EQUIPMENT SUITABLE FOR FEEDING IN INTERNAL COMBUSTION ENGINE WITH AIR-L.P.G OR AIR-METHANE MIXTURE AND DEVICE TO REGULATE THE STRENGTH OF THE MIXTURE DELIVERED BY THIS EQUIPMENT

Abstract: An equipment like the one indicated in the title is here described, consisting of: a tank containing fuel like L.P.G. or methane; a piping connecting the tank to a pressure regulator (1) for fuel; a set of pipings connecting the tank with a settled number of electromechanical controlled injection nozzles, placed in an intake manifold of the engine and checked by a special controlling center unit; in regulator (1) are present: valve elements (7) which open as function of the engine employment state, to put a flow amount of fuel at the disposal of the injection nozzles; said flow amount of fuel increases together with the increase of the load applied to the engine; in said regulator (1) are present also electrical heating elements (57) to facilitate the L.P.G. evaporation during the engine cranking and warm up phases.

Description: EQUIPMENT SUITABLE FOR FEEDING AN iNTERNAL COMBUSTION ENG1NE WiTH AIR-LPG OR A1R-METHANE MiXTURE AND DEVICE TO ADJUST THE STRENGTH OF THE MiXTURE DELIVERED BY THIS EQUIPMENT. The invention relates to an equipment feeding an internal combustion engine, particularly for motor vehicles, with airlpg, or air-methane mixture. In particularly it relates to an equipment including a containing tank for fuel, connected through a first device piping suitable for checking the pressure of the gaseous-state mixture, electromechanical controlled devices surveying the gas passage towards a convenient area of the engine suction conduit, an electronical center unit checking the above electromechanical devices in conformity with the rpm value of the engine and connection pipings between the first devices and the electromechanical devices. In the field of lpg or methane carburation technics, it is necessary to use a pressure reducer in order to bring the fuel pressure from the tank value to a value next to the atmospheric one, to put it at the disposal of the mixer-carburetor. Equipments of the above type, corresponding to the foreward of the first claim, are well known. The devices forming the equipments of known type bring to the fuel evaporisation in the reducer area called of first stage: that reduces the exactness in the fuel metering, because it creates pulsating effects with casual frequency in the area of. the first stage itself. Another fault in the current technics is to send the fuel gas to a zone over the mixer-carburetor, and that creates a trouble on the setting of it, a trouble that becomes evident when the engine works with gasoline. Another fault of the known developed technics is to send gas to the suction conduit over or below the 'throttle valve before the gas metering through an electronical controlled center unit which receives information about the sucked air flow amount by the engine through known means, as thermic wires, propellers brought to rotation by the air itself or similars; that involves expensive and also not completely reliable installations. The present invention aims to find a remedy for these disadvantages. The invention, as it is characterized in the claims, solves the problem of feeding an internal combustion engine with air-gas fuel mixture, by using devices which do not change the carburetor strengths relatively to its original function of supplying air-gasoline mixture for the engine itself. Another aim of the invention is to create an equipment of the mentioned type, including a device able to adjust the air-fuel mixture strength during all phases of the engine employment and that is: cranking and warm up phases; idling phase; trtansition phase; low and middle partial power phase and full power phase. The advantages obtained thanks to this invention essentially consist in the fact that the flow amount of the fuel gaseous phase is co-operatively adjusted by elements sensitive to the vacuum existing in the intake manifold and by one or more electromechanical devices, whose opening frequencies depend from the rpm value of the engine, as it is not necessary the openings timing of said electromechanical devices in comparison with the openings of the suction valves, therefore the equipment, according to the present invention, adjusts the flow amount of fuel by considering the load applied to the engine, expressed by said vacuum, and the rpm value of the engine. The invention will be subsequently explained with the help of the drawings which represent a way of execution, not restrective, where: Fig. 1 represents a pressure reducer, sectioned according to a vertical symmetry plan, being a part of the equipment as for the present invention; Fig. 2 represents a detail of Fig. 1 in a partial section. The reducer of Fig. 1 is part of an equipment, not represented, through which an air-fuel mixture at the gaseous-state feeding an internal combustion engine is formed; this reducer forms one of the devices through which the equipment adjusts the mixture strength as function of the engine working state; other devices for the strength adjustment being composed of electromagnetical controlled injection nozzles, started by any device able to excite their winding, as function of the rpm value of the engine, surveyed by any device suitable for receiving information on the rpm value itself, for example by the ignition distributor; the equipment includes also a air suction conduit, in which a throttle valve is placed, in a known way. The reducer of Fig. 1 consists of a housing 1, which contains inside itself a first cavity 2, B second cavity 3, a third cavity 4 and a forth cavity 5, divided among them in a sealing way. The first cavity 2 houses a pipe coil 6, connected with the tank, not represented, to receive by the same fuel at the liquid state through a known type of piping and not represented; in the pipe coil 6 occurs fuel evaporisation; the heat necessary for this state transformation is given by the cooling water crossing, in a well known way, the first cavity 2 with a convenient flow amount; when the engine has not yet reached a sufficiently high thermal level, the above heat is supplied by a certain number of positive thermal control resistors, shown in Fig. 2 and which will be better described below. Pipe coil 6 ends with a valve 7, whose details will be later described, suitable for checking the flow amount of the fuel at the vapour-state and to send it towards the second cavity 3, from which it goes out in order to be at the disposal of the injection nozzles through a piping, not represented, but connected with cavity 3 through a coupling to a small connection tube 8. Said cavities 2 and 3 are divided between them by a metal wall 9 equipped, in its central part, with a cavity 10, crossed by valve 7; known sealing means, not represented, being present to maintain water in cavity 2. Cavity 3 is divided from cavity 4 by an elastic and gasproof diaphragm 11, made rigid in its central part by a first pair of plates 12 and 13. Cavity 4 communicates with the atmosphere through an opening 14 of proper sizes, making it possible in said cavity 4 a constant atmospherical pressure. Cavities 4 and 5 are divided by a diaphragm 15, elastic and gas-proof, made rigid in its central part, by a second pair of plates 16 and 17. Cavity 5 is connected, through a piping not represented and introduced into a small connection tube 18, with the part of the suction conduit set under the throttle valve, to submit said diaphragm 15 to the vacuum action existing in this area of the conduit; said vacuum, together with the rpm value of the engine, is a fundamental parameter to represent the working state of the engine itself; if the vacuum is low, that means that the throttle is greatly opened and the engine works under a high load; if the vacuum is high, that means that the throttle is relatively closed and that the engine works under a modest or null load. To amplify the vacuum signal inside chamber 5, diaphragm 15 has suitable sizes, and in particular, has a diameter sensibly higher than the one of diaphragm 11; that allows the translation of diaphragm 15 towards the top or the bottom even for litte vacuum variations. In order to oppose the vacuum action on diaphragm 15, a spring 19 is set between plate 17 and plate 20 integral with bushing 21, outwardly threaded to be screwed into a hole 22, also threaded, in the upper part of housing 1; a nut 23 is screwed to the outward thread of the bushing 21 to fix its position in comparison with hole 22; bushing 21 presents a first adjusting element 24, with which the same bushing 21 is turned when nut 23 is not tight, to put it in a correct way compared to hole 22; by turning bushing 21, the load of spring 19 changes in order to obtain a first tuning of this device, which allows the obtainement of correct mixture strengths during the middle and high power phases and the full power phase of the engine. A threaded hole 25 is present in bushing 21 to house an adjusting element 26, including a first threaded part 27, fitted for co-operation with the thread of hole 25 to adjust the position of element 26 in comparison with bushing 21, said first part 27 presenting, in its upper part, a second adjusting element 28, for element 26; a nut 29 is suitable for fixing the position of element 26 in comparison with bushing 21. Element 26 presents also a cylindrical hub 30 with a diameter smaller than the diameter of hole 25 and whose lower end 31 is integral with a housing 32 able to sustain the upper end of a spring 33 placed between housing 32 and an elongated element 34 integral with plates 16 and 17 and suitable for acting on plate 13; a cylindrical hub 35 integral with the small tube 34 is present to prevent the disjunction of spring 33, which has a relatively high stiffness By acting on the adJusting element 28 when nut 29 is unloosen, 4he load of spring 32 is changed to obtain a second adjustmen of said device and that in order to have a correct mixture metering during the transition phase. On plate 13 a carriage spring 36 biases, which rotates on a pin 37, integral with the body of housing 1; the load of spring 36 is adjustable by an adjusting screw 38, to maintain plate 13 in contact with an end 39 of a valve element 40, being part of valve 7. BY acting on spring 36 through an adjusting screw 38, it is possible tp obtain a correct mixture metering in the engine idling phase. Valve 7 consists of a bushing 41 outwardly threaded to be screwed on the upper end of pipe coil 6; bushing 41 presents a cavity 42, communicating through a hole 43 with pipe coil 6 and a wall 44 having an internal plain surface 45, which upperly limits cavity 42; wall 44 presents a central hole 46 connecting cavity 42 with four radial passages, of which passages 47a and 47b are shown in Fig. 1. Valve element 40 is upperly closed by a truncated cone 48, with a hole in the centre to house a rod 49, forming part of said valve element 40. Rod 49 integrally bears, in its -lower part1 a cylindrical element 50, presenting a ring-shaped notch 51, and suitable for housing a ring-shaped sealing element 52, to close hole 46 under the action of spring 53, placed between element 50 and a hub 55, in which said hole 43 has been made; therefore spring 53 acts against the opening action of plate 12 to end 39 during the various phases of the engine employment. in order to warm the vapour up in chamber 3 and to allow the complete fuel evaporation during the warm up phase of the engine, wall 9 includes an arcuated notch 56, suitable for housing a settled number of positive thermal control electrical resistors (P.T.C.), one of which is represented in Fig. 2. A P.T.C. puck 57 is housed in notch 56 and maintained adherent to the lower surface of the same by a spring 58 placed between the upper surface of puck 56 and the lower surface of a metal plate 59, fixed on the upper surface of wall 9 through screws 60; bushings of electrically insulating material 61 are placed around scres 60 to electrically insulate them from wall 9. The electrical network feeding pucks 57 includes metal plate 59, connected with a current generator (+), spring 58 and the same puck 57, ground-connected (-) through the body of reducer 1. The working of reducer 1 can be explained in the following way, by referring to said four phases of the engine employment. During the engine warm up phase, the heat necessary to completely evaporate the fuel in chamber 3 is partially supplied by (P.T.C.) pucks 57 which deliver, owing to Joule, a heat quantity which decreases when the temperature, to which they are submitted, increases. Pucks 57 are chosen in number and size to supply a heat quantity sufficient to evaporate the fuel necessary for the engine working when the cooling water temperature in cavity 2 is below a first determined value; as the engine temperature increases, the heat coming from the cooling water increases and the current through pucks 57 decreases till it becomes minimim for a second determined temperature value of the cooling water. During the idling phase, the flow amount of fuel necessary for a correct feeding mixture strength is given to thrust- of spring 36 on plates 12 and 13, which, in turn, transmit the above thrust to end 39 of valve element 40, to shift it towards the bottom of a such quantity to allow the wished flow amount of fuel through hole 46. During the transition phase, the vacuum in the intake manifold and then in chamber 5 lowers, even if it lowers little, in comparison with the idling phase. Diaphragm 15 shifts towards the bottom and allows the elongated element 34 to bias plates 13 and 12 in the same direction under the thrust of spring 19, and it starts from a position determined by the load of spring 33. As a consequence, the lowering of valve element 40 allows a greater outlet opening between cylindrical element 50 and hole 46, by increasing the flow amount of fuel acording to the needs imposed by the increase of the load applied to the engine. During the full power phase, the vacuum in chamber 5 furtherly lowers, and that allows a greater lowering of diaphragm 15 under the thrust of spring 19 and consequently a greater lowering of plates 13 and 12 biased by elongated element 34. A further lowering of valve element 40 is achieved whose cylindrical element 50 moves furtherly away from hole 46 to increase the outlet opening and adjust the fuel flow to the amount of air sucked by the engine. it results clear that to the described reducer, modifications and variations can be made without moving away from this invention. in particular, between diaphragm 15 and 11 a fifth spring can be placed, which is specially sized to elastically transmit the translation movements of diaphragm 15 to diaphragm 11 and then to valve element 40. With this embodyment, a pre-loading system of the fifth spring can be advantageous, but the 'presence of adjusting device, composed of element 26 and relevant mechanical elements, is no more necessary. Said device can include for example: a device consisting of a small tube and of a fork, integral with said plates 16 and 17; the small tube is inwardly threaded to house an adjusting element and outwardly threaded to bear a linking element to plates 16 and 17; being the small tube placed in cavity 5; and the fork in cavity 4 and having a shape suitable for keeping in guide a fifth plate, able to bear the upper end of the fifth spring, whose lower end is borne by plate 13; the adjusting element to load the fifth spring acts on the fifth plate. Sealing elements co-operating with the adjusting element, to avoid the connection between cavity 4 and cavity 5, are present. It is manifest that in case of methane use, no fuel warming system through P.T.C. elements is needed.

Claims: CLAIMS 1) Equipment suitable for feeding an internal combustion engine with air-lpg or air-methane mixture and device to adjust the strength of the mixture delivered by this equipment including at least a containing tank for fuel, a pressure reducer connected with said tank through a piping, a suction conduit to feed the engine and equipped with a throttle, which divides it into a first and a second part, electromechanical controlled devices anywhere in said suction conduit and suitable for checking the flow amount of fuel as function of inlet signals sent by an electronical center unit which receives information about the rpm value of the engine by special sensors, characterized by the fact that said reducer includes: a first cavity (2) able to house a pipe coil (6), whose lower end is connected with said tank and that receives heat from the engine cooling water which reaches said first cavity (2) in a way known by the engine cooling system; a second cavity (3) divided by the first cavity (2) through a first metal flvall (9) and in this second cavity (3) an outlet orifice of a salve (7) lies; said valve (7) is placed at the upper end of said pipe coil (6) to send fuel in said second cavity (3) which is connected with said electromechanical devices through connecting pipings; a third cavity (4), divided by said second cavity (3) through a first elastic and gasproof diaphragm (11), made rigid in its central part by a first pair of plates (12 and 13) and communicating with the atmosE)here; a forth cavity (5), divided by said third cavity (4) through a second elastic and gasproof diaphragm(l5) made rigid in its central part by a second pair of plates(16 and 17) and communicating with the second part of the suction conduit to expose said second diaphragm (15) to the vacuum effect existing in said second part of the condui-t; said second diaphragm (15) having a diameter conveniently greater than the diameter of said first diaphragm (11); a first spring (19) being contained in said forth cavity (5) to oppose the vacuum effect on said second diaphragm (15), a first elongated element (34), borne by the second pair of plates (16 and 17), to transmit the movements of said second diaphragm (15) to said first diaphragm (11), to allow said first pair of plates (12 and 13) to act said valve (7) starting from a settled vacuum valve existing in said forth cavity (5); first adjusting elements to adjust the load of said first spring; second adjusting elements to adjust the distance between said first pair of plates (12 and 13) and said valve (7), when the vacuum in forth cavity (5) shows the engine idling; a third adjusting element to adjust the flow amount of fuel from said valve (7) when said first pair of plates is far from said valve (7); electroresistive heating elements (57) being present in said first wall to facilitate the fuel evaporation during the cranking and warm up phase. 2) Equipment according to claim 1, characterized by the fact that said valve is composed of a bushing (41) inserted in a hole (10) , > ade in the first wall (9) and upperly and lowerly limited by a second wall (46) a1nd by a hub (55) with a first (46) and a second hole (43); the first hole (46) communicates with a settled number of passages (47) made in bushing (41) over the second wall (46) to allow the fuel flow in second cavity (3); second hole (43) communicates with pipe coil (6) to receive fuel; a valve element (40) formed by a cylindrical part (50) and by a rod (49), closes the first hole (46) under the action of a second spring (42) set between hub (55) and a cylindrical part (505 of said valve element (40) and opens said first hole (46) under the thrusts supplied either by the third adjusting element (36) or by the first pair of plates (12 and 13); a guide element is present for said rod (49). 3) Equipment arnrding to claim 1, characterized by the fact that the load adjusting elements of the first spring (19) are composed of a second bushing (21) screwed in a hole (22) made in the upper part of housing (1) limiting the forth cavity (5); bushing (21) bears on its lower part a plate (20) to keep the first spring (19); are present: an adjusting element (24) to set the second bushing (21) in the correct position; a linking nut (23) to fix it in the correct position and a closing element 126).two upperly close it up. 4) Equipment according to claim 1, characterized by the fact that the second adjusting element consists of: a threaded element (26) which can be screwed in the hole of the second bushing (21), integral with an adjusting element (28) and with a hub (30) having - a diameter lower than the inside diameter of second bushing (21); a housing for a third spring (33) on an elongated element (34) integral with the second pair of plates (16 and 17); said elongated element (34) extending itself as far as the rod end of said valve element (40). 5) Equipment according to claim 1, characterized by the fact that said second adJusting element consists of an element integral with the second pair of plates, which in its part placed in the forth cavity is composed by an inwardly and outwardly threaded small tube to receive , respectively, an adjusting screw and a linking element on the pair of plates; its part placed in the third cavity consists of a guide fork for a fifth plate bearing the upper end of a spring, whose lower end is borne by the first pair of plates; sealing means are present in said small tube. 6) Equipment according to the first claim, characterized by the fact that said heating elements are composed of a settled number of P.T.C. pucks (57) introduced in a notch (56) in the first wall (9) through springs (58) placed between the upper surfaces of P.T.C. pucks (57) and the inside surface of a metal plate (59) linked to the first wall (9) through screws (60) insulated from bushings (61) of insulating material; said plate is connected with the positive pole (+) of a current generator and said wall is ground-connected ( ).

Inventors: BARBANTI, ARTURO, ING.
Applicants: B.B. BARBANTI BOLOGNA S.R.L.
Application year: 1984
Main classification: F02M21
IPC codes: F02M21