Self-compensated and electrically heated reducer for compressed gas or L.P.G.

Abstract: A self-compensating and electrically heated reducer for compressed gas or l.p.g. comprising, a supporting body (1), a chamber (5) formed inside the body (1); a diaphragm (19); an opening inlet (6) between an entrance (2) and the chamber (5); a closing mechanism (7) for an opening inlet (6) controlling the flow rate of fuel owing to the action of manoeuvering elements (12, 30), kinematically connected to the diaphragm (1), on the device (7) controlling the pressure of the fuel coming from the bottle; a mechanism (26,30) which acts on at least one of the manoeuvering elements (12,17) to cancel the resultant of the action of the pressure of the fuel on the mechanism (7); electrical resistors (37) connected with the feeding system in the engine placed in thermic contact with the walls (38) of the body (1) near the inlet (6).

Description: The present invention refers to the reducers for combustible gases or l.p.g. used for feeding internal combustion engines and housed in bottles. These combustible gases are employed for feeding internal combustion engines for motor transport or for stationary equipment: Since the pressure of the gas housed in the bottle decreases progressively with its consumption from a value of several hundreds of bars to zero, the uncontrolled forces to which the lever in the pressure regulator is subjected vary from some hundreds of Newtons (or N. x m.) to zero. In the first case, the uncontrolled forces are equal to the forces which the lever receives from the controlling diaphragm of the flow rate and the outlet pressure of the gas; in the second case they are zero. The precise degree of adjustment is negatively affected to a marked degree by the progressively decreasing variation of these forces. As a result of the lack of precise adjustment and particularly when the pressure of the gaseous fuel is high, irregularities occur in the idling speed of the motor, consumption is higher than usual, and there is an uncontrollable emission of pollutants. The irregularities in the slow running of the engine, the increased consumption and emission of polluting gases are aggravated by the differences in the amount of heat, which in standard water heat exchangers installed in the traditional pressure reducers is transmitted to the outflowing fuel emitted in a gaseous state by the reducer. EP-A 0 182 952 discloses a reducer for feeding an internal combustion engine with air-l.p.g. or air-methane mixture according to the preamble of independent claim 1 of the present application. Chambers are provided in the internal part of the body of the reducer to reduce the pressure of the gas and heat or vaporise the fuel. A first chamber is divided from a second chamber by means of a metal wall, in the central part of which a connecting valve is inserted to allow the passage of the fuel from an internal cavity of said valve to the second chamber connected to the feeding system of the engine by means of a pipe. The connecting valve consists of a bushing which delimits said cavity; an upper wall having an internal plain surface limits the upper part of the cavity. The upper wall presents a connecting hole which connects said cavity with the second chamber. A pipe coil connected to a bottle containing gaseous fuel communicates through the connecting hole with said cavity, A diaphragm acts on the connecting valve the reduce the pressure of the fuel which passes through the connecting hole. Second chamber houses the pipe coil; in the pipe coil the fuel is heated; when the engine has reached a sufficiently high thermal level, the heat necessary for heating the fuel is given by the cooling water crossing the second chamber with a convenient flow amount. When the engine has not yet reached a sufficiently high thermal level, the heat is supplied by a plurality of resistors housed in a curved notch made in the metal wall. Since the connecting hole is in the central part of the upper wall of said valve, the resistors are placed at a certain distance from the connecting hole crossed by the fuel which has to be heated. This distance prevents the resistors from being capable of heating the fuel without an excessive consumption of electrical power; in fact, to adequately heat the fuel it is necessary to heat the valve and the metal wall. In addition, the heat delivered by the resistors heats a good portion of the reducer body uselessly. US-A 1 450 236 refers to a pressure reducer which presents a supporting body within a chamber is housed, the chamber presents an entrance and an outlet which are respectively connected with a source of a compressed fluid and a device of use. A compensating mechanism is capable of cancelling the momentum which results from the action of the gas pressure on a manoeuvring device which is controlled by a main diaphragm of the reducer. The manoeuvring device comprises a two-arms lever which pivots on a pivot fulcrum under the action both of a plunger, which acts the first arm and a spring which urges the second arm of the lever. In addition the lever is mechanically connected with the main diaphragm. According to the axial movements of the main diaphragm, the lever rotates so that the plunger may close or open an opening inlet connected with the entrance. The movements of the lever are controlled by said spring, whose first end rests on a rigid plate which moves with an auxiliary diaphragm exposed to the pressure of gas via an auxiliary channel also connected with the entrance. In this way the momentum due to the pressure forces which act the lever is cancelled. The main disadvantage of the reducer disclosed in US-A 1 450 236 is the use of the spring and the auxiliary diaphragm. These mechanical elements may be subjected to damage and breaking due to the running of the vehicle. In addition, the scattering of elastic peculiarities of mass - produced springs may enlarge the dimensional tolerances so as to make production non economically acceptable because of manufacturing wastes. Regarding the auxiliary diaphragm it is to remember that its mounting on the body may be difficult. In addition said auxiliary diaphragm may be damaged after a certain time in service, because of the high values of the pressure which it is subjected to. The purpose of this invention is to obviate these disadvantages. The invention, as claimed, solves the problem by creating a self-compensated and electrically heated reducer for compressed gases or l.p.g., by means of which the resulting thrust or the consequent momentum arising from the thrusts on the regulation lever, due to the pressure of the fuel contained in the bottle, are reduced to zero whatever the pressure, and the fuel which is emitted in a gaseous state from the reducer is heated to the same amount of heat per unit of mass of fuel supplied in every thermic state of the engine. The advantages of the present invention lie in the possibility of controlling the pressure and maintaining constant the temperature of the fuel which is fed by the reducer for every value of the pressure of the fuel contained in the bottle. This is achieved by means of the diaphragm and of the specially placed electrical resistors in the regulator. In this way, the regular idling speed of the engine, a measured consumption of fuel and a limited and controlled emission of pollutants may be obtained. In a preferred embodiment of the invention the self-compensating and electrically heated reducer for compressed gas or l.p.g. comprises: a supporting body, a chamber connected to an entrance and an outlet; a diaphragm, which, at each variation of the internal pressure of the chamber owing to the different amounts of gas fed, controls a closing mechanism of an opening inlet to keep the pressure inside the chamber constant between the entrance which connects with a bottle for compressed fuels or l.p.g. and the outlet, which connects with an internal combustion engine, in response to the vacuum caused by the engine; the opening inlet being situated at the end of a first channel placed in the body between the entrance and the chamber, and the closing mechanism for the opening inlet controlling the flow rate of fuel owing to the action of manoeuvering elements kinematically connected to the diaphragm, on the device controlling the pressure of the fuel coming from the bottle; in addition there is a mechanism which acts on at least one of the manoeuvering elements to cancel the resultant or the momentum which results from the action of the pressure of the fuel on the manoeuvering elements and electrical resistors connected with the electrically operated feeding system in the engine are placed in thermic contact with the walls of the body near the inlet; the diaphragm being con nected with a first arm of the manoeuvering lever by means of a connection rod which engages with a second arm of the lever, and the closing mechanism being situated at the end of a first plunger which acts on the second arm by means of the thrusting action brought about by the pressure of the fuel in the first channel; a second channel being provided between the entrance and the chamber, said second channel receiving a thrusting element; the lever presenting a third arm opposite the first arm with reference to the pivot on which the lever pivots, and the thrusting element urging on this third arm to negate the momentum of the first plunger's thrust with a thrust due to the pressure of the fuel in the second channel. Preferably the resistors present a resistivity which varies in inverse proportion to the temperature. The diameter of the second channel is greater than the diameter of the first channel. The first channel is rectilinear and the second channel presents a rectilinear part parallel with the first channel. Between the second plunger and the arm there is a pusher which articulates the pushing element. The manoeuvering lever presents and end which is kinematically connected to a connecting bushing integral with an end of the rod. The end is introduced in a spherically jointed housing situated in the bushing. The plunger is integral with a push rod (10) which rests on a first arm of the manoeuvering lever; the push rod reducing the dimensions of the plunger to reduce its weight. The thrusting mech anism comprises a second plunger housed in said rectilinear part and a pusher fitted with a sliding housing in a cylindrical cavity; second plunger and pusher articulating the thrusting mechanism. Further advantages, details and salient features of the invention will be outlined in the following description of a preferred embodiment of the reducer as in the present invention, with reference to the accompanying Figure, which is a vertical section view of a reducer as in the present invention. The reducer illustrated in the Figure forms a part of a feeding system of an internal combustion engine fed by compressed gases or l.p.g., comprising known structures and components, which are not illustrated. The reducer as illustrated consists of a supporting body 1 which has an entrance 2 connected with a bottle (not shown) and containing a compressed gas like methane,acetylene, hydrogen or l.p.g. The entrance 2 is connected with a first rectilinear channel 3 having a first diameter Φ₁ and a second channel 4 having a second diameter Φ₂ which is greater than the first diameter Φ₁, channels 3 and 4 being cut in the body 1. Channel 3 leads into a chamber 5 by means of an opening inlet 6 controlled by a closing mechanism 7; the closing mechanism 7 opens and closes the opening inlet 6 according to the axial movements of a first plunger 8, which moves within a guiding perforation 9 coaxial to the first channel 3. The plunger 8 is integral with a push rod 10 which rests on a first arm 11 of a manoeuvering lever 12 pivoting in a pivot 13, the pivot 13 being supported by body 1. The function of the push rod 10 is to reduce the dimensions of the plunger 8 and to reduce its weight so as to reduce its inertia. In use, the plunger 8 is free to move in direction F₄ owing to the thrust of the pressure of the fuel which is emitted from the opening inlet 6 when the lever turns in a clockwise direction; the piston modes in the direction F₃ of the lever 12, which rotates in an anticlockwise direction to close the opening inlet 6 by means of the closing mechanism 7, the lever 12 maintaining the closing position of plunger 8 in this position. A second arm 14 of the lever 12 presents an end 15 which is kinematically connected to a connecting bushing 16 integral with an end 17 of a manoeuvering rod 18. The manoeuvering rod 18 is connected to a diaphragm 19 by means of two rigid plates 20 and 21; a spring 25 presses on plate 20. In the embodiment illustrated in the Figure, the end 15 is introduced into a spherically jointed housing 22 situated in the bushing 16 to transmit the movements of the latter with lever 12; the coupling between the housing 22 and end 15 is a free coupling permitting the rotation of end 15 around the centre of the housing 22. The manoeuvering rod 18 moves with the diaphragm 19 in the two directions indicated by the arrows F₁ and F₂ which, respectively, permit the diaphragm 19 to increase and reduce the volume of the chamber 5. A channel 23 connects the chamber 5 to an outlet 24 which, in its turn, is connected to other components of the feeding system (not shown). On the basis of this explanation and the accompanying illustration, and if we were to consider the second channel to be inexistent, the disadvantages of traditional reducers may readily be understood. The actions which operate on lever 12 are due both to the movements of the diaphragm 19 and to the thrust resulting from the pressure of the fuel on the closing mechanism 7. The first actions are controlled by the characteristics of the membrane 19 and by the preloading of the adjustment of the spring 25; the actions are therefore capable of being controlled. The actions due to the thrust of pressure of the fuel cannot be controlled, and their intensity varies from several newtons to zero according as to whether the bottle is full or empty. It is obvious that a thrust of several N. would have an adverse effect on the precise adjustment by the diaphragm 19 of the flow rate. In fact, when the diaphragm moves in direction F₁, the closure of the opening inlet 6 by the closing mechanism 7 is prevented by the thrust of pressure of the fuel on the same element 7; when the diaphragm 19 moves in direction F₂, the opening of the opening inlet 6 by the closing mechanism 7 is facilitated by the same pressure. These actions caused by the pressure of the fuel are uncontrollable and vary from an intensity which approximates closely to the intensity of the action of the diaphragm 19. When the bottle is full, and during the opening of the opening inlet 6, these actions are added to the actions of diaphragm 19; when the bottle is empty, the same actions are zero. To correct these disadvantages, a second plunger 26 is housed in the channel 4 which moves in a part 27 of the channel 4 in the directions F3 and F4. Since the part 27 is parallel with the channel 3, the directions F3 and F4 of the movements of the plunger 26 are parallel with the direction of the movements of the first plunger 8. In addition, an end 28 of the plunger 26 is in contact with the end 29 of a pusher 30 fitted with a sliding housing in a cylindrical cavity 31 coaxial to part 27 of channel 4. The movements of the pusher 30 occur in the directions F3 and F4; a second end 32 of the pusher 30 rests on a third arm 33 of the lever 12, arm 33 being opposite the first arm 11 in relation to pivot 13. The pusher 30 placed between the plunger 26 and the arm 33 serves to articulate the thrusting means formed by the piston and the pusher 30. Sealing means to prevent an unchecked flow of fuel towards the chamber 5 through the channel 4 and part 27 have been provided. These consist of an elastic ring 34 and a metallic ring 35, respectively, being housed in a cavity 36, in which the piston 26 moves, and in which part 27 of channel 4 terminates. As may be seen from the Figure, it is evident that the lever 12 receives two thrusts owing to the pressure of the fuel in channels 3 and 4; the first thrust has the effect of rotating the lever 12 in a clockwise direction; the second thrust rotates lever 12 in an anti-clockwise direction, so as to cancel the movement due to the first thrust and to maintain the lever 12 under the control of the diaphragm 19. Since the second piston 26 encounters friction owing to the presence of the blocking devices 34 and 35, an advantage in a preferred embodiment is that the diameter Φ₂ of channels 4 and 27 should be greater than the diameter Φ₁ of channel 3 in order to negate the momentum of the thrusts caused by the pressure of the fuel on lever 12. As shown in the figure, the walls 38 which enclose the area of body 1 next to the opening 6 present a cavity which houses the electrical resistors 37 connected with the electrically operated feeding system of the engine. These resistors are placed in thermic contact with the walls 38 to heat the fuel which, when flowing out from the opening inlet 6, expands and cools; they are electrically isolated from the body 1 by means of isolators (not shown). The resistors 27 have the advantage of being type P.T.C., the resistivity of which varies according to the temperature to which they are subjected, the purpose being to give quantities of heat for units of time which decrease in duration as the temperature rises. In the heating phases, when the heat which is required to heat the fuel as it emerges in an expanded form from the inlet is greater, the resistivity of the resistors 37 diminishes, and the amount of heat given per unit of time by the resistors is greater; in the working phases of the engine at a stabilised temperature, when the amount of heat required to heat the fuel is generally less, the resistivity of the resistors 37 increases so that they can give smaller amounts of heat per each unit of time. Since, generally speaking, heat absorbed by the fuel which passes through the opening inlet 6 depends on the flow rate, the resistors maintain the temperature of the fuel constant, changing their electrical resistivity according to the temperature, so as to give greater amounts of heat per unit of time in direct proportion to the flow of the fuel. In this way the temperature of the fuel at the outlet of the reducer is virtually constant during any working condition and whatever the thermic state of the engine. From the above information and illustration, we conclude that a self-compensating reducer has been constructed for compressed gases or l.p.g., in which the adjustment of the mass flow of the fuel during the different working states of the engine does not depend on the pressure and temperature of the fuel in the bottle, nor on the thermic state of the engine. The idling speed of the engine, the consumption of fuel and the emission of polluting gases can therefore be accurately controlled, whatever the working state of the engine. The resistors 37 provide the walls of the body 1 in the proximity of the opening inlet 6 with amounts of heat which are sufficient for the instantaneous now of the fuel, they keep the fuel at a constant temperature downstream from the opening inlet 6, and cooperate with the diaphragm to establish the correct mass flow of the fuel to the engine.

Claims: A self-compensating and electrically heated reducer for compressed gas or l.p.g. comprising: a supporting body (1), a chamber (5) connected to an entrance (2) and an outlet (24); a diaphragm (19), which, at each variation of the internal pressure of the chamber (5) owing to the different amounts of gas fed, controls a closing mechanism (7) of an opening inlet (6) to keep the pressure inside the chamber (5) constant between the entrance (2), which connects with a bottle for compressed fuels or l.p.g., and the outlet (24), which connects with an internal combustion engine, in response to the vacuum caused by the engine; the opening inlet (6) being situated at the end of a first channel (3) placed in the body (1) between the entrance (2) and the chamber (5), and the closing mechanism (7) for the opening inlet (6) controlling the flow rate of fuel owing to the action of manoeuvering elements (12, 30) kinematically connected to the diaphragm (1), on the device (7) controlling the pressure of the fuel coming from the bottle; and electrical resistors (37) connected with the electrically operated feeding system in the engine, characterized by the fact that in addition there is a mechanism (26, 30) which acts on at least one of the manoeuvering elements (12, 17) to cancel the resultant or the momentum which results from the action of the pressure of the fuel on the manoeuvering elements (12, 18); the electrical resistors (37) are placed in thermic contact with the walls (38) of the body (1) near the inlet (6); the diaphragm (19) being connected with a first arm (11) of a manoeuvering lever (12) by means of a connection rod (18) which engages with a second arm (14) of the manoeuvering lever (12), and the closing mechanism (7) being situated at the end of a first plunger (8) which acts on the second arm (14) by means of the thrusting action brought about by the pressure of the fuel in the first channel (3); a second channel (4) being provided between the entrance (2) and the chamber (5), said second channel (4) receiving a thrusting element (26, 30); the manoeuvering lever (12) presenting a third arm (33) opposite the first arm (11) with reference to the pivot (13) on which the manoeuvering lever (12) pivots, and the thrusting element (26, 30) urging on this third arm (33) to negate the momentum of the first plunger's (8) thrust with a thrust due to the pressure of the fuel in the second channel (4). A reducer as in Claim 1, characterised by the fact that the resistors (37) present a resistivity which varies in inverse proportion to the temperature. A reducer as in Claim 2, characterised by the fact that the resistors (37) are of type P.T.C. A reducer as in Claim 1, characterised by the fact that the diameter (Φ₂) of the second channel (4) is greater than the diameter (Φ₁) of the first channel (3). A reducer as in Claim 1, characterised by the fact that the first channel (3) is rectilinear and the second channel (4) presents a rectilinear part (27) parallel with the first channel (3). A reducer as in Claim 5, characterised by the fact that the thrusting mechanism (26,30) comprises a second plunger (26) housed in said rectilinear part (27) and a pusher (30) fitted with a sliding housing in a cylindrical cavity (31); second plunger (26) and pusher (30) articulating the thrusting mechanism (26,30). A reducer as in Claim 1, characterised by the tact that the manoeuvering lever (12) presents and end (15) which is kinematically connected to a connecting bushing (16) integral with an end (17) of the rod. A reducer as in Claim 7, characterised by the fact that the end (15) is introduced in a spherically jointed housing (22) situated in the bushing (16). A reducer as in Claim 1, characterised by the fact that the plunger (8) is integral with a push rod (10) which rests on a first arm (11) of the manoeuvering lever (12); the push rod reducing the dimensions of the plunger (8) to reduce its weight.

Inventors: BARBANTI ARTURO, BARBANTI, ARTURO
Applicants: BB SRL, B B S.R.L.
Application year: 1992
Main classification: F02M21
IPC codes: F02M21, G05D16