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WO1999061769A1 - Systeme de carburant destine a un moteur a combustion interne - Google Patents

Systeme de carburant destine a un moteur a combustion interne Download PDF

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Publication number
WO1999061769A1
WO1999061769A1 PCT/NL1999/000326 NL9900326W WO9961769A1 WO 1999061769 A1 WO1999061769 A1 WO 1999061769A1 NL 9900326 W NL9900326 W NL 9900326W WO 9961769 A1 WO9961769 A1 WO 9961769A1
Authority
WO
WIPO (PCT)
Prior art keywords
pump
fuel
fuel system
tank
internal combustion
Prior art date
Legal status (The legal status 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 status listed.)
Ceased
Application number
PCT/NL1999/000326
Other languages
English (en)
Inventor
Servatius Alfons Maria Jaasma
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Vialle Beheer BV
Original Assignee
Vialle Beheer BV
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 Vialle Beheer BV filed Critical Vialle Beheer BV
Priority to EP99925462A priority Critical patent/EP1082532A1/fr
Priority to AU41730/99A priority patent/AU4173099A/en
Publication of WO1999061769A1 publication Critical patent/WO1999061769A1/fr
Anticipated expiration legal-status Critical
Ceased legal-status Critical Current

Links

Classifications

    • 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
    • F02D19/022—Control of components of the fuel supply system to adjust the fuel pressure, temperature or composition
    • 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
    • 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
    • F02M21/0248—Injectors
    • F02M21/0278—Port fuel injectors for single or multipoint injection into the air intake system
    • 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

  • Fuel system for an internal combustion engine is Fuel system for an internal combustion engine.
  • the present invention relates to a fuel system according to the preamble of Claim 1.
  • a fuel system according to the preamble of Claim 1.
  • Such a type of fuel system is known from US Patent Specification
  • Gas in the liquid phase is there fed by means of a fuel tank to a common rail for injectors, and excess fuel is returned to the tank by way of a return pipe in which a pressure regulator is fitted.
  • This circulation causes heating of the liquefied fuel in the tank.
  • a separate circuit be provided, wherein liquefied gas is vaporized in the tank and fed in the gaseous condition upstream of the injectors to the intake port of the internal combustion engine.
  • the fuel pump present in the tank can be controlled by means of a control device, in order to regulate the outlet pressure of the liquefied gas.
  • This control mechanism also controls the injectors.
  • the quantity of fuel circulated by the electric pump is such that at maximum capacity of the internal combustion engine, i.e. at maximum fuel consumption, just sufficient fuel circulates in the system without an inadmissible lowering of pressure - and therefore vapour bubble formation - occurring.
  • a conventional fuel system operating on LPG on average over 50% of the fuel fed in is returned over a longer period of time.
  • the greater efficiency of the pump will mean that a smaller quantity of heat will be produced during the pumping, but such a quantity of heat will always be a considerable part of the quantity of energy supplied to the pump.
  • this heat is given off partly to the tank and partly to the pumped liquefied gas.
  • This liquefied gas then moves through the engine compartment of the particular vehicle in which the internal combustion engine has been installed. Despite insulation measures, some heating will occur, and the heated excess fuel will be supplied to the tank by way of the return pipe. This means that the temperature of the tank increases during operation.
  • Modern internal combustion engines are without exception provided with electronics which control either the petrol part or the LPG part of the engine.
  • the desired quantity of fuel to be injected into the internal combustion engine is measured in some way. This can be carried out, for example, by determining the quantity of air flowing in through the intake pipes. This can be achieved directly either by flowmeters or by means of calculations on the basis of the position of the throttle valve, the movement to which it is subjected, and the r.p.m. of the internal combustion engine concerned.
  • the above is synchronized in such a way that no more than 25% of the quantity of fuel supplied is moved through the return pipe.
  • pressure-regulating means in the pipe system of the fuel system.
  • These can be pressure-regulating means which maintain a constant pressure, but they can also be pressure-regulating means which bring about a determined constant increase in pressure relative to the tank pressure.
  • the increase in pressure relative to the tank pressure can be variable in such a way that at higher absolute pressures this increase in pressure is lower.
  • Netherlands patent 1009528 in the name of applicant.
  • the measures described above ensure that little or no rise in temperature and pressure occurs in the tank, with the result that an increase in pressure relative to the tank pressure does not occur either.
  • the temperature of the tank is dependent on the three factors described above, being the efficiency of the pump, and more particularly the quantity of heat which is consequently thereby supplied to the environment with the exception of the fuel pumped away, and the quantity of heat which is supplied to the tank by fuel coming from the return pipe, minus cooling of the tank by vaporization.
  • a motor vehicle with a tank, in particular in the passenger compartment is left standing in the sun or the like for quite a long time, in which conditions an increase in the temperature is inevitable.
  • the pump used must, of course, have a variable output.
  • This pump can be in the form of a rotary pump such as a pump with a brushless direct-current motor. In such a case the r.p.m. is variable, and more particularly continuously variable.
  • an internal combustion engine is indicated by 1. Only some parts of it are shown, such as the intake pipes 2 provided with injectors 3 for liquefied gas. If desired, a system can be present which permits running on petrol, but this is not important at present.
  • injectors 3 are controlled electrically by way of control device 13, to which the various operating parameters of the internal combustion engine are supplied. These parameters can be dependent on a device for determining the quantity of injected petrol, but can likewise be derived directly from the engine.
  • the position of the throttle valve, r.p.m., quantity of air flowing through intake pipes 2 and the temperature of said air and of the internal combustion engine are important in this case.
  • Injectors 3 are fed from a supply pipe 6, which is connected to a pump 5 fitted in a pressure vessel 4. More particularly, such a motor is a brushless direct- current motor, in the case of which more particularly a permanent magnet is disposed in a rotating manner. Such a motor is much simpler to regulate than three- phase motors known in the prior art. More particularly, the electronics required for it are simpler.
  • control device 11 and pump 5 The construction described above, and more particularly the combination of control device 11 and pump 5, is such that during variable operation a maximum of 25%, and more particularly a maximum of 20%, of the fuel supplied by way of supply pipe 6 always moves back through return pipe 8.
  • the quantity of fuel consumed by the injectors 3 is in such proportion to the quantity of fuel supplied by way of supply pipe 6 that only about 20% of the fuel is not used and can be recirculated.
  • Some return flow will generally be desirable, in order to counteract the formation of vapour bubbles as far as possible and to guarantee operation in all circumstances.
  • a pump 5 can be used for an average internal combustion engine with a maximum capacity of 120 kW which has a maximum power consumption of 60 W. Over half of this 60 W will be given off as heat.

Landscapes

  • 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)
  • Fuel-Injection Apparatus (AREA)

Abstract

Ce système de carburant est destiné à un moteur à combustion interne propulsé par un gaz liquéfié situé dans un réservoir de stockage et fourni, à partir de ce réservoir, au moyen d'une pompe et d'un tuyau d'alimentation, vers un ou plusieurs injecteurs. Le carburant en excès est renvoyé dans le réservoir. Afin de limiter le chauffage du carburant - et donc du réservoir - autant que possible, ce chauffage étant provoqué par le transfert de chaleur à partir de la pompe et par la chaleur provenant de l'environnement du moteur, il est proposé que la quantité de gaz liquéfié fournie puisse correspondre autant que possible à la quantité requise de carburant. A cette fin, on utilise une pompe à débit variable, ce débit étant fonction de la charge du moteur à combustion interne.
PCT/NL1999/000326 1998-05-26 1999-05-26 Systeme de carburant destine a un moteur a combustion interne Ceased WO1999061769A1 (fr)

Priority Applications (2)

Application Number Priority Date Filing Date Title
EP99925462A EP1082532A1 (fr) 1998-05-26 1999-05-26 Systeme de carburant destine a un moteur a combustion interne
AU41730/99A AU4173099A (en) 1998-05-26 1999-05-26 Fuel system for an internal combustion engine

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
NL1009261A NL1009261C2 (nl) 1998-05-26 1998-05-26 Brandstofstelsel voor een inwendige verbrandingsmotor.
NL1009261 1998-05-26

Publications (1)

Publication Number Publication Date
WO1999061769A1 true WO1999061769A1 (fr) 1999-12-02

Family

ID=19767207

Family Applications (1)

Application Number Title Priority Date Filing Date
PCT/NL1999/000326 Ceased WO1999061769A1 (fr) 1998-05-26 1999-05-26 Systeme de carburant destine a un moteur a combustion interne

Country Status (4)

Country Link
EP (1) EP1082532A1 (fr)
AU (1) AU4173099A (fr)
NL (1) NL1009261C2 (fr)
WO (1) WO1999061769A1 (fr)

Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
NL2000123C2 (nl) * 2006-07-03 2008-01-08 Vialle Alternative Fuel System Stelsel voor het injecteren van vloeibare damp.
WO2018166603A1 (fr) * 2017-03-16 2018-09-20 Volvo Truck Corporation Système de carburant pour moteur à combustion interne

Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPS6316161A (ja) * 1986-07-07 1988-01-23 Nissan Motor Co Ltd 液化ガス燃料の圧力制御方法
WO1992008886A1 (fr) * 1990-11-20 1992-05-29 Biocom Pty. Ltd. Procede d'injection de carburant
US5291869A (en) * 1993-05-28 1994-03-08 Bennett David E Liquified petroleum gas fuel supply system
US5479906A (en) * 1995-03-16 1996-01-02 Ford Motor Company Multiple phase fuel supply system for internal combustion engine

Patent Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPS6316161A (ja) * 1986-07-07 1988-01-23 Nissan Motor Co Ltd 液化ガス燃料の圧力制御方法
WO1992008886A1 (fr) * 1990-11-20 1992-05-29 Biocom Pty. Ltd. Procede d'injection de carburant
US5291869A (en) * 1993-05-28 1994-03-08 Bennett David E Liquified petroleum gas fuel supply system
US5479906A (en) * 1995-03-16 1996-01-02 Ford Motor Company Multiple phase fuel supply system for internal combustion engine

Non-Patent Citations (1)

* Cited by examiner, † Cited by third party
Title
PATENT ABSTRACTS OF JAPAN vol. 12, no. 212 (M - 710) 17 June 1988 (1988-06-17) *

Cited By (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
NL2000123C2 (nl) * 2006-07-03 2008-01-08 Vialle Alternative Fuel System Stelsel voor het injecteren van vloeibare damp.
WO2008004868A1 (fr) * 2006-07-03 2008-01-10 Vialle Alternative Fuel Systems B.V. Système pour injecter de la vapeur liquide
AU2007270173B2 (en) * 2006-07-03 2012-09-20 Vialle Group B.V. System for injecting liquid vapour
WO2018166603A1 (fr) * 2017-03-16 2018-09-20 Volvo Truck Corporation Système de carburant pour moteur à combustion interne
US10865740B2 (en) 2017-03-16 2020-12-15 Volvo Truck Corporation Fuel system for an internal combustion engine

Also Published As

Publication number Publication date
AU4173099A (en) 1999-12-13
NL1009261C2 (nl) 1999-12-03
EP1082532A1 (fr) 2001-03-14

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