Gas rail heating system and engine

Abstract

The embodiment of the utility model provides a kind of gas rail heating system and engine, it is related to automobile field.The gas rail heating system includes heat conduction piece, heater and temperature pressure sensor, heat conduction piece is connected with gas rail, heater is installed in heat conduction piece, heater is connected with engine control system communication, temperature pressure sensor is set on gas rail, temperature pressure sensor is connected with engine control system communication.The temperature pressure sensor can detect the gas pressure in gas rail and gas rail temperature in real time, and the detected pressure data and temperature data are transmitted to engine control system, engine control system compares temperature data, pressure data with preset data range, to judge whether need to start or close heater, realize automation and dynamic heating, heating response speed is fast and does not need manual operation.The embodiment of the utility model further provides a kind of engine, including gas rail heating system.

Description

Technical Field

[0001] This utility model relates to the automotive field, and more specifically, to a gas rail heating system and an engine. Background Technology

[0002] When a car's gas-powered engine or engine uses natural gas, the engine is in a low-temperature or high-humidity environment. During the gas injection or decompression process, the temperature can drop suddenly, causing ice to form on the gas guide rail or nozzle, resulting in poor gas supply or interruption of gas delivery.

[0003] Currently, to address the issue of icing at the gas guide rail or nozzle, heating devices are typically used to heat the gas guide rail. However, these heating devices usually require manual operation to start or stop, and cannot dynamically and automatically heat according to actual operating conditions in a timely manner, resulting in slow heating response and a poor driving experience. Utility Model Content

[0004] This invention provides a gas rail heating system and engine that can dynamically and automatically heat, solving the problems of slow response speed and the need for manual operation in existing gas rail heating devices.

[0005] The embodiments of this utility model can be implemented as follows: An embodiment of this utility model provides a gas rail heating system, which includes: Engine control system; A heat-conducting component, used for connection with the gas rail, has a receiving cavity; A heater is installed in the accommodating cavity and is used for communication with the engine control system. Temperature and pressure sensors are installed on the gas rail and are used to communicate with the engine control system.

[0006] Optionally, the heat-conducting element has a heat-conducting plane for contacting the gas guide rail surface.

[0007] Optionally, the gas rail heating system also includes multiple fasteners, which are connected to different parts of the gas rail, and the heat-conducting component is limited by the multiple fasteners.

[0008] Optionally, the fastener is connected to a stop bar, which is located at the end of the heat-conducting element and is used to limit the heat-conducting element.

[0009] Optionally, an elastic element is provided on the inner side of the fastener, and the elastic element is connected to the end of the heat-conducting element.

[0010] Optionally, the elastic element includes a spring and two contact plates, with the two ends of the spring connected to the two contact plates respectively. One contact plate is connected to the end of the heat-conducting element, and the other contact plate is connected to the fastener.

[0011] Optionally, the gas rail heating system also includes a main connector, with the heater connected to the main connector via a first wiring harness and the temperature and pressure sensors connected to the main connector via a second wiring harness. The main connector can be plugged into the signal port of the engine control system.

[0012] Optionally, the engine control system is communicatively connected to the jet nozzles on the gas rail.

[0013] Optionally, the heater is an electric heating device.

[0014] An embodiment of this utility model also provides an engine, including the above-described gas rail heating system.

[0015] The beneficial effects of this utility model embodiment: This gas rail heating system includes a heat-conducting component, a heater, and a temperature and pressure sensor. The heat-conducting component is connected to the gas rail and has a receiving cavity. The heater is installed in the receiving cavity and is communicatively connected to the engine control system. The temperature and pressure sensor is located on the gas rail and is also communicatively connected to the engine control system. When the temperature and pressure sensor detects that the gas temperature inside the gas rail is lower than a preset value or the gas pressure is decreasing, it sends a signal to the engine control system. The engine control system then issues an operating command to the heater, which transfers heat through the heat-conducting component to the gas rail and the gas inside. When the temperature and pressure sensor detects that the gas temperature inside the gas rail reaches the preset value or the gas pressure is normal, it sends a signal to the engine control system, which then instructs the heater to stop heating or operate intermittently. In this embodiment, the heater is linked to the engine control system, achieving dynamic automatic heating with a fast response speed and no need for manual operation.

[0016] The engine includes a gas rail heating system, which has all the functions of a gas rail heating system. Attached Figure Description

[0017] To more clearly illustrate the technical solutions of the embodiments of this utility model, the drawings used in the embodiments will be briefly introduced below. It should be understood that the following drawings only show some embodiments of this utility model and should not be regarded as a limitation on the scope. For those skilled in the art, other related drawings can be obtained based on these drawings without creative effort.

[0018] Figure 1This is a schematic diagram of the gas rail heating system provided in an embodiment of the present invention; Figure 2 This is a schematic diagram of the fastener connected to the stop bar in an embodiment of the present invention; Figure 3 This is a schematic diagram showing the heat-conducting component and the gas guide rail surface in contact in an embodiment of this utility model; Figure 4 This is a schematic diagram illustrating the installation of the elastic element and the fastener provided in the embodiments of this utility model; Figure 5 This is a schematic diagram of the structure of the elastic element provided in an embodiment of this utility model.

[0019] Icons: 1-Heat-conducting component; 10-Accommodation cavity; 11-Heat-conducting plane; 2-Heater; 3-Fixed fastener; 30-Stop bar; 4-Elastic component; 40-Spring; 41-Contact plate; 5-Main connector; 6-Gas rail. Detailed Implementation

[0020] To make the objectives, technical solutions, and advantages of the embodiments of this utility model clearer, the technical solutions of the embodiments of this utility model will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of this utility model, and not all embodiments. The components of the embodiments of this utility model described and shown in the accompanying drawings can generally be arranged and designed in various different configurations.

[0021] Therefore, the following detailed description of the embodiments of the present invention provided in the accompanying drawings is not intended to limit the scope of the claimed invention, but merely to illustrate selected embodiments of the invention. All other embodiments obtained by those skilled in the art based on the embodiments of the present invention without inventive effort are within the scope of protection of the present invention.

[0022] It should be noted that similar labels and letters in the following figures indicate similar items. Therefore, once an item is defined in one figure, it does not need to be further defined and explained in subsequent figures.

[0023] In the description of this utility model, it should be noted that if terms such as "upper," "lower," "inner," or "outer" are used to indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings, or the orientation or positional relationship in which the utility model product is usually placed during use, they are only for the convenience of describing this utility model and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation, and therefore should not be construed as a limitation of this utility model.

[0024] Furthermore, the terms "first" and "second" are used only to distinguish descriptions and should not be interpreted as indicating or implying relative importance.

[0025] The terms “comprising,” “including,” or any other variations thereof are intended to cover a non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such a process, method, article, or apparatus. Without further limitation, an element defined by the phrase “comprising one…” does not exclude the presence of other identical elements in the process, method, article, or apparatus that includes said element.

[0026] Unless otherwise explicitly specified and limited, terms such as "setup" and "connection" should be interpreted broadly. For example, "connection" can be a fixed connection, a detachable connection, or an integral connection; it can be a mechanical connection or an electrical connection; it can be a direct connection or an indirect connection through an intermediate medium; it can be a connection within two components. Those skilled in the art can understand the specific meaning of the above terms in this utility model according to the specific circumstances.

[0027] It should be noted that, where there is no conflict, the features in the embodiments of this utility model can be combined with each other.

[0028] As described in the background section, when a gas turbine engine is in a low-temperature / high-humidity environment, a sudden temperature drop can easily occur during gas injection or decompression, leading to ice formation inside the gas rail or at the nozzle, obstructing gas flow and causing poor or interrupted gas supply. To solve this problem, technicians in related technical fields typically install heating devices to increase the temperature of the gas rail, thereby preventing ice formation inside the gas rail or at the nozzle. However, these heating devices offer a poor user experience because they are not linked to the engine control system. This means that the heating device requires manual operation to determine when to start and stop, resulting in slow heating response and compromising driving safety.

[0029] To address the aforementioned problems, this utility model provides a gas rail heating system and engine that can solve these problems, and will be described in detail below.

[0030] Please refer to Figures 1 to 5The gas rail heating system includes a heat-conducting component 1, a heater 2, and a temperature and pressure sensor. The heat-conducting component 1 is connected to the gas rail 6 and has a receiving cavity 10. The heater 2 is installed in the receiving cavity 10 and is communicatively connected to the engine control system. The temperature and pressure sensor is installed on the gas rail 6 and is communicatively connected to the engine control system.

[0031] In this embodiment of the invention, the heater 2, temperature and pressure sensor, and engine control system are linked. The temperature and pressure sensor can detect the gas pressure and temperature in the gas guide rail 6 in real time and transmit the detected pressure and temperature data to the engine control system. The engine control system compares the temperature and pressure data with the preset data range to determine whether the heater 2 needs to be started or stopped for heating, thus achieving truly automated dynamic heating with a fast heating response and no need for manual operation.

[0032] For example, when the temperature and pressure sensor detects that the gas temperature inside the gas guide rail 6 is lower than a preset value or the gas pressure is decreasing, the sensor sends a signal to the engine control system. The engine control system then issues a heating start command to the heater 2. The heater 2 operates and transfers heat to the gas guide rail 6 through the heat conductor 1, thereby preventing icing inside the gas guide rail 6 or at the nozzle. When the temperature and pressure sensor detects that the gas temperature inside the gas guide rail 6 is within the preset range or the gas pressure is normal and not depressurized, it sends a signal to the engine control system. The engine control system then instructs the heater 2 to stop heating, operate intermittently, or reduce its operating power, thus ensuring the stability of the gas supply.

[0033] In this embodiment, the engine control system (ECU) is an existing product, comprising both hardware and software components. To achieve linkage between the engine control system, heater 2, and temperature and pressure sensors, it is only necessary to insert a pre-edited program into the software portion of the engine control system. When the temperature and pressure sensors transmit detected data to the engine control system, the inserted program reads, analyzes, and issues / does not issue commands. The aforementioned preset temperature and pressure ranges for the gas can be set through actual testing, and these determined ranges are embedded into the inserted program. Inserting a program into the engine control system is easily achieved using existing technologies and is therefore considered prior art. Similarly, the hardware and other software components of the engine control system remain unchanged and will not be elaborated upon here.

[0034] The heater 2 can take many forms. In this embodiment, the heating method used is an electric heating device. For example, an electric heating wire can be used, and the electric heating wire is installed inside the heat-conducting component 1.

[0035] Optionally, the gas rail heating system can also be equipped with a main connector 5. The heater 2 is connected to the main connector 5 via a first wiring harness, and the temperature and pressure sensor is connected to the main connector 5 via a second wiring harness. The main connector 5 can be plugged into the signal port of the engine control system. The main connector 5 is compatible with the signal port, thereby transmitting the detection data of the temperature and pressure sensor to the engine control system. The engine control system can also issue working commands to the heater 2 to realize start-stop or power adjustment. The heater 2 can be connected to a battery via wires, and the battery supplies power to the heating element. An electromagnetic switch is installed on the wires, and the electromagnetic switch is connected to the first wiring harness. Of course, in other embodiments, communication between the heater 2, the temperature and pressure sensor, and the engine control system can also be achieved through wireless communication technology.

[0036] Optionally, the engine control system can also communicate with the nozzle on the gas guide rail 6. Since the nozzle on the gas guide rail 6 has a contraction and expansion coil, the amount of gas injection can be adjusted by contracting and expanding the coil. Communicating with the engine control system allows for dynamic adjustment of the gas injection amount, which helps to avoid sudden decompression of the gas and thus reduces the probability of icing at the nozzle.

[0037] Continue to refer to Figure 2 and Figure 3 To better and more evenly conduct the heat generated by the heater 2 to the gas guide rail 6, the heat-conducting component 1 can be a square cylinder with a heat-conducting plane 11 that is in contact with the upper surface of the gas guide rail 6. This allows the heat to be evenly distributed on the gas guide rail 6, preventing localized icing. The square sleeve can be made of iron, copper, or aluminum alloy, which have good thermal conductivity. Multiple heating resistance wires can be welded and fixed in the central cavity 10 to achieve heating and heat conduction.

[0038] To make the heat-conducting component 1 and heater 2 detachable from the gas guide rail 6 for easy replacement, at least four fasteners 3 are welded onto the gas guide rail 6. In this embodiment, there are four fasteners 3. The four fasteners 3 are respectively arranged at intervals on both sides of the gas guide rail 6. By limiting the heat-conducting component 1 with the four fasteners 3, it is ensured that the heat-conducting component 1 can have good contact with the gas guide rail 6 and can also be detached from the gas guide rail 6.

[0039] Two of the fasteners 3 are L-shaped plates, positioned opposite each other on both sides of the gas guide rail 6. Each L-shaped plate is connected to a stop bar 30, located at the end of the heat-conducting component 1 and used to limit its movement. Specifically, each L-shaped plate has a pin hole or a screw hole, and the stop bar 30 can be a pin or a bolt. By inserting a pin into the two pin holes or tightening a bolt into the two screw holes, the heat-conducting component 1 is secured, preventing it from moving. The bent portions of the two L-shaped plates press against the top of the heat-conducting component 1 to prevent it from falling off.

[0040] Continue to refer to Figure 4 and Figure 5 The other two fasteners 3 have an added axial blocking part on the basis of the L-shaped plate. The axial blocking part abuts against the other end of the heat-conducting component 1, thereby limiting and fixing the heat-conducting component 1. When it is necessary to remove the heat-conducting component 1, the pin or bolt can be removed for operation.

[0041] Optionally, an elastic element 4 can be provided on the side away from the pin or bolt. The elastic element 4 is disposed inside the two fasteners 3 on this side and is connected to the end of the heat-conducting element 1. The elastic element 4 can reduce the vibration transmitted to the heat-conducting element 1, thereby preventing the heating resistance wire inside the heat-conducting element 1 from falling off. The elastic element 4 includes a spring 40 and two contact plates 41. The two ends of the spring 40 are respectively connected to the two contact plates 41. One contact plate 41 is connected to the end of the heat-conducting element 1, and the other contact plate 41 is connected to the inner wall of the axial blocking part on the fastener 3.

[0042] It is worth mentioning that the temperature and pressure sensors can be any suitable existing products on the market. The probes of the temperature and pressure sensors can be placed inside the gas guide rail 6, which can detect both gas pressure and temperature.

[0043] The gas guide rail heating system of this utility model connects the heater 2, temperature and pressure sensors and engine control system in communication. The engine control system dynamically detects the gas guide rail 6 and the gas temperature and pressure inside it in real time, thereby automatically and dynamically heating the gas guide rail 6. The heating response is fast and does not require manual operation to start or stop, avoiding the gas temperature from being too low, thus preventing the gas from freezing inside the gas guide rail 6 or at the nozzle.

[0044] An embodiment of this utility model also provides an engine including the aforementioned gas rail heating system. This engine, equipped with the aforementioned gas rail heating system, can automatically and dynamically heat the gas, preventing problems such as insufficient or interrupted gas supply, thus avoiding engine stalling or insufficient power. When this engine is applied to a car, it improves the driving experience.

[0045] The above description is merely a specific embodiment of this utility model, but the protection scope of this utility model is not limited thereto. Any variations or substitutions that can be easily conceived by those skilled in the art within the technical scope disclosed in this utility model should be included within the protection scope of this utility model. Therefore, the protection scope of this utility model should be determined by the protection scope of the claims.

Claims

1. A gas-fired guide rail heating system, characterized in that, include: Engine control system; A heat-conducting component (1) is used to connect with a gas guide rail (6), and the heat-conducting component (1) has a receiving cavity (10). Heater (2), the heater (2) is installed in the accommodating cavity (10), the heater (2) is used for communication connection with the engine control system; A temperature and pressure sensor is provided, which is installed on the gas guide rail (6) and is used to communicate with the engine control system.

2. The gas-fired guide rail heating system according to claim 1, characterized in that, The heat-conducting component (1) has a heat-conducting plane (11) for contacting the gas guide rail (6) surface to surface.

3. The gas-fired guide rail heating system according to claim 1, characterized in that, The gas rail heating system also includes multiple fasteners (3), which are connected to different parts of the gas rail (6), and the heat-conducting component (1) is limited by the multiple fasteners (3).

4. The gas-fired guide rail heating system according to claim 3, characterized in that, The fastener (3) is connected to a stop bar (30), which is located at the end of the heat-conducting element (1) and is used to limit the heat-conducting element (1).

5. The gas-fired guide rail heating system according to claim 3, characterized in that, An elastic element (4) is provided on the inner side of the fastener (3), and the elastic element (4) is connected to the end of the heat-conducting element (1).

6. The gas-fired guide rail heating system according to claim 5, characterized in that, The elastic element (4) includes a spring (40) and two contact plates (41). The two ends of the spring (40) are respectively connected to the two contact plates (41). One of the contact plates (41) is connected to the end of the heat-conducting element (1), and the other contact plate (41) is connected to the fastener (3).

7. The gas-fired guide rail heating system according to claim 1, characterized in that, The gas rail heating system also includes a main connector (5), the heater (2) is connected to the main connector (5) via a first wiring harness, the temperature and pressure sensor is connected to the main connector (5) via a second wiring harness, and the main connector (5) can be plugged into the signal port of the engine control system.

8. The gas-fired guide rail heating system according to claim 1, characterized in that, The engine control system is communicatively connected to the jet nozzle on the gas guide rail (6).

9. The gas-fired guide rail heating system according to any one of claims 1-8, characterized in that, The heater (2) is an electric heating device.

10. An engine, characterized in that, Includes the gas rail heating system as described in any one of claims 1-9.

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