WO2009081441A1 - System for supply of lpg, methane, ammonia, and gas in general for petrol or diesel engines with electronic pressure regulator for continuous variation of the pressure of the fuel supplied to the injectors - Google Patents

System for supply of lpg, methane, ammonia, and gas in general for petrol or diesel engines with electronic pressure regulator for continuous variation of the pressure of the fuel supplied to the injectors Download PDF

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Publication number
WO2009081441A1
WO2009081441A1 PCT/IT2008/000775 IT2008000775W WO2009081441A1 WO 2009081441 A1 WO2009081441 A1 WO 2009081441A1 IT 2008000775 W IT2008000775 W IT 2008000775W WO 2009081441 A1 WO2009081441 A1 WO 2009081441A1
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WO
WIPO (PCT)
Prior art keywords
pressure
gas
engine
control unit
supply
Prior art date
Application number
PCT/IT2008/000775
Other languages
French (fr)
Inventor
Luciano Cippitani
Original Assignee
Icomet Spa
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Icomet Spa filed Critical Icomet Spa
Priority to CA2709966A priority Critical patent/CA2709966C/en
Priority to US12/526,212 priority patent/US8146575B2/en
Priority to AU2008341434A priority patent/AU2008341434B2/en
Priority to CN2008801269056A priority patent/CN101946083B/en
Priority to EP08865211A priority patent/EP2232043B1/en
Publication of WO2009081441A1 publication Critical patent/WO2009081441A1/en

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Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M21/00—Apparatus for supplying engines with non-liquid fuels, e.g. gaseous fuels stored in liquid form
    • F02M21/02—Apparatus for supplying engines with non-liquid fuels, e.g. gaseous fuels stored in liquid form for gaseous fuels
    • F02M21/0218—Details on the gaseous fuel supply system, e.g. tanks, valves, pipes, pumps, rails, injectors or mixers
    • F02M21/023—Valves; Pressure or flow regulators in the fuel supply or return system
    • F02M21/0239—Pressure or flow regulators therefor
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D19/00—Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures
    • F02D19/02—Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures peculiar to engines working with gaseous fuels
    • F02D19/021—Control of components of the fuel supply system
    • F02D19/023—Control of components of the fuel supply system to adjust the fuel mass or volume flow
    • F02D19/024—Control of components of the fuel supply system to adjust the fuel mass or volume flow by controlling fuel injectors
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D19/00—Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures
    • F02D19/02—Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures peculiar to engines working with gaseous fuels
    • F02D19/026—Measuring or estimating parameters related to the fuel supply system
    • F02D19/027—Determining the fuel pressure, temperature or volume flow, the fuel tank fill level or a valve position
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/0025—Controlling engines characterised by use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures
    • F02D41/0027—Controlling engines characterised by use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures the fuel being gaseous
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M21/00—Apparatus for supplying engines with non-liquid fuels, e.g. gaseous fuels stored in liquid form
    • F02M21/02—Apparatus for supplying engines with non-liquid fuels, e.g. gaseous fuels stored in liquid form for gaseous fuels
    • F02M21/0203—Apparatus for supplying engines with non-liquid fuels, e.g. gaseous fuels stored in liquid form for gaseous fuels characterised by the type of gaseous fuel
    • F02M21/0209—Hydrocarbon fuels, e.g. methane or acetylene
    • F02M21/0212—Hydrocarbon fuels, e.g. methane or acetylene comprising at least 3 C-Atoms, e.g. liquefied petroleum gas [LPG], propane or butane
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M21/00—Apparatus for supplying engines with non-liquid fuels, e.g. gaseous fuels stored in liquid form
    • F02M21/02—Apparatus for supplying engines with non-liquid fuels, e.g. gaseous fuels stored in liquid form for gaseous fuels
    • F02M21/0218—Details on the gaseous fuel supply system, e.g. tanks, valves, pipes, pumps, rails, injectors or mixers
    • F02M21/0245—High pressure fuel supply systems; Rails; Pumps; Arrangement of valves
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D2200/00—Input parameters for engine control
    • F02D2200/02—Input parameters for engine control the parameters being related to the engine
    • F02D2200/06—Fuel or fuel supply system parameters
    • F02D2200/0602—Fuel pressure
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D2200/00—Input parameters for engine control
    • F02D2200/02—Input parameters for engine control the parameters being related to the engine
    • F02D2200/06—Fuel or fuel supply system parameters
    • F02D2200/0606—Fuel temperature
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D2200/00—Input parameters for engine control
    • F02D2200/02—Input parameters for engine control the parameters being related to the engine
    • F02D2200/06—Fuel or fuel supply system parameters
    • F02D2200/0618—Actual fuel injection timing or delay, e.g. determined from fuel pressure drop
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D2200/00—Input parameters for engine control
    • F02D2200/02—Input parameters for engine control the parameters being related to the engine
    • F02D2200/10—Parameters related to the engine output, e.g. engine torque or engine speed
    • F02D2200/101—Engine speed
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D2200/00—Input parameters for engine control
    • F02D2200/60—Input parameters for engine control said parameters being related to the driver demands or status
    • F02D2200/602—Pedal position
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D2250/00—Engine control related to specific problems or objectives
    • F02D2250/31—Control of the fuel pressure
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/02—Circuit arrangements for generating control signals
    • F02D41/14—Introducing closed-loop corrections
    • F02D41/1438—Introducing closed-loop corrections using means for determining characteristics of the combustion gases; Sensors therefor
    • F02D41/1444—Introducing closed-loop corrections using means for determining characteristics of the combustion gases; Sensors therefor characterised by the characteristics of the combustion gases
    • F02D41/1454—Introducing closed-loop corrections using means for determining characteristics of the combustion gases; Sensors therefor characterised by the characteristics of the combustion gases the characteristics being an oxygen content or concentration or the air-fuel ratio
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/10—Internal combustion engine [ICE] based vehicles
    • Y02T10/30—Use of alternative fuels, e.g. biofuels

Definitions

  • the present invention relates to systems for supplying gas for petrol or diesel engines, and in particular .
  • the system for regulation of the pressure of the supply of gas or other fuel different from petrol or diesel as a function of the amount of fuel required by the engine as the power output and other operating parameters vary.
  • This system involves the creation of a mapping of the system and in particular of the electronic control unit for control of the gas, determining a priori, in a pre-set range, the time for which, according to the power demand, the injectors are to remain open to supply the right amount of fuel (LPG, methane, ammonia, and gas in general), necessary for each type of engine.
  • LPG fuel
  • methane, ammonia, and gas in general the right amount of fuel
  • Examples of said systems are, for instance, known from the international patent No. WO 92/08888, filed in the name of Biocom PTY, which describes a dual-supply system and a method for controlling said system, in which the fuel is injected into the injection pipes through injectors, a set of valves supplies the fuel selected to the injectors through delivery pipes, whilst the excess fuel returns to the tank by means of return pipes.
  • An electronic control unit determines the injection times for the fuel selected according to the engine parameters for the main fuel and with times modified according to the characteristics of the second fuel with respect to the first.
  • the drawbacks described are overcome by installing, along the line for supply of the fuel to the engine, a pressure regulator, which is appropriately governed, via an injector, by the electronic control unit.
  • a peculiar characteristic of the invention lies in the fact that, by keeping the original mapping of the engine unaltered, the electronically controlled pressure regulator varies the pressure of "injection of the fuel to the engine progressively and continuously through the management of electric control of the variable-frequency injector, according to the following parameters : - injection times required by the engine in petrol operation; engine r.p.m.; and signal sent by the lambda probe or by the rheostat of the accelerator as a result of the pressure exerted on the accelerator pedal by the driver and the speed with which the pedal is pressed.
  • Figure IA shows a diagram of the percentage variation of the pressure of the fuel as the parameters sent by the control unit of the engine, i.e., the injection times, and r.p.m., vary;
  • Figure IB shows a schematic view of the system, the positioning of the injectors, the pressure regulator with corresponding injector, and the electronic control units for the fuel system functioning with LPG in the gaseous phase;
  • Figure 2 shows a schematic view of the system, the positioning of the injectors, the pressure reducer, the pressure regulator with corresponding injector, and the electronic control units for the fuel system -functioning with LPG in the gaseous phase at a high pressure
  • Figure 3 shows a schematic view of the system, the positioning of the injectors, the pressure regulator with corresponding injector, and the electronic control units for the fuel system functioning with LPG/ammonia in the liquid phase
  • Figure 4 shows a schematic view of the system, the positioning of the injectors, the pressure reducer, the pressure regulator with corresponding injector, and the electronic control units for the system functioning with methane
  • Figure 5 shows a diagram of variation of the pressure of the LPG in the gaseous phase as a function of the engine r.p.m. and the petrol-injection times;
  • Figure 7 shows a diagram of variation of the pressure of the methane as a function of the engine " r.p.m. and the petrol-injection times;
  • Figure 8 shows, purely by way of non-limiting example, the variation of the pressure of the LPG/ammonia in the liquid phase, obtained via the control unit for pressure regulation with the variation of the current of the pump and of the frequency of the injector of the pressure regulator; and
  • Figure 9 shows, purely by way of non-limiting example, the variation of the pressure of the LPG/ammonia in the liquid phase, obtained via the control unit for pressure regulation with the variation of the current of the pump.
  • the system for operation with LPG in the gaseous phase of a petrol engine is constituted by:
  • the ensemble of the pressure regulator/heat exchanger 5 is constituted by a body, inserted in which are the injector 4 for regulation and vaporization of the gas and the heat exchanger 5, which, thanks to the passage of the hot water coming from the engine, maintains the gas at a temperature higher than freezing point .
  • the control unit for deviation and regulation of the pressure 9 receives from the electronic control unit of the engine 8 the electrical signals as a function of the injection times, the engine r.p.m., and the signal sent by the lambda probe and/or by the rheostat of the accelerator; said signals are processed and sent by the electronic control unit for control and regulation of the pressure 9, at a variable frequency, to the injector 4 of the pressure regulator and heat exchanger 5, which varies continuously and with a constant progression the regulation of the pressure of the fuel with which the gas injectors 11 are supplied, thus enabling proper operation of the engine as when it is operating with petrol .
  • Variation of the pressure occurs in a progressive and continuous way so as to maintain the pressure always adequate- for enabling the right amount of fuel necessary for the requirements of the control unit 8 of the vehicle, maintaining the pressure of the fuel in the rail always suited to the need as the demand of the engine varies according to the time and the amount, via opening.of the injectors.
  • the system referred to in the present invention envisages that the control unit for pressure regulation 9, via the electronic pressure regulator, increases or decreases the pressure of the fuel automatically so as to meet the requirements of the engine, simultaneously with the variation of the injection times set by the control unit of the automobile 8 resulting from a lean or rich mixture detected by the lambda probe of the vehicle, or via the signals sent by the rheostat of the accelerator according to the requirements of the driver.
  • Illustrated in Figure 2 is the scheme of the system suited to operation of the engine with LPG in the gaseous phase at high pressure.
  • This version as compared to the system illustrated in Figure 1, which regards supply of an engine with LPG in the gaseous phase, has been implemented with a filter 12, a pump 13, and a pressure reducer 14, arranged between the valve 2 and the pressure regulator and heat exchanger 5.
  • This version of the system enables activation of the pump via control of the control unit for pressure regulation 9 automatically when the pressure of the gas becomes insufficient, guaranteeing the pressure necessary for proper operation of the engine in particular, but not exclusively, with low external temperatures .
  • the system of the present invention causes, simultaneously with variation of the injection times of the control unit of the motor vehicle 8 resulting from a lean or rich mixture detected by the lambda probe of the vehicle, the control unit for pressure regulation 9 to increase or decrease the pressure of the fuel automatically so as to meet the requirements of the engine .
  • an electronic control unit 8 provided on the vehicle; and - a control unit for deviation and regulation of the pressure 9 for supply of the petrol injectors 10 or of the LPG/ammonia injectors 11.
  • the control unit for deviation and regulation of the pressure 9 receives from the original control unit 8, the electrical signals as a function of the injection times, of the engine r.p.m., and of the signals sent by the lambda probe and/or by the rheostat of the accelerator.
  • the variation of the pressure via the pressure regulator occurs in a progressive and continuous way so as to maintain the pressure of the fuel always suited to the requirements of the control unit 8 of the vehicle, maintaining the pressure of the fuel in the rail always suited to the need as the demand of the engine varies according to the time and the amount via opening of the injectors.
  • the control unit of the motor vehicle 8 extends the injection times. Consequently, the control unit for pressure regulation 9, via the electronic pressure regulator, increases the pressure of the fuel so as conform to the demand of the engine.
  • the control unit of the motor vehicle 8 reduces the injection times, and the control unit for pressure regulation 9, via the electronic pressure regulator, lowers the pressure of the fuel.
  • the control unit for pressure regulation 9 via the electronic pressure regulator, lowers the pressure of the fuel.
  • the control unit for deviation and regulation of the pressure 9 manages not only the injector 4 of the pressure regulator 5 but also the current of the fuel pump 13 both simultaneously and individually so as to obtain a wide pressure range to be used in the management of the regulation of the fuel according to the requirements of the engine converted to gas.
  • Said characteristic enables, for example, a high pressure of the LPG/ammonia with which the gas injectors are supplied to be obtained in the event of a sudden demand for power from the engine, for example when overtaking, or reduction of the pressure when the engine is used with minimal loads.
  • the fuel pump 13, located inside the tank or inside the multivalve flange, is indispensable in the liquid-injection system for guaranteeing circulation of the fuel that must be forced in, because if it is drawn therein could pass into the gaseous phase, creating problems of failure to ignite, and consequent lighting- up of the engine-fault warning light in so far as the fuel injected by an injector for the liquid phase would be insufficient for proper operation of the engine itself.
  • the system illustrated in Figure 4 is altogether similar to the one illustrated in Figure 1 and in particular is constituted by: - a tank for the methane 1;
  • control unit for deviation and regulation of the pressure 9 for supply of the petrol injectors 10 or of the methane injectors 11.
  • the control unit for deviation and regulation of the pressure 9 receives from the original control unit 8 of the engine the electrical signals as a function of the injection times, of the engine r.p.m., and of the signal sent by the lambda probe and/or by the rheostat of the accelerator. Said signals are processed and sent, with a given delay necessary for perfect ignition of the methane, by the control unit for deviation and regulation of the pressure 9 to the injector 4 of the pressure regulator 5 at a variable frequency.
  • the injector 4 receives the methane from the pressure reducer 12 at a pre-set constant pressure, which can, for example, be around 15 bar, varying continuously and with a constant progression the regulation of the pressure of the methane with which the injectors 11 are supplied, thus enabling proper operation of the engine altogether similar to that of the engine functioning with petrol.
  • the variation of the pressure occurs in a progressive and continuous way so as to maintain the pressure always suited for enabling the right amount of fuel necessary for the requirements of the control unit 8 of the vehicle, maintaining the pressure of the fuel in the rail always suited to the need as the demand of the engine varies according to the time and the amount of methane via opening of the injectors.
  • the control unit of the motor vehicle 8 extends the injection times. Consequently, the control unit for pressure regulation 9 increases the pressure of the fuel so as to conform to the demand of the engine. Instead, if the supply is rich, the control unit of the motor vehicle 8 reduces the injection times, and the control unit for pressure regulation 9 lowers the pressure of the fuel.
  • Illustrated purely way of non-limiting example in Figure 5 is the variation of the pressure of the LPG with which, through the pressure regulator 5, controlled, as has been said, by the injector 4, the gas injectors 11 are supplied, as the engine r.p.m., the injection times, and hence basically the power demand of the engine, vary.
  • said pressure ranges from 1.0 bar required for 500 r.p.m. to 2.1-2.2 bar for 6,500 r.p.m.
  • Illustrated purely way of non-limiting example in Figure 6 is the variation of the pressure produced by the pump of the LPG/ammonia in the liquid phase, with which, via the pressure regulator 5, controlled, as has been said, by the' injector 4, the gas injectors 11 are supplied, as the engine r.p.m. and the injection times, and hence basically the power required of the engine, vary.
  • said pressure ranges from -1.0 bar, required for 500 r.p.m. to +2.0 bar for 6,500 r.p.m.
  • ⁇ the injection times, and 1 hence basically the power required of the engine, vary.
  • said pressure ranges from 5.0 bar required for 500 r.p.m. to 13.5 bar for 6,500 r.p.m.
  • FIG. 8 Shown purely by way of non-limiting example in Figure 8 is the variation of the pressure of the LPG/ammonia in the liquid phase, obtained via the control unit for pressure regulation 9 with the variation of the current of the pump 13 and the frequency of the injector 4 of the pressure regulator 5, with which the gas injectors 11 are supplied, as the engine r.p.m., the injection times, and/or the signals of the rheostat of the accelerator vary, and as a result of the rich or lean mixture, and hence basically as the power required of the engine varies.
  • said increase/decrease in pressure ranges from 0.3 bar to 4.4 bar.
  • Illustrated purely by way of non-limiting example in Figure 9 is the variation of the pressure of the LPG/ammonia in the liquid phase, obtained via the control unit for pressure regulation 9 with the variation of the current of the pump 13, with which the gas injectors 11 are supplied, as the engine r.p.m., the injection times, and/or the signals of the rheostat of the accelerator vary, and as a result the rich or lean mixture, hence basically as the power required of the engine varies.
  • said increase/decrease in pressure ranges from 1.8 bar to 4.8 bar.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Chemical Kinetics & Catalysis (AREA)
  • General Chemical & Material Sciences (AREA)
  • Oil, Petroleum & Natural Gas (AREA)
  • Output Control And Ontrol Of Special Type Engine (AREA)
  • Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)

Abstract

A system for supply of LPG/methane, ammonia, or gas for supply of petrol or diesel engines, which can be connectable to the electronic control unit (8) provided on board the vehicle, the system being equipped with a gas tank (1); a valve (2), a line (3) for delivery of the gas, a rail (6) for supply of the gas to the engine, a pressure and temperature sensor (7); injectors for the petrol (10), and injectors for the gas (11), is characterized in that, to carry out a continuous variation of the pressure of the gas supplied to the injectors (11), it further comprises an electronic pressure regulator and heat exchanger (5) with injector (4), as well as a control unit for deviation and regulation of the pressure (9), which, during operation of the engine with LPG/methane or ammonia or gas, is designed to receive from the electronic control unit of the engine (8) electrical signals as a function of the injection times, the engine r.p.m., and the signal sent by the lambda probe and/or by the rheostat of the accelerator/ said electronic control unit for control and regulation of the pressure (9) being further designed to process said signals and send them, at a variable frequency, to the injector (4) of the pressure regulator and heat exchanger (5), which, in this way, is designed to vary continuously and with a constant progression regulation of the pressure of the fuel with which said gas injectors (11) are supplied.

Description

SYSTEM FOR SUPPLY OF LPG, METHANE, AMMONIA, AND GAS IN GENERAL FOR PETROL OR DIESEL ENGINES WITH ELECTRONIC PRESSURE REGULATOR FOR CONTINUOUS VARIATION OF THE
PRESSURE OF THE FUEL SUPPLIED TO THE INJECTORS
*****
The present invention relates to systems for supplying gas for petrol or diesel engines, and in particular .the system for regulation of the pressure of the supply of gas or other fuel different from petrol or diesel as a function of the amount of fuel required by the engine as the power output and other operating parameters vary.
In current systems for supply with LPG, methane, ammonia, and gas in general, for petrol or diesel engines, both in the gaseous phase and in the liquid phase the fuel is supplied at a pre-set fixed pressure. The amount of fuel required by the engine in the different steps of operation and as a function of the power demand, is varied by means of a purposely provided electronic control unit that acts on the injection times, i.e., on the opening times of the injectors .
This system involves the creation of a mapping of the system and in particular of the electronic control unit for control of the gas, determining a priori, in a pre-set range, the time for which, according to the power demand, the injectors are to remain open to supply the right amount of fuel (LPG, methane, ammonia, and gas in general), necessary for each type of engine. Normally, for supplying the engine with fuel in the liquid phase, pumps are used that always deliver the fuel at a pre-set fixed pressure, whereas for supplying fuel in the gaseous phase membrane pressure reducers/vaporizers are used.
Examples of said systems are, for instance, known from the international patent No. WO 92/08888, filed in the name of Biocom PTY, which describes a dual-supply system and a method for controlling said system, in which the fuel is injected into the injection pipes through injectors, a set of valves supplies the fuel selected to the injectors through delivery pipes, whilst the excess fuel returns to the tank by means of return pipes. An electronic control unit determines the injection times for the fuel selected according to the engine parameters for the main fuel and with times modified according to the characteristics of the second fuel with respect to the first.
Examples of similar dual-supply systems are moreover known from other patents, such as for example:
US 4502453 Kabasin et al.; AU 669444 The Energy Research and Development Corp.; PCT AU 91/00532 Biocom PTY Ltd.; and AU 672 494 The Energy Research and Development Corp.
All the patents cited above and all the systems on the market adapt the amount of fuel required by the engine in the different stages of use by varying the injection times, and supply the necessary pressure to the fuel sent to the engine, as regards supply in the liquid phase, through pumps that provide a pre-set fixed pressure, whereas for supply in the gaseous phase they use membrane pressure reducers/vaporizers.
The systems described and available on the market present certain drawbacks:
- they are not very progressive in so far as, with the pump and the mechanical regulation of the pressure at a fixed pressure, when the fuel demand increases, the pressure undergoes drops on account of the delays in intervention of the mechanical pressure regulator, as a result of which the performance of the engine diminishes, whereas, in the case of use of the membrane reducer/vaporizer for supply in the gaseous phase, the * responses of supply of the gas occur with a delay because the membrane has to be stimulated to supply the gas; they do not meet the needs of current electronic-injection supply systems since, by acting with the control unit of the gas on the opening times of the injectors, the mapping performed in an improvised or ad-hoc way cannot satisfy all the infinitesimal variations necessary for proper operation of a modern fuel-injection engine in so far as a small variation of the amount of fuel supplied with respect to the original mapping is sufficient to send the original control unit of the engine into a condition of "protection";
- they entail, as has been said, mapping of the electronic control unit of the system so as to optimize carburation for the type of engine supplied in so far as the original control unit of the engine receives signals, amongst other things, from the lambda probe and sends signals to the original "petrol" injectors; during gas operation, the signals are by-passed and sent to resistors for being emulated so as to "hoodwink" the original control unit, and then transmitted to the control unit of the gas, which in turn converts them and sends them to the gas injectors, varying the injection times with opening times that guarantee an acceptable functionality of the gas-fueled engine .
According to the present invention, the drawbacks described are overcome by installing, along the line for supply of the fuel to the engine, a pressure regulator, which is appropriately governed, via an injector, by the electronic control unit.
A peculiar characteristic of the invention lies in the fact that, by keeping the original mapping of the engine unaltered, the electronically controlled pressure regulator varies the pressure of "injection of the fuel to the engine progressively and continuously through the management of electric control of the variable-frequency injector, according to the following parameters : - injection times required by the engine in petrol operation; engine r.p.m.; and signal sent by the lambda probe or by the rheostat of the accelerator as a result of the pressure exerted on the accelerator pedal by the driver and the speed with which the pedal is pressed. The invention will now be described in an explanatory and non-limiting embodiment thereof, provided with reference to the attached drawings, where:
Figure IA shows a diagram of the percentage variation of the pressure of the fuel as the parameters sent by the control unit of the engine, i.e., the injection times, and r.p.m., vary;
Figure IB shows a schematic view of the system, the positioning of the injectors, the pressure regulator with corresponding injector, and the electronic control units for the fuel system functioning with LPG in the gaseous phase;
Figure 2 shows a schematic view of the system, the positioning of the injectors, the pressure reducer, the pressure regulator with corresponding injector, and the electronic control units for the fuel system -functioning with LPG in the gaseous phase at a high pressure; Figure 3 shows a schematic view of the system, the positioning of the injectors, the pressure regulator with corresponding injector, and the electronic control units for the fuel system functioning with LPG/ammonia in the liquid phase; Figure 4 shows a schematic view of the system, the positioning of the injectors, the pressure reducer, the pressure regulator with corresponding injector, and the electronic control units for the system functioning with methane; Figure 5 shows a diagram of variation of the pressure of the LPG in the gaseous phase as a function of the engine r.p.m. and the petrol-injection times;
Figure 6 shows a diagram of variation of the pressure of the LPG/ammonia in the liquid phase as a function of the engine r.p.m. and the petrol-injection times (pressure supplied by the pump = 3 bar) ; Figure 7 shows a diagram of variation of the pressure of the methane as a function of the engine "r.p.m. and the petrol-injection times;
Figure 8 shows, purely by way of non-limiting example, the variation of the pressure of the LPG/ammonia in the liquid phase, obtained via the control unit for pressure regulation with the variation of the current of the pump and of the frequency of the injector of the pressure regulator; and Figure 9 shows, purely by way of non-limiting example, the variation of the pressure of the LPG/ammonia in the liquid phase, obtained via the control unit for pressure regulation with the variation of the current of the pump. With reference to Figure IB, the system for operation with LPG in the gaseous phase of a petrol engine is constituted by:
- an LPG tank 1;
- a valve 2; - a line 3 for delivery of the LPG;
- an injector 4;
- a pressure regulator 5 with heat exchanger, in which the hot water coming from the engine circulates; - a rail 6 for supply of the LPG to the engine;
- a pressure and temperature sensor 7;
- an electronic control unit 8 provided on the vehicle; and
- a control unit for deviation and regulation of the pressure 9 for supply of the petrol injectors 10 or of the gas injectors 11. The ensemble of the pressure regulator/heat exchanger 5 is constituted by a body, inserted in which are the injector 4 for regulation and vaporization of the gas and the heat exchanger 5, which, thanks to the passage of the hot water coming from the engine, maintains the gas at a temperature higher than freezing point .
During operation, the control unit for deviation and regulation of the pressure 9 receives from the electronic control unit of the engine 8 the electrical signals as a function of the injection times, the engine r.p.m., and the signal sent by the lambda probe and/or by the rheostat of the accelerator; said signals are processed and sent by the electronic control unit for control and regulation of the pressure 9, at a variable frequency, to the injector 4 of the pressure regulator and heat exchanger 5, which varies continuously and with a constant progression the regulation of the pressure of the fuel with which the gas injectors 11 are supplied, thus enabling proper operation of the engine as when it is operating with petrol .
Variation of the pressure occurs in a progressive and continuous way so as to maintain the pressure always adequate- for enabling the right amount of fuel necessary for the requirements of the control unit 8 of the vehicle, maintaining the pressure of the fuel in the rail always suited to the need as the demand of the engine varies according to the time and the amount, via opening.of the injectors.
The system referred to in the present invention envisages that the control unit for pressure regulation 9, via the electronic pressure regulator, increases or decreases the pressure of the fuel automatically so as to meet the requirements of the engine, simultaneously with the variation of the injection times set by the control unit of the automobile 8 resulting from a lean or rich mixture detected by the lambda probe of the vehicle, or via the signals sent by the rheostat of the accelerator according to the requirements of the driver.
Illustrated in Figure 2 is the scheme of the system suited to operation of the engine with LPG in the gaseous phase at high pressure. This version, as compared to the system illustrated in Figure 1, which regards supply of an engine with LPG in the gaseous phase, has been implemented with a filter 12, a pump 13, and a pressure reducer 14, arranged between the valve 2 and the pressure regulator and heat exchanger 5. This version of the system enables activation of the pump via control of the control unit for pressure regulation 9 automatically when the pressure of the gas becomes insufficient, guaranteeing the pressure necessary for proper operation of the engine in particular, but not exclusively, with low external temperatures .
The system of the present invention causes, simultaneously with variation of the injection times of the control unit of the motor vehicle 8 resulting from a lean or rich mixture detected by the lambda probe of the vehicle, the control unit for pressure regulation 9 to increase or decrease the pressure of the fuel automatically so as to meet the requirements of the engine .
In the version suited to operation with LPG or ammonia in the liquid phase (Figure 3) the system is constituted by:
- a fuel tank 1;
- a fuel pump 13;
- a valve 2;
- a line 3 for delivery of the fuel to the engine; - an injector 4;
- a pressure regulator 5;
- a rail 6 for supply of the fuel to the engine;
- an electronic control unit 8 provided on the vehicle; and - a control unit for deviation and regulation of the pressure 9 for supply of the petrol injectors 10 or of the LPG/ammonia injectors 11.
Both the system and its operation in the case of supply with LPG/ammonia in the liquid phase present only minor variations with respect to what is suitable for operation with fuel in the gaseous phase. During operation, the control unit for deviation and regulation of the pressure 9, receives from the original control unit 8, the electrical signals as a function of the injection times, of the engine r.p.m., and of the signals sent by the lambda probe and/or by the rheostat of the accelerator. These signals are processed and sent by the electronic control unit for control and regulation of the pressure 9 at a variable frequency to the injector 4 of the pressure regulator 5, which varies continuously and with a constant progression the regulation of the pressure of the fuel with which the injectors 11 of the LPG/ammonia are supplied, thus enabling a proper operation of the engine altogether similar to that of the engine functioning with petrol.
As in the case of supply of LPG in the gaseous phase, the variation of the pressure via the pressure regulator occurs in a progressive and continuous way so as to maintain the pressure of the fuel always suited to the requirements of the control unit 8 of the vehicle, maintaining the pressure of the fuel in the rail always suited to the need as the demand of the engine varies according to the time and the amount via opening of the injectors. Also in this case, in the presence of lean carburation, the control unit of the motor vehicle 8 extends the injection times. Consequently, the control unit for pressure regulation 9, via the electronic pressure regulator, increases the pressure of the fuel so as conform to the demand of the engine. Instead, if the supply is rich, the control unit of the motor vehicle 8 reduces the injection times, and the control unit for pressure regulation 9, via the electronic pressure regulator, lowers the pressure of the fuel. According to the present invention, it is advantageously possible to obtain the same result by varying the pressure supplied by the pump. Said variation is made by regulating, once again via the control unit for pressure regulation 9 described herein, the intensity of the current with which the pump itself is supplied. During operation, the control unit for deviation and regulation of the pressure 9 manages not only the injector 4 of the pressure regulator 5 but also the current of the fuel pump 13 both simultaneously and individually so as to obtain a wide pressure range to be used in the management of the regulation of the fuel according to the requirements of the engine converted to gas.
This offers a further possibility for regulation of the pressure of supply of the fuel to the injectors of LPG/ammonia in the liquid phase, also according to the carburation, and in practice enables a further possibility of increasing or reducing the pressure of supply to the LPG/ammonia injectors after the pressure- regulating injector is already totally open or closed. Said characteristic enables, for example, a high pressure of the LPG/ammonia with which the gas injectors are supplied to be obtained in the event of a sudden demand for power from the engine, for example when overtaking, or reduction of the pressure when the engine is used with minimal loads.
The fuel pump 13, located inside the tank or inside the multivalve flange, is indispensable in the liquid-injection system for guaranteeing circulation of the fuel that must be forced in, because if it is drawn therein could pass into the gaseous phase, creating problems of failure to ignite, and consequent lighting- up of the engine-fault warning light in so far as the fuel injected by an injector for the liquid phase would be insufficient for proper operation of the engine itself. In the case where the engine is supplied with methane, the system illustrated in Figure 4 is altogether similar to the one illustrated in Figure 1 and in particular is constituted by: - a tank for the methane 1;
- a valve 2;
- a line for delivery of the methane 3;
- an injector 4;
- a pressure regulator 5; - a pressure reducer 12 with heat exchanger, in which the hot water coming from the engine circulates; ,
- a rail 6 for supply of the methane to the engine;
- a pressure and temperature sensor 7; - an electronic control unit provided on the vehicle 8 ; and
- a control unit for deviation and regulation of the pressure 9 for supply of the petrol injectors 10 or of the methane injectors 11. During operation, the control unit for deviation and regulation of the pressure 9 receives from the original control unit 8 of the engine the electrical signals as a function of the injection times, of the engine r.p.m., and of the signal sent by the lambda probe and/or by the rheostat of the accelerator. Said signals are processed and sent, with a given delay necessary for perfect ignition of the methane, by the control unit for deviation and regulation of the pressure 9 to the injector 4 of the pressure regulator 5 at a variable frequency. The injector 4 receives the methane from the pressure reducer 12 at a pre-set constant pressure, which can, for example, be around 15 bar, varying continuously and with a constant progression the regulation of the pressure of the methane with which the injectors 11 are supplied, thus enabling proper operation of the engine altogether similar to that of the engine functioning with petrol.
Also for supply of the engine with methane, the variation of the pressure occurs in a progressive and continuous way so as to maintain the pressure always suited for enabling the right amount of fuel necessary for the requirements of the control unit 8 of the vehicle, maintaining the pressure of the fuel in the rail always suited to the need as the demand of the engine varies according to the time and the amount of methane via opening of the injectors. Also in this case, in the presence of lean carburation the control unit of the motor vehicle 8 extends the injection times. Consequently, the control unit for pressure regulation 9 increases the pressure of the fuel so as to conform to the demand of the engine. Instead, if the supply is rich, the control unit of the motor vehicle 8 reduces the injection times, and the control unit for pressure regulation 9 lowers the pressure of the fuel.
Illustrated purely way of non-limiting example in Figure 5 is the variation of the pressure of the LPG with which, through the pressure regulator 5, controlled, as has been said, by the injector 4, the gas injectors 11 are supplied, as the engine r.p.m., the injection times, and hence basically the power demand of the engine, vary. As may be noted, said pressure ranges from 1.0 bar required for 500 r.p.m. to 2.1-2.2 bar for 6,500 r.p.m.
Illustrated purely way of non-limiting example in Figure 6 is the variation of the pressure produced by the pump of the LPG/ammonia in the liquid phase, with which, via the pressure regulator 5, controlled, as has been said, by the' injector 4, the gas injectors 11 are supplied, as the engine r.p.m. and the injection times, and hence basically the power required of the engine, vary. As may be noted, said pressure ranges from -1.0 bar, required for 500 r.p.m. to +2.0 bar for 6,500 r.p.m.
Shown purely by way of non-limiting example in Figure 7 is the variation in the pressure of the methane with which, through the pressure regulator 5, controlled, as has been said, by the injector 4, the gas injectors 11 are supplied, as the engine r.p.m.,
< the injection times, and1 hence basically the power required of the engine, vary. As may be noted, said pressure ranges from 5.0 bar required for 500 r.p.m. to 13.5 bar for 6,500 r.p.m.
Shown purely by way of non-limiting example in Figure 8 is the variation of the pressure of the LPG/ammonia in the liquid phase, obtained via the control unit for pressure regulation 9 with the variation of the current of the pump 13 and the frequency of the injector 4 of the pressure regulator 5, with which the gas injectors 11 are supplied, as the engine r.p.m., the injection times, and/or the signals of the rheostat of the accelerator vary, and as a result of the rich or lean mixture, and hence basically as the power required of the engine varies. As may be noted, said increase/decrease in pressure ranges from 0.3 bar to 4.4 bar.
Illustrated purely by way of non-limiting example in Figure 9 is the variation of the pressure of the LPG/ammonia in the liquid phase, obtained via the control unit for pressure regulation 9 with the variation of the current of the pump 13, with which the gas injectors 11 are supplied, as the engine r.p.m., the injection times, and/or the signals of the rheostat of the accelerator vary, and as a result the rich or lean mixture, hence basically as the power required of the engine varies. As may be noted, said increase/decrease in pressure ranges from 1.8 bar to 4.8 bar.

Claims

Claims
1. A system for supply of LPG/methane, ammonia, or gas for the supply of petrol or diesel engines, which can be connected to the electronic control unit (8) provided on board the vehicle, the system being equipped with:
- a gas tank (1) ;
— a valve (2 ) ;
- a line (3) for delivery of the gas;
— a rail (6) for supply of the gas to the engine; — a pressure and temperature sensor (7);
- injectors for the petrol (10); and
— injectors for the gas (11); said system being characterized in that, to carry- out a continuous variation of the pressure of the gas supplied to the injectors (11), it further comprises an electronic pressure regulator and heat exchanger (5) with injector (4), as well as a control unit for deviation and regulation of the pressure (9), which, during operation of the engine with LPG/methane or ammonia or gas, is designed to receive from the electronic control unit of the engine (8) electrical signals as a function of the injection times, the engine r.p.m., and the signal sent by the lambda probe and/or by the rheostat of the accelerator; said electronic control unit for control and regulation of the pressure (9) being further < designed to process said signals and to send them, at a variable frequency, to the injector (4) of the pressure regulator and heat exchanger (5), which, in this way, is designed to vary continuously and with a constant progression regulation of the pressure of the fuel with which said gas injectors (11) are supplied.
2. The supply system according to Claim 1, characterized in that said pressure regulator is constituted by a body, inserted in which is the injector (4) for regulation and vaporization of the gas, and the heat exchanger (5), which, thanks to the passage of the hot water coming from the engine, maintains the gas at a temperature higher than freezing point .
3. The supply system according to Claim 1, characterized in that said pressure regulator and heat exchanger (5) is designed to vary the pressure of injection of the gas to the gas injectors continuously and progressively as a function of the injection times provided by the electronic control unit (8) of the vehicle, the engine r.p.m., and the signal sent by the lambda probe and/or by the rheostat of the accelerator.
4. The supply system according to Claim 1, characterized in that, for methane supply it further envisages a pressure reducer (12) with heat exchanger, set upstream of the injector (4) of the pressure regulator (5) , designed to supply the methane to the injector (4) for pressure regulation with a constant average pressure.
5. The supply system according to Claim 1, characterized in that, for supply with LPG/ammonia in the liquid phase, it further envisages a fuel pump (13) equipped with means for regulation of the current that supplies it controlled by the control unit for pressure regulation (9); thus obtaining that, by increasing or decreasing the supply current of the pump (13) via the control unit for pressure regulation (9), it is possible to obtain higher or more modest pressures in the injection of the fuel, adapting the pressure of the fuel according to the requirements of the control unit
(8) of the vehicle, automatically regulating the amount of fuel sent to the injectors (11) .
6. The supply system according to Claim 1, characterized in that, for supply in the gaseous phase at high pressure, it moreover comprises: a filter (12), a pump (13), and a pressure reducer (14); said components being arranged between the valve (2) and the pressure regulator and heat exchanger (5) and being designed to increase automatically, via control of the control unit for pressure regulation (9), the pressure of the gas when it becomes insufficient for guaranteeing an injection at high pressure.
7. The supply system according to Claim 1, characterized in that, to adapt the amount of
LPG/ammonia supplied in the liquid phase at the injection times set by the original mapping of the engine, it envisages that said pressure regulator (9) is designed to vary the pressure of the fuel supplied to the injectors (11) automatically.
8. The supply system according to Claim 1, characterized in that the LPG/ammonia in the liquid phase is forced into the engine, envisaging that said control unit for pressure regulation (9) will be designed to anticipate supply thereof upon request without any delay.
9. The supply system according to Claim 1, characterized in that, during operation with
LPG/ammonia in the liquid phase, the control unit for deviation and regulation of the pressure (9) is designed to manage, not only the injector (4) of the pressure regulator (5) , but also the current of the fuel pump (13) both simultaneously and individually so as to obtain a wide range of pressure to be used in managing regulation of the fuel according to the requirements of the engine.
PCT/IT2008/000775 2007-12-20 2008-12-18 System for supply of lpg, methane, ammonia, and gas in general for petrol or diesel engines with electronic pressure regulator for continuous variation of the pressure of the fuel supplied to the injectors WO2009081441A1 (en)

Priority Applications (5)

Application Number Priority Date Filing Date Title
CA2709966A CA2709966C (en) 2007-12-20 2008-12-18 System for supply of lpg, methane, ammonia, and gas in general for petrol or diesel engines with electronic pressure regulator for continuous variation of the pressure of the fuelsupplied to the injectors
US12/526,212 US8146575B2 (en) 2007-12-20 2008-12-18 System for supply of LPG, methane, ammonia, and gas in general for petrol or diesel engines with electronic pressure regulator for continuous variation of the pressure of the fuel supplied to the injectors
AU2008341434A AU2008341434B2 (en) 2007-12-20 2008-12-18 System for supply of LPG, methane, ammonia, and gas in general for petrol or diesel engines with electronic pressure regulator for continuous variation of the pressure of the fuel supplied to the injectors
CN2008801269056A CN101946083B (en) 2007-12-20 2008-12-18 System for supply of lpg, methane, ammonia, and gas in general for petrol or diesel engines with electronic pressure regulator for continuous variation of the pressure of the fuel supplied to the injectors
EP08865211A EP2232043B1 (en) 2007-12-20 2008-12-18 System for supply of lpg, methane, ammonia, and gas in general for petrol or diesel engines with electronic pressure regulator for continuous variation of the pressure of the fuel supplied to the injectors

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
IT000664A ITRM20070664A1 (en) 2007-12-20 2007-12-20 AMMONIA AND GAS METHANE LPG POWER SUPPLY FOR PETROL OR DIESEL ENGINES WITH ELECTRONIC PRESSURE REGULATOR FOR THE CONTINUOUS CHANGE OF FUEL PRESSURE SUPPLIED TO INJECTORS
ITRM2007A000664 2007-12-20

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US (1) US8146575B2 (en)
EP (1) EP2232043B1 (en)
CN (1) CN101946083B (en)
AU (1) AU2008341434B2 (en)
CA (1) CA2709966C (en)
IT (1) ITRM20070664A1 (en)
WO (1) WO2009081441A1 (en)

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AU2008341434A1 (en) 2009-07-02
CA2709966C (en) 2016-04-12
CA2709966A1 (en) 2009-07-02
CN101946083B (en) 2013-04-03
US8146575B2 (en) 2012-04-03
CN101946083A (en) 2011-01-12
EP2232043A1 (en) 2010-09-29
ITRM20070664A1 (en) 2009-06-21
US20100010727A1 (en) 2010-01-14
AU2008341434B2 (en) 2013-04-18

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