JPS5928062A - Manufacture of modified lpg mixture gas for engine - Google Patents

Abstract

PURPOSE:To enhance the efficiency of an engine and to reduce NOX in exhaust gas by enabling to suitably mix hydrocarbon liquid which is higher molecular weight than an LPG into an engine which uses as fuel the LPG, and stopping the supply of hydrocarbon during low speed rotation. CONSTITUTION:A conduit controller body 10 which integrally contains a conduit control valve 30, a control valve 20 and an atmospheric air guide 40 in a transmission passage which supplies hydrocarbon liquid to a fuel suction passage to an engine, in whch a mixture gas of LPG and air flows. The body 10 is connected through an adapter 12 to a hydrocarbon liquid tank, and through adapters 13, 25 to a fuel suction passage. The valve 30 controls the depth of a groove 3 by the threadening movement of a threaded rod 30c to alter the sectional area of the conduit. The valve 20 moves a valve rod 20a through a diaphragm 21 by a spring 22 to a closing direction when the suction negative pressure in the fuel suction passage becomes the prescribed pressure or lower, thereby closing the passage 1c.

Description

DETAILED DESCRIPTION OF THE INVENTION The present invention relates to an a convex device for a modified LPG mixture for an engine.

The present inventor has discovered that by mixing an appropriate amount of a hydrocarbon liquid with a higher molecular weight than LPG into an engine that uses LPG as fuel, engine efficiency can be increased and exhaust pollution such as NOx can be reduced. This is thought to be because combustion is stabilized and the combustion rate is increased due to the mixture of atomized hydrocarbon liquid fine particles of fine particles in the mixture of LPG and air.

The experimental results show that when a 1.2000cc cLPG car engine runs at 2000RPM, an LPG mixture mixed with diesel oil at a rate of /, +S'T-,2CC/min produces a total of 2.
Fuel savings of 0 to 30% can be achieved, and the amount of NOx and CO generated is 10-. We were able to reduce it by 20%.

Therefore, the present invention has developed an apparatus for producing a modified LPG mixture for an engine, which allows fine particles of hydrocarbon liquid having a higher molecular weight than LPG to be uniformly mixed in the mixture of LPG and air.

Additionally, the present invention provides that if a hydrocarbon with a higher molecular weight than LPG is mixed in when the engine is rotating at low speeds such as idling, this hydrocarbon may not be completely burned.
To prevent the inside of the engine from becoming dirty and the HC content in the exhaust gas to increase, we have developed an equipment for producing a reformed LPG mixture for engines that automatically cuts off the supply of hydrocarbons when the engine is rotating at low speeds. .

Hereinafter, the device of the present invention will be explained in detail based on an embodiment shown in the accompanying drawings.

In the figure, 4 is a tank containing a hydrocarbon liquid with a higher molecular weight than LPG;
Reference numeral 1 denotes a supply path connected to the tank 4 at one end. The other end of this supply path 1 is connected to a fuel intake path 8 downstream of the engine's carburetor, and when the engine takes in a mixture of LPG and air from the fuel intake path 8, the tank 4 The hydrocarbon liquid inside is sucked together by negative pressure.

A flow rate regulating valve 30, an on-off valve 20 for opening and closing the flow path of the feeding path 1, and an outside air introduction path 40 are provided in the middle of the feeding path 1. These flow rate regulating valves 30. Open/close valve 2
0. In the illustrated embodiment, the outside air introduction path 40 is arranged in the flow path controller main body 10, and the supply path 1 is divided into an upstream feeding path 1a and a downstream feeding path 1b. Adapter 12.13 as best seen in FIG.
is connected to one side of the flow path controller main body 10, and communicated via a U-shaped flow path IC that connects both adapters 12 and 13 within the flow path controller main body 10. It has become.

The flow rate regulating valve 30 is interposed in the middle of the feeding path 1, and controls the amount of hydrocarbon liquid passing through the feeding path 1 by changing the cross-sectional area and pressure loss amount of the feeding path 1. It is fine as long as it can be adjusted. In the illustrated example, the flow rate regulating valve 30 is inserted into the U-shaped flow path IC from one corner of the U-shaped flow path IC, as shown most clearly in FIGS. 30a is screwed forward and backward to adjust the flow rate, and at one corner of the U-shaped flow path IC, there is a connection path 1C on an extension line of the connection path 1cI with a diameter larger than that of the connection path 1cI. A hole 3 that reaches from the corner to the back side of the connecting l passage 1 c l
0' is provided to protrude from the outer surface of the flow path controller main body 10. The valve rod 30a inserted into the hole 30' is provided with a threaded part 30C at its tip to be screwed into the connecting path 1cI, and a groove which becomes deeper toward the tip in the axial direction at the threaded part 30C. 33 is provided, and the depth of the groove 33 located at the downstream end portion of the connecting path 1c' is changed by screwing the threaded rod portion 30c back and forth, thereby changing the cross-sectional area of the flow path.

Note that even if this groove 33 is omitted in implementation, the threaded rod portion 30
It was confirmed that the hydrocarbon liquid flows out from the threaded gap between the screw portion 30c and the connecting passage 1cl, and that the flow rate can be adjusted by adjusting the threading distance of the threaded rod portion 30c. This is because the amount of pressure loss of the fluid changes due to the change, so it is best to use the threaded gap to adjust the flow rate of minute amounts. Also, in the middle of the valve rod 30a and outside the corner of the U-shaped flow path 1c, there is a gasket 36 for sealing the gap with the inner wall of the hole 30'.
are arranged. Furthermore, a screw rod portion 30b is formed on the rear end side of the valve rod 30a, and by screwing a nut 35 that is screwed into an external portion of the flow path controller main body 10 of the screw rod portion 30b, the screw advance/retract position of the valve rod 30a is adjusted. can be fixed.

Further, the on-off valve 20 is activated by a change in negative pressure within the fuel intake passage 8, and is configured so that the flow passage of the supply passage 1 is opened when the negative pressure becomes a predetermined pressure or less. To open and close the valve by pressure changes of this kind, conventional diaphragm-operated valves may be used, and in the illustrated embodiment have a U-shaped configuration, as shown most clearly in FIGS. 3 and 5. A hole 20' reaching another corner of the flow path 1c is bored from the outer surface of the flow path controller main body 10, and the tip of the hole 20' enters and exits the U-shaped flow path IC. A valve rod 20a that can close the V-shaped flow path 1c is inserted so as to be movable forward and backward. In the middle of this valve rod 20a, a hole 2 is provided at a portion outside the connecting path IC'.
A gasket 23 is disposed to seal the gap with 0', and an iJ diaphragm 21 is provided at the rear end. This diaphragm 2
1 is attached to the flow path controller main body 10 by a lid body 24, forming a main body side chamber R1 and a lid side chamber R2, and the main body side chamber R1 is communicated with the filter chamber 60 through a flow path 44 to maintain atmospheric pressure. The side chamber R2 is communicated with the fuel intake passage 8 through a passage pipe 2 (see FIG. 1) connected via an adapter 25. Further, a spring 22 is housed in the lid side chamber R2 to bias the diaphragm 21 and the valve rod 20a so that the U-shaped flow path IC is opened. When the U-shaped flow path IC is closed and the lid side chamber R2 becomes a negative pressure that resists the biasing force of the spring 22, the diaphragm 21 is displaced toward the lid 24 side, and the U-shaped flow path IC is opened. ing.

Furthermore, the outside air introduction path 40 is connected to the flow rate regulating valve 3.
It is provided at a site upstream from the supply path 1 and introduces outside air into the supply path 1. This outside air introduction path 40 is the supply path 1
It is also possible to simply provide a passage or a hole that communicates with the outside air,
In this embodiment, as shown most clearly in FIGS. 3 and 3, the outside air is introduced only when the negative pressure at the outside air introduction portion becomes equal to or less than a predetermined pressure. This is because if outside air is constantly introduced, this area becomes close to the atmospheric pressure, and the hydrocarbon liquid from the tank 4 cannot smoothly flow through the supply path 1. A spherical valve 41 which is closed by the biasing force of a spring 43 is housed in the passage 40, and outside air is introduced only when the negative pressure is stronger than the biasing force of the spring 43, thereby maintaining a constant pressure at the outside air introduction site. The valve seat 42 disposed above the spherical valve 41 is designed so that it can be screwed forward and backward, and the biasing force of the spring 43, that is, the negative pressure at the outside air introduction site can be adjusted to a predetermined value. Further, as shown most clearly in FIG. q, this outside air introduction path 40 is provided with an introduced outside air amount regulating valve 50. The introduced outside air amount adjusting valve 50 has a valve rod 50a whose tip end goes in and out of the outside air introduction path 40, and this valve rod 50a
The rear end side has a threaded rod portion 501 that is threaded into the flow path controller main body 10.
], and the cross-sectional area of the outside air introduction passage 40 can be changed by screwing the threaded rod portion 50b forward and backward. Also, as with the flow rate regulating valve 30, this valve lever 50a can be fixed in its forward and backward positions by screwing a nut 51.

In order to communicate the other end of the supply passage 1 with the fuel intake passage 8 downstream of the engine's carburetor, the end of the supply passage 1 may be opened on the inner peripheral surface of the fuel intake passage 8. However, in this embodiment, a plate 3 interposed in the middle of the fuel intake passage 8 is used, and the tip 1d of the supply passage 1 is positioned to the center of a hole that forms a part of the fuel intake passage 8 bored in the plate 3. Furthermore, a small hole 1e is bored in the upper part near the opening of the tip 1d of the supply path, so that when the fuel, which is a mixture of LPO and air, is taken into the engine, the airflow flows through the small hole 1e. Go further in and reach the tip 1
By flowing out from the d opening, the hydrocarbon droplets are uniformly dispersed in the LPG mixture.

In addition, in the figure, 5 is a valve disposed at the upstream part of the feeding path 1, 6 is a liquid filter, 14 is a back pressure valve disposed on the adapter 12, 61 is a filter chamber lid, and 62 is a valve between the filter chamber 60 and the filter lid 61. It shows a spacer holding frame plate.

The device of the present invention has the above-described structure, and since the flow rate regulating valve 30 is disposed in the middle of the feeding path 1, it is possible to mix a desired amount of hydrocarbon liquid into the LPG mixture.

In addition, in the middle of the supply path 1, a valve is activated due to a change in the negative pressure in the fuel intake path 8, and when the negative pressure becomes lower than a predetermined pressure, the feed path
Since the on-off valve 20 is provided to open the flow path, when the engine is stopped, naturally no negative pressure is generated in the fuel intake path 8, so the on-off valve 20 is closed and the supply of hydrocarbon liquid is stopped.

When the engine starts, negative pressure is generated in the fuel intake passage 8 and the valve 20 is opened and the supply of hydrocarbon liquid is started, but when the engine is running at low speed, the negative pressure is small and the Since no output is required, the on-off valve 20 closes, and only when the engine rotates at a high speed (for example, /300 RPM>) does the on-off valve 20 close.
is opened and the hydrocarbon liquid is supplied. Normally, when the engine has the highest combustion efficiency, the negative pressure inside the fuel intake passage 8 is -33.
It is set to be around 0 mm/Hg, but since the hydrocarbon node is first supplied in that state and the supply is stopped when the rotation speed becomes low, the most effective use of the hydrocarbon moe can be made, and the IIC It is possible to reduce the displacement without increasing it, and it also prevents contamination inside the engine.

In addition, since the device of the present invention is provided with the outside air introduction path 40 at the upstream side of the flow rate adjustment valve 30, the hydrocarbon liquid and outside air mix in the supply path 1, which causes the narrowed flow rate adjustment. The hydrocarbon liquid is atomized under reduced pressure as it passes through the valve 30, and in the supply path 1, the hydrocarbon liquid is turned into fine particles in advance, which allows it to be evenly mixed with the T, PG, and G mixtures, thereby improving combustion efficiency. .

[Brief explanation of drawings]

Fig. 1 is a plan view showing an embodiment of the device of the present invention, Fig. 2 is a partial cross-sectional view of the plate portion, Fig. 3 is a vertical cross-sectional view of the main part of the device of the present invention, and Fig. 3 is a cross-sectional view taken along line X-X. FIG. 5 is a sectional view taken along the line Y-Y. 1~Feeding path 1a~Upstream feeding path 1b~Downstream feeding path IC-U-shaped flow path I C1~Connection path
1d ~ Tip 1e ~ Small hole 2 ~ Conduit
3~Plate 4~Tank 5~Valve 6~
Liquid filter 8~Fuel intake passage 10~Flow path controller body 20~Opening/closing valve 20'~hole 20a~valve rod 21~diaphragm 22~spring
23 ~ Packet 2.4 ~ Lid 30 ~ Flow rate adjustment valve
30'~hole 30a~valve rod 30b, 30
cm Screw part 33~Groove 35~Nut 3
6 ~ Packing 40 ~ Outside air introduction path 41 ~ Spring 42 ~ Valve seat body 43 ~ Spring 50 ~ Conductor outside air volume adjustment valve 50a ~ Valve rod 50b - Screw rod portion 51 ~ Natsutoro 2 m / fI3fE "-. - X spear 4 m c-

Claims (1)

[Claims] T, PG The other end of the supply path 1, which is connected at one end to a tank 4 of a hydrocarbon liquid having a higher molecular weight than G, is connected to the fuel intake path 8 downstream of the engine's carburetor. , a flow rate regulating valve 3o and an on-off valve 2o for opening and closing the flow path of the supply path 1 are interposed in the middle of the supply path 1, and the on-off valve 20 controls the negative pressure in the fuel intake path 8. When the negative pressure becomes lower than a predetermined pressure, the flow path of the supply path 1 is opened. Engine reformer L provided with an outside air introduction passage 40 for introducing outside air into the supply passage 1
PG mixture manufacturing device.