RU2451819C1 - Ice liquefied gas feed system - Google Patents

Abstract

FIELD: engines and pumps.

SUBSTANCE: proposed system comprises fuel tank incorporating fuel pump arranged there inside and equipped with main impeller, feed pipeline, pump drive and pump drive control device. Fuel pump is furnished with extra impeller arranged in fuel pump top section, bypass channel arranged along pump case side surface, pump operating conditions selector switch. Said extra impeller is made up of four-sided plate with four vanes attached to plate sides and fitted on common shaft with MAIN impeller and drive. Bypass channel inlet is located under main impeller. Bypass channel outlet is located under extra impeller. To change bypass channel control valve is used displaced by step motor.

EFFECT: higher reliability and accuracy.

5 cl, 3 dwg

Description

The invention relates to engine building and can be used in devices for supplying gas liquefied fuel in internal combustion engines (ICE), in the production of engines for vehicles (TS).

The technical solution relates to power systems for internal combustion engines, and in particular to power systems for alternative fuels engines.

The prior art system for supplying liquefied gas to an internal combustion engine from a cylinder. The system contains separate pipelines leaving the cylinder for liquid and vapor phases, and a third pipeline for a gasifier for additional gas boost to the cylinder for increasing pressure (A.S. USSR No. 1281716, IPC F02M 21/02, published 07.01.1987).

The disadvantage of this device is the unreliability of using this design to supply fuel to the internal combustion engine at low negative temperatures due to the lack of a temperature control device in the gasifier system. As a result, the pressure in the cylinder and, accordingly, the pressure of the liquid phase will change uncontrollably, and the presence of three nozzles complicates the manufacture of the cylinder and leads to some weakening of its strength, as well as the inability to use this design for feeding and dispensing the liquid phase of the fuel directly into the intake manifold of the ICE.

Also known is a system for supplying gas fuel from a tank in which it is in a liquefied state to the engine intake manifold (AS USSR No. 1333811, IPC F02M 21/02, publ. 30.08.1987).

The pressure of the gas supplied from the tank is increased by means of a fuel pump supplying gas fuel to the nozzle mounted in the intake manifold of the engine through an evaporator. The necessary pressure in front of the nozzle is maintained by pre-adjusting the performance of the fuel pump and dumping excess fuel through the drain pipe into the storage tank.

The disadvantage of this design is that the system does not provide gas fuel to the nozzle in the liquid phase a, only in the gaseous state. As a result, the filling of the cylinders is reduced and, as a result, the engine power decreases, in addition, there is no automatic control of the fuel pump performance when the pressure, temperature and engine operating conditions change.

The closest in technical essence to the present invention relates to a system for injecting gas fuel into an internal combustion engine (US Patent No. 5755211, IPC F02M 21/02, publ. 05.26.1998), including a storage tank for liquefied gas fuel, from which the fuel under pressure by means of an electric fuel pump, passing through a fuel filter, is fed to electrically controlled nozzles.

A fuel accumulator is located in front of the nozzles, in which a constant pressure is maintained to simplify the nozzle control algorithm and to eliminate the effect of pressure changes on the cyclic fuel consumption. A constant pressure in the fuel accumulator is maintained by means of a pressure regulator, which drains excess fuel through a drain pipe through a non-return valve to the storage tank. Moreover, to prevent gas fuel leaks, the drain pipe at the inlet to the tank is equipped with a check valve, and the supply pipe with an electromagnetic valve that closes when the power is disconnected from it. Such a power system provides the supply of gas fuel to the inlet pipe of the internal combustion engine in a liquefied phase, which positively affects the power characteristic of the engine.

However, in the known system does not provide automatic control of the performance of the fuel pump and the impossibility of its temporary exclusion from the fuel supply circuit. So, for example, at an ambient temperature above ten degrees Celsius, the saturated vapor pressure of a mixture of propane and butane is more than 0.4 MPa and, accordingly, the same pressure in the fuel tank. What is more than enough for the normal operation of the engine and without a pump. Then, in this case, the fuel pump will interfere with the hydraulic resistance to the flow of fuel.

Also, the system does not provide efficient mixing of fuel components during fuel supply, for example, in the case of using a mixture of propane and butane, which can lead to unevenness, rigidity in the operation of the internal combustion engine and, as a consequence, a decrease in its economy.

The objective of the proposed technical solution is to increase the reliability, flexibility and efficiency of the ICE power supply system with gas fuel injected into the inlet pipe in the liquefied phase.

The essence of the invention lies in the fact that the system comprises a reservoir for storing liquefied gas fuel, equipped with an electric fuel pump equipped with a main impeller, supply and drain pipelines, a fuel accumulator with pressure regulator, a pump drive and an electronic control unit for turning it on and off and electrically controlled nozzles.

The difference of the invention is that: the fuel pump is equipped with an additional impeller located in the upper cavity of the fuel pump, a bypass (bypass) channel installed along the side surface of the pump housing and a switch for changing the fuel pump control program depending on the season of operation of the vehicle, an additional impeller, which mixes the fuel components before fuel supply in all ICE operating modes, is made in the form of a flat tetrahedral plate, to the faces of which oh four fixed blades, and fixed on a common shaft with the main impeller and the drive.

In this case, the input of the bypass (bypass) channel is located under the main impeller, and the output, respectively, under the additional impeller, and to change the bore of the bypass (bypass) channel, it is equipped with a control valve moved by means of a step electric motor (ED).

The presence of a bypass (bypass) channel ensures the exclusion of the fuel pump at elevated ambient temperatures and high pressure in the fuel tank, which increases the efficiency of the vehicle and extends the life of the fuel pump.

Another difference is that the blades of the additional impeller are made in the form of a flattened hollow truncated cone, while in the narrow part of the cone a small hole is made, from the base of which one of the walls of the cone expands to the periphery in the ratio 1/3 with respect to the other wall .

Also, the difference is that the stepping motor (ED) of the bypass channel is electrically connected to the output of the electronic control unit (ECU), which operates according to the signals of the ambient temperature and pressure sensors in the fuel tank.

Another difference is that the fuel pump drive is electrically connected to the electronic control unit and is driven by signals from sensors: ambient temperature, temperature and pressure in the fuel tank, pressure in the intake manifold of the internal combustion engine, while the fuel pump drive is an electric brushless motor, for example a microprocessor-controlled valve jet motor that allows you to change the frequency of rotation of the impellers of the pump in a wide range and accordingly Actually, its performance according to sensor signals depending on operating conditions, as well as to increase its reliability due to the lack of a collector, brushes, brush holders, etc.

Another difference is that the changeover switch for the fuel pump control program is installed in the vehicle compartment and is electrically connected to the computer input.

The technical result is to increase the reliability of the system, a significant increase in the range and accuracy of fuel supply, as well as standardization of pressure in the operating temperature range and operating modes of the internal combustion engine, especially for liquefied petroleum gas.

In addition, the technical result is ensured by the special profile of the blades of the additional impeller and the fuel pump drive by a brushless valve jet engine controlled by a microcontroller.

The invention is illustrated by drawings, which depict:

figure 1 - functional diagram of the power supply system of the engine with liquefied gas fuel;

figure 2 - design of the fuel pump;

figure 3 - additional impeller of the fuel pump.

The engine power system for liquefied gas fuel consists of a fuel tank 1 with a fuel pump 2 located in it, electrically connected to the output of an electronic control unit (ECU) 9, a multivalve, a refueling device, supply and drain pipelines, a fuel accumulator with a pressure regulator, electromagnetic nozzles and a battery (not shown in FIG. 1), groups of sensors: ambient temperature 3, temperature 4 and pressure 6 in the fuel tank 1, pressure in the intake manifold of the ICE 5, and switch 7 changes in the fuel type control program (winter or summer, characterized by a ratio of, for example, propane and heptane) installed in the vehicle compartment and also electrically connected to the input of the ECU 9, the ignition switch 8, connected to the battery and also to the input of the electronic control unit (ECU) 9.

The fuel pump 2 of the system includes: an electric brushless motor 10, on a common shaft 13 of which the main impeller 11 is fixed, located in the lower cavity of the fuel pump 2, and an additional impeller 12, located in the upper cavity of the fuel pump 2, is an inlet pipe 14 for supplying liquefied fuel into the pump 2 and the outlet pipe 15 for the sufficiently mixed liquefied fuel to exit the pump 2, a bypass (bypass channel) 16 is installed along the side surface of the pump housing 2, which can be changed to the cross-section is additionally equipped with a control valve 17, moved by means of a stepper motor (ED) 18, and the input 19 of the bypass (bypass) channel 16 is located under the main impeller 11, and the output 20, respectively, under the additional impeller 12.

The additional impeller 12 consists of a tetrahedral plate 21, to the faces of which four cone-shaped blades 22 are attached, and in the narrow part of the cone a small hole 23 is made, from the base of which one of the walls of the cone expands to the periphery in the ratio 1/3 with respect to the other wall.

The proposed system works as follows. When you turn on the ignition switch 8 (Fig. 1), the ECU 9 determines the position (winter or summer) of the switch 7, as well as the signal levels coming from the ambient temperature sensor 3, the temperature sensor in the fuel tank 4, the pressure sensor in the intake manifold 5 and the sensor pressure in the fuel tank 6, and after that starts the corresponding control program for the brushless motor 10 of the fuel pump drive 2 and the stepper motor 18 of the control valve 20 bypass (bypass) channel 16 (figure 2).

When the ambient temperature is below zero degrees Celsius, the stepper motor 18 completely closes the control valve 17 bypass (bypass) channel 16 at the signal from the ECU 16. The liquefied gas fuel passes through the inlet 14 of the fuel pump 2 to the main impeller 11. According to information from sensors 3, 4 , 5, 6, ECU 9 delivers electrical impulses to a brushless electric motor 10, which rotates the main impeller 11 at an appropriate speed and supplies liquefied fuel to the upper cavity of the fuel pump 2 under the additional working the wheel 12, which rotates simultaneously with the main impeller 11, since it is located on the common shaft 13 of the brushless electric motor 10. Rotating, the additional impeller 12 captures the liquefied gas fuel with its conical, special shape, blades 22 (figure 3), mixes the components fuel, and partially passing it through the holes 23 in the blades 22, forming swirling jets that increase the efficiency of mixing. Then the fuel enters the upper cavity of the fuel pump 2 and exits through the outlet of the pipe 15 and further into the internal combustion engine power supply system.

At an ambient temperature slightly above zero degrees Celsius and a pressure in the fuel tank above 0.4 MPa, the stepper motor 18, by the signal of the ECU 9, completely opens the control valve 17 bypass (bypass) channel 16. The fuel itself under some own higher pressure at these temperatures is higher part passes through the bypass (bypass) channel 16, as it experiences less hydraulic resistance than the resistance of passage through the main impeller 11 and then through the output 20 of the bypass (bypass) channel 16 Exit into the cavity under the additional impeller 12. Under the action of the fuel flow which flows around the blades 22 of the auxiliary impeller 12, it starts to rotate at a certain speed and also performs the process of mixing the components of liquefied gas fuel. The brushless motor 10 is disconnected by the signal of the computer 9.

At intermediate temperatures and a pressure value of less than 0.4 MPa, the ECU 9 supplies the stepper motor 18 of the control valve 17 with a bypass (bypass) channel 16 with the corresponding signals. The control valve 17 with the help of a stepper motor 18 is installed in some intermediate positions, thereby controlling the fuel flow by changing the flow area at the output 20 of the bypass (bypass) channel 16. Also in this case, the ECU 9 also sends the corresponding signals to the brushless motor 10 which rotates with the necessary speed the main 11 and additional 12 impeller.

The fuel flow control is carried out, in such modes, simultaneously the rotation speed of the brushless electric motor 10 and the movement of the control valve 17 bypass (bypass) channel 16, which allows you to more accurately adapt the fuel supply to changing operating conditions of the internal combustion engine and, accordingly, the vehicle.

Depending on the operating season of the vehicle, the fuel used has a higher or lower viscosity and a slightly different dependence of the pressure in the fuel tank on the ambient temperature.

When translating the switch 7 changes the control program for the type of fuel (winter or summer), the ECU 9 sends the corresponding corrected signal to the stepper motor (ED) 18 of the control valve 17 bypass (bypass) channel 16, which changes its bore and to the brushless motor 10, which changes the frequency of rotation of its rotor and, accordingly, the performance of the pump 2.

Thus, the use of the proposed system for supplying liquefied gas fuel to the internal combustion engine allows to increase efficiency, improve the starting and flow characteristics of the vehicle and improve its environmental parameters.

Claims (5)

1. The power system of the internal combustion engine liquefied gas fuel, comprising a fuel tank with a fuel pump located therein, equipped with a main impeller, a supply pipe, a pump drive and an electronic control unit for turning it on and off, characterized in that the fuel pump is equipped with an additional working a wheel located in the upper cavity of the fuel pump, a bypass (bypass) channel installed along the side surface of the pump housing, and a program change control switch fuel pump, depending on the season of operation of the vehicle (TC), while the additional impeller is made in the form of a flat tetrahedral plate, four blades are attached to its faces, and mounted on a common shaft with the main impeller and drive, and the bypass input (bypass ) the channel is located under the main impeller, and the output, respectively, under the additional impeller, and to change the bore of the bypass (bypass) channel, it is equipped with a control valve that can be moved by means of a step electric motor (ED). 2. The power system according to claim 1, characterized in that the blades of the additional impeller are made in the form of a flattened hollow truncated cone, while in the narrow part of the cone a small hole is made, from the base of which one of the walls of the cone expands to the periphery in the ratio 1/3 in relation to another wall. 3. The power supply system according to claim 1, characterized in that the stepping motor (ED) of the bypass (bypass) channel is electrically connected to the output of the electronic control unit (ECU), which operates according to the signals of the ambient temperature and pressure sensors in the fuel tank. 4. The power system according to claim 1, characterized in that the fuel pump drive is electrically connected to the electronic control unit and is driven by signals from sensors: ambient temperature, temperature and pressure in the fuel tank, pressure in the intake manifold of the internal combustion engine. 5. The power system according to claim 1, characterized in that the switch for changing the fuel pump control program is installed in the vehicle compartment and is electrically connected to the computer input.

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