Diploma for the conversion of a car to gas

Contents

Introduction

1 OVERVIEW OF THE USE OF GASEOUS FUEL ON

ROAD TRANSPORT

1.1 Brief history of the use of gaseous fuel in road transport

1.2 General Information on Gas Balloon Vehicles

1.3 Types and properties of gaseous fuels used in road transport

2 THERMAL CALCULATION OF LPG ENGINE

2.1 Selection and justification of initial values for thermal performance

calculation

2.2 Inlet Process Parameters

2.3 Compression Process Parameters

2.4 Combustion process parameters

2.5 Expansion Process Parameters

2.6 ICE indicators

2.7 Effective ICE indicators

2.8 Main parameters and dimensions of internal combustion engine

2.9 Construction of indicator diagram

2.10 Construction of engine external speed characteristic

2.11 Construction of traction-dynamic characteristic

2.12 Comparison of the main parameters of the designed engine and the engine

prototype

3 SELECTION AND JUSTIFICATION OF GAS BALLOON UNIT DIAGRAM

3.1 Selection and calculation of gas-balloon power supply system devices

car

3.1.1 Mixer Selection

3.1.2 Mixer calculation

3.1.3 Selection of gearbox-evaporator

3.1.4 Calculation of gearbox-evaporator

3.1.5 Selection of solenoid gas valve

3.1.6 Selection of solenoid petrol valve

3.1.7 Gas pipelines and connectors

3.1.8 Calculation of gas pipelines

3.1.9 LPG container selection

3.1.10 LPG cylinder calculation

3.1.11 Reinforcement unit

3.1.12 Safety valve

3.1.13 Calculation of safety valve

3.1.14 GBA power supply system electrical equipment

3.1.15 HBO installation process on the vehicle

4 FEATURES OF MAINTENANCE OF GAS-BALLOON VEHICLES

4.1 Types and frequency of maintenance

4.2 Daily Maintenance

4.3 First Maintenance

4.4 Second Maintenance

4.5 Seasonal Service

4.6 Main failures of vehicles equipped with gas-balloon equipment, their causes and methods of elimination

4.7 Vehicle gas equipment maintenance and maintenance area

4.8 Process tool and equipment for maintenance and maintenance of gas equipment

5 ECONOMIC PART

5.1 Economic justification for the use of liquefied petroleum gas as motor fuel

5.2 Calculation of annual savings from the transition from petrol as motor fuel to LPG

6 LIFE SAFETY

6.1 Analysis of hazardous and harmful production factors at the driver's workplace

6.1.1 Vibrations

6.1.2 Noise

6.1.3 Safety of operation with electrical equipment

6.2 Safety precautions during operation, maintenance and repair of gas cylinder vehicle

6.2.1 Analysis of Hazardous and Harmful Production Factors during Operation of Gas Cylinder Vehicle

6.2.2 Safety requirements for GBA drivers

6.2.3 Gas fuelling safety requirements

6.2.4 Safety Requirements for Gas Balloon Fitter

6.2.5 Safety precautions during storage of gas-balloon vehicle, GBA storage is performed in specially designated places

6.2.6 Inspection of gas cylinders and testing of the fuel system of a gas-fuelled vehicle

6.3 Conclusions

7. ECOLOGY

List of literature

Introduction

Road transport is the main consumer of liquid fuels of gasoline and diesel fuel, during the combustion of which harmful substances for humans and the environment are released - exhaust gases. The constant increase in the number of cars leads both to a steady reduction in the reserves of raw materials for the production of fuels - oil, and to the accumulation in the environment of harmful substances coming from exhaust gases.

It is possible to expand the raw material base of motor fuels and at the same time reduce the harmful impact on the environment through the use of so-called unconventional or alternative fuels. Gaseous hydrocarbon fuels, which are environmentally friendly motor fuels, have become the most widespread in road transport. The cost of gaseous fuel is two to three times lower than the cost of gasoline and diesel fuel, and its raw materials are superior to oil. These factors led to the use of gas on vehicles. In many countries, environmental programmes and laws have been adopted at the state level to reduce the harmful effects of the exhaust gases of road transport through the use of gas fuel. Italy, Australia, Argentina, Austria, Sweden, Canada, New Zealand, the USA and Japan achieved the greatest success in solving these problems along with Russia.

For operation on gaseous fuels, vehicles are converted into gas-balloon cars (GBA). GBA and gas equipment sets for installation on them are produced on the basis of serial gasoline and diesel cars.

But the conversion of cars to gaseous fuels requires additional work on the installation of a gas power system, including gas cylinders, its maintenance and repair. The use of gas on the car increases the requirements of fire safety during its operation.

Replacing petroleum motor fuel with gas in our country will free up a significant amount of gasoline and diesel fuel only on road transport, extend the inter-repair mileage of engines by one and a half times, reduce the consumption of motor oils, and improve the air pools of cities.

1. Review of the use of gaseous fuel in road transport.

1.1 Brief history of the use of gaseous fuel in road transport

Industrial gas production was organized at the end of the 18th and beginning of the 19th centuries, when gas was used independently of each other in France (F. Lebon) and England (G. Merdak), which was then called the "luminous street for lighting of residential and factory buildings. In 1801. F. Lebon proposed to use luminous gas as fuel that appeared in those years of internal combustion engines. However, until the middle of the century, luminous gas was used only for lighting. All gas networks were non-pressurized. Only since 1861. (Frenchman J. Lenoir) began to use luminous gas as fuel for the first stationary internal combustion engines that had not yet had a compression stroke and therefore, when operating almost silent. Thus, it has become a universal energy carrier, which has gained a strong position in technology. The relative cheapness of this fuel, the centralization of the supply of luminous gas to consumers through a network of pipelines, the simplicity of gas burners and the ease of their maintenance have led to their widespread distribution. However, by the end of the 19th century, luminous gas in many respects did not meet the requirements of practice.

In the seventies the 19th centuries development of industrial types of generators of electric current and ways of power transmission was carried out that created base for development of the power direction of application of electricity for lighting and as the drive of various cars and mechanisms. Already in the 80s, electrical engineering turned into an independent industry. However, until the 30s of the 20th century, luminous gas was widely used for lighting in Western Europe and the USSR. In 1924. 4... 6% of the gas produced. In 1930 in Moscow, 8.6% of the gas (about 3 million m3/year) produced at the Moscow Gas Plant was used for lighting. The first attempts to compress luminous gas were in 1856. Experiments were carried out in France, and in 1872. there they tried to use luminous gas in transport in internal combustion engines. In 1888, the experience was repeated in Leipzig. However, the technical means were then very imperfect. These works were revived only in 1915... 1916, when transport began to use not only luminous, but also natural gas. To a large extent this was determined by the acute shortage of oil motor fuels during the First World War. Systematic and quite extensive work on transferring vehicles to compressed (compressed) gas turned out only after 1925g. Numerous experiments gave such positive results that soon large-scale production of gas-balloon cars and the construction of gas-filling stations began in European countries. At stations, gas was usually compressed to 20 MPa and supplied to cylinders mounted on cars.

In the same period, compressed gas began to be used as automotive fuel in France, Germany, Denmark, Romania, Yugoslavia, Norway, Sweden, Finland, Italy. The greatest successes were achieved in Italy, where they used mainly natural gas (in 1940. - about 50 million. mz) for power supply of trucks and buses. In the post-war period in Italy, a large number of cars were equipped with replacement cylinders, that is, at stations it was not refueling, but replacing cylinders.

The bulk of gasoline produced in 30... in the 40s in European countries, had an octane number of 60... 70. Therefore, the use of luminous and natural gas with an octane number above 80 made it possible to significantly force the engines.

Interest in the use of natural gas in transport increased sharply during the global energy crisis. Striking foreign countries, where numerous programs were adopted on alternative types of motor

fuel. Another important incentive for transferring vehicles to gas fuel is to reduce the amount of toxic constituents in exhaust gases. For the same reason, in many countries, the transfer to gas of public transport, primarily buses, including diesel engines, was intensified. Prototypes of buses were manufactured and tested in the 70s in France and Germany, and in the early 80s in Italy.

In 1980 in the world, about 400 thousand cars of various types worked on compressed natural gas. At the same time, according to foreign estimates, the cost of energy for identical mileage was lower than when working on gasoline and diesel fuel, respectively, by 59 and 43%.

To date, the use of gas engine fuel is again on the rise. At the same time, luminous and other low-calorie gases have lost their importance as the basis for the development of the gas industry in our country, and mainly liquefied petroleum and natural gases are becoming abroad [1].

3.1.3. Selection of gearbox-evaporator

Reducer-evaporator "Automatic system." During operation of reduction gear box (Figure 3.5) gas is supplied to inlet elbow (1). The winding of the solenoid valve 2 is energized and the valve is open. Gas is supplied to cavity K.

The valve 3 of the first stage limits the gas supply to the reducer when the pressure in the cavity K reaches 0.0380.042 MPa, which is determined by the force of the diaphragm 15 and the rigidity of the torsion spring 4.

In cavity M, which is connected through branch pipes 5 to engine cooling system, cooling liquid is circulated, which is heat carrier for gas evaporation. Gas evaporated in cavity K is supplied through valve 6 of the second stage to cavity L, where pressure is maintained from + 50 to 100 Pa, and from cavity L - through outlet branch pipe 7 to mixer .

In idling mode, the amount of gas is adjusted by idling screw (8), which changes the flow section of the channel between cavities K and L. During engine operation in other modes, gas from cavity K to cavity L is supplied mainly through valve of the second stage (6). Minimum gas flow through it is set by selection of force on spring 9 by adjusting screw 10 of the second stage.

Adjustment screw (11) is provided for adjustment of pressure in cavity K of reduction gear box.

The gearbox-evaporator operates as follows:

When the ignition is switched on, the electronic unit supplies power to the winding of the electromagnetic valve 2 of the reducer for 3 s. At this time, the valve is open and gas enters the reducer, fills the cavities K and L, as well as the intake manifold, preparing the engine for start-up. Pressure in cavity H equals atmospheric pressure. When the engine crankshaft is rotated by the starter, the electronic unit provides power to the winding of the solenoid valve 2, the valve 12 is open, and gas is supplied to the power supply system. Valve 12 remains open for the duration of operation

engine.

Gas located in cavity K in quantity required for engine operation at idle stroke is supplied through flow section adjusted by screw of idle stroke 8 to cavity L and further through outlet branch pipe 7 to mixer.

As the throttle valve opens (increasing engine load) and air flow through the carburetor-mixer increases, the vacuum in the diffusers of the mixer increases. The vacuum in the cavity L of the reduction gear also increases, which causes movement of the diaphragm 13 of the second stage. This movement through the lever 14 is transmitted to the second stage valve 6, which opens by a large amount, providing a higher gas flow rate.

When the engine is stopped, when the crankshaft speed decreases to 400450 min-1, the electronic unit turns off the electromagnetic valve 2 of the reduction gear, thereby stopping the gas supply to the power supply system. The stopping engine manages to consume the gas remaining in the reduction gear box, preventing its spontaneous expiration after a complete stop.

4. maintenance features

Gas wave cars

4.1 Types and frequency of maintenance

In accordance with the "Regulation on Maintenance and Repair of Rolling Stock," the GBA has the same types of maintenance (TO) as for basic gasoline cars: daily maintenance (EC), first maintenance (TO-1), second maintenance (TO-2), and seasonal maintenance (CO).

The frequency of GBA maintenance corresponds to the frequency of maintenance of basic gasoline cars depending on mileage, km: for a VAZ car - 21074 TO-1 - 1500, TO-2 - 10,000. Seasonal service is carried out 2 times a year: during the transition from the spring - summer period to the autumn - winter and autumn - winter to spring - summer. Periodicity of maintenance and maintenance (TR) of other elements of GBA structure - engine, units and mechanisms, running gear of control mechanisms, cockpit and body - is the same as for basic models of cars with gasoline engine [4].

4.2 Daily Maintenance (ES)

Daily maintenance is performed before the GBA leaves the line, and after returning to the ATP.

Before departure, inspect: attachment of gas cylinders, which should not touch the floor of the body or roof; gas pipelines and fittings which shall not be deformed; state of gas equipment, gas pipelines and measuring instruments.

For LNG vehicles, the pressure gauge shall ensure that gas is present in the cylinders. Open the flow valves, when opening the valves, check the ease and smoothness of their opening and closing by hand. It is not allowed to open and close the flow and main valves using additional tools. Special attention shall be paid to leak check of elements and connections of the entire gas supply system. Check is performed before and after opening of gas valves. Attention should be paid to the presence of gas odor in the driver's cab, auxiliary and engine compartments, cabin. If necessary, check the tightness of the connections using a leak detector or foam solution, as well as check whether there is no leaks of gasoline (for diesel gas diesel vehicles) in the fuel line connections and the electromagnetic gasoline valve. Visually, leakage can be detected by the presence of condensate or opacity at the leak points. Gas leakage can be determined by hearing and by the presence of soap bubbles.

Ease of starting and engine idling at different crankshaft rpm, presence of fire extinguishers in cockpit and cabin are checked.

After the car returns to ATP, perform an external inspection to check the tightness of the gas bottle valves and service valves. It is necessary to make sure that there is no leaking of gasoline in the connections of fuel pipelines, as well as with the help of soap emulsion and leak detectors, the condition of flow, main and filling valves, gas pipelines and their connections. Clean the outside and if necessary wash the gas bottle fittings and devices of gas, gasoline or gas diesel power systems.

When parking the car, it is necessary to close the flow valves and generate all the gas in the system, and in the cold season, when used in the cooling system, drain it from the gearbox cavity.

4.3 First Maintenance (TO-1)

Before placing on the TO-1 post of cars, it is necessary to check the internal tightness of the flow valves and the external tightness of the valves of the gas cylinder, then close the flow valve, generate gas from the system. If necessary, remove the gas from the bottle and switch to the operation of the engine with gasoline.

At TO-1 cleaning works are performed: cleaning of cases of the filtering elements of gas filters, the solenoid valve, reducers of high and low pressure, plums of a sediment from RND.

Then the tightness of the gas supply system is checked, as in EO. Engine is started and checked for idling on gas and gasoline at different speed of crankshaft rotation, content of CO and MV in exhaust gases is determined and, if necessary, pressure in 1st and 2nd stages of LPR is checked, gas reducers and carburetor-mixer are adjusted.

External condition and attachment of HBO elements, tightness of coolant cavity, supply and discharge hoses of gas heater are checked.

Engine operation in gas-diesel mode is checked, if necessary, initial dose of diesel fuel is adjusted at the beginning of gas supply and engine power is equalized during operation in diesel and gas-diesel modes. Engine is switched over and checked in diesel mode.