• 专利附录
  • 专利说明
  • 权利要求
  • 类似技术
  • 同族专利
  • 引用文献
  • 法律状态
  • 优先权
    • 专利摘要:
    Carburation control system for unmanned aerial vehicle engines and unmanned aerial vehicle engine. Control system (8) of carburetion for engines (6) of aerial vehicles (7) comprising a pressure sensor (1) located to obtain the value of the external barometric pressure, a control unit (3) in communication with the pressure sensor (1) and configured to determine the optimum air mixture and for a preset carburizing engine, from the pressure value obtained by the pressure sensor (1) and from a calibration table stored in said control unit (3), and to command the optimum position of the stepping needle (H) of the presetting carburetor motor from the determined mixture, and a servomotor (4) in communication with the control unit (3), to receive the optimum position commanded by a control unit (3) and allow to establish said optimum position in the engine (6) of an air vehicle (7). (Machine-translation by Google Translate, not legally binding)
    公开号:ES2708903A1
    申请号:ES201731199
    申请日:2017-10-11
    公开日:2019-04-11
    发明作者:De Aubarede Alvaro Escarpenter
    申请人:Alpha Unmanned Systems S L；
    IPC主号:
    专利说明:

    [0001]
    [0002] Carburation control system for unmanned aerial vehicle engines and motor for unmanned aerial vehicles.
    [0003]
    [0004] Object of the invention
    [0005]
    [0006] The present invention pertains to the field of control systems, and in particular, to the carburetion control systems for air vehicle engines, such as unmanned or remotely manned aerial vehicles (drones), which undergo a great variation in height and, therefore, variation in the density of the air used by the engine to carry out the combustion.
    [0007]
    [0008] The present invention also belongs to the field of engines for air vehicles.
    [0009]
    [0010] An object of the invention is to provide a carburetion control system, ie the stoichiometric mixture, capable of being easily integrated into current carburetor engines, being able to improve the performance of the engine, and thus mitigating the problems arising of height change.
    [0011]
    [0012] Likewise, it is an object of the invention to provide a carburetion control system capable of offering greater safety and integrity in the smaller aircraft in which it is integrated.
    [0013]
    [0014] Likewise, it is an object of the invention to provide a carburetion control system capable of prolonging the useful life of the engine on which it operates, as well as increasing its reliability.
    [0015]
    [0016] Likewise, it is object of the invention to provide a carburetion control system capable of maintaining the correct stoichiometry ratio, which is that combustion emissions are less harmful, as there is a lower proportion of carbon monoxide and more carbon dioxide, the first more polluting and characteristic of an incomplete combustion.
    [0017]
    [0018] Another object of the invention is to provide a motor for an air vehicle capable of maximizing its performance, independently of its flight height, lengthening its useful life, and offer greater security and integrity of the vedculo.
    [0019]
    [0020] Background of the invention
    [0021]
    [0022] At present, there are two types of engines in terms of the admission system, admission by electronic injection and intake by carburetor.
    [0023]
    [0024] The electronic injection or EFI (Electronic Fuel Injection) is the one usually used in cars today, since, although it is a more complex system, since it requires several subsystems (sensors, injectors, pump of fuel, ignition system and control unit), is an efficient system that contributes to the reduction of toxic emissions.
    [0025]
    [0026] The use of electronic injection is also extending to the field of unmanned aerial vedicles or UAVs (Unmanned Aerial Vehicle), specifically in fixed-wing UAVs, because it provides lower consumption, and therefore longer mission time. Not so in the case of rotary wing UAVs (helicopters), since when working in a constant rpm regime, the fuel savings are not of the same order, and therefore the main advantage of their use disappears.
    [0027]
    [0028] The problem of electronic injection is that it requires a very precise calibration to work properly and achieve levels of efficiency greater than those of the carburetor, for this, very expensive equipment is required, such as dynamometric systems, which allow to measure with high precision all the engine performance parameters
    [0029]
    [0030] There are other mechanical systems to correct the carburation or adjustment of an engine without the need for electronic devices, known as H.A.C (High Altitude Compensation) in this system what is used is a watt capsule that contains a spring. At sea level the atmospheric pressure keeps the spring compressed but as the atmospheric pressure changes due to the increase in height the spring expands changing by means of a mechanical actuator the air / fuel mixture.
    [0031]
    [0032] However, although the HAC system is relatively simple, it requires a carburetor specifically designed to work with this system, which makes its integration into small engines difficult due to its low availability.
    [0033] The carburetor intake is a simple and reliable system, which does not use any type of electronics. The mixture of the fuel with the air is based on the venturi effect and the amount of fuel depends on the position of the carburation screws.
    [0034]
    [0035] Normally, the carburettors have two adjustment seals also known as chewing gum, high needle or chewing gum and low needle or chewing gum, in addition to idle. The needle of high serves to adjust the relation air-fuel at high revolutions, understanding by high revolutions the normal of work, those in which the engine develops great part of its useful power. The low needle serves to adjust the air-fuel ratio at low revolutions, as the name suggests. The idle needle is a lower mechanical limit that prevents the engine from turning off when it is at rest.
    [0036]
    [0037] Currently, the carburetor is used, only in small-sized engines such as motorcycles or sports aviation, and mainly in two-stroke engines.
    [0038]
    [0039] The main problem of the carburetor is that, since its adjustment of the air-fuel mixture is done mechanically, or there is no possibility of making any adjustment, as it usually happens in the case of motorcycles or small unmanned aerial vehicles, or the pilot has to do them based on his experience and / or certain parameters such as the temperature of the exhaust gases or the level of revolutions, as usually happens in the case of sports aviation.
    [0040]
    [0041] Currently, the engines used in unmanned aerial vehicles are very small engines, from about 30cc to 100cc, and usually two-stroke. These engines are reliable and powerful, but present the same problem as most sports aviation engines and all carburetor engines, which are sensitive to changes in height.
    [0042]
    [0043] By increasing the height, the air density is reduced, specifically, to 3000m above sea level, the air density is about 25% lower than at sea level, and this affects the engines, reducing its power, and even stopping them.
    [0044]
    [0045] This problem occurs especially in carburetor engines, where there is usually no way to control the air and fuel mixture, as this mixture is adjusted mechanically, by means of carburetion needles.
    [0046] Thus, when climbing high and maintaining the constant stoichiometric ratio (normally at 1 / 15-1 of fuel and 15 of air -), the engine loses power (due to the lower air density), and consumes more fuel, part of which , it does not burn, thus increasing the levels of toxic emissions when more carbon monoxide is produced by incomplete combustion. In extreme cases, this situation may cause a sudden stop of the engine.
    [0047]
    [0048] It is therefore desirable in the state of the art to improve the intake engines by carburetor in order to improve their performance, reduce their toxic emissions and ensure greater safety in the air vehicles in which they are integrated.
    [0049]
    [0050] Description of the invention
    [0051]
    [0052] The invention consists of a carburetion control system for air veticule engines and an air veticule engine, which are presented as an improvement over what is known in the state of the art, since they achieve satisfactorily the objectives indicated above. as suitable for the technique.
    [0053]
    [0054] In a first aspect, the invention relates to the carburetion control system for air veticule engines. Said control system comprises a pressure sensor, a control unit and a servomotor.
    [0055]
    [0056] The pressure sensor is located to obtain the value of the external barometric pressure. In this way, the control system can adapt to changes in the density of the outside air.
    [0057]
    [0058] The control unit is in communication with the pressure sensor, and is configured, that is, programmed, to determine the optimum mixture of air and fuel for a carburetion engine, from the pressure value obtained by the pressure sensor and a preset calibration table stored in said control unit, and to command the optimum position of the pre-set carburetion engine discharge needle from the determined mixture.
    [0059]
    [0060] The servomotor is in communication with the control unit to receive the optimum position commanded by the control unit, and arranged to move the needle of discharges to allow to establish said optimum position in the carburetor discharge needle in order to establish an optimal stoichiometric ratio of air and fuel to the engine.
    [0061]
    [0062] In this way, the control system of the present invention improves the performance of the engine by establishing an air and fuel ratio (optimum mixture) as a function of the atmospheric pressure of the air at each moment, and therefore, considering the variation of the density of the air before the change of height, and of the table of suitable calibration for the motor.
    [0063]
    [0064] This improvement in engine performance leads to a minimization of the toxic emissions of the engine, since all the fuel is burned by the engine, which, extends the useful life of the engine, and offers a greater safety of the air vehicles in the that is integrated.
    [0065]
    [0066] In this way, the invention allows a simple, non-intrusive and low-cost integration, which does not require complex calibration tools or systems, while offering enormous flexibility. This flexibility lies mainly in the ease of its coupling since it is only necessary to have an anchorage point of the servomotor and a servomotor coupling -chicle, which usually consists of a small arm of machined aluminum.
    [0067]
    [0068] The control system can be used in engines for intake by carburetor of air vehicles of all types and sizes, that is, in two or four stroke engines, as well as in low or high displacement engines. In multi-cylinder engines with several carburetors, several control systems can operate in parallel.
    [0069]
    [0070] In a preferred embodiment, the control system further comprises a temperature sensor located to obtain the temperature value of the cylinder head of the motor, where the control unit is in communication with the temperature sensor and is configured to increase or decrease 10% the optimum position commanded for the carburetion engine discharge needle, depending on the temperature value of the cylinder head of the engine and the maximum temperature value predetermined for the engine.
    [0071]
    [0072] The measurement of the temperature of the head of the cylinder helps to improve the operation of the control system by slightly changing the stoichiometry ratio to protect the engine from excessive temperatures.
    [0073] In a second aspect, the invention relates to a motor for air vehicles comprising a carburetor, and a control system such as that described above, where the servomotor of the control system is in communication with the carburetor to effect a mixture optimal air and fuel.
    [0074]
    [0075] In this way, the invention provides a motor for an air vehicle capable of maximizing its performance, with a longer useful life, and offering greater safety and integrity of the air vehicle in which it is integrated.
    [0076]
    [0077] Description of the drawings
    [0078]
    [0079] To complement the description that is being made and in order to help a better understanding of the characteristics of the invention, according to a preferred example of practical realization thereof, is accompanied as an integral part of said description, some drawings in which illustrative and not limiting, the following has been represented:
    [0080]
    [0081] Figure 1 shows a schematic diagram of the carburetion control system for air vehicle engines, according to a preferred embodiment of the invention.
    [0082]
    [0083] Figure 2 shows a schematic diagram of the engine for air vehicles, according to a preferred embodiment of the invention.
    [0084]
    [0085] Figure 3 shows a schematic representation of a carburetion engine provided with the control system, according to a preferred embodiment of the invention.
    [0086]
    [0087] PREFERRED EMBODIMENT OF THE INVENTION
    [0088]
    [0089] Figure 1 shows a scheme of the control system (8) of carburation for engines (6) of air vehicles (7). As seen, the control system (8) has a pressure sensor (1), a temperature sensor (2), a control unit (3) in communication with the pressure sensor (1) and temperature ( 2), and a servomotor (4) in communication with the control unit (3).
    [0090]
    [0091] The pressure sensor (1) is located to obtain the value of the external barometric pressure in order to provide information on the density of the outside air.
    [0092]
    [0093] The temperature sensor (2) is located to obtain the temperature value of the head of the cylinder (9) of the motor (6) in order to avoid temperatures above the recommended by the manufacturer, extending its useful life, and increasing its reliability
    [0094]
    [0095] The control unit (3), for example implemented by means of a microcontroller, is configured to determine the optimum mixture of air and fuel for the motor (6) of carburation, from the pressure value obtained by the pressure sensor and a table of preset calibration stored in said control unit (3). In addition, the control unit (3) is configured to command the optimum position of the discharge needle (H) of the pre-set carburetion engine (6), from the optimum mixture determined by it.
    [0096]
    [0097] Likewise, the control unit (3) is configured to increase or decrease by 10% the optimum position commanded for the discharge needle (H) of the carburetion motor (6), as a function of the temperature value of the cylinder head (9) of the motor (6) and the predetermined maximum temperature value for the motor (6).
    [0098]
    [0099] Finally, the servomotor (4) is in communication with the control unit (3) to receive the optimum position of the needle of discharges (H), and with the carburetor (5) of the engine (6), to be able to establish said optimal position in the high needle (H) of the motor (6) of the air vehicle (7). With this, the control system establishes an optimal stoichiometric ratio of air and fuel, improving the performance of the aircraft engine.
    [0100]
    [0101] On the other hand, it should be mentioned that the calibration system of the control system (8) consists of two points and is linear to keep the stoichiometric ratio constant depending on the density of the air. Once both points are defined, an equation line is calculated:
    [0102]
    [0103] Y = MX N, where X is the atmospheric pressure, Y is the estimated position of the sensor
    [0104]
    [0105] The carburetor or engine manufacturer provides the standard configuration, for example 2.5 turns of the gum or% turn, and an objective or normal operating temperature. With that information, you get the first point of the calibration line. After, varying the height in an order of 600 - 800 meters, the second point of the curve is calculated. That second point is calculated by returning the motor to its target temperature.
    [0106]
    [0107] If it is lowered in height, the carburation will be finer, and it could be enriched, it is dedr, we will have more temperature of the target and the value of calibration could be changed until returning to the ideal temperature. The greater the variation in height, the better the calibration will be.
    [0108]
    [0109] Figure 2 shows a diagram of a motor (6) for an air vehicle (7). As seen, the engine (6) comprises a carburetor (5), and the control system (8) described above. The servomotor (4) of the control system (8) is in communication with the carburetor (5) so that it can make an optimum mixture of air and fuel.
    [0110]
    [0111] Figure 3 shows a schematic representation of a carburetion engine (6) provided with the control system (8).
    [0112]
    [0113] As seen, the control unit (3) receives data from a pressure sensor (1) and from a temperature sensor (2). The temperature sensor (2) measures the temperature of the head of the cylinder (9) of the motor (6), so that the control unit (3) can, with this value and with the maximum temperature value predetermined for the motor ( 6), vary the optimal position calculated for the high needle (H) of the carburetor (5) of the carburetion motor (6). To determine this optimum position, the control unit (3) determines the optimal air and fuel mixture from the pressure value obtained by the pressure sensor (1) and a stored calibration table and commands the optimum position of the needle of high (H) carburetor (5) engine (6) for the optimal mix determined.
    [0114]
    [0115] The servomotor (4), in communication with the control unit (3) by means of modulated pulse width control signals, receives the optimum position for the high needle (H) of the carburetor (5), and through a movement of an arm with ball joints (11), the servomotor (4) establishes said optimum position in the high needle (H) of the carburetor (5), and with it, an optimal stoichiometric ratio of air and fuel for the engine (6).
    [0116]
    [0117] As seen, the carburetor (5) will be provided with an air filter (12). Likewise, it is observed on the head of the cylinder (9), the spark plug (10), responsible for producing the ignition of the mixture of fuel and oxygen in the cylinder.
    [0118] In an example of practical implementation of the invention, the components to be used would be:
    [0119] - Integrated circuit type pressure sensor with I2C communications: the use of this sensor is due to the fact that it does not require calibration and also, thanks to digital communications, there is no loss of signal nor is it necessary to calibrate as a function of temperature etc. This facilitates the design process and eliminates the need for calibration of each unit.
    [0120] - Servomotor commanded by PWM or modulated pulse width: these servos are controlled by any commercial microcontroller and there is a wide range in the market with different sizes and strength or torque values. - Control unit: microprocessor: this can be any microprocessor that meets the following characteristics:
    [0121] Communications serial port for configuration.
    [0122] I2C communications for the sensor
    [0123] Output type PWM
    [0124] ADC (digital analog converter) to measure the temperature of the cylinder head. To have good resolution the ADC will have to be at least 12 bits. - Temperature sensor. Thermocouple type K
    [0125]
    [0126] Finally, in view of this description and figures, the person skilled in the art will be able to understand that the invention has been described according to some preferred embodiments thereof, but that multiple variations can be introduced in said preferred embodiments, without leaving the object of the invention. invention as it has been claimed.
    权利要求:
    Claims (4)
    [1]
    1. - Control system (8) of carburation for engines (6) of air vehicles (7), where the carburetor (5) has high needle (H), characterized by comprising:
    - a pressure sensor (1) located to obtain the value of the external barometric pressure, - a control unit (3) in communication with the pressure sensor (1), and configured to:
    - determining the optimum mixture of air and fuel for a carburetion engine (6), from the pressure value obtained by the pressure sensor (1) and a preset calibration table stored in said control unit (3),
    - command the optimum position of the high needle (H) of the carburetor (5) of the motor (6) preset from the determined mixture,
    - and, a servomotor (4) in communication with the control unit (3), to receive the optimum position commanded by the one control unit (3) and arranged to move the high hand (H) to allow to establish said position optimize the high needle (H) of the carburetor (5) to establish an optimal stoichiometric ratio of air and fuel to the engine (6).
    [2]
    2. - Control system (8) of carburation for engines (6) of air vehicles (7), according to claim 1, wherein the carburetor (5) has high needle (H) and at least one cylinder, characterized in that the control system (8) further comprises a temperature sensor (2) located to obtain the temperature value of the cylinder head (9) of the engine (6), and because the control unit (3) is in communication with the temperature sensor (2), and is set to increase or decrease by 10% the optimum position commanded for the high needle (H) of the carburetor (5) of the engine (6), depending on the temperature value of the cylinder head (9) of the motor (6) and the maximum predetermined temperature value for the motor (6).
    [3]
    3. - Control system (8) of carburetion for engines (6) of air vehicles (7), according to claim 2, wherein the servomotor (4) is commanded by a pulse width control signal modulated (PWM).
    [4]
    4. - Engine (6) for air vehicle (7), characterized in that it comprises a carburetor (5), and a control system (8) according to any of the preceding claims, wherein the servomotor (4) of the control system ( 8) is associated with the high needle (H) of the carburetor (5) to effect an optimum mixture of air and fuel.
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    同族专利:
    公开号 | 公开日
    ES2708903B2|2020-05-28|
    引用文献:
    公开号 | 申请日 | 公开日 | 申请人 | 专利标题
    US3319613A|1965-06-03|1967-05-16|Electronic Specialty Co|Fuel injection system|
    US3931808A|1974-12-23|1976-01-13|The Bendix Corporation|Altitude compensation system for a fuel management system|
    US4572142A|1982-10-02|1986-02-25|Robert Bosch Gmbh|Arrangement for supplying a maximum quantity of fuel|
    US20030060962A1|2001-09-27|2003-03-27|Carroll Ernest A.|Unmanned aircraft with automatic fuel-to-air mixture adjustment|
    US20150136081A1|2013-11-19|2015-05-21|Avl Powertrain Engineering, Inc.|Altitude Fuel Limiter for Engine and Method of Using the Same|
    US20170058818A1|2015-08-24|2017-03-02|John Peter Halsmer|Air/fuel mixture control system for internal combustion engines|
    法律状态:
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    优先权:
    申请号 | 申请日 | 专利标题
    ES201731199A|ES2708903B2|2017-10-11|2017-10-11|Carburetion control system for unmanned aerial vehicle engines and engine for unmanned aerial vehicle|ES201731199A| ES2708903B2|2017-10-11|2017-10-11|Carburetion control system for unmanned aerial vehicle engines and engine for unmanned aerial vehicle|
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