GAS REDUCER FOR A VEHICLE.

Abstract

The invention relates to a gas reduction system for controlling gas flow to reduce emissions and improve CO2 efficiency in two- or three-wheeled vehicles. The gas reduction system consists of a pressure regulator (2) with a valve seat, diaphragm (107), spring, etc. The system operates according to engine speed and throttle position signals. Based on these signals, the regulator controls the gas flow to an engine (5), thereby achieving lean combustion. This system has a small electronic control unit (ECU) (4) that operates a solenoid (3, 106) only during high-load reduction. In one configuration, the ECU (4) is integrated into the TCI, while in another, it is a separate unit. This eliminates the need for a larger capacity battery.The gaseous reduction system is applicable to all single-cylinder and multi-cylinder gaseous fuel (LPG and CNG) engines and uses approximately five times less energy compared to the conventional system that operates on an electronic system.

Description

GAS REDUCER FOR A VEHICLE Field of invention The present invention relates to a gaseous reduction system for controlling gas flow for the reduction of emissions and improvement of CO2 in vehicles. Background of the invention In conventional engines powered by gaseous fuels such as liquefied petroleum gas (LPG) or natural gas, fuel is supplied to the engine through a gas regulator. The gas regulator includes a diaphragm that regulates the fuel flow. However, achieving fuel economy is difficult in such a system. Because the mechanically operated gas regulator controls fuel flow based on engine speed, throttle position, and vacuum, the regulator experiences poor fuel economy and higher emissions. There is a need to provide a system that offers greater fuel economy while simultaneously reducing emissions. Furthermore, it is conventionally understood that an electronically operated gas reducer controls the fuel flow. However, such systems consume more energy. Especially since modern vehicles have a diverse array of electronic systems, such as a vehicle control unit, anti-lock braking system, continuously operating headlights, and safety features. vehicle or on-board diagnostics. These systems draw power from an auxiliary on-board power source. Therefore, the electronically operated gas reducer drains the battery, affecting vehicle operation and, at the same time, the operation of other electronic systems. Therefore, there is a need for a system capable of addressing the aforementioned problems and other issues in the current state of the art. The system must be able to reduce energy consumption while simultaneously reducing emissions and improving fuel efficiency. Discussion of the state of the art US patent 20070257512 A1, titled "Fuel Efficient Dynamic Air Deflector System," describes a method for reducing induced drag effects, thereby minimizing fuel consumption in equipped vehicles. Motor vehicles experience aerodynamic friction, also known as drag. A vehicle's aerodynamic drag, caused by parasitic or induced drag, significantly impacts fuel efficiency. Parasitic drag can be mitigated through the vehicle's shape and overall design. Laminar airflow over the smooth surfaces of the hood, roof, windows, side mirrors, and door panels is the primary cause of parasitic drag. Induced drag, which is variable, is primarily due to differential pressure effects of air flowing around, beneath, and above the vehicle. due to the relative airflow caused by the wind and ground effects, and the density of the atmospheric air. The aerodynamic controller works by dynamically controlling the airflow using computer-controlled, movable air deflectors and aerodynamic surfaces on motor vehicles. US patent 7849835B2, titled "Internal Combustion Engine Control for Fuel Efficiency Improvement," describes various arrangements and methods for improving the fuel efficiency of an internal combustion engine. An engine is controlled to operate in a variable displacement ignition-jump mode. To provide the desired engine output, feedback control is used to determine the number of duty cycles to be skipped. During active duty cycles, the working chambers receive the optimized amount of air and fuel, so that the ignited working chambers operate at near-optimal efficiency. Appropriate firing patterns are determined using predictive adaptive control, and sigma-delta controllers work well for this purpose. The feedback includes input indicating actual and requested duty cycle activations.In the firing sequence, firings are determined by firing opportunity. The current motor rotation speed indicator is used by the controller as a clock input to skip omitted duty cycles. The document US7607503B1 entitled "Operation of a vehicle "High fuel efficiency" describes how, to achieve high fuel efficiency, fuel consumption must be reduced both in city and highway driving. The system captures energy from the vehicle's motion when braking is applied, and this energy is used to assist in propelling the vehicle later, during city driving. This energy can be stored in a compressed air tank or an electric battery. On the highway, the engine operates on a two-stage gas expansion cycle. The engine consists of two cylinders: a primary cylinder and a secondary cylinder, of which only the primary cylinder operates in internal combustion mode. The combustion gas, after expansion in the primary cylinder, undergoes a second expansion stage in the secondary cylinder, which improves engine efficiency.All cylinders operate in internal combustion mode whenever a large engine load is required. The document US20070050119A1, entitled "Fuel Delivery Control System," describes a fuel delivery control system comprising a vehicle speed sensor that produces a vehicle speed signal and an engine speed sensor that produces an engine speed signal. A control module calculates the throttle release delay and a vacuum delay period based on the vehicle speed and engine speed signals, and deactivates fuel delivery accordingly. to the engine after waiting for at least one accelerator release delay period after releasing the accelerator pedal and one brake depression delay period after depressing the brake pedal. US patent 6307277B1, titled "Apparatus and Method for a Torque and Fuel Control System for a Hybrid Vehicle," describes a fuel management control method for a hybrid electric vehicle comprising an internal combustion engine and an electric motor, both of which propel the vehicle and are arranged in parallel. The system includes a fuel pump driven by an electric motor and a programmable microprocessor. The invention involves monitoring vehicle speed and detecting brake pressure, and directing both vehicle speed and braking signals to the microprocessor. These inputs are then processed in relation to an aggressive fuel management program that includes shutting off fuel flow to the gas engine when the vehicle brakes at speeds exceeding a predetermined maximum hysteresis speed.Fuel shutoff is also maintained when the vehicle speed reaches beyond a set speed while the electric motor is operating to provide regenerative braking or vehicle starting during fuel cutoff operating modes. Brief description of the invention The reducing system consists of a pressure regulator that has A valve seat, diaphragm, spring, etc., is used to control gas flow based on the suction in the reducer, the airflow rate, and the reducer's outlet area. According to the suction and airflow rates, the diaphragm controls the gas flow area by opening and closing the valve seat around a pivot. The outlet flow area is reduced by an adjusting member to achieve lean combustion with a standard reducer. The diaphragm's movement or the lever's movement is controlled both mechanically and electrically to obtain the desired full-load performance characteristics and to progressively allow the diaphragm to meet part-load lambda requirements. The required diaphragm movement is achieved using a solenoid valve, a stepper motor, any electrically operated progressive valve, or vacuum-controlled progressive valves.All these devices control the diaphragm's position via a plunger. The solenoid current can be varied to control the movement of the solenoid's plunger, which in turn controls the diaphragm's movement. Therefore, the different piston positions can be mapped to the TCI unit or ECU. The ECU receives a signal from the engine speed sensor and the throttle position sensor and sends the PWM signal to a solenoid valve to measure the gas flow. The reduction system operates according to the engine speed and the throttle position signal. Based on this signal, the reducer controls the gas flow to the engine, thus achieving This system addresses poor combustion. It features a small electronic control unit (ECU) that operates a solenoid only during periods of high load degradation. In one configuration, the ECU is integrated into the TCI, while in another, it is a separate unit. This eliminates the need for a larger battery. In this invention, a vehicle gaseous reduction system is used to control the gas flow to a lean-burn engine without requiring a larger battery. The system comprises a fuel supply cylinder, a pressure regulator, a solenoid, an electronic control unit (ECU), an engine, a mixer body, an air filter, and an ignition switch. The fuel supply cylinder is mounted on the vehicle and connected to the pressure regulator. The pressure regulator includes the solenoid. The electronic control unit (ECU) is connected to the solenoid. The pressure regulator is connected to the mixer body. The ECU receives one or more inputs from the engine, including parameters such as engine speed (rpm), load (analogous to throttle position), and throttle position. The pressure regulator, connected to the mixer body, mixes the fuel with the air received from the air filter.The pressure regulator is designed to supply a specific amount of fuel with a lean air-fuel mixture to the engine. The pressure regulator comprises a body, a cap, a fuel inlet, an adjusting member, a fuel outlet, a solenoid, and a... diaphragm, a lever, a lever pin, and a lever connection. Furthermore, the body consists of the fuel inlet and the adjustment member located near the fuel outlet. The body also includes the diaphragm. The diaphragm is connected to the lever, which is hinged. The lever has a fulcrum point. One end of the lever is connected to the adjustment member, which is a spring-loaded cap. The solenoid is mounted on the cap and is functionally connected to the lever via the lever's connection. The solenoid includes an electrical contact through which the lever is connected to the ECU. The ECU activates the solenoid, which then pushes the first end of the lever down when it is engaged. The solenoid can be mounted on either side of the body or the cap.The hinged lever rotates around the fulcrum point, resulting in a movement of the lever pin that alters the fuel outlet access area. This allows for a greater fuel supply from the fuel delivery cylinder to the engine, providing a richer mixture to deliver more power and meet the increased energy demands during higher loads or speeds. The system provides a lean mixture during diaphragm operation. depending on the engine vacuum or pressure, and the engine runs using a lean mixture. In the present invention, a method for controlling the gas flow to a lean-burn engine, without using a higher capacity battery, of the gaseous reducing system having a fuel supply cylinder, a pressure regulator, a solenoid, an electronic control unit (ECU), an engine, a mixer body, an air filter, and an ignition switch, comprising the steps of: starting by turning on the ignition switch, reading the engine ECU parameters to identify the throttle position, said parameters including either engine speed and engine load, checking a solenoid map by the ECU, identifying by the ECU whether the vehicle is operating at a high load or whether high power is required, depending on the parameters including either engine speed and engine load, and activating the solenoid.Deactivate the solenoid if the throttle position sensor (TPS) signal is below the high-load region, and continuously check the parameters via the ECU until the ignition switch is ON until the end of the process. This applies to all single-cylinder and multi-cylinder gaseous fuel (LPG and CNG) engines. Electronic fuel injection is another method for addressing this issue. Brief description of the drawings Figure 1 illustrates the schematic view of the gaseous reducer. Figure 2 illustrates the top view of the pressure regulator, according to one embodiment of Figure 1. Figure 3 illustrates the top view of the pressure regulator without a cap. Figure 4 illustrates the perspective view of the pressure regulator. Figure 5 illustrates the cross-section of the pressure regulator taken along X-X'. Figure 6 illustrates the flow diagram representing one method of operation of the gaseous reduction system. Figure 7 illustrates the graph of vehicle speed and energy consumption as a function of time. Detailed description of preferred modalities The subject matter herein is for a two- or three-wheeled vehicle with a compact design. Figure 1 shows a vehicle including a fuel supply cylinder (1) mounted on the vehicle. The fuel supply cylinder (1) is connected to a pressure regulator (2). The pressure regulator (2) includes a solenoid (3) mounted on the regulator (2). An electronic control unit (ECU) (4) is connected to the solenoid (3). The ECU (4) receives one or more inputs from the engine. The parameters include engine speed (rpm), load analogous to throttle position, or throttle position. The pressure regulator (2) is connected to a mixer body (6) to mix the fuel with air, which is received from an air filter (7). The pressure regulator (2) is adapted to supply fuel in sufficient quantity to provide a lean air-fuel mixture. This lean air-fuel mixture is supplied to the engine (5). The complete system is represented in Figures 2 through 5. The pressure regulator (2) includes a body (101) and a cover (102), shown in Figure 2. The body (101), hereinafter referred to as the chamber (101), includes a fuel inlet (103) and an adjusting member (104) provided near a fuel outlet (105) (shown in Figure 4). The chamber (101) includes a diaphragm (107) (shown in Figure 3). The diaphragm (107) is connected to a hinged lever (108). The lever (108) has a fulcrum point. A first end of the lever (108A) (shown in Figure 4) is connected to the lever (108). A second end of the lever (108B) is connected to the adjusting member (104), which is the spring-loaded cap. The diaphragm (107) is connected to a lever (108) that is provided in an articulated form. The lever (108) has a fulcrum point. A first end of the lever (108A) (shown in figure 4) is connected to the lever (108). A second end of the lever (108B) is connected to the adjusting member (104), which is the spring-loading cap. A solenoid (106) is mounted on the cover (102). In another embodiment, the solenoid (106) can be mounted on either side of the body (101) or the cover (102). Furthermore, the solenoid (106) is functionally connected to the lever via a lever connection (110) (shown in Figure 5). The solenoid (106) includes an electrical contact (111) through which the lever (108) is connected to the ECU (4). The ECU (4) activates the solenoid (3), causing the solenoid (106) to push the first end of the lever (108A) downward when the first end of the lever is connected to the solenoid (106). When the lever (108) is connected in a pivoted manner, it rotates about the fulcrum point. This results in the movement of a lever pin (109) (shown in Figure 3) which varies the access area of ​​the fuel outlet (105). This allows more fuel to be supplied from the cylinder (1) to the engine (4).Therefore, it results in the provision of a rich mixture to the engine (5), thereby providing greater power and addressing a greater energy demand during higher load or higher speed requirements. Figure 6 represents a flowchart for one method of operating the gaseous reduction system. Initially, the ECU (4) checks the status of an ignition switch (not shown), which is available on all two-wheeled and three-wheeled vehicles. Once the ignition switch is ON (202) after starting (201), the ECU (4) reads the engine parameters (5) such as engine speed or engine load, which is the position of the accelerator (203). In the present mode, the ECU (4) will check a solenoid map (204), and depending on the parameters read, the ECU (4) will identify that the vehicle is operating at a high load (205) or there is a high energy demand and activates the solenoid (207). Once the throttle position (TPS) signal is below the high load region, the solenoid (3) is deactivated (206). The ECU (4) continuously checks the parameters until the ignition switch is ON (208) at which point the process stops (209). Figure 7 shows a graph representing vehicle speed over time and system energy consumption over time. The "speed" line represents vehicle speed, which is analogous to energy consumption. As shown in the graph, energy consumption is low up to 60 seconds because there is no demand for higher speeds. Once the ECU (4) detects higher load demands at points A or B, the solenoid is activated. Energy consumption is represented only at points A' and B', and at the rest of the vehicle speed, system energy consumption is zero. Therefore, energy consumption is reduced and energy is conserved. One advantage of the current system is that the reduction system uses approximately five times less energy compared to a conventional system that operates solely on an electronic system. Therefore, the reducing system provides a lean mixture during the operation of the vacuum-based diaphragm or the Engine pressure. The engine operates using a lean mixture, resulting in high fuel economy. The system provides a rich mixture only when the user demands it. Furthermore, the system uses less energy, saving power for other vehicle systems and improving vehicle reliability.

Claims

CLAIMS 1. A vehicle gaseous reduction system for controlling the gas flow to a lean-burn engine, without using a higher capacity battery, having (a) a fuel supply cylinder (1), (b) a pressure regulator (2), (c) a solenoid (3), (d) an electronic control unit (ECU) (4), (e) a motor (5), (f) a mixer body (6), (g) an air filter (7), and (h) an ignition switch, wherein The fuel supply cylinder (1) is mounted on the vehicle and connected to the pressure regulator (2); the pressure regulator (2) includes the solenoid (3); the electronic control unit (ECU) (4) is connected to the solenoid (3); and The pressure regulator (2) is connected to the mixer body (6).

2. The gaseous reduction system according to claim 1, wherein the ECU (4) receives one or more inputs from the engine (5) comprising parameters such as engine speed (rpm), load which is analogous to the throttle position and the throttle position.

3. The gaseous reducing system according to claim 1, wherein the pressure regulator (2) connected to the mixer body (6) combines the fuel with air, as received from the air filter (7).

4. The gaseous reduction system according to claim 1, wherein the pressure regulator (2) is adapted to provide a quantity of fuel with a lean air-fuel mixture that is supplied to the engine (5).

5. The gaseous reduction system according to claim 1, wherein the pressure regulator (2) comprises a body (101), a cap (102), a fuel inlet (103), an adjusting member (104), a fuel outlet (105), a solenoid (106), a diaphragm (107), a lever (108), a lever pin (109), and a lever connection (110), wherein: The body (101) consists of the fuel inlet (103), and the adjusting member (104) arranged near the fuel outlet (105); the body (101) also includes the diaphragm (107) which is provided therein; the diaphragm (107) is connected to the lever (108) which is provided in an articulated manner; The lever (108) has a fulcrum point; a first lever end (108A) is connected to the lever (108) and a second lever end (108B) is connected to the adjusting member (104), which is a spring-loaded cap; The solenoid (106) is mounted on the cap (102) and is functionally connected to the lever (108) via the lever connection (110); The solenoid (106) includes an electrical contact (111) through the where the lever (108) is connected to the ECU (4); and The ECU (4) activates the solenoid (106), so that said solenoid (106) pushes the first end of the lever (108A) downwards when the first end of the lever (108A) is connected to the solenoid (106).

6. The gaseous reducing system according to claim 5, wherein the solenoid (106) can also be mounted on either side of the body (101) or the cap (102).

7. The gaseous reduction system according to claim 5, wherein the articulated connected lever (108) rotates about the fulcrum point, resulting in the movement of the lever pin (109) which alters the access area of ​​the fuel outlet (105) to allow more fuel supply from the fuel supply cylinder (1) to the engine (4), resulting in the provision of a rich mixture to the engine (5), thereby providing more power and meeting a higher energy demand during higher load or higher speed requirements.

8. The gaseous reduction system according to claim 1, wherein the system provides a lean mixture during operation of the diaphragm (107) based on the vacuum or pressure of the motor, and the motor (4) operates using a lean mixture.

9. A method for controlling the gas flow to a lean-burn engine (4), without using a higher-capacity gas-reducing system battery, which has a fuel supply cylinder (1), a pressure regulator (2), a solenoid (3), a unit of electronic control unit (ECU) (4), an engine (5), a mixer body (6), an air filter (7), and an ignition switch, comprising the steps of: start (201) by turning on the ignition switch (202); read the parameters by the ECU (4) from the engine to identify the throttle position (203), including such parameters any of the engine speed and an engine load; check a solenoid map (204) by the ECU (4); identify by the ECU (4) whether the vehicle is operating at a high load (205) or whether high power is required, depending on parameters including either engine speed and engine load, and solenoid activation (207); deactivate solenoid (206) if the throttle position signal (TPS) is below the high-load region; and Check the parameters by the ECU (4) continuously until the ignition switch is ON (208) until the end of the process (209).

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