TWI580860B - Air pressure control gas flow diesel / liquefied petroleum gas mixed with energy saving and carbon reduction system - Google Patents

Description

Air pressure control gas flow type diesel/liquefied petroleum gas co-firing energy-saving carbon reduction system

The invention relates to the field of diesel/liquefied petroleum gas co-firing, in particular to a co-firing type energy-saving carbon reduction system which uses a mechanical air-pressure closed circuit to control gas flow.

As we all know, vehicles penetrate into your life and become an indispensable part, which brings convenience to traffic and pollutes the surrounding environment, which has a negative impact on human health. Moreover, the international oil price is rising, becoming the driving force for the development of energy-saving and low-pollution environmentally-friendly vehicles, especially the development of gas vehicles, hybrid electric vehicles and diesel/liquefied petroleum gas (also known as gas) hybrid burning vehicles.

From the analysis of environmental pollution, it is not difficult to find that any engine with a diesel engine is operated by four cycles of Diesel Cycle. Therefore, before the piston in the cylinder is compressed upward to the top dead center, the high pressure nozzle located at the cylinder head ejects a proper amount of diesel oil, and the ignition is ignited, so that the high pressure and high temperature oil and gas in the cylinder are burned and exploded. After the gas explosion, the piston is struck to work and descends to the bottom dead center, and the expansion stroke is completed, and the exhaust gas is discharged.

Since the flash point of diesel is about 52 °C, when the piston goes down to the bottom dead center, usually 20 to 25% of the oil and gas is not completely burned, but it is discharged to the outside, forming a large amount of rich black smoke and particulate matter. , causing serious pollution to the surrounding environment.

The known diesel/liquefied petroleum gas co-firing system injects liquefied petroleum gas into the cylinder at the moment the engine's air intake stroke valve is about to close. Because the liquefied petroleum gas has a low flash point (about -74 ° C), it is alive. Before the plug goes down to the bottom dead center, the unburned oil and gas in the cylinder is accelerated to nearly complete combustion, so that only about 2 to 5% of the oil remains in the cylinder. In this way, 20 to 23% of the unburned energy is recycled, which increases the thermal efficiency of the engine by 20 to 23% while eliminating black smoke and particulate matter. Therefore, the diesel/liquefied petroleum gas co-firing system can indeed achieve the effect of energy saving and carbon reduction.

This is the electronically controlled gas flow diesel/liquefied petroleum gas co-firing system, which claims to achieve 20% fuel economy and reduce the emissions of 50% black smoke and particulate pollutants.

Electronic diesel / LPG mixture combustion system to optimize the design process is generally carried out with the torque power horsepower FIG test (speed is about 500 ~ 3000rpm) for a diesel engine, and measure out NO _x, CO and HC of contamination The value, while measuring the fuel consumption, using the smoke meter for the black smoke test, under different torque loads and different engine speeds, through the electronic switch signal control nozzle, the liquefied petroleum gas from the intake manifold and the inlet valve adjacent parts Spray into the cylinder and establish the best LPG jet map point by point.

Such a jet map has a throttle opening on the vertical axis of the plane, an engine speed on the horizontal axis, and a jet velocity (usually expressed in several microseconds). The jet volume referred to here is preferably the brake specific fuel consumption (BSFC) generated at this point; that is, the fuel usage divided by the horsepower multiplied by the minimum value of hours. This long-running 3D jet graphics software is built into the electronic controller of the co-firing system with confidential and secure technology.

However, the electronic diesel/liquefied petroleum gas co-firing system requires the installation of sophisticated electronically controlled jet nozzles and jet control units, which are not only expensive to manufacture, but also require specialized technicians to perform the adjustment operations, so that it is time-consuming to return to the factory for repairs. .

Therefore, in order to achieve the effect of energy saving and carbon reduction, it is not necessary to install an expensive electronically controlled air jet nozzle and a jet control unit, which is an urgent problem to be solved by the present invention.

In order to understand the practical efficiency of energy-saving and carbon reduction of the electronically controlled diesel/liquefied petroleum gas co-firing system, the inventors performed long-term calibration tests according to the following steps: following the above-mentioned electronically controlled diesel/liquefied petroleum gas co-firing system method, Find the best jet map, relative fuel economy and various pollution emissions and black smoke concentration improvement rate, determine the ability to save energy by 20% and improve pollution emissions; then, while measuring the best jet map The engine that obtains the pure diesel engine and the co-firing system is separately measured. The supercharging pressure generated by the different load and engine speed points is used to deeply investigate the relationship between the jet volume and the boost pressure and the accelerator pedal opening degree. Finally, the measurement is obtained. In the diesel/liquefied petroleum gas co-firing engine system, the flow and pressure of the air flow system and the gas injection system at each key point, fully understand the instantaneous global flow field of the whole system, as the development strategy of mechanical air pressure closed loop control The basis of the structural design.

Finally, according to the relationship between supercharging pressure and engine speed, the following formula is derived exponentially: Mlpg=K[Bdsl]×θ×(Bddf+1)-----------(1)

and Ddf=υ×Mlpg/θ=υ×K[Bdsl]×(Bddf+1)-------(2)

In formula (1), Mlpg represents the gas injection amount, Bdsl refers to the diesel engine boost pressure, K[Bdsl] is a constant that changes with the diesel boost pressure, θ represents the accelerator pedal opening, and Bddf means co-firing. Engine boost pressure.

It is understood by the formula (1) that the injection quantity of the liquefied petroleum gas is proportional to the accelerator pedal opening degree; that is, the larger the torque load, the larger the accelerator pedal opening degree, so that the amount of liquefied petroleum gas injected into the diesel engine is increased. many.

It has also been found that the amount of LPG injected is proportional to the boost pressure plus atmospheric pressure. Because of the need to inject liquefied petroleum gas into the engine More air, in order to get a proper air-fuel ratio, can achieve high efficiency combustion. For diesel engines to get enough air, only increase the boost pressure, and then reduce the temperature of the compressed air through the intercooler, the increase in air density can increase the engine air intake.

However, the variable constant K[Bdsl] of equation (1) must be measured by engine speeds at different rotational speeds with respect to different boost pressures. Taking a diesel engine with a displacement of 7.5 liters as an example, the amount of liquefied petroleum gas injected at a torque load of 50%: at a low rotational speed (ie, below 1200 rpm), when the supercharging pressure is small, K[Bdsl]=1; The load torque (rotation speed is 1700 rpm), and the co-firing engine has the highest thermal efficiency when the supercharging pressure reaches 0.37 kg/cm ² , K[Bdsl]=1.245. If the pedal opening is increased and the boost pressure is increased to 0.71 kg/cm ² , K[Bdsl] is reduced to 1.163.

In formula (2), Ddf indicates that the fuel-saving rate of the co-firing engine is closely related to the co-firing engine boost pressure (Bddf), which is the coefficient of the liquefied petroleum gas calorific value/diesel calorific value, which is approximately 1.237.

It can be known from formula (2) that the fuel-saving rate of the co-firing engine is proportional to the injection rate of the liquefied petroleum gas compared to the diesel engine, but the pressure of the different torque loads at different speeds must be taken into account in order to obtain a higher Combustion reaction to achieve optimum thermal efficiency.

Therefore, the part of the formula (1) with respect to the constant K[Bdsl] is considered by the inventor in two parts: the gas injection amount of 50% of the torque load (take K[Bdsl]=1), plus The gas injection amount of the accelerator pedal opening control (taken K[Bdsl]=0 to 0.245) is supplemented by two air pressure type gas flow control valves, which are implemented in the diesel/liquefied petroleum gas co-firing system.

One of these air-pressure gas flow control valves is a feed-in parameter that is controlled by the supercharging pressure of the engine to regulate the gas injection amount in a closed loop manner. Another air-pressure gas flow control valve is an active actuation parameter in which the accelerator pedal opening degree is an open circuit type, and the pressure of the accelerator pedal air pressure control valve is changed by the air pressure control cam, and the regulated air is introduced into the combustion. Air flow control valve, Inject gas into the engine intake manifold. Therefore, the present invention only obtains the optimal gas injection amount through two air pressure flow control valves, and obtains an excellent diesel/liquefied petroleum gas co-firing effect, thereby achieving the effect of energy saving and carbon reduction.

Secondly, the air-pressure closed circuit for controlling the gas injection amount belongs to a mechanical structure, and it is not necessary to install an electronically controlled air jet nozzle and a jet control unit, which is not only relatively simple in construction, but also has a manufacturing cost lower than that of a general electronic control system. Eighty percent.

Furthermore, the closed loop control method of the present invention uses the supercharging pressure as the feedback actuation parameter, so that the injected liquefied petroleum gas can be accurately controlled, the better air-fuel ratio is obtained, and the thermal efficiency of the co-firing engine is improved. More energy-saving and carbon-reducing effect than the general electronic open circuit control co-firing system. Therefore, the co-firing system of the present invention is a new weapon for saving the fuel cost of the diesel engine.

10‧‧‧Diesel delivery line

11‧‧‧Diesel jet pump

12‧‧‧Diesel fuel tank

13‧‧‧Diesel engine

14‧‧‧Intake manifold

15‧‧‧Exhaust manifold

16‧‧‧ turbocharger

17‧‧‧Intercooler

18‧‧‧ water tank

19‧‧‧Gas pedal

20‧‧‧Liquid LPG pipeline

21‧‧‧Liquified petroleum gas storage tank

22‧‧‧Close valve

23‧‧‧Vaporizer

24‧‧‧Filter

25‧‧‧ solenoid valve

26‧‧‧Decompression

30‧‧‧ oil and gas transfer switch

31‧‧‧ Sensor

40‧‧‧First flow control valve

41‧‧‧ entrance

42‧‧‧air inlet

43‧‧‧Upper film

44‧‧‧ Lower die

45‧‧‧Upper air chamber

46‧‧‧Air chamber

47‧‧‧ gas supply valve

48‧‧‧ thimble

49‧‧‧ oil and gas room

50‧‧‧Second flow control valve

51‧‧‧ entrance

52‧‧‧Export

53‧‧‧air inlet

54‧‧‧Export

60‧‧‧Gas pedal air pressure control valve

61‧‧‧ cam

62‧‧‧Plunger

63‧‧‧Control room

64‧‧‧Measurement airbag

65‧‧‧ gas circulation area

66‧‧‧Unregulated supply area

67‧‧‧ gas supply valve

68‧‧‧Initial pressure die

69‧‧‧Control module

70‧‧‧Initial pressure chamber

71‧‧‧Secondary pressure chamber

72‧‧‧Regulated voltage regulation zone

73‧‧‧pressure valve

74‧‧‧ thimble

75‧‧‧Safety valve

76‧‧‧ linkage rod

77‧‧‧air inlet

78‧‧‧ air outlet

Fig. 1 is a plan view showing the structure of a preferred embodiment of the air-pressure control gas flow type diesel/liquefied petroleum gas co-firing energy-saving carbon reduction system of the present invention.

Fig. 2 is an enlarged plan view showing the throttle pedal air pressure control valve of Fig. 1.

Figure 3 is a cross-sectional enlarged plan view of the liquefied petroleum gas flow control valve of Figure 1.

In order to give readers a deeper understanding of the essence of the present invention, with the necessary drawings, the technical content of the present invention is described in detail as follows: In the first figure, the air pressure control gas flow type diesel/liquefied petroleum gas mixture is clarified. A specific architecture of a preferred embodiment of the energy-saving carbon reduction system.

The dual fuel co-firing system includes a diesel delivery line 10 and a liquefied petroleum gas delivery line 20 that are switched by a gas-to-oil transfer switch 30 for combustion operations.

The center of the diesel delivery line 10 is a diesel injection pump 11, One end of the diesel delivery line 10 is connected to a diesel fuel tank 12, and the other end is connected to a diesel engine 13. When the diesel engine 13 is started, a user steps on the accelerator pedal 19, and the diesel injection pump 11 determines that the diesel fuel tank 12 draws an appropriate amount of diesel oil into the multi-cylinders inside the diesel engine 13.

The diesel engine 13 is externally coupled to an intake manifold 14 and an exhaust manifold 15. The intake manifold 14 is defined at one end as the A end and the other end as the B end and connected to a turbocharger 16. The turbocharger 16 draws gas, passes through an intercooler 17 and transfers to the cylinder of the diesel engine 13, and the mixed diesel fuel is combusted to generate the kinetic energy required for the vehicle to travel, and the exhaust gas is sent from the exhaust manifold 15 to an exhaust gas. Tube (not shown). In addition, a water tank 18 stores an appropriate amount of liquid (generally referred to as water), and heat-dissipates the diesel engine 13 by water cooling.

The liquefied petroleum gas delivery pipeline 20 is connected at one end to a liquefied petroleum gas storage tank 21, and the other end forms a two-stage branching pipeline for connecting the corresponding portion of the intake manifold 14: a section of the pipeline leading to the intake manifold At the A end of the 14th, a first air pressure type first flow control valve 40 is arranged on the pipeline; the other line is connected to the B end of the intake manifold 14 via a pneumatic second flow control valve 50. A liquefied petroleum gas delivery line 20 is interposed between the liquefied petroleum gas storage tank 21 and the two flow control valves 40, 50, and a shut-off valve 22 for determining the output of the liquefied petroleum gas is sequentially installed, and the liquefied petroleum gas is vaporized into small A molecular vaporizer 23, and a filter 24 for filtering out impurities in the petroleum gas.

The closing valve 22 is normally in an open state, and a solenoid valve 25 located in the liquefied petroleum gas delivery line 20 is assembled at both ends thereof, and each of the solenoid valves 25 is normally closed. The vaporizer 23 also uses the liquid of the water tank 18 to obtain a water-cooled heat dissipation effect.

The oil and gas transfer switch 30 has a set of sensors 31, and the sensor 31 can be mounted on the diesel engine 13 for detecting a torque load or a rotational speed. The oil-gas transfer switch 30 is turned on, and the electromagnetic valve 25 is brought to the open state, and the liquefied petroleum gas storage tank 21 is allowed to introduce the gas having an internal pressure of 10 kg/cm ² into the vaporizer 23, and after decompressing 26, it becomes a fluid of 2 kg/cm ² . Diverted to the respective inlets 41, 51 of the flow control valves 40, 50 via the filter 24.

Under various torque loads and rotational speeds, a cam 61 is eccentrically rotated by the accelerator pedal 19, and a plunger 62 is pressed into an accelerator pedal air pressure control valve 60 according to a configuration in which the distance from the non-circular contour curve to the axle is inconsistent. .

As shown in Fig. 2, the accelerator pedal air pressure control valve 60 is hollow inside, and is divided into two by the inner wall of the control valve 60: a control chamber 63 and a gas flow region 65. The control chamber 63 belongs to a space inside the control valve 60 that is biased toward the plunger 62 for accommodating a measurement air bag 64. The measurement airbag 64 partially protrudes from the periphery of the portion of the control chamber 63 by the plunger 62, and the remaining portion penetrates the inside of the plunger 62.

The gas flow area 65 belongs to the space inside the control valve 60 away from the plunger 62, and is also divided into two by the inner wall of the control valve 60: an unregulated supply zone 66 and a fluid zone connected to the control chamber 63. The fluid zone is separated by a pair of dies 68, 69 into an initial pressure chamber 70, a secondary pressure chamber 71 and a regulated pressure zone 72.

The voltage regulation regulating pressure zone 72 is in communication with the unregulated supply area 66, and is blocked by a gas supply valve 67 at the junction of the two zones 66 and 72. The air supply valve 67 in the figure is composed of a spring and a steel ball, and the steel ball is blocked by the elastic force of the spring to block the unregulated supply area 66 and the pressure regulating pressure zone 72.

The initial pressure chamber 70 is located between the initial pressure die 68 and the control chamber 63, and a pressure valve 73 automatically blocks the two chambers 63, 70 from communicating with each other. The pressure valve 73 in the figure is also composed of a steel ball and a spring. The steel ball is connected to the end of the plunger 62 through a thimble 74, and the two can be synchronously actuated. The spring provides an elastic force to push the steel ball to block the control chamber 63 and the initial pressure chamber. 70 junctions.

The secondary pressure chamber 71 is interposed between the initial pressure die 68 and the initial pressure chamber The pressure chambers 70 are adjacent, and the two chambers 70, 71 are not connected to each other. The boundary between the secondary pressure chamber 71 and the regulated pressure zone 72 is the control die 69.

The regulator regulating pressure zone 72 is plugged with a safety valve 75 at the communication with the secondary pressure chamber 71. The safety valve 75 in the figure is a steel ball which engages a linkage rod 76 with the steel ball of the air supply valve 67, so that the safety valve 75 moves synchronously with the air supply valve 67.

It is not difficult to find from the above description that the plunger 62 is displaced deep toward the control chamber 63, and the measurement air bag 64 and the ejector pin 74 are moved in the same direction, so that the control chamber 63 communicates with the initial pressure chamber 70, forcing the initial pressure diaphragm 68 because The pressure intensity changes and bends. At the same time, the pressure intensity inside the secondary pressure chamber 71 is increased, and the compression control diaphragm 69 is deformed and bent, which is sufficient to push the safety valve 75 upward, and the supply valve 67 is driven away from the original blocking position via the linkage rod 76.

At this time, the unregulated supply area 66 communicates with the regulated pressure regulating zone 72, and the air having a pressure value of about 2 kg/cm ² is introduced into the regulated pressure regulating zone 72 by the air inlet 77, and the air pressure value ranges from 0 to 1.5. The adjustment of kg/cm ² is followed by the air outlet 78 to deliver the conditioned air to the air inlet 42 of the first flow control valve 40.

Next, as seen in Fig. 3, the first flow control valve 40 is constructed substantially the same as the accelerator pedal air pressure control valve, and is placed against the inner portion of the first flow control valve 40 by the die 43, 44. Separating into a plurality of spaces, an upper air chamber 45 is formed from the inner wall of the first flow control valve 40 to the upper mold piece 43. The upper air chamber 45 is isolated from the outside, and the accelerator pedal can only be connected through the air inlet 42. The pressure control valve is used to introduce the gas with the adjusted air pressure value, and raise the pressure of the upper chamber 45 chamber, forcing the upper mold piece 43 to deform and bend.

The two die 43 and 44 cooperate with the inner wall of the first flow control valve 40 to define a lower air chamber 46, and the lower air chamber 46 and one oil chamber 49 are partially inner and lower die 44 of the first flow control valve 40. Separated, the lower air chamber 46 is in communication with the oil and gas chamber 49 by a safety valve so that the lower air chamber 46 remains closed. Thus, the deformed upper mold piece 43 raises the chamber pressure of the lower air chamber 46, forcing the lower mold piece 44 to be bent and deformed.

The safety valve in the figure is like a thimble 48, and under the support of another set of air supply valves 47 installed between the inlet 41 and the outlet 52, the front end of the ejector pin 48 is plugged into the lower air chamber 46 to communicate with the oil and gas chamber 49. It is the normal state. Once the chamber pressure of the lower air chamber 46 is greater than the force applied by the air supply valve 47 to the ejector needle 48, the ejector pin 48 can be reversely depressurized, and the air supply valve 47 is simultaneously retracted. At this time, the liquefied petroleum gas flows into the first flow control valve 40 from the inlet 41, passes through the supply valve 47 to the oil and gas chamber 49, and flows through the outlet 52 to the intake manifold 14 (see Fig. 1).

Referring back to Fig. 1, the configuration of the second flow control valve 50 is identical to that of the first flow control valve 40, the difference being that the intake port 53 of the second flow control valve 50 introduces turbocharged gas. Since the diesel engine 13 is started, the turbocharger 16 generates a pressurized pressure under any torque load, and the pressure value ranges from about 0 to 0.8 kg/cm ² , and is injected into the second flow control valve 50 through the intake port 53. in.

The subsequent process is similar to the first flow control valve 40: that is, the pressurized gas raises the chamber pressure of the upper air chamber, so that the upper die is deformed and bent, forcing the lower air chamber to pressurize to push the lower diaphragm, thereby pushing the thimble together. The gas valve is in an open state, and the liquefied petroleum gas is directed to flow into the B end of the intake manifold 14 via the outlet 54 of the second flow control valve 50.

Therefore, when the diesel engine 13 is operated at a low rotation speed of about 1200 rpm, the supercharging pressure is small at a low accelerator opening, so that the amount of liquefied petroleum gas injected at the A end/B end is small, almost zero.

When the throttle opening is gradually increased and the engine speed is about 1700 rpm, the supercharging pressure is increased to 0.37 kg/cm ² , and the amount of liquefied petroleum gas injected at the A end/B end is about 24.5%.

When the throttle is opened and the engine speed is as high as 2400 rpm, the supercharging pressure is increased to 0.71 kg/cm ² , and the liquefied petroleum gas injection amount at the A end/B end is lowered to 1.163.

When the throttle increases the engine speed to nearly 2700 rpm, the total injection amount of the liquefied petroleum gas is the injection amount at the B end, which is about the injection amount at 50% of the torque load. Therefore, the amount of liquefied petroleum gas injected at the A end/B end is automatically controlled according to the contour curve of the cam 61 (according to the throttle opening degree), and constitutes a closed loop air control main system with a boost pressure as an actuator, plus With the accelerator pedal opening as the actuator's open circuit auxiliary system, the main and auxiliary systems can be fully coordinated to establish an optimal gas jet system.

Finally, through the design and analysis of the accelerator pedal air pressure control valve and the air pressure type flow control valve, the optimal gas injection mechanism is obtained to ensure the highest thermal efficiency and achieve the energy saving and carbon reduction target of nearly 20% fuel economy.

Assume that the accelerator pedal air pressure control valve is pressed down by the accelerator pedal driving cam stroke Sp (about 2~3 mm), so that the deformation of the center of the initial pressure diaphragm is δ p ₁ , which causes the pressure in the secondary pressure chamber to be Pp, and then the control is performed. The diaphragm is pressurized to the spring of the air supply valve (constant Kp ₂ ) to produce a displacement of δ p ₂ , which is the degree of clearance of the air supply valve. When Sp is the maximum (about 3mm), the value of δ p ₂ is also the largest, that is, the gas supply valve is fully open, and the unregulated pressure air enters the pressure regulation and pressure zone at the maximum amount. According to the mechanical stress analysis of higher materials, δ p ₁ =Ep×Pp(Rp ² ) ² /Etp ³ --------------(3)

In formula (3), E is the Youngs Modulus of the diaphragm material, tp is the thickness of the diaphragm, and the value of the constant Ep varies with the value of Rp/rp, as shown in the following table:

When the plunger is subjected to the specified displacement load Sp by the cam, the force Fp is generated for the measuring airbag (the elastic modulus Kpa can be experimentally measured), resulting in the displacement amount δ p _{1 of the} initial pressure diaphragm, which is known from the balance of the force. Sp × Kpa = Kp ₁ × δ p ₁ . As long as the spring constant value Kp ₁ , δ p ₁ of the pressure valve dedicated to the accelerator pedal air pressure control valve is set, it can be obtained. After selecting the appropriate diaphragm material E, outer radius Rp, thickness tp and center hard piece radius rp, δ p _{1 is} substituted into formula (3) to obtain Pp, and then the force of the diaphragm and the supply valve spring is controlled. Balance, that is, Pp × ¶ × R ² p ₂ = Kp ₂ × δp ₂ , where ¶ = 3.1416, the spring modulus Kp ₂ of the spring applied to the air supply valve of the accelerator pedal air pressure control valve can be obtained.

In this way, starting from the accelerator pedal, a specially designed cam generates a Sp stroke, and all the diaphragm sizes of the respective airbags, the initial pressure chamber and the secondary pressure chamber, and the elastic modulus of each spring can be accurately designed and manufactured, and finally can be adjusted. The air pressure is applied to the regulated pressure Pc ₂ to obtain a predetermined flow rate and pressure to enter the air pressure type flow control valve to achieve the amount of liquefied petroleum gas jet entering the engine from the intake manifold A end.

In the air pressure type flow control valve, the pressure Pc _{1 is} regulated from the turbo boost pressure Pb ₁ or via the accelerator pedal control valve, and is designated as Pl ₁ . Also using the aforementioned mechanical stress analysis of the higher material, the displacement δ l _{2 of} the supply valve opening can be obtained by the following formula: δl ₂ = El × Pl ₁ × (Rl ₂ ² ) ² / Etl ³ × Rl ₁ ² / Rl ₂ ² =El×(Pl ₁ ×Rl ₂ ² ×Rl ₁ ² )/Etl ³ ------------(4)

In the above formula, E is the Youngs Modulus of the diaphragm material, tl is the thickness of the diaphragm, and the constant value El follows the upper and lower diaphragm radius of the flow control valve Rl ₂ / flow control valve up and down The value of the center radius rl ₂ of the diaphragm changes, as shown in the following table:

When δ l _{2 is} obtained, the liquefied petroleum gas discharge amount at the outlet of the flow control valve can be accurately controlled, and the liquefied petroleum gas injection amount injected into the diesel engine from the A end and the B end of the intake manifold can be accurately obtained. control.

In summary, the present invention obtains the optimal ratio of the amount of liquefied petroleum gas used and the amount of diesel used under various torque loads and different rotational speeds, and obtains the best air-fuel ratio to achieve the best co-firing engine. The burning condition, that is, the highest thermal efficiency, results in a fuel economy of 20%.

40‧‧‧First flow control valve

41‧‧‧ entrance

42‧‧‧air inlet

43‧‧‧Upper film

44‧‧‧ Lower die

45‧‧‧Upper air chamber

46‧‧‧Air chamber

47‧‧‧ gas supply valve

48‧‧‧ thimble

49‧‧‧ oil and gas room

52‧‧‧Export

Claims (10)

A diesel/liquefied petroleum gas co-firing system includes: a diesel fuel delivery pipeline connected to a diesel engine and a diesel fuel tank to deliver diesel fuel to a diesel engine; and a liquefied petroleum gas delivery pipeline connected to a liquefied petroleum gas storage a gas barrel, a first flow control valve and a second flow control valve; an intake manifold connecting the diesel engine with the first and second flow control valves, liquefying through the A and B ends of the intake manifold The petroleum gas is diverted to the diesel engine; wherein the first flow control valve is an open circuit, and the pressure of the accelerator pedal air pressure control valve is changed by a cam according to the opening degree of an accelerator pedal, and the pressure is adjusted. The air is introduced into the first flow control valve to inject gas into the A end of the intake manifold; the second flow control valve is a closed circuit, and the engine boost pressure is used as feedback feedback parameter to regulate the gas delivery to the intake manifold. The injection pressure of the B-end of the tube; the accelerator pedal air pressure control valve comprises: a plunger, the plunger has a measuring air bag, the measuring balloon partially protrudes from the periphery of the plunger, and the remaining portion penetrates into the plunger; a control room is used for Accommodation bureau a plunger and a measuring air bag; a secondary pressure chamber which is separated from a control die by an initial pressure die; a pressure regulating pressure zone whose boundary line with the secondary pressure chamber is a control die, A gas supply valve is used to block the pressure regulating pressure zone and the unregulated supply zone, and a safety valve that moves synchronously with the gas supply valve is installed at a communication pressure zone and a secondary pressure chamber; when a throttle The pedal drives the cam to rotate, the plunger is pressed into the control chamber by the cam to open the pressure valve, the initial pressure diaphragm and the control diaphragm are deformed, the chamber pressure of the secondary pressure chamber is raised, and the air is introduced into the pressure regulating pressure zone to be the air pressure value. Adjusted and then delivered to the first flow control valve; The best gas injection amount is obtained by two air pressure type flow control valves, and the excellent diesel/liquefied petroleum gas co-firing effect is obtained, thereby achieving the effect of energy saving and carbon reduction. The diesel/liquefied petroleum gas co-firing system according to claim 1, wherein each flow control valve has an upper die and a lower die, and the two die divides the hollow interior of the flow control valve into: An upper air chamber, the upper air chamber is a space for separating the inner wall of the flow control valve from the upper mold piece, the upper air chamber has an air inlet; and a lower air chamber, the lower air chamber is a two-die assembly a space enclosed by the inner wall of the flow control valve; an oil and gas chamber, the lower die is bounded by the inner wall of the flow control valve, and the oil and gas chamber is separated from the lower air chamber, and the oil and gas chamber has an inlet for transporting the liquefied petroleum gas and An outlet valve is connected to the intake manifold, and an air supply valve is installed between the outlet and the inlet. The air supply valve supports a safety valve to block the communication between the oil and gas chamber and the lower air chamber, so that the lower air chamber is kept closed; when the accelerator pedal is The gas of the air pressure control valve is output to the air inlet of the first flow control valve, the air inlet of the second flow control valve is introduced with a gas of the supercharger, and the upper and lower modes of the first and second flow control valves are The sheet is deformed, the chamber pressure of the lower air chamber is raised, the safety valve is pushed open, and the air supply is connected. It is on. The diesel/liquefied petroleum gas co-firing system according to claim 2, wherein the safety valve suitable for the flow control valve is a thimble, one end of the ejector pin is connected to the air supply valve, and the other end is plugged with the lower air chamber and The intersection of oil and gas chambers is normal. The diesel/liquefied petroleum gas co-firing system of claim 2, wherein the accelerator pedal air pressure control valve further comprises: a gas circulation area including an unregulated supply zone and a fluid zone The fluid zone is separated from the control die by the initial pressure die: an initial pressure chamber between the initial pressure die and the control chamber, and the initial pressure chamber and the control room are blocked by a pressure valve Wherein, the initial pressure chamber is adjacent to the secondary pressure chamber via the initial pressure die, and the two chambers are not connected to each other; when the accelerator pedal drives the cam to rotate, the chamber pressure of the secondary pressure chamber is lifted to push open the safety valve, and the gas supply is interlocked. The valve leaves the original blocked position, adjusts the pressure value of the pressure regulating pressure zone, and then sends it to the air inlet of the first flow control valve. The diesel/liquefied petroleum gas co-firing system according to claim 4, wherein the pressure valve used in the accelerator pedal air pressure control valve is composed of a steel ball and a spring, and a ball is connected between the steel ball and the plunger. The thimble, the spring provides the force required for the ball to block the control chamber and the initial pressure chamber. The diesel/liquefied petroleum gas co-firing system according to claim 4, wherein the gas supply valve of the accelerator pedal air pressure control valve is composed of a spring and a steel ball, and the spring provides steel ball jam and unadjusted. The force required to communicate between the pressure supply zone and the regulated pressure zone. The diesel/liquefied petroleum gas co-firing system according to claim 6, wherein the safety valve applied to the accelerator pedal air pressure control valve is a steel ball obtained through a linkage rod and a steel ball constituting the air supply valve. Linkages. The diesel/liquefied petroleum gas co-firing system according to claim 7, wherein the accelerator pedal driving cam stroke causes the deformation amount δ p ₁ generated by the initial pressure diaphragm to be obtained by the following formula: Sp×Kpa=Kp ₁ × δ p _{1 In the} formula, Sp is the displacement load of the plunger by the cam; Kpa is the elastic modulus of the measured airbag; Kp ₁ is the spring constant value of the pressure valve dedicated to the accelerator pedal air pressure control valve. It can be set by itself; substituting the following formula to obtain the pressure value Pp of the secondary pressure chamber: δ p ₁ = Ep × Pp(Rp ² ) ² /Etp ^{3 In the} formula, Ep is a constant value, with the outer radius of the diaphragm Rp/ The diaphragm center radius rp changes; Pp is the pressure value generated by the secondary pressure chamber in response to the initial pressure diaphragm deformation; E is the diaphragm coefficient of the diaphragm material; tp is the thickness of the diaphragm. For example, in the diesel/liquefied petroleum gas co-firing system described in claim 8, wherein the pressure value Pp of the secondary pressure chamber is substituted into the following formula to obtain the air supply valve applied to the accelerator pedal air pressure control valve. The elastic modulus of the spring Kp ₂ : Pp × ¶ × R ² p ₂ = Kp ₂ × δp _{2 In the} formula, ¶ = 3.1416; δ p ₂ controls the diaphragm to be pressed against the supply valve spring displacement. The diesel/liquefied petroleum gas co-firing system according to claim 7, wherein the displacement δ l _{2 of the} gas supply valve opening of the flow control valve can be obtained by the following formula: δl ₂ = El × Pl ₁ × (Rl ₂ ² ) ² /Etl ³ ×Rl ₁ ² /Rl ₂ ² =El×(Pl ₁ ×Rl ₂ ² ×Rl ₁ ² )/Etl ^{3 In the} formula, E is the Yang coefficient of the diaphragm material; El is a constant value Depending on the diaphragm radius Rl _{2 of the} flow control valve / the diaphragm center radius rl _{2 of the} flow control valve; Pl ₁ represents the pressure value from the boost or the pressure value regulated via the accelerator pedal control valve; tl is the thickness of the diaphragm .