Modular multi-fuel injection control device

Abstract

The utility model belongs to the technical field of power machinery, and particularly relates to a modular multi-fuel injection control device, which comprises a multi-fuel injection control device shell provided with a diesel fuel chamber and a second fuel chamber, and a diesel control piston and a second fuel control piston are respectively arranged in the diesel fuel chamber and the second fuel chamber; the diesel fuel chamber and the second fuel chamber are both connected with an external fuel supply device; diesel in the diesel fuel chamber is increased, the volume of the second fuel chamber is reduced, and compression operation of the second fuel chamber is achieved. Diesel oil in the diesel oil fuel chamber is reduced, the volume of the second fuel chamber is increased, and oil suction operation of the second fuel chamber is achieved. According to the multi-fuel injection control device shell with the two fuel chambers, fuel in any one fuel chamber is selected to be injected to an engine air cylinder according to requirements, driving power is provided for a ship, dual-fuel use is achieved, and the safety and reliability of an engine are improved.

Description

Technical Field

[0001] The utility model belongs to the technical field of power machinery, and particularly relates to a modular multi-fuel injection control device. Background Art

[0002] During the navigation of a ship, an internal combustion engine needs to be used as the engine to provide power for the ship, and the internal combustion engine generates power by burning fuel. To solve the problem of ship carbon emissions, it is necessary to seek low-carbon and zero-carbon alternatives to traditional fossil fuels. Currently, various new fuels such as methanol, ethanol, LPG, LNG, ammonia, hydrogen, and DME have been technically proven to be applicable to the combustion of reciprocating internal combustion engines, that is, they can replace traditional diesel fuel for use in engines, and according to the type of fuel, the carbon emissions of ships can be reduced to varying degrees. However, different from traditional diesel fuel, if the above new fuels are used as single fuels in engines, there are certain risks. Therefore, for large engines, dual fuels need to be used to ensure the high reliability of the engines. However, the existing engines have only one fuel chamber and cannot meet the dual-fuel requirements. Content of the Utility Model

[0003] The purpose of the utility model is to solve the above problems, and provide a multi-fuel injection control device housing with two fuel chambers. Each fuel chamber is provided with an injection device corresponding thereto. The injection device is communicated with the engine cylinder, and the fuel of any one of the fuel chambers is selected to be injected into the engine cylinder according to requirements to provide driving power for the ship, realizing the use of dual fuels and improving the safety and reliability of the engine.

[0004] To achieve the above purpose, the utility model provides the following technical solution: A modular multi-fuel injection control device includes a multi-fuel injection control device housing, which has a diesel fuel chamber and a second fuel chamber. A diesel control piston and a second fuel control piston are respectively arranged in the diesel fuel chamber and the second fuel chamber; both the diesel fuel chamber and the second fuel chamber are connected with an external fuel supply device;

[0005] When the diesel in the diesel fuel chamber increases, the volume of the second fuel chamber is reduced to realize the compression operation of the second fuel chamber; when the diesel in the diesel fuel chamber decreases, the volume of the second fuel chamber is increased to realize the oil suction operation of the second fuel chamber.

[0006] According to the utility model, further, the diesel control piston divides the diesel fuel chamber into a diesel accommodation chamber and a transition chamber; in the case of fuel storage, the pressures in the diesel accommodation chamber and the transition chamber are the same, and the position of the diesel control piston remains unchanged.

[0007] According to the present utility model, further, the diesel fuel chamber and the transition chamber respectively have a first fuel inlet pipeline and a second fuel inlet pipeline communicating with an external fuel supply device, the two fuel inlet pipelines are in parallel, and a first fuel inlet pump pumps diesel fuel into the two fuel inlet pipelines.

[0008] According to the present utility model, further, the first fuel inlet pipeline and the second fuel inlet pipeline are respectively provided with a first high-speed valve and a second high-speed valve to respectively control the on-off of the corresponding fuel inlet pipelines.

[0009] According to the present utility model, further, the second fuel chamber has a third fuel inlet pipeline, and a second fuel inlet pump pumps a second fuel into the third fuel inlet pipeline.

[0010] According to the present utility model, further, the diesel fuel chamber and the second fuel chamber are respectively connected with a diesel high-pressure delivery pipe and a second fuel high-pressure delivery pipe, and the distal ends of the diesel high-pressure delivery pipe and the second fuel high-pressure delivery pipe are respectively communicated with a multi-fuel injector arranged in the engine cylinder.

[0011] According to the present utility model, further, the diesel control piston and the second fuel control piston are connected by a first piston rod, and the second fuel control piston is fixedly connected to the end of the first piston rod; the other end of the diesel control piston is provided with a second piston rod coaxial with the first piston rod.

[0012] According to the present utility model, further, the second fuel chamber is connected with a fourth fuel inlet pipe in parallel with the third fuel inlet pipeline, one end of the fourth fuel inlet pipe corresponds to the second fuel control piston, the other end of the fourth fuel inlet pipe is connected to the first fuel inlet pump, and the fourth fuel inlet pipe is provided with a throttle plug.

[0013] According to the present utility model, further, one-way valves are arranged on the first fuel inlet pipeline, the third fuel inlet pipeline and the fourth fuel inlet pipeline.

[0014] Preferably, the second fuel includes but is not limited to methanol, ammonia, DME, LPG.

[0015] Compared with the prior art, the beneficial effects of the present utility model are:

[0016] 1. Two fuels are stored in one component, thereby reducing the number of components;

[0017] 2. Diesel fuel is used as the driving medium for the second fuel to drive the second fuel to be pressurized to the required injection pressure; this pressurization scheme has a wide adaptability to fuels and can cover the requirements of various new fuels such as methanol, ammonia, DME, and LPG at present. Users can flexibly select any fuel according to their needs;

[0018] 3. Diesel fuel not only serves as a driving medium but also as a sealing and lubricating medium, thus solving the problem of mixing of the two fuels. After the diesel fuel leaks into the second fuel chamber, it can be directly injected into the cylinder and consumed, so there is no problem of recycling the second fuel.

[0019] 4. The device adopts a modular design concept and is configured in groups according to the number of engine cylinders, making maintenance simple and convenient.

[0020] 5. The device is extremely convenient for the transformation of existing single-fuel engines. BRIEF DESCRIPTION OF THE DRAWINGS

[0021] Figure 1 It is a schematic connection diagram of a modular multi-fuel injection control device of the present utility model;

[0022] Figure 2 is Figure 1 a partial enlarged schematic view of part A of

[0023] In the figure: 1 - engine cylinder, 2 - multi-fuel injector, 3 - multi-fuel injection control device housing, 31 - diesel fuel chamber, 311 - diesel control piston, 312 - diesel accommodation chamber, 313 - transition chamber, 32 - second fuel chamber, 321 - second fuel control piston, 33 - first piston rod, 34 - second piston rod, 4 - diesel high-pressure delivery pipe, 5 - second fuel high-pressure delivery pipe, 6 - fourth fuel inlet pipe, 7 - first high-speed valve, 8 - throttle plug, 9 - check valve, 10 - first fuel inlet pipeline, 11 - second fuel inlet pipeline, 12 - first fuel inlet pump, 13 - second fuel inlet pump, 14 - second high-speed valve, 15 - third fuel inlet pipeline. DETAILED DESCRIPTION OF THE EMBODIMENTS

[0024] Next, the technical solutions in the embodiments of the present utility model will be clearly and completely described in conjunction with the accompanying drawings in the embodiments of the present utility model. Obviously, the described embodiments are only a part of the embodiments of the present utility model, rather than all the embodiments. Based on the embodiments of the present utility model, all other embodiments obtained by those of ordinary skill in the art without creative efforts shall fall within the protection scope of the present utility model.

[0025] As Figure 1 and Figure 2As shown in the figure, a modular multi-fuel injection control device in an embodiment of the present utility model is used to inject multi-fuels into engine cylinder 1 to achieve dual-fuel combustion. The engine cylinder 1 is provided with a multi-fuel injector 2, and the modular multi-fuel injection control device is communicated with the multi-fuel injector 2 to achieve the injection of multi-fuels. The modular multi-fuel injection control device includes a multi-fuel injection control device housing 3, which has a diesel fuel chamber 31 and a second fuel chamber 32. A diesel control piston 311 and a second fuel control piston 321 are respectively arranged in the diesel fuel chamber 31 and the second fuel chamber 32. The diesel control piston 311 and the second fuel control piston 321 are connected by a first piston rod 33, and the second fuel control piston 321 is fixedly connected to the end of the first piston rod 33; the other end of the diesel control piston 311 is provided with a second piston rod 34 coaxial with the first piston rod 33; the diesel control piston 311 divides the diesel fuel chamber 31 into two parts. The chamber on one side of the diesel control piston 311 is used as a diesel storage chamber 312, and the part between the diesel control piston 311 and the second fuel control piston 321 is regarded as a transition chamber 313. During the oil storage process, in order to ensure that the diesel pressures in the two chambers on both sides of the diesel control piston 311 are the same, the diameters of the first piston rod 33 and the second piston rod 34 are adjusted according to requirements. As the diesel in the transition chamber 313 increases or decreases, the pressure exerted on the second fuel control piston 321 increases or decreases accordingly, thereby realizing the reduction or increase of the volume of the second fuel chamber 32, that is, realizing the cyclic process of fuel compression and oil absorption in the second fuel chamber 32.

[0026] Specifically, the diesel storage chamber 312 and the transition chamber 313 are respectively provided with a first oil inlet pipeline 10 and a second oil inlet pipeline 11 communicated with an external oil supply device. The two oil inlet pipelines are connected in parallel, and a first oil pump 12 is used to pump diesel into the two oil inlet pipelines. The first oil pump 12 is a high-pressure diesel fuel supply pump. The first oil inlet pipeline 10 and the second oil inlet pipeline 11 are respectively provided with a first high-speed valve 7 and a second high-speed valve 14 to respectively control the on-off of the corresponding oil inlet pipelines. The first high-speed valve 7 and the second high-speed valve 14 are high-speed two-position three-way control valves.

[0027] Specifically, the second fuel chamber 32 is provided with a third oil inlet pipeline 15. A second oil pump 13 pumps the second fuel into the second fuel chamber 32 through the third oil inlet pipeline 15 to supply the second fuel to the second fuel chamber 32; wherein, the second fuel includes new fuels such as methanol, ammonia, DME, and LPG. The second oil pump 13 is a medium and low-pressure supply pump for the second fuel.

[0028] Both the diesel fuel holding chamber 312 and the second fuel chamber 32 have an oil outlet. A diesel high-pressure delivery pipe 4 and a second fuel high-pressure delivery pipe 5 are respectively connected to the oil outlets. The distal ends of the diesel high-pressure delivery pipe 4 and the second fuel high-pressure delivery pipe 5 are respectively connected to a multi-fuel injector 2 provided in the engine cylinder 1. Preferably, there are two multi-fuel injectors 2, which are respectively used for injecting diesel fuel and the second fuel.

[0029] In this embodiment, in order to improve the sealing performance of the second fuel chamber 32, an oil inlet for connecting a fourth oil inlet pipe 6 is provided in the second fuel chamber 32. The fourth oil inlet pipe 6 is connected in parallel with the third oil inlet pipeline 15. One end of the fourth oil inlet pipe 6 corresponds to the second fuel control piston 321, and the other end of the fourth oil inlet pipe 6 is connected to the first oil inlet pump 12. A throttle plug 8 is provided on the fourth oil inlet pipe 6 for adjusting the fuel amount entering the second fuel chamber 32 to ensure that the pressure in the diesel fuel holding chamber 312 is higher than the fuel pressure in the second fuel chamber 32. The diesel fuel can also be used to lubricate the second fuel control piston 321 to improve the smoothness of the reciprocating motion of the second fuel control piston 321.

[0030] In order to prevent fuel backflow, check valves 9 are provided on the first oil inlet pipeline, the third oil inlet pipeline, and the fourth oil inlet pipe to ensure unidirectional fuel input.

[0031] Working process of the utility model: The multi-fuel injection control device can operate in the first fuel diesel mode or the second fuel mode; when it is necessary to operate in the diesel mode, the first high-pressure oil pump 12 supplies high-pressure diesel, and the pressure is usually between 600 and 2000 bar. The first high-speed valve 7 and the second high-speed valve 14 are normally open valves. The high-pressure diesel supplied by the first high-pressure oil pump 12 enters the diesel fuel chamber 312 and the transition chamber 313 through the first oil inlet pipeline 10 and the second oil inlet pipeline 11. At this time, the diesel pressures in the diesel fuel chamber 312 and the transition chamber 313 are the same, and the position of the diesel control piston 311 remains unchanged, playing the role of accumulating high-pressure diesel fuel. The accumulated high-pressure diesel fuel is transported to the multi-fuel injector 2 through the high-pressure delivery pipe 4 and waits for injection according to the injector command. In this case, the pressure in the transition chamber 313 presses the second fuel control piston 321 against the left side position of the second fuel chamber 32. The second high-pressure oil pump 13 that supplies the second fuel to the second fuel chamber 32 is opened, and the second fuel is supplied to the second fuel chamber 32. The second fuel chamber 32 is filled with medium and low-pressure fuel, and the pressure is usually between 10 and 100 bar. When it is necessary to operate in the second fuel mode, the second high-speed valve 14 receives a control command, cuts off the supply of high-pressure fuel to the transition chamber 313, and at the same time discharges the high-pressure fuel in the transition chamber 313. Due to the discharge of the high-pressure fuel in the transition chamber 313, the balance of the second fuel control piston 321 is broken. The high-pressure diesel in the diesel fuel chamber 312 pushes the second fuel control piston 321 to move to the right and compresses the fuel in the second fuel chamber 32 on the right. The compressed second fuel in the second fuel chamber 32 is transported to the multi-fuel injector 2 through the high-pressure delivery pipe 5 and waits for the control command of the injector to inject. When it is necessary to end the pressurization of the second fuel, the first high-speed valve 7 is cut off, and the second high-speed valve 14 is activated. The pressure in the diesel fuel chamber 312 is discharged, and the transition chamber 313 is refilled with high-pressure diesel. Thus, the high-pressure diesel in the transition chamber 313 drives the second fuel control piston 321 to move to the left, completing an oil suction process. When it is necessary to compress the second fuel again, the second high-speed valve 14 is cut off. The second fuel control piston 321 moves to the right under the push of the high-pressure diesel on the left, completing the compression process. Through the linkage of the first high-speed valve 7 and the second high-speed valve 14, the reciprocating movement of the second fuel control piston 321 is realized, that is, the compression and release of the second fuel chamber 32 are realized, and the control of the oil suction cycle process is realized.

[0032] Although the embodiments of the present invention have been shown and described, for those of ordinary skill in the art, it can be understood that various changes, modifications, substitutions, and variations can be made to these embodiments without departing from the principles and spirit of the present invention. The scope of the present invention is defined by the appended claims and their equivalents.

Claims

1. A modular multi-fuel injection control device, characterized in that: It includes a multi-fuel injection control device housing which has a diesel fuel chamber and a second fuel chamber, and a diesel control piston and a second fuel control piston are respectively arranged in the diesel fuel chamber and the second fuel chamber; Both the diesel fuel chamber and the second fuel chamber are connected to an external fuel supply device; When the diesel in the diesel fuel chamber increases, the volume of the second fuel chamber is reduced to realize the compression operation of the second fuel chamber; when the diesel in the diesel fuel chamber decreases, the volume of the second fuel chamber is increased to realize the oil suction operation of the second fuel chamber.

2. The modular multi-fuel injection control device according to claim 1, characterized in that: The diesel control piston divides the diesel fuel chamber into a diesel storage chamber and a transition chamber; in the fuel storage case, the pressures in the diesel storage chamber and the transition chamber are the same to keep the position of the diesel control piston unchanged.

3. The modular multi-fuel injection control device according to claim 2, wherein: The diesel storage chamber and the transition chamber respectively have a first oil inlet pipeline and a second oil inlet pipeline communicating with an external oil supply device, the two oil inlet pipelines are in parallel, and a first oil inlet pump pumps diesel into the two oil inlet pipelines.

4. The modular multi-fuel injection control device according to claim 3, wherein: The first oil inlet pipeline and the second oil inlet pipeline are respectively provided with a first high-speed valve and a second high-speed valve to respectively control the on-off of the corresponding oil inlet pipelines.

5. The modular multi-fuel injection control device according to claim 3, wherein: The second fuel chamber has a third oil inlet pipeline, and a second oil inlet pump pumps a second fuel into the third oil inlet pipeline.

6. The modular multi-fuel injection control device according to claim 2, characterized in that: The diesel storage chamber and the second fuel chamber are respectively connected with a diesel high-pressure delivery pipe and a second fuel high-pressure delivery pipe, and the distal ends of the diesel high-pressure delivery pipe and the second fuel high-pressure delivery pipe are respectively communicated with a multi-fuel injector arranged in an engine cylinder.

7. The modular multi-fuel injection control device according to claim 1, characterized in that: The diesel control piston and the second fuel control piston are connected by a first piston rod, and the second fuel control piston is fixedly connected to the end of the first piston rod; the other end of the diesel control piston is provided with a second piston rod coaxial with the first piston rod.

8. The modular multi-fuel injection control device according to claim 5, characterized in that: The second fuel chamber is connected with a fourth oil inlet pipe in parallel with the third oil inlet pipeline, one end of the fourth oil inlet pipe corresponds to the second fuel control piston, the other end of the fourth oil inlet pipe is connected with the first oil inlet pump, and a throttle plug is arranged on the fourth oil inlet pipe.

9. The modular multi-fuel injection control device according to claim 8, wherein: One-way valves are arranged on the first oil inlet pipeline, the third oil inlet pipeline and the fourth oil inlet pipeline.

10. A modular multi-fuel injection control device according to any one of claims 1-9, characterized in that: The second fuel includes but is not limited to methanol, ammonia, DME, LPG.

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