment variant.

According to the 3 and 4 a burner operated with natural gas or methane is installed as an auxiliary heating device 50 in the engine compartment 1 - as before. As the starting point of the invention, this burner burns gaseous fuel and supplies combustion heat to the engine compartment 1 and to the components 20, 30 arranged in the engine compartment 1 by heat transfer.

This heat is absorbed via the pressure reducer arranged as a pressure control element 20 and via its gas lines arranged upstream and downstream, so that the pressure reducer 20 only freezes at lower temperatures.

This heat can be further removed from the at least one injection component 30, for example the injectors (cf 3 and 4 ) and via its gas lines arranged upstream and downstream - so that freezing of the at least one injection component 30 also only occurs at lower temperatures.

• • gemäß einer Basis-Ausgestaltungsvariante (3) derart ausgeführt, dass der Brenner über einen Zuluft-Pfad ① mit einer über dem atmosphärischen Druck stehenden Zuluft versorgt wird, wobei
• • gemäß einer erweiterten Ausgestaltungsvariante (4) nicht nur der Brenner selbst, sondern auch den Komponenten 20, 30 über mindestens eine zuführende Leitvorrichtung 50-1, 50-2, 50-12 und/oder (über den Gesamt-Abgasstrom A_Ges und/oder über mindestens einen Teil-Abgasstrom A_1, A₂) mit unter atmosphärischem Druck stehender Zuluft versorgt werden, das heißt die Komponenten 20, 30 werden über zwei mögliche Zuluft-Pfade ①, ② mit einem Abgas-Druckluft-Gemisch mit Wärme versorgt, wie nachfolgend noch detailliert erläutert wird.

Deviating from the prior art, the device according to the invention (in different design variants) according to the 3 and 4 In contrast to the prior art, it is designed in such a way that a supply, i.e. heat transfer, of the partial exhaust gas flows A _1, A ₂ of a total exhaust gas flow A _Ges of the burner continues to take place in the engine compartment 1 and thus to the components 20, 30, but becomes the device according to the invention

• • according to a basic design variant ( 3 ) designed in such a way that the burner is supplied with a supply air above atmospheric pressure via a supply air path ①, where
• • according to an extended design variant ( 4 ) not only the burner itself, but also the components 20, 30 via at least one feeding guide device 50-1, 50-2, 50-12 and/or (via the total exhaust gas flow A _Ges and/or via at least one partial exhaust gas flow A _1, A ₂ ) are supplied with supply air under atmospheric pressure, i.e. the components 20, 30 are supplied with heat via two possible supply air paths ①, ② with an exhaust gas/compressed air mixture, as will be explained in detail below.

• • nur die Komponenten 20, 30 über die mindestens eine zuführende Leitvorrichtung 50-1, 50-2, 50-12 über den Gesamt-Abgasstrom A_Ges und/oder den mindestens einen Teil-Abgasstrom A_1, A₂ von dem zweiten Zuluft-Pfad ② mit über dem atmosphärischem Druck stehender Zuluft versorgt werden, das heißt, dem Abgas des Brenners (der selbst nicht mit über dem atmosphärischen Druck stehender Zuluft versorgt wird) wird erst über die Leitvorrichtung 50-1, 50-2, 50-12 Druckluft beigemischt, sodass die jeweilige Komponente auf anderem Wege mit dem Abgas-Druckluft-Gemisch mit Wärme versorgt wird.

It is claimed that in an intermediate embodiment variant (not shown) lying between the basic embodiment variant and the expanded embodiment variant

• • Only the components 20, 30 via the at least one feeding guiding device 50-1, 50-2, 50-12 via the total exhaust gas flow A _Ges and/or the at least one partial exhaust gas flow A _1, A ₂ from the second supply air Path ② can be supplied with supply air above atmospheric pressure, i.e. the exhaust gas of the burner (which itself is not supplied with supply air above atmospheric pressure) is only supplied with compressed air via the guide device 50-1, 50-2, 50-12 added, so that the respective component is supplied with heat in a different way with the exhaust gas/compressed air mixture.

The supply air, which is above atmospheric pressure and is supplied to the burner and/or the at least one guide device 50-1, 50-2, is referred to below as pressurized supply air or, sometimes in short, as compressed air.

• Gemäß der Basis-Ausgestaltungsvariante (3) wird ausschließlich der Brenner mit der über dem atmosphärischen Druck stehenden Zuluft versorgt.

Description of the basic design variant according to 3 :

• According to the basic design variant ( 3 ) only the burner is supplied with the supply air that is above atmospheric pressure.

For this purpose, the device comprises a pressure-generating device (cf 3 ) fan device 200.

It is provided that the compressed air generating fan device 200, which supplies the pressurized air volume (compressed air) to be supplied, a separate conveying device, such as a1) a (Roots) fan 200' (cf 4 ) or a conveyor already present in a vehicle that provides compressed charge air a2) of a charge air compressor (not shown) or compressed air for the interior ventilation of the vehicle a3) of a fan (not shown) of an air conditioning system.

In other words, if the charge air compressor and/or the fan of the air conditioning system are in operation, the compressed air is diverted. If the charge air compressor and/or the fan of the air conditioning system are not or not yet in operation with regard to their intended operation, they will put into operation accordingly and a branch to the device according to the invention is supplied with the supply air path ① (cf 3 ) or the first supply air path ① and second supply air path ① according to 4 supplied with compressed air.

It is therefore provided in principle that the pressurized supply air in the necessary supply air quantity and in the respectively required pressure stage is supplied by the respective blower 200, 200' ( 3 or 4 ) is generated or generated by conveyor devices (not shown) present in the vehicle and is brought to the required pressure stage and required supply air quantity as required.

It is provided, for example, that when the device comprises a separate conveyor device 200, 200', the pressurized supply air to be supplied is regulated by the conveyor device 200, 200' that generates a specific pressure and volume flow.

It is further provided that if the device is not supplied with compressed air from a separately provided conveying device 200, 200', but an external conveying device is used and is thus coupled to this external conveying device generating compressed air, then a corresponding control device is interposed which regulates the pressurized supply air to be supplied, i.e. regulates the desired pressure and volumetric flow.

In other words, a quantity of air taken from the charge air system or the air conditioning system of a vehicle is brought from its actual state to the desired target state by the control device and fed to the burner directly or to a mixing chamber 100 or premixing chamber, as will be explained below.

Provision can be made for the device to have a separate conveying device 200, 200' or for it to be supplied with pressurized air only via an external conveying device arranged in the vehicle. A combination of the supply sources of the device with pressurized supply air is also conceivable.

It is provided that the burner is preferably supplied with fuel gas, which is arranged downstream of the gas pressure reducer 20 via an extraction line E (cf 3 ) is removed after the gas pressure reducer 20.

The advantage of removing fuel gas downstream of the (downstream) gas pressure reducer 20 is that the use of this fuel gas, the pressure of which has already been reduced, in the removal line E (compared to removal upstream of the pressure reducer 20) means that a simpler gas pressure reducer 600 (cf 3 and 4 ) can be used.

An actuator 500, preferably an ON/OFF actuator, in the manner of a valve is arranged in the removal line E next to the gas pressure reducer 600, which removes the fuel gas on the control side only during a period of time provided for this purpose downstream of the gas pressure reducer 20.

The gas pressure reducer 600 and the actuator 500 are preferably arranged in the removal line E such that a first fuel gas line path I and a second fuel gas line path II only branch off downstream of these components 500, 600.

The fuel gas can be fed directly to the burner via the first fuel gas line path I, analogously to the prior art.

The fuel gas is supplied to the burner indirectly via the second fuel gas line path II, in particular via a mixing chamber 100 or premixing chamber in which the fuel gas is premixed with the pressurized supply air generated by the blower 200 . The blower 200 supplies the mixing chamber 100 or pre-mixing chamber with a specific quantity of pressurized supply air (compressed air) in a predeterminable ratio to the fuel gas quantity via the burner supply air path ①.

Downstream of the mixing chamber 100 is another actuator 700, preferably also an OPEN/CLOSE actuator, arranged in the manner of a valve, which only allows the fuel gas-compressed air mixture under the overpressure to be supplied to the burner when there is a requirement from the control side.

It is noted that the arrangement of the mixing chamber 100 or pre-mixing chamber can be omitted.

In this case, only fuel gas is supplied to the burner via the first fuel gas line path I on the control side via the actuator 500 and via the so-called burner supply air path ① at the same time only pressurized supply air is supplied via the open actuator 700, so that the burner (without Intermediate mixing chamber 100) receives fuel gas on the one hand and compressed air on the other in a kind of side air supply, which stoichiometrically changes the combustion of the fuel gas and in particular changes the exhaust gas flow with the pressurized supply air, above all in terms of flow.

It is therefore possible to variably generate the total exhaust gas flow A _Ges , which in the exemplary embodiment is divided into partial exhaust gas flows A _{1 ,} A ₂ .

• • entweder aus einem ausschließlich über den ersten Leitungs-Pfad I zugeführten Brenngas (erste Ausführungsvariante) erzeugt, oder
• • aus einem vorvermischtes Brenngas-Druckluft-Gemisch (zweite Ausführungsvariante) unter Vorvermischung des Brenngases im ersten Leitungs-Pfad I und der Druckluft im ersten Zuluft-Pfad ① erzeugt, oder
• • ein sich erst im Brenner mischendes Brenngas-Druckluft-Gemisch in der Art einer Druckluft-Seitenluftzuführung zugeführt, wobei über den ersten Zuluft-Pfad ① Druckluft getrennt von dem Brenngas (dritte Ausführungsvariante) zugeführt wird, das über den ersten Leitungs-Pfad I zum Brenner geführt wird.

The total exhaust gas flow A _Ges is

• • generated either from a fuel gas supplied exclusively via the first line path I (first embodiment variant), or
• • generated from a pre-mixed mixture of fuel gas and compressed air (second variant) with pre-mixing of the fuel gas in the first line path I and the compressed air in the first supply air path ①, or
• • a combustible gas-compressed air mixture that only mixes in the burner is supplied in the form of a compressed air side air supply, with compressed air being supplied separately from the combustible gas (third embodiment variant) via the first supply air path ①, which is supplied via the first line path I to burner is guided.

If the burner is supplied with a combustible gas/compressed air mixture according to the second or third embodiment variant, the burner operated with compressed air advantageously, optionally using the mixing chamber 100 or pre-mixing chamber (second embodiment variant), has a higher power or the burner can be made more compact with the same power.

In the case of the third embodiment variant, there is an upstream compressed air side air supply.

• Die erweiterte Ausgestaltungsvariante kann ausgehend von allen zuvor beschriebenen Ausführungsvarianten ausgebildet werden.

Description of the extended embodiment according to 4 :

• The expanded configuration variant can be formed on the basis of all the configuration variants described above.

The extended design variant is characterized in particular by the fact that, in addition to the first "burner" air supply path ①, a second so-called "guide device" air supply path ② is formed, as in 4 compared to 3 is evident.

It is conceivable that the device according to the invention only has the guiding device supply air path ② and the burner supply air path ① is completely dispensed with and vice versa.

According to the extended embodiment variant shown in 4 the first burner supply air path ① and the second guide device supply air path ① are formed together, with the first burner supply air path ① downstream of the fan 200, 200 '(according to the exemplary embodiment, a Roots fan 200') in direction Mixing chamber 100 preferably branches off with the interposition of a throttle device 301 from the guide device supply air path ①, while the second guide device supply air path ① is guided in the direction of the guide devices 50-1, 50-2.

Optionally, the mixing chamber 100 (as explained for the basic design variant) can also be dispensed with in this extended design variant, so that the compressed air from the Roots blower 200' is supplied directly via the throttle device 301 via the first burner air supply path ① as a compressed air side air supply the burner.

In other words, the variability of the supply of the burner according to the basic design variant is also retained in the extended design variant and is advantageously increased by the second guiding device supply air path ②, as will also be explained in detail below.

The basic inventive aspect of the extended embodiment variant is that compressed air can or will also be supplied to the guide device 50-1, 50-2, 50-12, in order to make the temperature level, i.e. the heat supply to the components 20, 30 variable and the flow to be able to influence the flow of the components by using the compressed air in order to optimize or improve the heat transfer to the components 20, 30.

According to the embodiment in the 3 and 4 are formed from a central region 50-12 of the guide device, in which the total exhaust gas flow A _Ges is present, two guide devices 50-1, 50-2 branching off, in which the partial exhaust gas flows A _1, A ₂ are divided, which are to the components 20, 30 are guided.

It is provided that, for example, the central area 50-12 and/or at least one of the guide devices 50-1, 50-2 can be supplied with compressed air in a variable manner, ie as required.

Via a request from the controller and in three branch lines (partial paths of the second air supply path (2)) branching off from the guiding device supply air path ②, the total exhaust gas flow A total of the central area _50-12 and/or at least one of the part -Exhaust gas streams A _1, A ₂ in the guide devices 50-1, 50-2 are additionally subjected to compressed air from the guide device supply air path (2) in the sense of an admixture of compressed air.

In other words, the exhaust gas or the exhaust gas/compressed air mixture which, after combustion in the burner in the central region 50-12 and/or in at least one of the partial exhaust gas streams A1, A2 _, flows in the guide devices _50-1 , 50-2 is present, can also or only be supplied with compressed air in this way. In this case, one speaks of a compressed air side air supply downstream of the burner (downstream of the burner, since the compressed air is fed to the guide device downstream of the burner).

The branch lines, in which case only one branch line can also be arranged, are identified by the reference symbols 2.1, 2.2 and 2.12.

In the first branch line 2.1, there is preferably an actuator 601, preferably an OPEN/CLOSE actuator in the form of a valve, which is followed by a throttle valve 301 for more precise regulation of the air quantity and the pressure of the compressed air when it enters the first guide device 50-1.

In the second branch line 2.1, there is preferably an actuator 602, preferably an OPEN/CLOSE actuator in the form of a valve, which is followed by a throttle valve 302 for more precise regulation of the air quantity and the pressure of the compressed air when it enters the second guide device 50-1.

In the third branch line 2.12, there is preferably an actuator 612, preferably an OPEN/CLOSE actuator in the form of a valve, which is used for more precise regulation of the air quantity and the pressure of the compressed air when it enters the central area 50-12, from which the first and /or second guide device 50-1, 50-2 is/are supplied with a throttle valve 312 downstream.

Corresponding supply openings 70 are assigned to one guide device of central area 50-12 and the first and/or second guide device 50-1, 50-2 of auxiliary heating device 50, via which the total compressed air exhaust gas flow A total of central area _50-12 and/or at least one of the partial exhaust gas streams A _1, A ₂ can be supplied with compressed air from the branch lines 2.1, 2.2, 2.12 in the guiding devices 50-1, 50-2.

Advantageously, different components 20, 30 can even be supplied with heat at different temperatures or temperature levels of the exhaust gas/compressed air mixture if each of the components 20, 30 to be supplied is assigned a separate air supply, in particular a side air supply, as in the exemplary embodiment on the basis of the guide devices 50-1, 50-2 for the components 20, 30 is illustrated.

As a result, the desired (setpoint) temperature of the hot air flow arriving at the respective component 20, 30 can advantageously be calculated as a mixture of the temperature of the compressed air supplied and the temperature of the exhaust gas or the temperature of the exhaust gas/compressed air mixture (in the case of premixing to form a combustible gas-compressed air mixture) can be set taking into account the respective volume flows.

The total amount of heat to be applied is significantly reduced compared to the known solution, since the compressed air-loaded heat reaches the components 20, 30 to be heated more effectively in terms of flow and the target temperature of the respective component 20, 30 is reached earlier.

In addition to the advantage that it is no longer necessary to heat the entire water circuit in order to heat components 20, 30 or engine compartment 1, there is now the advantage that heating components 20, 30 with the device according to the invention compared to the device explained in the introduction to the description is effected more efficiently according to the prior art.

In particular, a heated, pressurized exhaust gas/air mixture is advantageously produced faster than before and more efficiently at the desired location, i.e. at the position of the components 20, 30, while fixing the flow direction of the exhaust gas/compressed air mixture on the components 20, 30 , which develops its effect of heating the components more quickly.

The device described in at least one of the described embodiment variants can be constructed more compactly and is preferably completed by the guide devices 50-1, 50-2, which are attached to the points mentioned in the engine compartment.

As before, the burner is equipped with a corresponding guide device 50 - 1 , 50 - 2 in such a way that its residual heat continues to ensure that the components 20 , 30 are heated.

The guide device(s) can be in the form of a metal sheet, which can also be profiled. This means that the burner can be switched off earlier and energy is saved.

Fuel requirement and temperature level can be adjusted as needed in an advantageous manner. This reduces CO ₂ emissions and increases the range of the vehicle. Overall, the use of air is related hung as pressurized air faster and more effective heating of the components to be heated 20, 30 is achieved. As a result, a cold descent at lower temperatures than before is possible with this device.

With the heat not arriving directly at the component 20, 30, the entire engine compartment is advantageously preheated at the same time as a further aspect of the invention and at cold temperatures, regular operation of the vehicle's internal combustion engine can be achieved earlier, which ultimately leads to a reduction in the emissions of the vehicle overall leads.

It is also mentioned that the burner itself is equipped with a pressure control and/or flow control for the fuel gas and/or with a pressure control and/or flow control for the incoming fuel gas-air mixture or a pressure control and/or flow control for the incoming compressed air (in the case of separate side air supply) can be performed, so that the amount of heat released from the total exhaust gas flow A _Ges in the central area 50-12 in front of the branching guide devices 50-1, 50-2 can be regulated more precisely.

In order to be able to influence the heating of the components 20, 30 locally even better, it is provided according to the invention that a temperature Sensor 401 and 402 is arranged, which determine the temperature T ₄₀₁ , T ₄₀₂ of the exhaust gas/compressed air mixture in the partial exhaust gas streams A _{1 ,} A ₂ , the temperatures T ₄₀₁ , T ₄₀₂ being supplied to a controller and/or regulator.

It can also be provided that the temperatures T ₄₀₁ , T ₄₀₂ T ₄₁₂ of the exhaust gas/compressed air mixture are measured, for example, in the total exhaust gas flow A _Ges of the central region 50-12 and/or in the partial exhaust gas flows A _{1 ,} A ₂ , which is why another temperature sensor 412 may be arranged in the central area 50-12 of the guide devices 50-12, which determines the temperature T ₄₁₂ .

The control and/or regulation in a control and/or regulation module of a control device takes place via an application program in such a way that, depending on at least one temperature/T ₄₀₁ , T ₄₀₂ T ₄₁₂ , the temperatures T ₄₀₁ , T ₄₀₂ T ₄₁₂ , for example the volume flow of the Blower 200, 200 'and / or the throttle valves 101, 301, 302, 312 and all actuators 500, 601, 602, 612, 700 can be controlled.

In addition, an outside temperature sensor 400 is used, whose determined outside temperature T ₄₀₀ can be included in the open-loop and/or closed-loop control.

In addition to the outside temperature T ₄₀₀ , another control and/or regulation parameter in the associated application program is, for example, the applied load, which is determined in a load query of the motor.

At a lower outside temperature T ₄₀₀ , for example, the required quantity of heat to be supplied, which is stored in a characteristic curve of the pressure reducer 20, increases, so that the setpoint temperature is increased.

With a lower load, for example, the required amount of heat to be supplied, which is stored in a characteristic curve of the pressure reducer 20, is reduced, so that the setpoint temperature is lowered.

By measuring the temperature at the temperature sensors 401, 402, 412, the actual temperatures T ₄₀₁ , T ₄₀₂ , T ₄₁₂ of the total exhaust gas flow A _Ges of the central area 50-12 and/or of the partial exhaust gas flows A _1, A ₂ measured and controlled or regulated to the target temperatures.

The intervention options mentioned as examples enable a local supply of the exhaust gas/compressed air mixture for the supply of the locally required amount of heat to be supplied, with the components 20, 30 being supplied with locally different amounts of heat in a targeted manner depending on the parameters (boundary conditions, for example outside temperature T ₄₀₀ and/or load requirement of the vehicle). are.

If there is no more complicated control in a control system configured within the application program, a simpler version as a two-point control (on/off) can also be used for the local device depending on the temperature T ₄₀₁ , T ₄₀₂ , T ₄₀₃ of the exhaust gas/compressed air mixture at the respective component 20, 30 are used.

Reference List

1

engine compartment

10

tank

20

Pressure control element (pressure reducer, gas pressure regulator)

30

injection component (injector)

40

internal combustion engine

50

auxiliary heating device

50-1

Exhaust gas supply device, first guide device for 20

50-2

Exhaust gas supply device, second guide device for 30

50-12

central area

60

exhaust aftertreatment system

70

feed opening/s

AGes

total exhaust flow

A1

first partial exhaust flow to 20

A2

second partial exhaust flow to 30

100

pre-mixing device

101

throttle device

200

fan device

200'

Roots blower

301

throttle device

302

throttle device

312

throttle device

400

temperature sensor

401

temperature sensor

500

actuator

601

actuator

602

actuator

612

actuator

700

actuator

E

sampling line

I

first fuel gas line path

II

second fuel gas line path

①

Burner supply air path

②

Baffle supply air path

2.1

branch

2.2

branch

2.12

branch

400

temperature sensor

T400

outdoor temperature

401

temperature sensor

T401

Temperature in 50-1 close to 20

402

temperature sensor

T402

Temperature in 50-2 close to 30

412

temperature sensor

T412

Temperature in central area 50-12

QUOTES INCLUDED IN DESCRIPTION

This list of documents cited by the applicant was generated automatically and is included solely for the better information of the reader. The list is not part of the German patent or utility model application. The DPMA assumes no liability for any errors or omissions.

Patent Literature Cited

• DE 102018118755 A1 [0007, 0008]

Claims (16)

Method for operating a monovalent fuel supply for a vehicle operated with liquefied or compressed fuel gas, which includes a fuel supply device and fuel injection device which are arranged at least partially in an engine compartment (1) and by means of which the fuel gas is injected into at least one combustion chamber of an internal combustion engine (40) of the vehicle, wherein the engine compartment (1) is assigned at least one exhaust gas supply device (50-1, 50-2) of an auxiliary heating device (50) which is started as a function of predeterminable starting conditions, the at least one exhaust gas supply device (50-1, 50- 2) during operation, by means of the exhaust gas stream of the auxiliary heating device (50) flowing into the engine compartment (1), ensures that at least one component (20, 30) belonging to the fuel supply device and/or to the fuel injection device is heated, characterized in that the m at least one component (20, 30) is fed either exclusively exhaust gas or an exhaust gas/compressed air mixture, in that in the auxiliary heating device (50) • only fuel gas is burned or • fuel gas and supply air above atmospheric pressure are supplied and burned separately from one another or • Combustion gas and supply air that is above atmospheric pressure is supplied and burned premixed as a mixture of combustible gas and compressed air. procedure after claim 1 , characterized in that the exhaust gas flow generated exclusively by the combusted fuel gas or by the combusted fuel gas/compressed air mixture, which flows via the at least one exhaust gas supply device (50-1, 50-2) to the at least one component (20, 30). , via which at least one exhaust gas supply device (50-1, 50-2) - downstream of the auxiliary heating device (50) - is supplied with supply air at above atmospheric pressure. procedure after claim 2 , characterized in that several components (20, 30) of the fuel supply device and the fuel injection device the exhaust gas or the exhaust gas-compressed air mixture in the same air volume and the same pressure and the same temperature or with different air volume and / or different pressure and / or different temperature is supplied. procedure after claim 2 , characterized in that the in a blower device (200, 200 ') generated supply air standing above the atmospheric pressure with regard to air volume and pressure by the regulation of the blower device (200, 200') itself is carried out. procedure after claim 2 , characterized in that the in a blower device (200, 200 ') generated supply air above atmospheric pressure, • by at least one to the auxiliary heating device (50) leading throttle device (101) arranged in a first supply air path (①). and/or • by at least one throttle device (301, 302, 312) leading to the at least one exhaust gas supply device (50-1, 50-2), which is arranged in a second supply air path (②), with regard to the air volume and /or regulated by the pressure, the auxiliary heating device (50) via the first air supply path (①) and/or regulated with regard to the air volume and/or the pressure, the at least one exhaust gas supply device (50-1, 50-2) via the second air supply path (②) is supplied. Procedure according to claims 4 and 5 , characterized in that the air quantity and the pressure are regulated by regulating the blower device (200, 200') itself and by the respective throttle devices (101, 301, 302, 312) in the respective supply air paths (①, ②) in combination is made. procedure after claim 2 , characterized in that a temperature (T412) of the exhaust gas or the exhaust gas/compressed air mixture is/are determined centrally at the outlet of the auxiliary heating device (50) and the temperature (T401, T402) near the at least one component (20, 30), wherein via the temperature (T412) centrally at the outlet of the auxiliary heating device (50) and/or the temperature (T401, T402) near the at least one component (20, 30), through which via the respective supply air path (①, ②) the The auxiliary heating device (50) and/or the exhaust gas supply device (50-1, 50-2) is/are controlled in order to reduce the temperature (T401, T402) of the exhaust gas or of the exhaust gas/compressed air mixture at the at least one component ( 20, 30). Process according to at least one of Claims 4 until 7 , characterized in that when controlling the quantity of incoming air and controlling the level of the pressure of the incoming air and controlling the temperature (T412) of the exhaust gas or the exhaust gas-compressed air mixture centrally at the outlet of the auxiliary heating device (50) and the Temperature (T401, T402) of the exhaust gas or the exhaust gas/compressed air mixture near the at least one component (20, 30) as a control and/or regulation parameter, an external system temperature (T400) and/or a load of the vehicle operated with the method can be included in a control or regulation application program. Device for monovalent fuel supply for a vehicle operated with liquefied or compressed fuel gas, comprising a fuel supply device and fuel injection device which are arranged at least partially in an engine compartment (1) and by means of which the fuel gas is supplied to at least one combustion chamber of an internal combustion engine (40) of the vehicle, the engine compartment ( 1) at least one exhaust gas supply device (50-1, 50-2) is assigned to an auxiliary heating device (50), or the auxiliary heating device (50) and the at least one exhaust gas supply device (50-1, 50-2) are arranged in the engine compartment (1), wherein during operation the exhaust gas supply device ensures that at least one component (20, 30) belonging to the fuel supply device and/or to the fuel injection device is heated by means of the exhaust gas flow of the auxiliary heating device (50) flowing into the engine compartment (1), characterized in that the at least one component (20, 30) via the at least one exhaust gas supply device (50-1, 50-2) either exclusively exhaust gas or an exhaust gas/compressed air mixture is supplied in that in the auxiliary heating device (50) • only combustible gas is burned, which via a first combustible gas line path (I) is supplied, or • fuel gas and supply air above atmospheric pressure are supplied and burned separately from one another, with the fuel gas being supplied separately via a second fuel gas line path (II) and the supply air above atmospheric pressure being supplied separately via a first supply air path (①). are fed from one another to the auxiliary heating device (50) and burned, or • fuel gas and supply air at above atmospheric pressure are premixed and fed to the auxiliary heating device (50) as a fuel gas/compressed air mixture and burned, with the fuel gas being fed via the second fuel gas line path (II ) and the supply air, which is above atmospheric pressure, is fed to a mixing chamber (10) via the first supply air path (①). , which is connected to the auxiliary heating device (50) for the supply of the fuel gas/compressed air mixture. device after claim 9 , characterized in that the device has a second supply air path (②) via which the exhaust gas flow generated exclusively by the combusted fuel gas or by the combusted fuel gas-compressed air mixture, via the at least one exhaust gas supply device (50-1, 50- 2) - downstream of the auxiliary heating device (50) - supply air at above atmospheric pressure is supplied, so that an exhaust gas/compressed air mixture is supplied via the at least one exhaust gas supply device (50-1, 50-2) to the at least one component (20, 30) flows. device after claim 9 or 10 , characterized in that the device comprises at least one blower device (200, 200 '), which generates the supply air above atmospheric pressure in the required amount of air and the required pressure, which the above atmospheric pressure supply air in at least one of the supply air feeds in paths (①, ②). device after claim 11 , characterized in that the compressed air generating fan device (200), which generates the pressurized air quantity to be supplied, a1) a (Roots) fan 200' or a2) a charge air compressor or a3) a fan of an air conditioning system. device after claim 10 , characterized in that the exhaust gas supply device (50-1, 50-2) has supply openings (70) via which the exhaust gas flow generated exclusively by the combusted fuel gas or by the combusted fuel gas/compressed air mixture in the plurality of guide devices (50-1 , 50-2) of the at least one exhaust gas supply device, via the second supply air path (②) or via partial paths of the second supply air path (②) mixes supply air that is above atmospheric pressure and that is fed centrally to all components ( 20, 30) or locally to individual components (20, 30) as an exhaust gas/compressed air mixture to the components (20, 30). device after claim 10 , characterized in that a temperature sensor (412) is arranged centrally at the output of the auxiliary heating device (50) in the exhaust gas supply device (50-1, 50-2), which measures the temperature (T412) of the exhaust gas or of the exhaust gas/compressed air mixture centrally at the Output of the auxiliary heating device (50) at the entrance to the exhaust gas supply device (50-1, 50-2) is determined, and/or near the at least one component (20, 30) in the guide device (50-1, 50-) assigned to the respective components 2) the exhaust gas supply device (50-1, 50-2) has a temperature sensor (401, 402) which determines the temperature (T401, T402) of the exhaust gas/compressed air mixture at the at least one component (20, 30), and /or • a temperature sensor (400) is arranged, which determines an outside temperature (T400) of the ambient air of the device. device after claim 9 , characterized in that the combustion gas is removed via an extraction line (E) downstream of a pressure reducer (20) of the fuel supply device and/or an injection component (30) of the fuel injection device, the pressure reducer (20) being located between a fuel tank (10) and the Injection component (30) is arranged. Device according to at least one of claims 9 until 15 , set up, the method according to the invention for operating a monovalent fuel supply for a vehicle operated with liquefied or compressed fuel gas according to at least one of Claims 1 until 8th to be carried out, the device for this purpose comprising a control device in which a computer-readable program algorithm for carrying out the method and any necessary characteristic diagrams are stored.

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