CN101289062A - 动力装置及其燃料供给方法 - Google Patents

动力装置及其燃料供给方法 Download PDF

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CN101289062A
CN101289062A CNA200810093315XA CN200810093315A CN101289062A CN 101289062 A CN101289062 A CN 101289062A CN A200810093315X A CNA200810093315X A CN A200810093315XA CN 200810093315 A CN200810093315 A CN 200810093315A CN 101289062 A CN101289062 A CN 101289062A
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fuel
transfer device
conversion
combustion engine
engine
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堀田勇
南雄太郎
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Nissan Motor Co Ltd
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Abstract

本发明涉及动力装置及其燃料供给方法。该发明能够减少作为内燃机的供给燃料使用轻油等沸点高的燃料时的燃料壁流。将燃料转换装置(7)内的温度控制为进行使供给燃料蒸发的燃料蒸发的第一温度范围、和进行将供给燃料改性的燃料改性的第二温度范围,将燃料转换装置(7)不仅作为改性器发挥作用,而且还使其作为蒸发器发挥作用,使沸点高的供给燃料蒸发而作为蒸发燃料,根据驾驶条件选择蒸发燃料和改性燃料而供给向发动机(1)。

Description

动力装置及其燃料供给方法
技术领域
本发明涉及向内燃机供给燃料的内燃机的燃料供给装置,特别是涉及具备燃料转换装置的内燃机的燃料供给装置。
背景技术
如专利文献1所示,提案有如下内燃机,其利用从外部供给到燃料箱的改性前的燃料箱供给燃料(环己烷),通过脱氢改性反应而生成氢和高辛烷值燃料(苯环),将其供给发动机,进行发动机燃烧,由此,实现了使用氢的稀薄燃烧而产生的低负荷燃耗性能的改善、和使用高辛烷值燃料的高压缩比化而产生的高负荷输出性能的提高。
专利文献1:(日本国)特开2005-147124号公报
但是,在应用所述的燃料改性系统的燃料供给装置中,在改性前的原燃料(燃料箱供给燃料)只由环己烷等环烃类炭化氢构成的情况下,可将原燃料的绝大部分作为改性燃料供给,但实际上在市场上可得到的原燃料(例如气油)的情况下,由于不能将全部的燃料成分改性,所以需要原燃料自身也被供给到发动机,使其在发动机中燃烧。因此,应用所述的燃料改性系统的燃料供给装置,虽然在使用沸点较低的燃料(例如气油)作为原燃料时是有效的,但例如在使用轻油等沸点较高的燃料等作为原燃料时,由于进气口或燃烧室壁面的燃烧壁流,会出现未燃烧HC增大及PD等问题。
发明内容
本发明提供一种动力装置,其包括内燃机、和将供给到内燃机的燃料从转换前燃料转换到转换后燃料的燃料转换装置。转换前燃料由第一燃料供给装置供给向燃料转换装置。由燃料转换装置转换后的转换后燃料通过第二燃料供给装置向内燃机供给。此外,动力装置包括:与内燃机、燃料转换装置、第一燃料供给装置、第二燃料供给装置连接的控制器。该控制器利用第一燃料供给装置将转换前燃料向燃料转换装置供给。将燃料转换装置的温度控制在第一温度范围,使转换前燃料蒸发,转换成第一转换后燃料,将燃料转换装置的温度控制在第二温度范围,将转换前燃料改性,转换成第二转换后燃料。利用第二燃料供给装置将转换后燃料向内燃机供给。
根据本发明,由于用一个燃料转换装置生成蒸发燃料和改性燃料,且自外部供给的燃料作为蒸发燃料向内燃机供给,因此,即使在自外部供给的燃料使用轻油等沸点较高的燃料的情况下,也能够抑制燃料壁流。
附图说明
图1是本发明第一实施方式的结构图;
图2是燃料转换装置的详细图;
图3是冷凝装置的详细图;
图4是同上的第一实施方式的发动机的详细图;
图5是表示蒸发特性和改性特性及第一、第二温度范围的关系的图;
图6是说明燃料转换控制动作的流程图;
图7是表示用于进行燃料转换装置的温度范围切换控制的燃料供给状态及空气供给状态的图;
图8是表示同上的第一实施方式的驾驶条件下的燃料供给控制映像的图;
图9是本发明第二实施方式的结构图;
图10是同上的第二实施方式的发动机的详细图;
图11是表示同上的第二实施方式的驾驶条件下的燃料供给控制映像的图。
具体实施方式
下面,基于附图说明本发明的实施方式。
图1是表示本发明的动力装置的第一实施方式的结构图。
图1中,发动机1经由进气歧管2与进气收集器3连接。在发动机1的排气歧管4上,在其集合部设有排气净化催化剂5,且在其下游的排气管6外周设有燃料转换装置7,该燃料转换装置7利用作为内燃机废热的排气能量、例如来自排气管6的排气热,将液体供给燃料转换为蒸发燃料、改性燃料。
图2详细表示燃料转换装置7。
燃料转换装置7包围排气管6而形成环状空间,在蜂窝状的芯部(コ一デユライト)配置有载持白金类催化剂的改性催化剂8,且在改性催化剂8的入口侧配置有供给转换用的液体燃料、即转换前燃料的燃料喷射阀9(第一燃料供给装置)。此外,在改性催化剂8的入口侧设有空气导入口10,其可导入空气,并且可利用空气导入阀29(空气量(气体量)调节装置)控制导入的空气量,进而,可利用空气流量计11测量导入空气量。此外,在燃料转换装置7上,为进行温度检测,面对改性催化剂8作为温度传感器设有例如热电偶12。
在此,燃料转换装置7是利用发动机1的废热进行燃料蒸发或燃料改性的结构,如图5所示,其能够有选择地被切换控制为第一温度范围和第二温度范围,其中,第一温度范围,其作为进行使液体供给燃料蒸发的燃料蒸发的蒸发器起作用,燃料蒸发比例大致为100%,第二温度范围的温度高于第一温度范围,其作为进行主要利用脱氢反应来将液体供给燃料改性的燃料改性的燃料改性器起作用,其燃料改性效率大致为100%。而且,该温度范围的切换如下进行,如图7所示,通过改变每单位时间的燃料供给量、改变每单位时间的空气量来调节空燃比、或并用所述两种方法而进行。由此,利用燃料的气化潜热及显热或空气导入引起的氧化反应可容易地进行燃料转换装置7的温度控制。
例如在从第一温度范围向第二温度范围进行切换时,从图7中虚线所示的燃料供给特性向图7中实线所示的燃料供给特性进行切换,减少燃料供给量,由此抑制燃料带来的冷却效果,此外,在排气温度低的范围,将空气量增大,使空燃比稀化(高空气燃料混合比化),使氧化反应活跃,从而使温度上升。即,在将燃料转换装置的温度控制为第二温度范围来将转换前燃料改性时,在排气温度低的范围,内燃机的废热量越少,向所述燃料转换装置供给的每单位时间的空气量越多。相反,在从第二温度范围向第一温度范围切换时,从实线的燃料供给特性向虚线的燃料供给特性进行切换,增大燃料供给量,提高燃料的冷却效果。此外,停止空气的导入,使空燃比极端浓化(低空气燃料混合比化),抑制氧化反应,从而降低温度。
此外,在到达控制目标的温度范围后并维持在该温度范围的情况下,如图7所示,根据排气温度,按照实线或虚线所示的燃料供给特性或空燃比特性改变燃料量或空气量。例如,在维持在第一温度范围的情况下,根据排气温度,按照图7中虚线所示的燃料供给特性改变燃料供给量。内燃机的废热量越多,向燃料转换装置供给的每单位时间的转换前燃料量越多。在维持在高温的第二温度范围的情况下,按照图7中实线所示的燃料供给特性和空燃比特性,根据排气温度改变燃料供给量和空气量,由此通过利用氧化反应补偿排气温度的降低,从而可容易地维持高温的第二温度范围。内燃机的废热量越多,向燃料转换装置供给的每单位时间的转换前燃料量越多,将燃料转换装置的温度控制在第二温度范围(将转换前燃料改性)时的每单位时间的转换前燃料量、比将燃料转换装置的温度控制在第一温度范围(使转换前燃料蒸发)时的每单位时间的转换前燃料量少。
向燃料转换装置7的燃料喷射阀9供给自外部供油后的燃料箱13内的液体燃料。在本实施方式中,作为液体供给燃料,使用比气油的沸点高且辛烷值低的例如轻油等低辛烷值燃料。而且,向燃料转换装置7供给的液体燃料,在改性催化剂8未活性化的图5所示的第一温度范围由于排气热量而蒸发,被转换为蒸发燃料。此外,在改性催化剂8为活性化状态的所述第二温度范围,接收排气热,例如通过以下式那样的脱氢反应为主的改性反应,将轻油代表成分改性为沸点较低的高辛烷值燃料和氢气。蒸发燃料或改性燃料为转换后燃料。
脱氢改性反应:
正十六烷(C16H34)→2、3-二甲基-2-戊烯(C7H14)+3、5、5-三甲基-2-己烷(C9H18)+氢(H2)
(脱氢+环化)改性反应:
正十六烷(C16H34)→苯(2C6H6)+1、3-丁二烯(C4H6)+氢(8H2)
(脱氢+分解)改性反应:
正十六烷(C16H34)→乙烯(8C2H4)+氢(H2)
此外,燃料转换装置7的燃料改性不限于脱氢反应,例如,也可以通过下式那样的异构化反应及部分氧化反应进行的燃料改性。
异构化改性反应:
正十六烷(C16H34)→2、6、10-三甲基十三烷(C16H34)
部分氧化改性反应
正十六烷(C16H34)→氢(17H2)+一氧化碳(16CO)
在异构化改性反应的燃料改性中,可生成辛烷值更高的改性液体燃料。此外,在部分氧化改性反应中,燃料改性时不易受到燃料成分的影响,可得到更多的改性燃料。
由燃料转换装置7得到的蒸发燃料和改性气体燃料通过气体压缩机14被导入冷凝装置15。冷凝装置15为具备将燃料从燃料转换装置7导入的第一冷凝器16、和从属连接于第一冷凝器16的第二冷凝器17的多级结构。在第一及第二冷凝器16、17上设有冷却水循环通路20,该冷却水循环通路20利用水泵19将来自散热器18的冷却水从第二冷凝器17侧向第一冷凝器16侧循环供给。由此,第一冷凝器16可将挥发性较低的燃料液化分离,第二冷凝器17可将挥发性较高的燃料液化分离。
冷凝装置15的内部如图3那样构成。即,在第一及第二冷凝器16、17的内部设有冷却水循环通路20。在将蒸发燃料导入第一冷凝器16时,将蒸发燃料冷却,而分离成沸点较低的成分和沸点较高的成分,沸点较高的成分液化后,从下部出口返回燃料箱13,沸点较低的成分从上部出口作为蒸发燃料经由三通阀21、22被贮留在蒸发燃料箱23内。此外,在将改性气体燃料导入第一冷凝器16时,若改性气体燃料中存在有沸点高的未改性燃料成分,则在第一冷凝器16将改性气体燃料中沸点高的未改性燃料成分液化分离,然后,将使改性气体燃料在第二冷凝器17冷却,由此将其分离成沸点比燃料箱13内的燃料低的高辛烷值的改性液体燃料、和富有氢的改性气体燃料,改性液体燃料通过下部出口被贮留在改性液体燃料箱24中,并且改性气体燃料从上部出口经由三通阀21、22被贮留在改性气体燃料箱25内。
这样,在生成蒸发燃料时,只使用冷凝装置15的第一冷凝器16,生成由沸点较低的成分组成的低辛烷值的蒸发燃料。在生成改性燃料时,使用冷凝装置15的第一及第二冷凝器16、17,将未改性燃料成分分离,生成纯度高的高辛烷值的改性液体燃料和改性气体燃料。而且,通过切换控制两个三通阀21、22来进行只使用第一冷凝器16的情况(生成蒸发燃料时)、和使用第一及第二冷凝器16、17的情况(生成改性燃料时)的切换。
而且,蒸发燃料箱23内的蒸发燃料和改性气体燃料箱25内的改性气体燃料从各个喷射阀26、27(第二燃料供给装置)向进气收集器3喷射,喷射燃料与进气收集器3内的空气混合后,经由进气歧管2被吸入各气缸。此外,改性液体燃料箱24内的改性液体燃料从与进气歧管2连接的安装在图4所示的进气口36的四个喷射阀28喷射,与从进气收集器3经由进气歧管2被吸入到发动机1的各气缸内的空气混合,并被吸入到各气缸内。
图4表示发动机1的结构。
发动机1的各气缸通过气缸盖30、气缸体31、活塞32、进气阀33、排气阀34形成燃烧室35。进气阀33将与进气歧管2连接的进气口36和燃烧室35连通或隔断。喷射改性液体燃料的喷射阀28设于进气口36。排气阀34将与排气歧管4连接的排气口37和燃烧室35连通或隔断,进气阀33通过进气阀用凸轮38在全开位置和全闭位置之间周期性地往复动作,排气阀34通过排气阀用凸轮39在全开位置和全闭位置之间周期性地往复动作。在气缸盖30设有对燃烧室35内的混合气体点火的火花塞40。
利用如上结构,从空气滤清器通过的吸入空气经由收集器3、进气歧管2、进气口36及进气阀33被吸入发动机1的燃烧室35。该过程中,在进气收集器3内,根据驾驶条件自喷射阀26喷射蒸发燃料,自喷射阀27喷射改性气体燃料。此外,改性液体燃料自喷射阀28被喷射到进气口36内。
通过在活塞32的压缩行程的后半或膨胀行程的前半利用火花塞40对这样在燃烧室35内生成的混合气体点火,使混合气体燃烧,通过燃烧压力使活塞32进行往复动作。
各喷射阀9、26、27、28的燃料喷射时刻和喷射期间及火花塞40的点火时刻,根据从由微型计算机构成的发动机控制单元(下面称作ECU)50输出的指令信号进行调整。向燃料转换装置7导入空气的空气导入阀的开度、三通阀21、22的切换也由ECU50控制。此外,燃料转换装置7中的燃料蒸发工序和燃料改性工序的切换由ECU50控制。在此,ECU50具备温度切换装置的功能。
为进行所述控制,向ECU50分别信号输入来自如下部分的检测数据,即,来自检测向改性催化剂8的空气流量的空气流量计11、检测改性催化剂8的温度的热电偶12、检测蒸发燃料箱23内的燃料压力的压力传感器51、检测改性液体燃料箱24的液面高度的液面高度传感器52、检测改性气体燃料箱25内的压力的压力传感器53、检测发动机1的曲柄角度和转速的曲柄角度传感器54、检测发动机的冷却水温的水温传感器55、及检测车辆所具备的油门踏板的踏下量(油门踏板开度)的踏板开度传感器56的检测数据。
其次,参照图6的流程图,说明燃料转换装置7的燃料转换工序的切换控制。
在步骤1(图中用S1表示,以下相同),根据来自液面高度传感器52和压力传感器51的检测信号读取改性液体燃料箱24内的改性液体燃料量和蒸发燃料箱23内的蒸发燃料量。此外,改性液体燃料量和蒸发燃料量的读取不限于液面高度传感器和压力传感器,只要是能够推定各燃料量的方法,可以是任何方法。
在步骤2,判定改性液体燃料是否为规定量以上,若为规定量以上,则判定为“是”,进入步骤3,若不足规定量,则进入后述的步骤5。
在步骤3,判定蒸发燃料是否为规定量以上,若为规定量以上,则进入步骤4,若不足规定量,则进入后述的步骤7。
在步骤4,将燃料转换装置7控制为图5所示的第二温度范围。
在步骤2的判定为“否”而进入步骤5的情况下,将燃料转换装置7控制为图5所示的第二温度范围,进行燃料改性,生成改性液体燃料。
具体而言,控制三通阀21、22,将从第二冷凝器17的上部出口到改性气体燃料箱25的燃料配管连通,并将第一冷凝器16的上部出口与蒸发燃料箱23的入口分别隔断。然后,如上所述,按照图7中实线所示的特性,根据排气温度适当控制来自喷射阀9的每单位时间的燃料喷射量及燃料转换装置7内的空燃比。例如在改性催化剂8的温度低时,通过减小燃料喷射量来降低气化潜热等带来的冷却效果、或增大空气导入量来将空燃比控制在稀方向而利用氧化燃烧反应(图7中实线的空燃比特性,排气温度越低越稀化的部分)、或者并用所述两种操作,从而使改性催化剂8的温度上升到第二温度范围。相反,在改性催化剂8的温度高时,通过增大燃料喷射量来增大气化潜热等带来的冷却效果、或停止空气导入来将空燃比控制在极端浓的状态(图7中实线的空燃比特性,在排气温度较高的范围为最浓的部分),从而使改性催化剂8的温度降低到第二温度范围。这样,当将燃料转换装置7内的改性催化剂8控制在第二温度范围时,燃料转换装置7作为燃料改性器起作用,生成包含高辛烷值燃料和氢气的改性气体。生成的改性气体被导入冷凝装置15的第一冷凝器16,如果改性气体中包含高沸点的未改性成分,则其在第一冷凝器16被冷凝分离,返回燃料箱13。之后,改性气体被导入第二冷凝器17,被分离成高辛烷值的改性液体燃料和富含氢气的改性气体燃料,改性液体燃料被贮留在改性液体燃料箱24中,且改性气体燃料经由三通阀21、22被贮留于改性气体燃料箱25中。
在步骤6,判定改性液体燃料是否为规定量以上,直到达到规定量以上,将燃料转换装置7控制在第二温度范围,继续改性液体燃料的生成。若步骤6的判定为“是”,则例如停止来自喷射阀9的燃料喷射,停止燃料改性工序,结束燃料转换装置7的燃料转换动作。
此外,在步骤3的判定为“否”而进入步骤7的情况下,将燃料转换装置7控制在图5所示的第一温度范围,进行燃料蒸发,生成蒸发燃料。
具体而言,控制三通阀21、22,将从第一冷凝器16的上部出口到蒸发燃料箱23的燃料配管连通,并将第二冷凝器17的上部出口与改性气体燃料箱25的入口分别隔断。然后,如上所述,按照图7中虚线所示的特性,根据排气温度适当控制来自喷射阀9的每单位时间的燃料喷射量。例如,在改性催化剂8的温度低时,通过减小燃料喷射量来降低气化潜热等带来的冷却效果,使改性催化剂8的温度上升到第一温度范围。相反,在改性催化剂8的温度高时,通过增大燃料喷射量来增大气化潜热等带来的冷却效果,使改性催化剂8的温度降低到第一温度范围。此外,在第一温度范围,由于温度低,氧化反应几乎不进行,故空燃比维持在极端浓的状态。这样,当将燃料转换装置7控制在第一温度范围时,燃料转换装置7作为蒸发器起作用,在燃料转换装置7生成蒸发燃料。生成的蒸发燃料被导入冷凝装置15的第一冷凝器16,蒸发燃料中沸点较高的成分被冷凝分离,而返回燃料箱13,将沸点较低的成分作为蒸发燃料经由三通阀21、22贮留到蒸发燃料箱23内。
此外,在将燃料转换装置7控制在第一温度范围来生成蒸发燃料时,也可以导入例如空气作为稀释用气体将燃料稀释,以使空气量相对于供给燃料量的比例达到预先设定的规定比例。由此,由于可降低因共沸效果而在燃料转换装置7生成的蒸发燃料的实质的沸点,因此,可防止蒸发燃料箱23及燃料配管等中的蒸发燃料的冷凝。在第一温度范围,由于改性催化剂8的温度低,故即使将空气导入燃料转换装置7,也不会进行氧化反应,从而不会使燃料转换装置7内的温度过度上升。
此外,也可以导入回流排放气体(EGR)作为稀释用气体来取代空气。
在步骤8,判定蒸发燃料是否为规定量以上,直到达到规定量以上,将燃料转换装置7控制在第一温度范围,继续蒸发燃料的生成。若步骤8的判定为“是”,则停止例如来自喷射阀9的燃料喷射,停止燃料蒸发工序,结束燃料转换装置7的燃料转换动作。
其次,对本实施方式的燃料供给控制进行说明。
ECU50读取曲柄角度传感器54检测到的内燃机转速Ne和踏板开度传感器56检测到的油门踏板开度,参照预先存储于存储器内的图8所示的燃料供给控制映像,基于内燃机转速Ne和内燃机负荷(由气缸内有效压力Pe表示)确定蒸发燃料、改性气体燃料及改性液体燃料的供给比例,并基于该确定驱动控制各喷射阀26、27、28,将各自的燃料向发动机1喷射供给。
如上所述,根据本实施方式,在内燃机低负荷时,供给蒸发燃料和改性气体燃料,在内燃机高负荷时,供给改性液体燃料。由此,通过在内燃机低负荷时使用辛烷值低的燃料,可实现高的燃耗性能,通过在内燃机高负荷时使用辛烷值高的燃料,可实现高压缩比、高体积效率产生的高转矩、输出性能。而且,由于可将沸点高的低辛烷值燃料作为蒸发燃料,以气化的状态供给到发动机1,故即使使用轻油等沸点高的燃料,也能够抑制进气口或燃烧室壁面的燃烧壁流。此外,在本实施方式中,由于在燃料转换装置7的下游设置冷凝装置15,分离成挥发性高的气体燃料和挥发性低的液体燃料,故可抑制从燃料转换装置7到气体燃料的喷射阀26、27的燃料配管及燃料箱23、25的燃料冷凝。此外,低负荷范围例如可以设为最高负荷的大致1/2负荷以下的负荷范围。高负荷范围例如可以设为最高负荷的大致1/2负荷以上的负荷范围。此外,作为挥发性高的燃料,例如是常温、大气压下的气体的燃料,作为挥发性低的燃料,例如是同样条件下的液体的燃料。
进而,由于生成蒸发燃料时,在第一冷凝器16将蒸发燃料中的沸点较高的成分冷凝分离,且只将沸点较低的成分作为蒸发燃料导入蒸发燃料箱23内,故可提高蒸发燃料的纯度,并且可抑制蒸发燃料箱23及燃料配管中的蒸发燃料的冷凝。
其次,参照图9、图10及图11说明本发明第二实施方式。此外,对于与第一实施方式相同的要素,使用同一符号,省略说明。
图中,发动机1与各气缸的燃烧室35(下面称作主燃烧室)相邻,在气缸盖内具备副燃烧室41。主燃烧室35和副燃烧室41经由形成于气缸盖30上的喷孔42连通。在各气缸的副燃烧室41分别安装有喷射供给改性气体燃料的喷射阀27,可将改性气体燃料箱25内的改性气体燃料供给到副燃烧室41。此外,火花塞40设于副燃烧室41内。
在这样的结构中,喷射到副燃烧室41内的改性气体燃料由火花塞40点火,已点火的改性气体燃料从喷孔42向主燃烧室35内喷出大致柱状的火焰,使混合气体在主燃烧室35内燃烧。
图11表示对应于第二实施方式的驾驶条件的燃料供给控制映像。
根据这样的第二实施方式,与第一实施方式相同,由于将沸点高的低辛烷值燃料作为蒸发燃料以气化状态向发动机1供给,故即使使用轻油等沸点高的燃料,也能够抑制进气口或燃烧室壁面的燃烧壁流。此外,由于只是在内燃机低负荷时,向副燃烧室41供给改性气体燃料,利用从喷孔42喷出的火焰使主燃烧室35内的蒸发燃料和空气的混合气体燃烧,因此,与第一实施方式相比,能够更进一步提高低负荷条件下的主燃烧室35内的混合气体燃烧的稳定性。由此,可大幅度增大稀空燃比的极限,且可更进一步改善燃耗性能。
本发明的技术方案根据2007年4月20申请的日本专利申请号为特愿2007-111129号,要求优先权,在此参照其全部内容。

Claims (24)

1、一种动力装置,包括:
内燃机;
燃料转换装置,所述燃料转换装置将向所述内燃机供给的燃料从转换前燃料转换为转换后燃料;
第一燃料供给装置,所述第一燃料供给装置将所述转换前燃料供给到所述燃料转换装置;
第二燃料供给装置,所述第二燃料供给装置将由所述燃料转换装置转换的转换后燃料供给到所述内燃机;以及
控制器,所述控制器与所述内燃机、所述燃料转换装置、所述第一燃料供给装置、所述第二燃料供给装置连接,
所述控制器构成为,
利用所述第一燃料供给装置将所述转换前燃料供给到所述燃料转换装置,
将所述燃料转换装置的温度控制在第一温度范围,使所述转换前燃料蒸发而转换成第一转换后燃料,
将所述燃料转换装置的温度控制在第二温度范围,将所述转换前燃料改性而转换成第二转换后燃料,
利用所述第二燃料供给装置将所述转换后燃料供给到所述内燃机。
2、如权利要求1所述的动力装置,其特征在于,
所述燃料转换装置利用所述内燃机的废热进行热交换。
3、如权利要求2所述的动力装置,其特征在于,
所述第二温度范围比所述第一温度范围温度高。
4、如权利要求3所述的动力装置,其特征在于,
所述内燃机的废热量越多,向所述燃料转换装置供给的每单位时间的所述转换前燃料量越多。
5、如权利要求4所述的动力装置,其特征在于,
在将所述燃料转换装置的温度控制在所述第二温度范围而将所述转换前燃料改性时,每单位时间的所述转换前燃料量,比将所述燃料转换装置的温度控制在所述第一温度范围来使所述转换前燃料蒸发时的每单位时间的所述转换前燃料量少。
6、如权利要求3所述的动力装置,其特征在于,
还包括调节供给到所述燃料转换装置的空气量的空气量调节装置,
所述控制器使向所述燃料转换装置供给的每单位时间的空气量变化。
7、如权利要求6所述的动力装置,其特征在于,
在将所述燃料转换装置的温度控制在所述第二温度范围来将所述转换前燃料改性时,所述内燃机的废热量越少,向所述燃料转换装置供给的每单位时间的空气量越多。
8、如权利要求3所述的动力装置,其特征在于,
还包括调节供给到所述燃料转换装置的气体量的气体量调节装置,
在将所述燃料转换装置的温度控制在所述第一温度范围来使所述转换前燃料蒸发时,向所述燃料转换装置供给气体,以使所生成的蒸发燃料的沸点降低。
9、如权利要求8所述的动力装置,其特征在于,
所述气体为空气。
10、如权利要求8所述的动力装置,其特征在于,
所述气体为回流排放气体。
11、如权利要求2所述的动力装置,其特征在于,
所述内燃机的所述废热为排气热。
12、如权利要求2所述的动力装置,其特征在于,
在所述内燃机低负荷范围,向所述内燃机供给所述蒸发燃料。
13、如权利要求2所述的动力装置,其特征在于,
在所述内燃机高负荷范围,向所述内燃机供给所述改性燃料。
14、如权利要求2所述的动力装置,其特征在于,
在所述燃料转换装置的下游还具有冷凝装置,所述冷凝装置将来自所述燃料转换装置的燃料冷凝分离成挥发性高的气体燃料和挥发性低的液体燃料。
15、如权利要求14所述的动力装置,其特征在于,
在内燃机低负荷范围,利用所述冷凝装置从在所述燃料转换装置进行燃料蒸发时所生成的燃料分离出的所述气体燃料被供给到所述内燃机。
16、如权利要求14所述的动力装置,其特征在于,
所述冷凝装置具有串联的多个冷凝器,
在上游侧的所述冷凝器将挥发性低的燃料液化分离,在下游侧的所述冷凝器将挥发性高的燃料液化分离。
17、如权利要求16所述的动力装置,其特征在于,
在内燃机低负荷范围,将利用所述上游侧的所述冷凝器从在所述燃料转换装置进行燃料蒸发时所生成的燃料分离出的气体燃料供给到所述内燃机。
18、如权利要求16所述的动力装置,其特征在于,
在内燃机高负荷范围,将利用所述下游侧的所述冷凝器从在所述燃料转换装置进行燃料改性时所生成的燃料分离出的液体燃料供给到所述内燃机。
19、如权利要求16所述的动力装置,其特征在于,
所述内燃机包括:
主燃烧室;以及
副燃烧室,所述副燃烧室配置有火花塞,所述火花塞经由喷孔与所述主燃烧室连通,
在内燃机低负荷范围,将利用所述下游侧的所述冷凝器从在所述燃料转换装置进行燃料改性时所生成的燃料分离出的气体燃料供给到所述副燃烧室。
20、如权利要求2所述的动力装置,其特征在于,
所述燃料改性是以脱氢反应为主的燃料改性。
21、如权利要求2所述的动力装置,其特征在于,
所述燃料改性是以部分氧化反应为主的燃料改性。
22、如权利要求2所述的动力装置,其特征在于,
所述燃料改性是以异构化反应为主的燃料改性。
23、如权利要求2所述的动力装置,其特征在于,
所述改性燃料比供给到所述燃料转换装置的所述供给燃料及所述蒸发燃料辛烷值高。
24、一种动力装置的控制方法,包括:
利用燃料转换装置和内燃机的排气热进行热交换;
将转换前燃料供给到所述燃料转换装置;
将所述燃料转换装置的温度控制在第一温度范围,使转换前燃料蒸发而将其转换成第一转换后燃料;
将所述燃料转换装置的温度控制在第二温度范围,将转换前燃料改性而将其转换成第二转换后燃料;以及
将转换后燃料供给到所述内燃机。
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