Heating control system for solving gradual freezing of gas nozzle in low-temperature environment

Abstract

The utility model relates to the technical field of gas nozzle heating control, in particular to a heating control system for solving the problem of gradual freezing of a gas nozzle in a low-temperature environment, which comprises the gas nozzle, an engine, an ECU (Electronic Control Unit), a nozzle driving controller, a temperature sensor and an engine load sensor, a fuel outlet of the gas nozzle is fixedly connected with a fuel inlet of the engine, an electrical interface of the gas nozzle is electrically connected with a signal output port of the nozzle driving controller, and a control input port of the nozzle driving controller is connected with the ECU through a control signal line. The temperature sensor is fixedly arranged at the position of the gas nozzle so as to detect the inlet gas temperature, the engine load sensor is used for detecting the current working state and the load condition of an engine, and the temperature sensor and the engine load sensor are connected with a data input port of the ECU through data lines.

Description

Technical Field

[0001] The utility model relates to the technical field of gas nozzle heating control, and more specifically, to a heating control system for solving the problem of icing of gas nozzles in low-temperature environments. Background Art

[0002] Fuel cells and compressed natural gas (CNG) engines are becoming increasingly popular in the automotive field, and gas nozzles are key components among them. However, in low-temperature environments, gas nozzles face serious working challenges. As the ambient temperature decreases, especially below zero degrees Celsius, ice crystals or condensates are likely to form inside the gas nozzle, resulting in the adhesion of the nozzle valve, which not only affects the precise injection of fuel but may also cause difficulties in starting the engine, unstable operation, and even flameout. Therefore, in order to overcome the above problems, a heating control system for solving the problem of icing of gas nozzles in low-temperature environments is designed. Summary of the Utility Model

[0003] The purpose of the utility model is to provide a heating control system for solving the problem of icing of gas nozzles in low-temperature environments. By continuously applying a small current for heating during the nozzle closing period, it effectively prevents refreezing. Secondly, by adjusting the duty cycle of the heating current in real time according to the detected temperature, it adapts to different temperatures and engine loads, ensuring the normal operation of the nozzle while avoiding energy waste, and can significantly improve the reliability and stability of fuel cells and CNG engines in low-temperature environments, expanding their application scope.

[0004] The embodiments of the utility model are implemented through the following technical solutions:

[0005] A heating control system for solving the problem of icing of gas nozzles in low-temperature environments includes: a gas nozzle, an engine, an ECU, a nozzle drive controller, a temperature sensor, and an engine load sensor; the fuel outlet of the gas nozzle is fixedly connected to the fuel inlet of the engine, the electrical interface of the gas nozzle is electrically connected to the signal output port of the nozzle drive controller, the control input port of the nozzle drive controller is connected to the ECU through a control signal line, the temperature sensor is fixedly arranged at the gas nozzle to detect the intake air temperature, the engine load sensor is used to detect the current working state and load condition of the engine, and the temperature sensor and the engine load sensor are respectively connected to the data input port of the ECU through data lines.

[0006] Optionally, the engine load sensor includes: a throttle position sensor, which is fixedly installed on the throttle body of the engine to obtain data on the throttle opening, and the throttle position sensor is connected to the data input port of the ECU through a data line.

[0007] Optionally, the engine load sensor further includes: a crankshaft position sensor fixedly installed at the crankshaft position of the engine to obtain the engine speed, and the crankshaft position sensor is connected to the data input port of the ECU through a data line.

[0008] Optionally, the engine load sensor further includes: an intake manifold pressure sensor fixedly installed on the intake manifold of the engine to measure the air volume entering the engine, and the intake manifold pressure sensor is connected to the data input port of the ECU through a data line.

[0009] Optionally, the engine load sensor further includes: an oxygen sensor; the oxygen sensor is fixedly installed at the outlet of the exhaust manifold of the engine to detect the air-fuel ratio of the engine, and the oxygen sensor is connected to the data input port of the ECU through a data line.

[0010] Optionally, a power supply system is further included, and the power output terminal of the power supply system is electrically connected to the power input port of the ECU.

[0011] Optionally, a display terminal is further included, and the display terminal is connected to the ECU through a data bus.

[0012] The technical solution of the embodiment of the present utility model has at least the following advantages and beneficial effects:

[0013] By continuously applying a small current for heating during the nozzle closing period, the present utility model effectively prevents refreezing. Secondly, by adjusting the heating current duty cycle in real time according to the detected temperature, it adapts to different temperatures and engine loads, ensuring the normal operation of the nozzle while avoiding energy waste, and can significantly improve the reliability and stability of the fuel cell and CNG engine in a low-temperature environment, expanding its application range. Description of the Drawings

[0014] Figure 1 It is a schematic diagram of the principle of a heating control system provided by the present utility model for solving the problem of gradual freezing of a gas nozzle in a low-temperature environment;

[0015] Legend: 1. Gas nozzle; 2. Nozzle drive controller; 3. ECU; 4. Temperature sensor; 5. Engine; 6. Engine load sensor. Detailed Embodiment

[0016] To make the objectives, technical solutions, and advantages of the embodiments of the present utility model clearer, the technical solutions in the embodiments of the present utility model will be clearly and completely described below with reference to the accompanying drawings in the embodiments of the present utility model. Obviously, the described embodiments are some, but not all, of the embodiments of the present utility model. Components of the embodiments of the present utility model described and illustrated in the accompanying drawings here can be arranged and designed in a variety of different configurations.

[0017] As Figure 1 shown, the present utility model provides one of the embodiments: a heating control system for solving the problem of gas nozzles freezing in low-temperature environments, including: a gas nozzle, an engine, an ECU, a nozzle drive controller, a temperature sensor, and an engine load sensor; the fuel outlet of the gas nozzle is fixedly connected to the fuel inlet of the engine, the electrical interface of the gas nozzle is electrically connected to the signal output port of the nozzle drive controller, the control input port of the nozzle drive controller is connected to the ECU through a control signal line, the temperature sensor is fixedly arranged at the gas nozzle to detect the intake air temperature, the engine load sensor is used to detect the current working state and load condition of the engine, and the temperature sensor and the engine load sensor are respectively connected to the data input port of the ECU through data lines.

[0018] In implementation, after the heating control system of this embodiment is started, it first detects whether the ambient temperature of the gas nozzle is lower than a preset threshold (set to 0 °C in this embodiment). If the ambient temperature of the gas nozzle is higher than the preset threshold, this embodiment only adopts the conventional gas nozzle drive; if the ambient temperature of the gas nozzle is lower than the preset threshold, the heating control system of this embodiment adopts the low-temperature protection mode, and its working principle is: obtain the current ambient temperature and engine load (operating condition) information through the temperature sensor and the engine load sensor, and find the corresponding heating duty ratio (DR) according to the preset data table. When the gas nozzle is opened, a normal opening current is applied. It can be understood that the gas nozzle itself has an electromagnetic coil. After the nozzle is closed, a smaller heating current is applied and maintained for a set duration to maintain the temperature of the nozzle spool, and the heating current is continuously applied until the next opening signal arrives.

[0019] Specifically, the engine load sensor includes: a throttle position sensor, which is fixedly installed on the throttle body of the engine to obtain data on the throttle opening, and the throttle position sensor is connected to the data input port of the ECU through a data line.

[0020] During implementation, the throttle position sensor is installed on the throttle shaft. This sensor is specifically a potentiometer. As the throttle opens and closes, the resistance value of the sensor changes. The resistance change is converted into a voltage signal and sent to the ECU to monitor the driver's demand for acceleration. And by providing accurate information on the throttle opening, it can reflect the driver's power demand. When the throttle opening is large, it indicates a greater need for fuel, and at this time, stronger heating is required to ensure the normal operation of the nozzle. When the throttle opening is small, it means the fuel demand is lower, and the heating intensity can be appropriately reduced.

[0021] Furthermore, the engine load sensor further includes: a crankshaft position sensor. The crankshaft position sensor is fixedly installed at the crankshaft position of the engine to obtain the engine speed. The crankshaft position sensor is connected to the data input port of the ECU through a data line.

[0022] During implementation, the crankshaft position sensor uses a magnetic sensor. It is installed at a position close to the crankshaft flywheel or gear. When the crankshaft rotates, the sensor detects the passing of the gear teeth and generates a pulse signal. The pulse signal is sent to the ECU for measuring the engine speed and the crankshaft position. When the engine speed is high, it indicates a large working load and more frequent injection and stronger heating are required. When the engine speed is low, such as in the idle state, stable heating can be adopted.

[0023] Even further, the engine load sensor further includes: an intake manifold pressure sensor. The intake manifold pressure sensor is fixedly installed on the intake manifold of the engine to measure the amount of air entering the engine. The intake manifold pressure sensor is connected to the data input port of the ECU through a data line.

[0024] During implementation, the intake manifold pressure sensor uses a piezoelectric element or other pressure-sensitive elements. It is installed on the intake manifold to measure the intake manifold pressure and reflect the engine load. When a high pressure is detected, it indicates a large engine load and more fuel is needed, and the heating intensity can be increased. When a low pressure is detected, it means a small engine load, and the heating intensity can be appropriately reduced.

[0025] Also included, the engine load sensor further includes: an oxygen sensor; the oxygen sensor is fixedly installed at the outlet of the exhaust manifold of the engine to detect the air-fuel ratio of the engine. The oxygen sensor is connected to the data input port of the ECU through a data line.

[0026] During implementation, the oxygen sensor measures the oxygen content in the exhaust gas, which can reflect the air-fuel ratio of the engine. When a rich fuel mixture is detected (i.e., the measurement result of the oxygen sensor shows a low oxygen content), it indicates that the fuel injection may be excessive. At this time, the heating intensity can be appropriately reduced to prevent the nozzle from opening excessively. When a lean fuel mixture is detected (i.e., the measurement result of the oxygen sensor shows a high oxygen content), mainly due to partial blockage or incomplete opening of the nozzle, the heating intensity needs to be increased to ensure that the nozzle opens fully.

[0027] In the practical application of this embodiment, it further includes a power supply system, and the power output terminal of the power supply system is electrically connected to the power input port of the ECU.

[0028] The main function of the power supply system is to supply power to the entire heating control system.

[0029] In the further application of this embodiment, it further includes a display terminal, and the display terminal is connected to the ECU through a data bus.

[0030] The display terminal can display the data of each of the above sensors and the temperature of the gas nozzle.

[0031] The above are only the preferred embodiments of the present invention and are not used to limit the present invention. For those skilled in the art, the present invention can have various changes and modifications. Any modification, equivalent replacement, improvement, etc. made within the spirit and principle of the present invention shall be included within the protection scope of the present invention.

Claims

1. A heating control system for solving the problem of freezing of a gas nozzle in a low-temperature environment, characterized in that, Including: A gas nozzle, an engine, an ECU, a nozzle drive controller, a temperature sensor, and an engine load sensor; the fuel outlet of the gas nozzle is fixedly connected to the fuel inlet of the engine, the electrical interface of the gas nozzle is electrically connected to the signal output port of the nozzle drive controller, the control input port of the nozzle drive controller is connected to the ECU through a control signal line, the temperature sensor is fixedly arranged at the gas nozzle to detect the intake air temperature, the engine load sensor is used to detect the current working state and load condition of the engine, and the temperature sensor and the engine load sensor are respectively connected to the data input port of the ECU through data lines; The engine load sensor includes: a throttle position sensor, the throttle position sensor is fixedly installed on the throttle body of the engine to obtain data of the throttle opening degree, and the throttle position sensor is connected to the data input port of the ECU through a data line; The engine load sensor further includes: a crankshaft position sensor, the crankshaft position sensor is fixedly installed at the crankshaft position of the engine to obtain the engine speed, and the crankshaft position sensor is connected to the data input port of the ECU through a data line; The engine load sensor further includes: an intake manifold pressure sensor, the intake manifold pressure sensor is fixedly installed on the intake manifold of the engine to measure the air volume entering the engine, and the intake manifold pressure sensor is connected to the data input port of the ECU through a data line; The engine load sensor further includes: an oxygen sensor; the oxygen sensor is fixedly installed at the outlet of the exhaust manifold of the engine to detect the air-fuel ratio of the engine, and the oxygen sensor is connected to the data input port of the ECU through a data line.

2. The heating control system for solving the freezing of the gas nozzle in a low-temperature environment according to claim 1, wherein It further includes a power supply system, and the power output end of the power supply system is electrically connected to the power input port of the ECU.

3. The heating control system for solving the problem of the gas nozzle freezing up in a low-temperature environment according to claim 2, wherein It further includes a display terminal, and the display terminal is connected to the ECU through a data bus.

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