SU1437557A1 - Fuel-feed system of multifuel engine - Google Patents

Abstract

The invention relates to engine-building and makes it possible to improve the starting properties of a hot engine and to increase the reliability of its operation on light fuels. Fuel tanks 1 and 2, which have output respectively

Description

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The counter-tipping pump (H) 3 with an electric drive and the fuel pumping H 13 with a manual drive, through pipes connected by a tee, are connected to the series-installed fuel pump 4; coarse cleaning, sliding pump piston H 5 and fine filter 7, - communicated with high pressure fuel H 9. In parallel, H 5 has a nauseous battery 6, which is divided into an input and output chamber by a spring-loaded partition - 1 membrane, in which a spring-loaded rotary vane valve is installed

The invention relates to engine building and can be used in an engine fuel system.

The purpose of the invention is to improve the starting properties of a hot engine and increase the reliability of its operation on light fuels.

Fig. 1 is a schematic diagram of the power supply system of a multi-fuel engine; FIG. 2 is a structural diagram of a fuel battery.

The power supply system (Fig. 1 | contains the primary 1 and additional 2 fuel tanks, electrically driven fuel-pumping us 3, fuel pre-fuel 4n1prtr A, fuel priming pump (FLC) 5, fuel accumulator 6 with membrane damper, end fusor and valve pumping the filter 7 fine fuel cleaning with throttle 8, high pressure fuel pump (high pressure pump) 9, bypass valve 10 with throttle 1, tank switching valve 1.2, manual nauseous pumping pump 13 and connecting pipes /: p .

The cancer battery 6 (FIG. 2) has a housing 14, made of two halves, with a spring-loaded elastic membrane 15 installed at the melody, which separates the internal space of the battery into two Kafsepu: inlet chamber A connected to the injection line of the TPN 5, and the entrance chamber B, included. The confuser is located in the inlet chamber connected to the inlet H 5, the spring is placed in the outlet chamber connected to the inlet H 5. This embodiment ensures the forced displacement of fuel into the stop cavity H 5 by converting the pressure of fuel in the accumulator into the confuser in the suction line pressure head in the suction line, which significantly reduces the hydraulic losses of the acceleration of fluid at the initial moment of suction and thereby increases the filling of H 5 at high frequencies of rotation of the engine shaft. 2 Il.

Correspondingly to the suction line of the ESRD: 5. In the center of the membrane 15, a valve seat 16 of the pumping unit is installed, which is tightly connected to the latter. The membrane 15 is provided with a spring 17 placed in chamber B and resting at one end on the body 14, and the other on a special plate 18 made in one piece with the seat of the pumping valve 16,

In the middle of the saddle of the pumping valve 16, the guide rod 19 is placed, which is made in one piece with the stop 20.

Between the pumping valve seat 16 and the stop 20 there is a lamellar locking element 21 of the pumping valve loaded with spring 22. In chamber B inside the spring 17 there is a confusion 23, the outlet of which is connected to the inlet channel of the ESR 5. The chamber A has a stop 24 for limiting the membrane travel 15 inside which a channel 25 and apertures 26 are made to connect chamber A with the discharge line of the ESR,

The power supply system works as follows.

When pumping the power supply system before starting the engine, depending on the position of the valve 12 (Fig. 1), the fuel from the main fuel tank 1 is supplied by the fuel pumping electric pump 3, or from the additional fuel pump.

tank 2 — by a manual fuel pumping pump 13 through the fuel pre-filter 4 in the chamber B of the fuel accumulator 6. Under the pressure of the fuel generated by the fuel pump 3 (or 13), the shut-off element 21 of the pump 16 of the pumping valve (FIG. 2) opens and the fuel enters at. chamber A of the fuel accumulator 6, which is associated with the discharge line of the nauseous pump 5.

As the liquid fuel enters the injection line TIN 5, air and the vapor phase of the fuel are forced out of it into the fuel tank 1 (or 2) along the drain line, through the throttle 8 mounted on the fuel fine filter 7, and the throttle 11 completed in the shut-off element of the relief valve 10. By filling the low pressure line of the power supply system and the engine with fuel in the injection line of the TPN 5 and in the channels of the injection pump 9, a pressure is created corresponding to the characteristic of the fuel pumping pump 3 taking into account the fuel consumption through the throttles 8 and 11 and hydraulic resistance of the gate element 21.

When the engine is running on light fuel, the fuel-pumping pump 3 is turned on and the pumping valve 16 is closed. The fuel, under pressure developed by the pumping pump 3, enters the chamber B of the fuel accumulator 6 and then to the piston type ESR 5, after it under the increased pressure in the chamber A of the fuel accumulator and through the fine filter 7 to . Excess fuel with entrained air and fuel vapors through the choke 8 and the relief valve 0 is drained into the fuel tank 1.

In connection with the fact that the fuel supply by the piston pump 5 of one-way action is carried out cyclically, i.e. Only one half of the rotation of the injection pump shaft, and the other - suction, this leads to fluctuations in the fuel pressure in the suction lines and injectors, which also changes cyclically from maximum to minimum.

During the injection stroke, the fuel pressure in the injection line of the ESR 5 and in the chamber A of the fuel accumulator 6 rises to the maximum and, overcoming the force of the spring 17, bends the diaphragm 15 toward the chamber B, damping the pressure wave from the injection. The volume of the fuel accumulator cavity increases and a part of the fuel supplied by the ESR 5 enters the chamber A of the fuel accumulator 6. At this moment, the fuel in the chamber B of the accumulator 6 is affected by the pushing force caused by the movement of the membrane 15 under the action of a pressure wave in chamber A of the fuel accumulator 6.

The fuel from chamber B is displaced into the confuser 23, in the narrow part of which at this moment the pressure of the fuel due to an increase in the piston volume due to the displacement of the piston drops. The forced displacement of fuel into the shut-off cavity of the pump by converting the pressure of fuel in fuel accumulator 6 in fuel cell 6 to the suction line pressure head in the confuser 23 ensures a significant reduction in hydraulic losses due to acceleration of liquid at the initial moment of suction and thus increases the filling of the pump to high The frequency of rotation of the engine shaft.

The rest of the fuel injected by the ESR 5 enters the discharge line to fill the sections in which, in order of operation, the suction process during this period. Its excess is drained through the throttles 8 and 10, when the fuel pressure in the channels of the high-pressure fuel pump is lower than the overflow valve 10 opening, or through the throttle 8 and the overflow valve 10, when the fuel pressure in the high-pressure pump channels is higher than the opening pressure of the overflow valve 10.

During the suction stroke of the TPN 5, the fuel in the discharge line is not supplied, and its flow sections continue to be the same. As the fuel from the injection line is consumed, the fuel pressure in the high pressure pump channels decreases and the bypass valve 10 closes. The pressure also decreases in the chamber 7 of the toppering accumulator 6. The force of the spring 17 becomes greater than the force acting on the membrane 15 on the pressure side of the fuel, and the membrane 15 gradually, as the pressure in chamber A decreases, moves towards the chamber A, reducing it volume and displaced fuel from it into the injection line, providing 51437557

filling the second half of the sect d p nor l t n

of the

in the suction line TLI 5) at the suction stroke, the fuel from the pump cavity is replaced by a piston and flows into the pump working cavity. Changes in the working and rotary cavities of the kasos are distinguished, with a slight one. by value

(. fiX), To6. on the change in the volume of the drive ytok. Sla.v.ov gepno ,, DEAI-ohzhanemusn in lnnii EeacHBEiiHH then; there is no free volume in the pump and it should stop abruptly. In this case, diya; "And the component of the moving stream of the gun at the beginning is the moment of the suction stroke of the WBC 5-

It creates a pumping vasysangg aolna dav- 20 corresponding to the characteristics of the pump

Lennyi which; meets with; Elastic K-Embrane 15s is quenched in Chamber B to.p.- JHiBKora battery 6.

Further, as the charge from the chamber A of the fuel accumulator is high, it provides

b 6 membrane 13 iod by the action of prulinine 7 the correct volume of the chamber in the FUEL ACCUMULATOR uv - € sh1chka & 7 CE / FuelVCHO in the LINE hasn’t hesitated 15 volume S

So oSpasoMj s Shesh-zch; vsasya5 TgSH 5 TonjiHBo moves nz, dikliches: chi, and bone: on the beat, pumping back jodiHHe-i- zaporshnevu e half of the region on the same. Those are sucked in — a chamber E of the stunted mountain 4 of Mount 6. This reduces the maximum speed of fuel in 1shnsh-. suction S contributes to improved pump filling.

When the engine is running at idle speed at the G-danmag. 1 frequency of Eraste and at the same time when the gears are at rest, the loading of the drive in the canal; 1 TNHD to in the chamber A of the fuel accumulator 6, the pressure in the chamber B of the battery B., especially moments when in 5th. there will be a suction process. Then, under QH,: by transferring, the pressure center between the chamber -5 A and B of the battery 6 opens the pump valve 1.16 and the fuel pump 9 comes into the chamber A t, the fuel is fed to the TIN 5 and the fuel is in this way a & in the canal of the TNBD -9 nz, the pressure of the pressure of the pumping pump developed by the pump 3 decreases, ensuring a low level of operation of the DEIG-EL cutter.

35

Above the hot-plug engine running on light fuel.

When the engine is running on diesel-to-thrash fuel injection pump

30 off. Fuel into the low pressure line from the main nausea I tank (Fig. I) is sucked into the piston ESR through fuel pumping pumps. 3, the fuel prefilter filter, chamber B of the fuel accumulator 6 and is injected under pressure into chamber A of accumulator 6, through 481 and 7 of fine fuel cleaning into k fuel injection pump bottles 9 Surplus fuel from the pop

40 air are drained through the dross 8 and the relief valve 10 into the fuel tank I.

Undesirable effects: sharp increase in pressure in the discharge line

The lg and vacuum lines of the suction line, associated with the CYCLICITY of operation of the piston VPL 5, in this case, as well as during the operation of the power supply system on a light fuel, are localized by the fuel accumulator

6. The rest of the low pressure line of the multi-motor diesel engine feed system works in the same way as on light fuel oil.

The presence of the valve 16 pumping in the membrane 15 nausea battery b ensures reliable operation of diesel on diesel fuel, even if the defective TPN 5 is not working, but the tosh is turned on

55

6

When the engine is turned off, the fuel pressure in the fuel injection pump ducts 9 decreases to ambient pressure due to the fuel bypass from the injection line through the throttles 8 and 11 mounted on the fuel fine filter 7 and in the shut-off element of the relief valve 10. At the same time, the spring 17

it bends the membrane 15 until it stops at the stop of the membrane 24 and the whole system is in the initial state. If at switching off or self-switching off of the engine when using

the light fuel pump fueling pump 3 was not turned off, then the fuel pump 6 opens the pump valve 16 and the fuel pressure in the fuel pump channel 9 is maintained, co3 taking into account the fuel flow through the throttles 8 and 11. The specified pressure prevents the light fuel from boiling up in the channels fuel pump

Above the hot-plug engine running on light fuel.

When the engine is running on diesel toshve fuel injection pump 3

switched off. Fuel into the low pressure line from the main nauseous tank I (Fig. I) is sucked in by piston ESR through the pump 3 pump 3, fuel pre-filter, fuel chamber B of battery 6 and is pumped under pressure into chamber A of battery 6, through 481 thin 7 fuel cleaning into ka-pipes of fuel injection pump 9; Excess fuel with entrained air is discharged through throttle 8 and relief valve 10 into fuel tank I.

Undesirable effects: sharp increases in pressure in the discharge line

and vacuum lines of the suction line associated with the CYCLICITY of the piston ESR 5, in this case, as in the operation of the power supply system on light fuel, are localized by the fuel cell 6. Otherwise, the low pressure line of the power supply system of the multiwire diesel engine also works on light fuel

The presence of valve 16 pumping in the membrane 15 nauseous battery b ensures reliable operation of diesel on diesel fuel, even with a faulty WBC 5, but turned on

In the case of an electrically driven pump 3.

Thus, the proposed power supply system of a multi-fuel engine ensures reliable engine operation on light fuels in all operating conditions in all climatic conditions.

Claims (1)

Invention Formula The power supply system of the multi-stump engine is parallel installed primary and secondary fuel-5 output, characterized by fuel tanks, the first of which is, for the purpose of improving the starting rykh, is supplied at the outlet with a pump from the electrical properties of a hot engine and auxiliary drive, and the second is pumped reliability of his work on light catfish with a manual drive; two lines connected to the pump outputs, combined with a tee in The system is additionally equipped with a spring-loaded plate valve of pumping installed in the membrane of the fuel accumulator, and an diffuser placed in the inlet chamber. one line, installed in the last consecutive coarse fuel filter, is fueling 19 0 a piston pump and a fuel fine filter installed in parallel with a fuel priming piston pump a fuel accumulator divided into two inlet and outlet chambers by a spring-loaded elastic baffle membrane, a spring installed in the inlet chamber and communicated with the fine filter PIPS high-pressure pump The battery inlet chamber is connected to the inlet of the fuel priming pump, and the outlet chamber is connected to its output, characterized in that, in order to improve the starting properties of the hot engine and the higher and more reliable operation of the engine in the fuel system, the system is additionally equipped with a spring-loaded plate-type bleed valve installed in the membrane of the fuel accumulator, and a diffuser placed in the inlet chamber.  7 7 / phi.2