RU2792495C1 - Multi-fuel proportional fuel injection system of an internal combustion engine - Google Patents

Abstract

FIELD: engine building.

SUBSTANCE: invention relates to the field of engine building, in particular to fuel supply systems for internal combustion engines. The proposed fuel injection system includes a mixing unit 8, which contains a slot nozzle 13 and a throttle valve 5. The slot nozzle 13 is made in the form of a tube, along the side surface of which a slot 26 is made. A rod 7 with a piston 12, on which a sealing ring 11 is installed, is installed in the slot nozzle 13. In the piston part of the slot nozzle 13, two holes 6, 9 are made to purge the piston part of the slot nozzle. The slot nozzle is installed at an angle. Throttle valve 5 is made in the form of a plate mounted at an angle.

EFFECT: invention makes it possible to reduce the toxicity of exhaust gases and the cost of the internal combustion engine fuel system.

3 cl, 5 dwg

Description

The field of technology.

The invention relates to the field of engine building, in particular to central fuel injection systems, and can be used in power supply systems for internal combustion engines.

Requirements to reduce the content of toxic and harmful substances in the exhaust gases of internal combustion engines are constantly increasing. One of the ways to improve the environmental friendliness of exhaust gases is the operation of an internal combustion engine on natural gas. Compressed natural gas and liquefied natural gas can be used as fuel for an internal combustion engine, which can be stored in high-pressure cylinders. Fuel systems of internal combustion engines can use liquefied and compressed natural gases as fuel using various technologies in the power systems of internal combustion engines that are adapted to the specific physical and chemical properties of liquefied and compressed natural gas. Single-fuel systems for supplying internal combustion engines, for the most part, are made with the ability to work only with liquid fuels based on gasoline. Multi-fuel systems for supplying internal combustion engines can be configured to operate both with gasoline-based liquid fuels and with the ability to operate with liquefied natural gas or compressed natural gas. Control systems can operate such multi-fuel power systems in various modes of operation of internal combustion engines.

The level of technology.

A known fuel injection control system of an internal combustion engine, consisting of an electronic injection control unit, a mass air flow sensor, a throttle position sensor, working gasoline injection nozzles, a gas neutralizer, an output oxygen sensor, and the outputs of the mass air flow sensor and the throttle position sensor are connected to the inputs of the engine control unit, the outputs of which are connected to the control inputs of the working gasoline injection injectors, additionally contains individual oxygen content sensors, each of which is located near its cylinder, and the outputs of the individual oxygen content sensors are connected to the inputs of the injection control unit. The output of the output oxygen content sensor is connected to the input of the injection control unit. Moreover, the individual oxygen content sensors are located in the collector outlets, elongated to prevent exhaust gases from adjacent cylinders from entering the individual oxygen content sensors. (See RF patent No. 92103, IPC F02D 41/00, published 03/10/2010).

This injection system includes electronic injection control devices, a mass air flow sensor, an outlet oxygen sensor, a throttle position sensor, and working nozzles. All these elements are quite complex and expensive components of the fuel injection system, which is a significant drawback.

Known is a central gas injection system for an internal combustion engine , containing a source of compressed gas (1) with a filling device (2) equipped with a high pressure gauge (3), fittings (4) and (5) for filling and gas flow, respectively, made in one block , and communicated through a high pressure pipeline (6), equipped with a compensator (7), with a gas reducer (8), equipped with gas solenoid and starting valves (9) and (10), respectively. The gas pressure regulator (11) is connected by means of a low pressure pipeline (12) with an electromagnetic nozzle (13) located in front of the throttle valve (14). On the other hand, the gas pressure regulator (11) is connected with the throttle space (16) of the carburetor-mixer (17) by means of the control pipeline (15). The switch (18) of the type of fuel is connected by an electric circuit with the ignition coil (19), the electromagnetic gasoline valve (20), communicated through the gasoline pipeline (21) with the float chamber (22) of the carburetor-mixer (17). The microprocessor unit (23) for controlling the fuel supply and ignition is connected by an electrical circuit to the air flow sensor (24) located in the inlet pipe (25) in front of the air filter (26) through a functional converter (27). (See RF patent No. 2120052, IPC F02M 21/02, published: 10.10.1998).

In this gas injection system, there are electronic devices that are quite complex and expensive elements of the injection system, which is a significant drawback.

A known throttle body fuel injection system includes a throttle body with at least one air intake, a fuel injector connected to the throttle body at the fuel channel, and an annular ring connected to the cylindrical inner wall of the air intake. The annular ring includes a primary fuel outlet adjacent to the fuel passage and a plurality of secondary fuel outlets disposed radially around the annular ring to spray the atomized fuel into the air inlet. (See US patent No. 10570866, IPC F02 61\18 published 2/25/2020).

This technical solution is a kind of electronic fuel injection system, which includes an electronic control unit, sensors, electromagnetic injectors, which increase the cost of the injection system, which is a significant drawback.

Disclosure of invention .

The technical problem solved by the claimed invention is the creation of a fuel injection system that provides the preparation of an optimal combustible (fuel-air) mixture for different modes of operation of an internal combustion engine from different types of fuel (gasoline-based fuel, liquefied gas, compressed gas), without electronic components, which will reduce the toxicity of exhaust gases and reduce the cost of the internal combustion engine power system.

The essence of the invention lies in the fact that the proposed multi-fuel proportional fuel injection system of an internal combustion engine includes a mixing unit in which, as a result of mixing fuel and air, a combustible (fuel-air) mixture is prepared; the mixing unit contains a slotted nozzle and a throttle valve; wherein the slot nozzle is made in the form of a tube, along the side surface of which a slot is made; a rod with a piston is installed in the slot nozzle, on which a sealing ring is installed; in the piston part of the slotted nozzle, two holes are made to move the fuel that has broken through the sealing ring into the mixing unit; the throttle valve is made in the form of a plate that moves linearly in the mixing unit at an angle and regulates the amount of air passing through the diffuser. The slot nozzle can be installed at different angles depending on the design of the mixing unit. The throttle valve can be installed at different angles depending on the design of the mixing unit.

Brief description of the drawings.

The essence of this invention is illustrated by the drawing, where:

In FIG. 1 is a schematic diagram of a multi-fuel proportional fuel injection system for an internal combustion engine.

In FIG. 2 shows a diagram of a slotted nozzle.

In FIG. 3 shows a diagram of the operation of the mixing unit with a small opening of the slotted nozzle and a small opening of the throttle valve.

In FIG. 4 shows a diagram of the operation of the mixing unit with an average opening of the slotted nozzle and an average opening of the throttle valve.

In FIG. 5 shows a diagram of the operation of the mixing unit at the maximum opening of the slotted nozzle and the maximum opening of the throttle valve.

The following designations are introduced in the drawing:

1. Engine piston.

2. Engine cylinder.

3. Inlet valve.

4. Diffuser.

5. Throttle.

6. Purge outlet of the piston part of the slotted nozzle.

7. Stock.

8. Mixing unit.

9. Purge inlet of the piston part of the slotted nozzle.

10. Air inlet.

11. O-ring.

12. Piston.

13. Slit nozzle.

14. Fuel under pressure.

15. LPG pressure regulator.

16. LPG stop valve.

17. Cylinder with liquefied gas.

18. Fuel tank with gasoline.

19. Gasoline fuel pump.

20. Gasoline shut-off valve.

21. Compressed gas shut-off valve.

22. Compressed gas pressure regulator.

23. Cylinder with compressed gas.

24. Other connections (liquids and gases that improve the start of a cold engine at low temperatures, liquids and gases that increase the anti-knock properties of the fuel, liquids and gases that reduce the toxicity of engine exhaust gases, other fuels, etc.).

25. Combustible (fuel-air) mixture.

26. A slot through which pressurized fuel is injected into the mixing unit.

Implementation of the invention .

The multi-fuel proportional fuel injection system of an internal combustion engine (Fig. 1) includes a mixing unit 8 in which, as a result of mixing fuel and air, a combustible (fuel-air) mixture 25 is prepared. The mixing unit 8 contains a slotted nozzle 13 and a throttle valve 5.

The slot nozzle 13 (Fig. 2.) is made in the form of a tube, along the side surface of which a slot 26 is made (or several slots, or a large number of holes of small diameter). A rod 7 with a piston 12 is installed in the slot nozzle 13. An o-ring 11 (or several o-rings) is installed on the piston 12. The piston 12, when moving inside the slot nozzle 13, opens or closes the slot 26. The amount of fuel injected into the mixing unit 8 depends on the position of the piston 12, which controls the length of the slot 26 through which the fuel is injected. With a short length of the open part of the slot 26, a small amount of fuel is injected into the mixing unit 8, with a large length of the open part of the slot 26, a large amount of fuel is injected into the mixing unit 8. The dependence of the amount of fuel injected into the mixing unit 8 is directly proportional to the length of the open part of the slot 26. When the internal combustion engine is running, some part of the fuel under pressure 14 will break through the sealing ring 11 on the piston 12 into the piston part of the slot nozzle 13. To move the erupted fuel into the mixing node 8 in the slot nozzle 13, two holes 6 and 9 are made. Air from the inlet air pipe 10, entering through the hole 9 and leaving through the hole 6, will blow through the piston part of the slot nozzle 13, moving the fuel that has broken through the sealing ring 11 into the mixing unit 8. Slot nozzle 13 can be installed at different angles to the passing air flow to reduce aerodynamic resistance and depending on the design of the mixing unit.

The throttle valve 5 is made in the form of a plate, which, moving linearly in the mixing unit 8, regulates the amount of air passing through the diffuser 4. The throttle valve 5 moves linearly at an angle to the passing air flow. This will reduce the aerodynamic drag and increase the filling of the cylinders with a combustible (fuel-air) mixture 25, which will lead to an increase in engine power. The angle of inclination of the throttle valve 5 can be any (the angle of inclination is selected experimentally and depends on the design of the mixing unit). The amount of air entering the mixing unit 8 is directly proportional to the degree of opening of the throttle valve 5. With a small opening of the throttle valve 5, a small amount of air enters the mixing unit 8, with a large opening of the throttle valve 5, a large amount of air enters the mixing unit 8.

The operation of any fuel system of an internal combustion engine is to prepare a combustible (fuel-air) mixture of the optimal composition for all operating modes of the internal combustion engine. Complete combustion of 1 kg of gasoline requires 14.7 kg of air. Such a composition of the combustible mixture is called stoichiometric (a stoichiometric combustible mixture is a mixture of fuel and oxidizer, in which the oxidizer is exactly as much as is necessary for the complete oxidation of the fuel). The task of any fuel system of an internal combustion engine is to maintain this proportional ratio of air and fuel in all modes of operation of the internal combustion engine. The proposed fuel injection system always prepares a combustible (fuel-air) mixture of the same proportional ratio of fuel and air at different operating modes of the internal combustion engine.

The principle of operation of the proposed fuel injection system.

When the internal combustion engine is operating, the engine piston 1 (Fig. 1), moving down, sucks air into the engine cylinder 2 and causes air to move in the air inlet 10. Fuel under pressure 14 enters the slot nozzle 13, through the slot 26 of which it is injected into the mixing node 8, where it mixes with moving air, forming a combustible (fuel-air) mixture 25. Then the combustible (fuel-air) mixture 25 passes through the diffuser 4 and enters the engine cylinder 2 through the intake valve 3. (fuel-air) mixture 25 is regulated by a linear movement of the throttle valve 5.

The operation of the mixing unit with a small opening of the slot nozzle 13 and a small opening of the throttle valve 5 is shown in Fig. 3. Piston 12 opened slot 26 of slot nozzle 13 by a small amount. Throttle valve 5 opened diffuser 4 by a small amount. In this case, a small amount of fuel and a small amount of air enter the mixing unit 8. A small amount of fuel and a small amount of air are mixed and a small amount of combustible (fuel-air) mixture 25 is formed.

The operation of the mixing unit with the average opening of the slot nozzle 13 and the average opening of the throttle valve 5 is shown in Fig. 4. The piston 12 has opened the slot 26 of the slot nozzle 13 to an average value. Throttle valve 5 opened diffuser 4 to an average value. In this case, the mixing unit 8 receives the average amount of fuel and the average amount of air. The average amount of fuel and the average amount of air are mixed and an average amount of combustible (fuel-air) mixture is formed 25.

The operation of the mixing unit at the maximum opening of the slot nozzle 13 and the maximum opening of the throttle valve 5 is shown in Fig. 5. The piston 12 has opened the slot 26 of the slot nozzle 13 to the maximum value. Throttle valve 5 opened the diffuser 4 to the maximum value. In this case, the maximum amount of fuel and the maximum amount of air enter the mixing unit 8. The maximum amount of fuel and the maximum amount of air are mixed and the maximum amount of combustible (fuel-air) mixture is formed 25.

The piston 12 of the slotted nozzle 13 and the throttle valve 5 move simultaneously. Since the amount of fuel injected into the mixing unit 8 under pressure 14 is regulated by the linear movement of the piston 12 inside the slot nozzle 13 and is proportional to the length of the open part of the slot 26 of the slot nozzle 13, and the amount of air entering the mixing unit 8 is controlled by the linear movement of the throttle valve 5 and is proportional to the open passage section of the diffuser 4, it is possible to experimentally select the parameters of the simultaneous linear movement of the piston 12 of the slot nozzle 13 and the linear movement of the throttle valve 5 in such a way that, in any mode of operation of the internal combustion engine, the engine cylinder 2 will always receive the optimal fuel composition (fuel-air ) mixture 25 and the proportions of fuel and air will always be the same.

Adjusting the proportions of fuel and air in the proposed fuel injection system is possible experimentally. It is necessary to experimentally select the fuel pressure, the width and length of the slot 26, the dimensions of the diffuser 4 and the dimensions of the throttle valve 5, the angle of the throttle valve 5 and the angle of the slot nozzle 13, the working stroke of the piston 12 and the working stroke of the throttle valve 5.

Consider an example.

Suppose that all these parameters are experimentally selected, the fuel injection system is adjusted to the stoichiometric composition of the combustible (fuel-air) mixture, and the working stroke of the piston 12 of the slot nozzle 13 is 20 mm. and the stroke of the throttle valve 5 is also 20 mm.

At the same time, with a maximum piston opening of 12 by 20 mm. and throttle valve 5 by 20 mm., the maximum amount of stoichiometric combustible (fuel-air) mixture will enter the engine cylinder 2.

If you simultaneously close the throttle valve 5 by 10 mm. (by 50%) and a piston 12 by 10 mm. (by 50%), then 50% of the maximum amount of the stoichiometric combustible (fuel-air) mixture will enter the engine cylinder 2.

If you simultaneously close the throttle valve 5 by 16 mm. (by 80%) and a piston 12 by 16 mm. (by 80%), then 20% of the maximum amount of the stoichiometric combustible (fuel-air) mixture will enter the engine cylinder 2.

In the above example, a stoichiometric combustible (fuel-air) mixture will always enter the engine cylinder 2, since the throttle valve 5 and piston 12 close simultaneously and proportionally. In the above example, a variant of the design of the mixing unit is considered in which the working stroke of the throttle valve 5 and the working stroke of the piston 12 are the same. In this design version of the mixing unit, piston 12 and throttle valve 5 can be controlled by two cables from one accelerator pedal in the car, since the working stroke of two control cables from one accelerator pedal will be the same and simultaneous and proportional movement of throttle valve 5 and piston will be ensured 12. If the working stroke of the piston 12 and throttle valve 5 is different, then another actuator is needed.

The design of the slot nozzle 13, from which fuel under pressure 14 through the slot 26 is continuously injected into the mixing unit 8, ensures the operation of the slot nozzle 13 on different types of fuel - gasoline, liquefied gas, compressed gas.

For the operation of the fuel injection system, a prerequisite is the supply of fuel under pressure to the slot nozzle. When the internal combustion engine is running, the liquefied gas pressure is set by the liquefied gas pressure regulator 15, the gasoline pressure is created by the gasoline fuel pump 19, the compressed gas pressure is set by the compressed gas pressure regulator 22. A separate shut-off valve is provided for each type of fuel: 16-stop liquefied gas valve, 20 - petrol stop valve, 21 - compressed gas stop valve.

Consider examples of the operation of the injection system on different types of fuel.

Example 1. Work on gasoline.

The LPG stop valve 16 is closed, the compressed gas stop valve 21 is closed. The petrol shut-off valve 20 is open, the petrol fuel pump 19 is running and pressurizing the petrol. Under these conditions, only pressurized gasoline enters the slot nozzle 13. From the slot 26 of the slot nozzle 13, gasoline is injected into the mixing unit 8, where it is mixed with air and a combustible (fuel-air) mixture is formed, ensuring the operation of the internal combustion engine.

Example 2. Work on liquefied gas.

Petrol fuel pump 19 is not working, petrol shut-off valve 20 is closed, compressed gas shut-off valve 21 is closed. The LPG stop valve 16 is open. Under these conditions, only liquefied gas under pressure enters the slot nozzle 13. From the slot 26 of the slot nozzle 13, liquefied gas is injected into the mixing unit 8, where it is mixed with air and a combustible (fuel-air) mixture is formed, ensuring the operation of the internal combustion engine.

Example 3. Work on compressed gas.

Petrol fuel pump 19 is not working, petrol shut-off valve 20 is closed, LPG shut-off valve 16 is closed. The compressed gas shut-off valve 21 is open. Under these conditions, only compressed gas under pressure enters the slot nozzle 13. From the slot 26 of the slot nozzle 13, the compressed gas is injected into the mixing unit 8, where it is mixed with air and a combustible (fuel-air) mixture is formed, ensuring the operation of the internal combustion engine.

Example 4. Work simultaneously on gasoline and liquefied gas.

The compressed gas shut-off valve 21 is closed. The LPG shut-off valve 16 is open, the petrol shut-off valve 20 is open, the petrol fuel pump 19 operates and pressurizes the petrol. Under these conditions, the slot nozzle 13 simultaneously receives pressurized gasoline and pressurized liquefied gas. From the slot 26 of the slot nozzle 13, gasoline and liquefied gas are simultaneously injected into the mixing unit 8, where they mix with air and form a combustible (fuel-air) mixture, ensuring the operation of the internal combustion engine.

Example 5. Work at the same time on gasoline and compressed gas.

The LPG stop valve 16 is closed. The compressed gas shut-off valve 21 is open, the petrol shut-off valve 20 is open, the petrol fuel pump 19 is running and pressurizing the petrol. Under these conditions, the slot nozzle 13 simultaneously receives pressurized gasoline and compressed gas under pressure. From the slot 26 of the slot nozzle 13, gasoline and compressed gas are simultaneously injected into the mixing unit 8, where they mix with air and form a combustible (fuel-air) mixture, ensuring the operation of the internal combustion engine.

Example 6. Work at the same time on liquefied gas and compressed gas.

The petrol shut-off valve 20 is closed, the petrol fuel pump 19 is not working.

The LPG stop valve 16 is open, the compressed gas stop valve 21 is open. Under these conditions, the slot nozzle 13 simultaneously receives liquefied gas under pressure and compressed gas under pressure. From the slot 26 of the slot nozzle 13, liquefied gas and compressed gas are simultaneously injected into the mixing unit 8, where they mix with air and form a combustible (fuel-air) mixture, ensuring the operation of the internal combustion engine.

Example 7. Work simultaneously on liquefied gas, gasoline and compressed gas. The LPG shut-off valve 16 is open, the petrol shut-off valve 20 is open, the petrol fuel pump 19 is running and pressurizing the petrol, the compressed gas shut-off valve 21 is open. Under these conditions, liquefied gas under pressure, compressed gas under pressure and gasoline under pressure simultaneously enter the slot nozzle 13. From the slot 26 of the slot nozzle 13, liquefied gas, compressed gas and gasoline are simultaneously injected into the mixing unit 8, where they mix with air and form a combustible (fuel-air) mixture, ensuring the operation of the internal combustion engine.

Thus, in all considered examples of operation on different types of fuel, the proposed fuel injection system always prepares a combustible (fuel-air) mixture, ensuring the operation of the internal combustion engine.

In the proposed fuel injection system, in a similar way, other connections 24 (figure 1) are possible: liquids and gases that improve the start of a cold engine at low temperatures; liquids and gases that increase the anti-knock properties of the fuel; liquids and gases that reduce the toxicity of engine exhaust gases; other fuels, etc.

The inventive multi-fuel proportional fuel injection system of the internal combustion engine ensures the preparation of the optimal composition of the combustible (fuel-air) mixture for different modes of operation of the internal combustion engine from different types of fuel (gasoline-based fuel, liquefied gas, compressed gas) without electronic components, which will reduce exhaust toxicity and reduce the cost of the internal combustion engine power supply system.

Claims (3)

1. Multi-fuel proportional fuel injection system of an internal combustion engine, including a mixing unit that contains a slotted nozzle and a throttle valve, characterized in that the slotted nozzle is made in the form of a tube, along the side surface of which a slot is made; a rod with a piston is installed in the slot nozzle, on which a sealing ring is installed, two holes are made in the piston part of the slot nozzle, the throttle valve is made in the form of a plate. 2. Multi-fuel proportional system according to claim 1, characterized in that the slot nozzle is installed at an angle. 3. Multi-fuel proportional system according to claim 1, characterized in that the throttle valve is installed at an angle.

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