JP2012122369A - Fuel supply system - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a fuel supply system structured so that an object to exchange heat can be cooled by the gasifying latent heat when a high-pressure liquid fuel is gasified, which can supply a sufficient quantity of fuel to an energy output means.SOLUTION: As a gasifying means to gasify the high-pressure liquid fuel, a heat-exchanger 13 includes a first fuel gasification part 14 to gasify the liquid fuel having flowed out of a high-pressure tank 11 and a second fuel gasification part 15 to gasify a two-phase fuel in two-phase state with gas and liquid having flowed out of the first fuel gasification part 14, whereby the intra-cabin blowing air is cooled by the gasifying latent heat of the fuel which gasifies in the first fuel gasification part 14, and the fuel having gasified in the second fuel gasification part 15 is supplied to an engine EG. At this time, the second temperature T2 of a second thermo-medium to make heat exchange with the fuel in the second fuel gasification part 15 is made higher than the first temperature T1 of the second thermo-medium to make heat exchange with the fuel in the first fuel gasification part 14, to promote gasification of the fuel in the second fuel gasification part 15.

Description

  The present invention relates to a fuel supply system that vaporizes high-pressure liquid fuel and supplies the vaporized fuel to energy output means.

  Conventionally, Patent Document 1 discloses a fuel supply system in which liquefied natural gas, which is high-pressure liquid fuel, is vaporized by a vaporizing means and the vaporized natural gas is supplied to an internal combustion engine, that is, an energy output means for outputting mechanical energy. It is disclosed.

  More specifically, the fuel supply system of Patent Document 1 includes a heat exchanging means for exchanging heat between the natural gas vaporized by the vaporizing means and the high-temperature high-pressure refrigerant (heat exchange object) of the vapor compression refrigeration cycle. The natural gas vaporized by the vaporizing means and the natural gas vaporized by the vaporizing means when the temperature of the natural gas vaporized by the vaporizing means is lower than the temperature of the high-temperature high-pressure refrigerant and flowing into the heat exchange means Heat exchange.

  As a result, in the fuel supply system of Patent Document 1, the high-temperature and high-pressure refrigerant in the refrigeration cycle is cooled by the latent heat of vaporization of the natural gas vaporized by the vaporization means, and the natural gas is vaporized using the amount of heat released from the high-temperature and high-pressure refrigerant Is promoting.

JP 2006-264568 A

  However, in the fuel supply system of Patent Document 1, the amount of heat radiated by the high-temperature and high-pressure refrigerant in the refrigeration cycle is used to promote the vaporization of natural gas, so the output required for the internal combustion engine (hereinafter referred to as the required output). It may become impossible to vaporize the natural gas at a flow rate necessary to output.

  For example, when the internal combustion engine has a high load, although the supply flow rate of the natural gas to the internal combustion engine needs to be increased, if the cooling load of the refrigeration cycle is small, the total heat released from the high-temperature and high-pressure refrigerant is reduced. As a result, the natural gas having a sufficient flow rate cannot be vaporized, and the natural gas having a supply flow rate necessary for outputting the required output cannot be supplied to the internal combustion engine.

  In view of the above points, in the present invention, in a fuel supply system configured to be able to cool a heat exchange object by vaporization latent heat when vaporizing high-pressure liquid fuel, fuel with a sufficient supply flow rate is supplied to the energy output means. With the goal.

To achieve the above object, according to the first aspect of the present invention, the liquid fuel storage means (11) for storing the liquefied fuel and the first fuel vaporization for vaporizing the fuel flowing out from the liquid fuel storage means (11). Heat exchange by means (14), second fuel vaporization means (15) for vaporizing the fuel flowing out from the first fuel vaporization means (14), and latent heat of vaporization of the fuel vaporized by the first fuel vaporization means (14) A cooling means (21) for cooling the object, and an energy output means (EG) for consuming the gaseous fuel vaporized by the second fuel vaporization means (15) and outputting energy,
The fuel supply system is characterized in that the second enthalpy (H2) of the fuel in the second fuel vaporization means (15) is higher than the first enthalpy (H1) of the fuel in the first fuel vaporization means (14).

  According to this, while adopting a configuration in which the fuel flowing out from the first fuel vaporization means (14) is vaporized by the second fuel vaporization means (15), the second enthalpy (H2) is more than the first enthalpy (H1). Therefore, the vaporization of the fuel in the second fuel vaporization means (15) can be promoted more than the vaporization of the fuel in the first fuel vaporization means (14).

  Therefore, even if the cooling load required for the cooling means (21) decreases and the fuel flow rate that can be vaporized by the first fuel vaporization means (14) decreases, the first fuel vaporization means (14). The fuel that could not be vaporized in the second fuel vaporization means (15) can be vaporized. As a result, fuel with a sufficient supply flow rate can be supplied to the energy output means (EG) regardless of the cooling load required for the cooling means (21).

  The first and second enthalpies (H1, H2) of the fuel in the first and second fuel vaporization means (14, 15) in the present claims are the same as those of the first and second fuel vaporization means (14, 15), respectively. It can be defined by the average enthalpy of the fuel that circulates inside. Moreover, you may define by the enthalpy in corresponding parts, such as a fuel inflow part or a fuel outflow part of a 1st, 2nd fuel vaporization means (14, 15), respectively.

  According to a second aspect of the present invention, in the fuel supply system according to the first aspect, the first fuel vaporization means (14) heats the fuel flowing out from the liquid fuel storage means (11) and heats the first heat medium. The second fuel vaporization means (15) vaporizes the fuel flowing out of the first fuel vaporization means (14) by exchanging heat with the second heat medium, and the second fuel vaporization means (15) vaporizes the second heat medium. The second temperature (T2) is higher than the first temperature (T1) of the first heat medium.

  According to this, as the first and second fuel vaporization means (14, 15), a configuration is adopted in which heat is exchanged between the fuel flowing through the inside and the first and second heat media, respectively, and the second temperature (T2). Is made higher than the first temperature (T1), so that the second enthalpy (H2) of the fuel in the second fuel vaporization means (15) is very easily converted to the second fuel enthalpy (14) in the first fuel vaporization means (14). It can be higher than 1 enthalpy (H1).

  Note that the first and second temperatures (T1, T2) of the first and second heat medium in the present claims are the average of the heat medium flowing in the first and second fuel vaporization means (14, 15), respectively. Can be defined by specific temperature. Moreover, you may define by the temperature in corresponding parts, such as a heat-medium inflow part or a heat-medium outflow part, respectively of a 1st, 2nd fuel vaporization means (14, 15).

  According to a third aspect of the present invention, in the fuel supply system according to the second aspect, the first fuel vaporization means (14) and the second fuel vaporization means (15) are integrated as one heat exchanger (13). The heat exchange area constituting the first fuel vaporization means (14) and the heat exchange area constituting the second fuel vaporization means (15) of the heat exchanger (13) are the first fuel vaporization means. (14) and the 2nd fuel vaporization means (15), It is characterized by the heat insulation means (13c) which suppresses the heat transfer.

  According to this, since the first fuel vaporization means (14) and the second fuel vaporization means (15) are configured as one heat exchanger, the first fuel vaporization means (14) and the second fuel vaporization means ( 15) can be miniaturized.

  Further, since the fuel outlet side of the first fuel vaporization means (14) and the fuel inlet side of the second fuel vaporization means (15) can be arranged close to each other, the fuel outlet side of the first fuel vaporization means (14) It is possible to prevent the fuel from dissipating heat to the outside air or the like in the fuel pipe extending to the fuel inlet side of the second fuel vaporization means (15), thereby reducing enthalpy and recondensing.

  Further, since the first heat exchange region constituting the first fuel vaporization means (14) and the second heat exchange region constituting the second fuel vaporization means (15) are partitioned by the heat insulation means (13c), the first A difference between the first enthalpy (H1) of the fuel in the fuel vaporization means (14) and the second enthalpy (H2) of the fuel in the second fuel vaporization means (15) can be efficiently ensured.

  According to a fourth aspect of the present invention, in the fuel supply system according to any one of the first to third aspects, the fuel flowing out from the first fuel vaporizing means (14) or the second fuel vaporizing means (15) flows out. And a buffer tank (16) for storing the spent fuel.

  According to this, since the buffer tank (16) is provided, the fuel stored in the buffer tank (16) is supplied to the energy output means (EG) even when the required output of the energy output means (EG) rapidly increases. ) Can be supplied more reliably to the energy output means (EG).

  The fuel supply system according to claim 2 or 3, which is applied to a vehicle as in the invention according to claim 5, wherein a casing (23) which forms an air passage for blown air to be blown into the vehicle interior is provided. The heat exchange object is blown air, and the cooling means is heat for cooling that exchanges heat between the heat medium cooled by the latent heat of vaporization of the fuel vaporized by the first fuel vaporization means (14) and the blown air. It is comprised by the exchanger (21), Furthermore, the 1st fuel vaporization means (14) may be arrange | positioned outside the casing (23).

  Thereby, the fuel supply system which can cool indirectly the ventilation air ventilated into a vehicle interior via a heat carrier is realizable. Further, since the first fuel vaporization means (14) is arranged outside the casing (23), even if the fuel leaks from the first fuel vaporization means (14) for some reason, the fuel is blown into the vehicle interior. Can be prevented.

  Furthermore, as described in claim 6, the fuel supply system according to claim 5, further comprising a vapor compression refrigeration cycle (30) having an evaporator (34) for evaporating the refrigerant and cooling the blown air. The evaporator (34) may be disposed inside the casing (23).

  According to this, when cooling the blast air in the refrigeration cycle (30), the cooling capacity of the refrigeration cycle (30) can be assisted by the cooling capacity of the cooling heat exchanger (21), so that the refrigeration cycle (30) Power consumption can be reduced. Therefore, when driving the refrigeration cycle (30), it is possible to suppress a decrease in efficiency in the energy output means (EG) in accordance with the degree of reduction in power consumption.

  That is, it is possible to achieve both the reduction of the power consumption of the refrigeration cycle (30) and the suppression of the efficiency reduction of the energy output means (EG) by supplying the fuel with a sufficient supply flow rate.

  In addition, the code | symbol in the bracket | parenthesis of each means described in this column and the claim is an example which shows a corresponding relationship with the specific means as described in embodiment mentioned later.

1 is an overall configuration diagram of a fuel supply system according to a first embodiment. It is a disassembled perspective view of the heat exchanger of 1st Embodiment. It is explanatory drawing which shows the flow of the fuel in the heat exchanger of 1st Embodiment, circulating water, and cooling water. It is a Mollier diagram which shows the state of the fuel in the heat exchanger of 1st Embodiment. It is a whole block diagram of the fuel supply system of 2nd Embodiment.

(First embodiment)
Hereinafter, a first embodiment of the present invention will be described with reference to the drawings. FIG. 1 is an overall configuration diagram of a fuel supply system 1 of the present embodiment. The fuel supply system 1 is applied to a vehicle and has a function of supplying fuel to an engine (internal combustion engine) EG that outputs a driving force for driving the vehicle. It has a function of cooling the air blown to the air.

  First, the fuel supply system 1 includes a high-pressure tank 11 as liquid fuel storage means for storing high-pressure liquid fuel that has been pressurized and liquefied. In this embodiment, the fuel stored in the high-pressure tank 11 is flammable, has a relatively high latent heat of vaporization, and further employs a fuel that liquefies even at room temperature (about 15 ° C. to 25 ° C.) in high pressure. is doing.

  That is, the fuel of the present embodiment needs to be combustible in order to burn as fuel in the engine EG. Further, as will be described later, in order to cool the blown air by the vaporization latent heat, it is desirable that the fuel has a relatively high vaporization latent heat. Furthermore, it is desirable that the fuel be easily liquefied even at room temperature so that the production cost can be reduced and the gas can be easily vaporized by reducing the pressure.

  Specifically, in this embodiment, ammonia is used as a fuel that has flammability, has a latent heat of vaporization of 20% or more of the latent heat of vaporization of water, and liquefies at 1.5 MPa or less even at room temperature. Yes. Furthermore, since ammonia is a fuel (hydrogen compound) containing hydrogen, flammable hydrogen gas can be generated by reforming.

  In addition, dimethyl ether, alcohol-containing fuel, or the like may be employed as a fuel having equivalent properties. Further, the fuel contains hydrogen, and the molecule of the fuel contains at least one atom of S (sulfur), O (oxygen), N (nitrogen) and halogen, and You may employ | adopt the thing which a hydrogen bond expresses between molecules.

  A fuel inflow port (fuel inflow port 131) of the heat exchanger 13 for vaporizing the fuel is connected to the fuel outflow port of the high-pressure tank 11 via the on-off valve 12. The on-off valve 12 is an electromagnetic valve that opens and closes a fuel passage from the fuel outlet of the high-pressure tank 11 to the fuel inlet of the heat exchanger 13, and its operation is controlled by a control voltage output from a system controller described later. Is done.

  Then, the flow rate of the fuel flowing into the heat exchanger 13 is adjusted by the system control device adjusting the valve opening time of the on-off valve 12. Therefore, the on-off valve 12 constitutes a fuel flow rate adjusting means. Of course, a flow rate adjusting valve that adjusts the fuel flow rate by adjusting the valve opening degree may be adopted as the fuel flow rate adjusting means. The on-off valve 12 may be provided integrally on the fuel outlet side of the high-pressure tank 11 or may be provided integrally on the fuel inlet side of the heat exchanger 13.

  The heat exchanger 13 is a heat exchanger for vaporization that heats and vaporizes the fuel flowing out from the high-pressure tank 11 by exchanging heat with the heat medium. Further, the heat exchanger 13 includes a first fuel vaporization unit 14 that vaporizes liquid fuel (liquid fuel) that has flowed out of the high-pressure tank 11, and liquid fuel or gas-liquid two that has flowed out of the first fuel vaporization unit 14. A second fuel vaporization unit 15 that vaporizes phase-phase fuel (two-phase fuel) is integrally configured.

  More specifically, the first fuel vaporization unit 14 heats the liquid fuel that has flowed out of the high-pressure tank 11 and the circulating water (first heating medium) that circulates in the heating medium circulation circuit 20 of the vehicle air conditioner 2 described later. It is a heat exchanging part that heats and vaporizes the liquid fuel by exchanging. The second fuel vaporization section 15 exchanges heat between the liquid fuel or two-phase fuel that has flowed out of the first fuel vaporization section 15 and the cooling water (second heat medium) of the engine EG that circulates in the cooling water circulation circuit 40 described later. This is a heat exchange part that heats and vaporizes the liquid fuel or the two-phase fuel.

  Accordingly, the first and second fuel vaporization portions 14 and 15 of the heat exchanger 13 correspond to the first and second fuel vaporization means described in the claims, respectively. A specific configuration of the heat exchanger 13 will be described later.

  A buffer tank 16 is connected to the gaseous fuel outlet (fuel outflow port 135) of the heat exchanger 13 to store fuel in a gas phase (gaseous fuel) vaporized by the heat exchanger 13. The flow of the gaseous fuel flowing out from the buffer tank 16 is branched into two flows, and one of the branched gaseous fuels flows into a fuel injection valve (injector) 17 for supplying the gaseous fuel into the combustion chamber of the engine EG. The other branched gaseous fuel flows into a reformer (reformer) 18 that reforms the gaseous fuel to generate hydrogen gas.

  The engine EG is constituted by a so-called reciprocating engine, and outputs mechanical energy as driving force for traveling the vehicle by burning gaseous fuel supplied from the heat exchanger 13 via the buffer tank 16. Energy output means.

  The injector 17 is fixed to the cylinder head of the engine EG and injects gaseous fuel toward the intake port of the engine EG. Thus, an air-fuel mixture in which gaseous fuel and combustion air (intake air) are mixed is supplied into the combustion chamber. More specifically, the injector 17 is configured by an electromagnetic valve that opens and closes a fuel supply passage that supplies fuel into the intake passage. The operation of this solenoid valve is controlled by a control voltage output from the system controller.

  And the system control apparatus can adjust the supply flow volume of the fuel supplied into a combustion chamber by adjusting the valve opening time which opens a solenoid valve. In FIG. 1, for clarity of illustration, only one cylinder of the engine EG is illustrated, but this engine EG is a multi-cylinder type (for example, four cylinders) engine, One is provided for each cylinder.

  The reformer 18 generates hydrogen gas by heating a gaseous fuel to a reformable temperature under a catalyst to cause a reforming reaction. Specifically, in the present embodiment, ammonia, which is a hydrogen-containing fuel, is used as the fuel. Therefore, the fuel is heated to 350 ° C. or higher to perform a reforming reaction under the catalyst to generate hydrogen gas. Is generated.

  Hydrogen gas generated in the reformer 18 is mixed with intake air as auxiliary fuel and supplied to the combustion chamber from the intake port of the engine EG. The gaseous fuel and hydrogen gas burned in the engine EG are exhausted from the exhaust port of the engine EG.

  Next, the vehicle air conditioner 2 will be described. The vehicle air conditioner 2 includes a cooling heat exchanger 21 disposed in the heat medium circulation circuit 20, an evaporator 34 of the vapor compression refrigeration cycle 30, a heater 22, and these cooling heat exchangers 21, evaporation. And a casing 23 for housing the heater 34 and the heater 22.

  The casing 23 is disposed inside the instrument panel (instrument panel) at the foremost part of the vehicle interior and forms an air passage for the blast air blown toward the vehicle interior, and has a certain degree of elasticity and strength. In particular, it is made of an excellent resin (for example, polypropylene). On the most upstream side of the blast air flow of the casing 23, an inside / outside air switching device (not shown) that switches and introduces the cabin air (inside air) and the cabin outside air (outside air) is arranged.

  On the downstream side of the air flow of the inside / outside air switching device, a blower 24 that blows air sucked through the inside / outside air switching device into the vehicle interior is arranged. The blower 24 is an electric blower in which the rotation speed (the amount of blown air) is controlled by a control voltage output from the system control device. A cooling heat exchanger 21 of the heat medium circulation circuit 20 is disposed on the downstream side of the air flow of the blower 24.

  Here, the heat medium circulation circuit 20 will be described. The heat medium circulation circuit 20 is a circuit that circulates circulating water (for example, water or an aqueous ethylene glycol solution) as a first heat medium. The heat medium circulation circuit 20 includes a first heat medium passage 14 b of the first fuel vaporization unit 14 of the heat exchanger 13, cooling. The heat exchanger 21 for use and the circulating water pump 21a as the first heat medium circulating means are connected in an annular shape.

  The circulating water pump 21a is an electric pump that pumps circulating water to the first heat medium passage 14b, and the rotation speed (flow rate) is controlled by a control signal output from the system control device. When the system controller activates the circulating water pump 21a, the circulating water circulates in the order of the circulating water pump 21a → the first heat medium passage 14b → the cooling heat exchanger 21 → the circulating water pump 21a.

  Thereby, the liquid fuel which distribute | circulates the 1st fuel channel | path 14a of the 1st fuel vaporization part 14 is heated and vaporized by the circulating water which distribute | circulates the 1st heat-medium channel | path 14b. On the other hand, the circulating water is cooled by the latent heat of vaporization of the fuel flowing through the first fuel passage 14 a in the first heat medium passage 14 b and flows into the cooling heat exchanger 21. In the cooling heat exchanger 21, the circulating water cooled by the latent heat of vaporization of the fuel and the blown air blown by the blower 24 exchange heat to cool the blown air.

  In other words, in this embodiment, the blown air can be indirectly cooled by the latent heat of vaporization of the fuel via the circulating water. Therefore, the heat exchanger 21 for cooling of this embodiment respond | corresponds to the cooling means described in the claim, and ventilation air respond | corresponds to the heat exchange target object described in the claim.

  Further, the temperature of the blown air blown from the blower 24 becomes the outside air temperature when the inside / outside air switching device is switched so as to introduce outside air into the air passage in the casing 23, so that the vehicle interior air is introduced. When switching, the air temperature in the passenger compartment is reached. Therefore, the temperature (hereinafter referred to as the first temperature) T1 of the circulating water pumped from the circulating water pump 21a to the first heat medium passage 14b is about the outside air temperature or the air temperature in the vehicle interior (specifically, 20 ° C to 40 ° C). ℃) room temperature.

  An evaporator 34 is arranged on the downstream side of the air flow of the cooling heat exchanger 21. The evaporator 34 is an endothermic heat exchanger that evaporates the low-pressure refrigerant in the refrigeration cycle 30 and exhibits an endothermic action, and further functions to further cool the blown air cooled by the cooling heat exchanger 21. The refrigeration cycle 30 includes a refrigerant compressor 31 that compresses and discharges the refrigerant, a radiator 32 that dissipates heat by exchanging heat with the outside air by the refrigerant compressor 31, an expansion valve 33 that decompresses and expands the refrigerant flowing out of the radiator 32, and evaporation. The vessel 34 is connected in a ring shape.

  A heater 22 is disposed on the downstream side of the blower air flow of the evaporator 34. The heater 22 is an air heating unit that heats the blown air (cold air) that is blown from the blower 24 and passes through the cooling heat exchanger 21 and the evaporator 34 and is cooled. In this embodiment, an electric heater that generates heat when electric power is supplied is adopted as the heater 22, and the heating capability of the heater 22 is controlled by a control voltage output from the system control device.

  Of course, a heating heat exchanger that heats the blown air by exchanging heat between the high-temperature fluid and the blown air may be adopted as the heater 22. As such a high-temperature fluid, specifically, among engine cooling water circulating in the cooling water circulation circuit 40, high-temperature cooling water flowing out from the engine EG, high-temperature high-pressure refrigerant of a heat pump cycle (refrigeration cycle), etc. Can do.

  An air outlet that blows the conditioned air heated by the heater 22 into the vehicle interior, which is the air-conditioning target space, is disposed at the most downstream portion of the air flow of the casing 23. Specifically, as this air outlet, there are a face air outlet that blows air-conditioned air toward the upper body of the passenger in the vehicle interior, a foot air outlet that blows air-conditioned air toward the feet of the passenger, and the inner surface of the front window glass of the vehicle A defroster outlet (both not shown) is provided to blow air-conditioned air toward the front.

  Further, on the upstream side of the air flow of the face outlet, the foot outlet, and the defroster outlet, a face door for adjusting the opening area of the face outlet, a foot door for adjusting the opening area of the foot outlet, and the defroster outlet, respectively. A defroster door (none of which is shown) for adjusting the opening area is arranged.

  These face doors, foot doors, and defroster doors constitute the outlet mode switching means for switching the outlet mode, and the operation is controlled by a control signal output from the system controller via a link mechanism or the like. It is driven by a servo motor (not shown).

  Next, the cooling water circulation circuit 40 will be described. The cooling water circulation circuit 40 circulates the cooling water (for example, water, ethylene glycol aqueous solution) of the engine EG as the second heat medium, and the second heat medium passage 15b of the second fuel vaporization unit 15 of the heat exchanger 13. The cooling passage 42 of the engine EG formed in the engine EG and the cooling water pump 43 as the second heat medium circulating means are connected in an annular shape.

  The cooling water pump 43 is an electric pump that pumps the cooling water to the second heat medium passage 15b, and the rotation speed (flow rate) is controlled by a control signal output from the system control device. When the system controller operates the cooling water pump 43, the cooling water circulates in the order of the cooling water pump 43 → the cooling passage 42 in the engine EG → the second heat medium passage 15b → the cooling water pump 43.

  Thereby, the liquid fuel or the two-phase fuel flowing through the second fuel passage 15a of the second fuel vaporization section 15 is heated and vaporized by the cooling water flowing through the second heat medium passage 15b. On the other hand, the cooling water is cooled by the latent heat of vaporization of the fuel flowing through the second fuel passage 15a in the second heat medium passage 15b and flows into the cooling passage 42 in the engine EG. In the cooling passage 42, the cooling water absorbs the waste heat of the engine EG, and the engine EG is cooled.

  Further, in the present embodiment, the system controller is configured so that the temperature of the engine EG is about 80 ° C. to 100 ° C. in order to suppress overheating of the engine EG and reduce friction loss due to an increase in the viscosity of the engine EG lubricating oil. Further, the cooling water circulation flow rate of the cooling water pump 43 is adjusted. Therefore, the temperature T2 of the cooling water pumped from the cooling water pump 43 to the second heat medium passage 15b (hereinafter referred to as the second temperature) T2 becomes a high temperature of about 80 ° C to 100 ° C.

  That is, the second temperature T2 of the cooling water pumped from the cooling water pump 43 to the second heat medium passage 15b is higher than the first temperature T1 of the circulating water pumped from the circulation water pump 21a to the first heat medium passage 14b. Get higher. If the engine EG has a large amount of waste heat and the second fuel vaporization unit 15 cannot sufficiently cool the cooling water, a radiator that exchanges heat between the outside air and the heat medium is added to the cooling water circulation circuit 40. May be.

  Next, a specific configuration of the heat exchanger 13 will be described with reference to FIGS. 2 and 3. 2 is an exploded perspective view of the heat exchanger 13, and FIG. 3 is an explanatory view schematically showing flows of fuel, circulating water, and cooling water in the heat exchanger 13.

  As shown in FIG. 2, the heat exchanger 13 sequentially stacks a plurality of plate members 13 a to 13 e formed by pressing a substantially rectangular metal plate material, and between the plate members 13 a to 13 e. It is comprised as a laminated plate heat exchanger (what is called a laminated heat exchanger) which uses the clearance gap formed in this as a channel | path through which fuel etc. distribute | circulate.

  Specifically, in the heat exchanger 13, the fuel and the circulating water or the fuel and the cooling water exchange heat through the first and second heat transfer plates 13a and 13b. Furthermore, in this embodiment, the first fuel vaporization section 14 and the second fuel exchange section 14 are separated by dividing the heat exchange area in which the fuel and circulating water exchange heat and the heat exchange area in which the fuel and cooling water exchange heat with the partition plate 13c. The fuel vaporization unit 15 is functionally divided.

  In the first fuel vaporization section 14, the first and second heat transfer plates 13a and 13b are sequentially stacked to flow out from the high pressure tank 11 between the first heat transfer plate 13a and the second heat transfer plate 13b. First fuel passages 14a through which liquid fuel flows and first heat medium passages 14b through which circulating water pumped from the circulating water pump 21a flows are alternately formed in the stacking direction.

  Further, inner fins 13f that promote heat exchange between the fuel and the circulating water are disposed inside the first fuel passage 14a and the first heat medium passage 14b. The inner fin 13f is formed by bending a thin metal plate into a wave shape. More specifically, the inner fin 13f of the present embodiment is bent so as to have a wave shape when viewed from the flow direction of the fluid flowing through the passages 14a and 14b.

  Further, a total of four tank forming portions, two each, are formed in the stacking direction on both ends of the first and second plate members 13a and 13b in the long side direction. The tank forming portion has a through hole at the center thereof, and forms four tank portions for distributing or collecting fuel and circulating water when the first and second plate members 13a and 13b are stacked. . Of these tank portions, two predetermined tank portions communicate with the first fuel passage 14a, and the remaining two tank portions communicate with the first heat medium passage 14b.

  A first end plate 13 d is disposed on one end side in the stacking direction of the first fuel vaporization unit 14. The first end plate 13d has a fuel inflow port 131 through which liquid fuel flowing out from the high-pressure tank 11 flows into the first fuel vaporization unit 14, and a first heat medium inflow port 132 through which circulating water flows into the first fuel vaporization unit 14. And the 1st heat-medium outflow port 133 which flows out circulating water from the 1st fuel vaporization part 14 is formed.

  Therefore, in the first fuel vaporization section 14, as shown in FIG. 3, the fuel flowing in from the fuel inflow port 131 flows as shown by a thick solid arrow, and the circulating water flowing in from the first heat medium inflow port 132 is shown by a thick broken line. It flows as shown by the arrow and flows out from the first heat medium outflow port 133.

  On the other hand, a partition plate 13c is disposed on the other end side of the first fuel vaporization section 14 in the stacking direction. The partition plate 13 c functions as a heat insulating unit that suppresses heat transfer between the first fuel vaporization unit 14 and the second fuel vaporization unit 15. Specifically, the partition plate 13c is formed by bonding two plate-like members into a hollow shape, and air is sealed in the internal space. Of course, in order to improve the heat insulation performance, the internal space may be vacuumed.

  Furthermore, the partition plate 13c is formed with a through hole 134 penetrating the front and back. The through hole 134 functions as a fuel passage through which liquid fuel or two-phase fuel that has flowed out from the first fuel vaporization section 14 flows into the second fuel vaporization section 15.

  The basic configuration of the second fuel vaporization unit 15 is the same as that of the first fuel vaporization unit 14. Accordingly, in the second fuel vaporization section 15, the first and second plate members 13a and 13b are sequentially stacked, so that the first fuel vaporization section 14 is interposed between the first plate member 13a and the second plate member 13b. Second fuel passages 15a through which the liquid fuel or two-phase fuel that has flowed out circulates and second heat medium passages 15b through which the cooling water pumped from the cooling water pump 43 flows are formed alternately in the stacking direction.

  Further, similarly to the first fuel vaporization section 14, inner fins 13f that promote heat exchange between the fuel and the cooling water are disposed inside the second fuel passage 15a and the second heat medium passage 15b.

  A second end plate 13e is disposed on the other end side (opposite side of the partition plate 13c) of the second fuel vaporization section 15 in the stacking direction, and gaseous fuel is supplied to the second end plate 13e. 2 a fuel outflow port 135 for flowing out from the fuel vaporization section 15, a second heat medium inflow port 136 for flowing cooling water into the second fuel vaporization section 15, and a second heat for flowing out cooling water from the second fuel vaporization section 15. A medium outflow port 137 is formed.

  Therefore, in the second fuel vaporization section 15, as shown in FIG. 3, the fuel flowing in from the through hole 134 of the partition plate 13c flows as shown by the thick solid line arrow and flows out from the fuel outflow port 135, and the second heat medium The cooling water that has flowed in from the inflow port 136 flows as shown by the thick dotted arrow, and flows out from the second heat medium outflow port 137.

  In this embodiment, since ammonia is used as the fuel, each component (plate members 13a to 13e and inner fin 13f) of the heat exchanger 13 is a metal having excellent corrosion resistance (for example, a stainless alloy). It is formed with. In the present embodiment, as shown in FIGS. 2 and 3, the ratio of the region occupied by the second fuel vaporization unit 15 to the region occupied by the first fuel vaporization unit 14 in the heat exchanger 13 is approximately 1/2.

  Next, the electric control unit of this embodiment will be described. The system control device outputs a control signal (or control voltage) to a well-known microcomputer including a CPU that performs control processing and arithmetic processing, a storage circuit such as a ROM and RAM that stores programs and data, and various devices to be controlled. Output circuit, an input circuit to which detection signals of various sensors are input, a power supply circuit, and the like.

  The various control target devices 12, 17, 21a, 24, 43 and the like described above are connected to the output side of the system control device, and the system control device controls the operation of these control target devices. On the input side of the system controller, a sensor group for engine control for detecting physical quantities used to control the operation of the engine EG, and an air conditioner for detecting physical quantities used to control the operation of the vehicle air conditioner 2 are provided. A control sensor group or the like is connected.

  Specifically, the sensor group for engine control includes an accelerator opening sensor that detects the accelerator opening, a rotation speed sensor that detects the rotation speed of the engine EG, a fuel pressure sensor that detects the fuel pressure flowing into the injector 17, A throttle position sensor that detects the valve opening degree of a throttle valve that is arranged in the intake path of the engine EG and adjusts the intake air flow rate, and a cooling water temperature sensor that detects the temperature of the cooling water flowing out from the cooling passage 42 of the engine EG (whichever (Not shown) or the like.

  The air conditioning control sensor group includes an inside air temperature sensor that detects the temperature inside the vehicle interior, an outside air temperature sensor that detects the outside air temperature inside the vehicle, a solar radiation sensor that detects the amount of solar radiation inside the vehicle interior, and a blowout from the heat exchanger 21 for cooling. A cold air temperature sensor for detecting the temperature of the blown air (cold air), an evaporator temperature sensor for detecting a temperature correlated with the refrigerant evaporation temperature in the evaporator 34 (the temperature of the evaporator 34 in this embodiment), and the heater 22 An air-conditioning air temperature sensor (none of which is shown) for detecting the temperature of the air-conditioning air heated in the above is provided.

  Further, operation signals of a switch group for operating the engine such as a start switch for starting or stopping the vehicle and an ignition switch for starting the engine EG are input to the input side of the system control device. Operation signals of switch groups for air conditioning operations such as an operation switch, an auto switch for setting or canceling automatic control of the vehicle air conditioner 2, and a vehicle interior temperature setting switch as a target temperature setting means for setting a target temperature in the vehicle interior Entered.

  As described above, the system control apparatus of the present embodiment is configured as a control apparatus that controls both engine control and air conditioning control. Of course, the control apparatus for engine control that mainly performs engine control, Alternatively, the control device for air conditioning control that performs air conditioning control may be configured as a separate control device.

  Further, the system control device is configured such that the above-described control means for controlling the various devices to be controlled is integrally configured, but the configuration (hardware and software) for controlling the operation of each device to be controlled among the system control devices. Constitutes the control means of each control target device. For example, the configuration for controlling the operation of the circulating water pump 21a constitutes a first heat medium flow control means, and the configuration for controlling the operation of the cooling water pump 43 constitutes a second heat medium flow control means.

  Next, the operation of the fuel supply system 1 of the present embodiment having the above configuration will be described. First, when the ignition switch is turned on and the engine EG is started, the system control device executes the engine control program stored in the storage circuit. In this engine control program, the supply flow rate of the fuel supplied from the injector 17 to the engine EG is determined according to the operating state of the engine, and the operation of the injector 17 and the like is controlled.

  First, when the engine control program is executed, the system control device reads various detection values of the sensor group for engine control every predetermined control cycle, and based on the read various detection values, the cooling water pump 43 The cooling water pumping capacity, the valve opening time of the injector 17, the valve opening time of the on-off valve 12, etc. are determined.

  Specifically, the cooling water pumping ability of the cooling water pump 43 is determined so that the detected temperature of the cooling water temperature sensor is 80 ° C. or higher and 100 ° C. or lower. Further, the valve opening time of the injector 17 is requested from the engine EG by referring to a control map stored in advance in the storage circuit based on the engine speed, the accelerator opening signal, the valve opening of the throttle valve, and the like. The target fuel supply flow rate required to generate the drive torque that is being determined is determined.

  Then, based on the target fuel supply flow rate, the engine speed, the fuel pressure at the inlet side of the injector 17 and the like, a supply flow rate supplied from the injector 17 to the combustion chamber with reference to a control map stored in advance in the storage circuit However, the valve opening time of the injector 17 which becomes the target fuel supply flow rate is determined.

  Here, the fuel vaporized by the heat exchanger 13 (specifically, the first fuel vaporization unit 14 and the second fuel vaporization unit 15) is supplied to the engine EG of the present embodiment. Further, the fuel vaporized in the heat exchanger 13 is supplied not only to the engine EG but also to the reformer 18. For this reason, the flow rate (mass flow rate) of the fuel vaporized in the heat exchanger 13 needs to be larger than the supply flow rate (mass flow rate) of the fuel supplied from the injector 17 to the combustion chamber.

  Therefore, in the system control device, the control map stored in advance in the storage circuit is referred to based on the target fuel supply flow rate, the pressure of the fuel flowing out from the high-pressure tank 11 and the like, similarly to the valve opening time of the injector 17 described above. Then, the valve opening time of the on-off valve 12 is determined so that the fuel flow rate supplied to the heat exchanger 13 is larger than the target fuel supply flow rate by a predetermined amount.

  Then, the system control device outputs a control signal to the cooling water pump 43, the injector 17 and the on-off valve 12 from the output circuit or the drive circuit (EDU) so as to be in the control state determined as described above.

  After that, until the stop of the vehicle is requested by the start switch, the above detection signal and operation signal are read at every predetermined control cycle → the cooling water pumping ability of the cooling water pump 43, and the injector 17 and the on-off valve 12 are opened. Control routine such as determination of time and the like → output of a control signal indicating the determined cooling water pumping capacity and valve opening time is repeated.

  At this time, in the heat exchanger 13, the liquid fuel that has flowed into the second fuel passage 15a via the first fuel passage 14a of the first fuel vaporization section 14 is heated by the cooling water flowing through the second heat medium passage 15b. It is vaporized. On the other hand, the cooling water flowing through the second heat medium passage 15b is cooled by the latent heat of vaporization of the fuel flowing through the first fuel passage 14a.

  As described above, the opening time of the on-off valve 12 is determined so that the flow rate of the fuel flowing into the heat exchanger 13 is larger than the target fuel supply flow rate, and the second temperature T2 of the cooling water is 80 ° C. Since it becomes a high temperature of ˜100 ° C., the heat exchanger 13 can vaporize the fuel at a flow rate sufficient to generate the required driving torque.

  Furthermore, the system control apparatus of the present embodiment energizes an electric heater (not shown) as a reforming heating means provided in the reformer 18 with the start of the engine EG, so that the temperature is higher than the reformable temperature. Heat the fuel until Thereby, hydrogen gas can be supplied to the combustion chamber of the engine EG as auxiliary fuel.

  Next, when the auto switch is turned on while the operation switch of the vehicle air conditioner 2 is turned on during startup of the engine EG, the system control device executes the air conditioning control program stored in the storage circuit. To do. In this air conditioning control program, the control state of the control target device for air conditioning connected to the output side of the system control device is determined according to the air conditioning load, and the control target device is operated so as to be in the determined control state. To control.

  Specifically, when the air conditioning control program is executed, the system control device operates the circulating water pump 21a so as to achieve a predetermined reference rotation speed (reference heat medium pumping ability). Further, the system control device determines a target blowing temperature TAO of the blown air blown out from each outlet into the passenger compartment based on the passenger compartment temperature, the passenger compartment outside temperature, the amount of solar radiation, and the like.

  And based on this target blowing temperature TAO and the detection signal of the sensor group for air-conditioning control, the action | operation of a control object apparatus is controlled. For example, for the target air flow rate of the blower 24, that is, the control voltage output to the electric motor of the blower 24, the target blowout temperature TAO is determined by referring to the control map stored in advance in the storage circuit based on the target blowout temperature TAO. It is determined to be higher at the high temperature and at the low temperature than at the intermediate temperature.

  Further, the refrigerant discharge capacity of the refrigerant compressor 31 of the refrigeration cycle 30 increases with an increase in the target outlet temperature TAO with reference to a control map stored in advance in the storage circuit based on the target outlet temperature TAO. Thus, the target refrigerant evaporation temperature TEO in the evaporator 34 is determined, and the feedback control method is used to determine that the deviation between the target refrigerant evaporation temperature TEO and the detected value detected by the evaporator temperature sensor is reduced.

  The control voltage output to the heater 22 is based on the deviation between the temperature of the conditioned air heated by the heater 22 and the target temperature set by the vehicle interior temperature setting switch using a feedback control method. Is determined so that the temperature of the conditioned air blown out from the air approaches the target cold air temperature TEO.

  Then, the system control device outputs the control signal determined as described above from the output circuit or the drive circuit to the control target device. Thereafter, until the stop of the operation of the vehicle air conditioner 2 is requested, reading of the detection signal and the operation signal described above → determination of the control state of the device to be controlled → obtained control state is obtained for each predetermined control cycle. A control routine such as outputting a control signal is repeated.

  At this time, in the heat exchanger 13, as shown in the Mollier diagram of FIG. 4, the first fuel vaporization unit 14 and the second fuel vaporization unit 15 have a flow rate sufficient to cause the engine EG to output a required output. The fuel can be vaporized. That is, the liquid fuel flowing out from the high-pressure tank 11 (point a in FIG. 4) is depressurized by pressure loss when passing through the on-off valve 12 (point a → b in FIG. 4), and the first fuel vaporization unit 14 It flows into the first fuel passage 14a.

  The liquid fuel that has flowed into the first fuel passage 14a exchanges heat with the circulating water at the first temperature T1 (20 ° C. to 40 ° C.) that has flowed into the first heat medium passage 14b to increase its enthalpy (FIG. 4). b point → c point). As a result, the circulating water is cooled and part of the liquid fuel that has flowed into the first fuel passage 14a is vaporized to become two-phase fuel and flow into the second fuel passage 15a of the second fuel vaporization section 15. .

  The two-phase fuel flowing into the second fuel passage 15a exchanges heat with the cooling water having the second temperature T2 (80 ° C. to 100 ° C.) flowing into the second heat medium passage 15b to further increase the enthalpy (FIG. 4 c point → d point). Thus, the cooling water is cooled, and the two-phase fuel that has flowed into the second fuel passage 15a is further vaporized to become gaseous fuel and flow out of the heat exchanger 13.

  That is, in the heat exchanger 13, when the second temperature T2 of the cooling water is higher than the first temperature T1 of the circulating water, the average enthalpy H2 of the fuel in the second fuel vaporization unit 15 is the first temperature. It becomes higher than the average enthalpy H1 of the fuel in the fuel vaporization section 14. In other words, the enthalpy of fuel at a predetermined portion of the second fuel vaporization unit 15 is higher than the enthalpy of fuel at a corresponding portion of the first fuel vaporization unit 14.

  That is, the enthalpy of fuel in the fuel inflow portion of the second fuel vaporization unit 15 is higher than the enthalpy of fuel in the fuel inflow portion of the first fuel vaporization unit 14, and in the fuel outflow portion of the second fuel vaporization unit 15. The enthalpy of fuel is higher than the enthalpy of fuel in the fuel outflow part of the first fuel vaporization part 14.

  Even when the vehicle air conditioner 2 is in operation, the opening time of the on-off valve 12 is determined so that the flow rate of the fuel flowing into the heat exchanger 13 is larger than the target fuel supply flow rate. Therefore, the heat exchanger 13 can vaporize a fuel having a flow rate sufficient to generate the required driving torque.

  Further, in the vehicle air conditioner 2, the air blown from the blower 24 is cooled by the cooling heat exchanger 21 and the evaporator 34, and the cold air cooled by the cooling heat exchanger 21 is heated by the heater 22. The temperature is adjusted to a desired temperature for the occupant and is blown out into the vehicle compartment via each outlet. And, by the conditioned air blown into the vehicle interior, cooling of the vehicle interior is realized when the vehicle interior temperature is cooled below the vehicle exterior temperature, and when the vehicle interior temperature is heated higher than the vehicle interior temperature, Heating of the passenger compartment is realized.

  Since the fuel supply system 1 of this embodiment operates as described above, the following excellent effects can be obtained.

  First, the heat exchanger 13 that vaporizes the fuel flowing out from the first fuel vaporization unit 14 in the second fuel vaporization unit 15 is provided, and the enthalpy H2 of the fuel in the second fuel vaporization unit 15 is converted into the first fuel vaporization unit. 14, fuel vaporization in the second fuel vaporization unit 15 can be promoted more than the fuel vaporization in the first fuel vaporization unit 14.

  Thereby, when the cooling load is not required for the cooling heat exchanger 21 as in the case where the vehicle air conditioner 2 is not operated, or even when the vehicle air conditioner 2 is operated, the cooling heat exchanger 21 is Even when the required cooling load is reduced and the fuel flow rate that can be vaporized by the first fuel vaporization unit 14 is reduced, the fuel that could not be vaporized by the first fuel vaporization unit 14 is reduced. Vaporization can be performed by the second fuel vaporization unit 15.

  Therefore, a sufficient flow rate of fuel can be vaporized by the second fuel vaporization unit 15 regardless of the flow rate that can be vaporized by the first fuel vaporization unit 14. That is, fuel with a sufficient supply flow rate can be supplied to the energy output means (EG) regardless of the cooling load required for the cooling heat exchanger 21.

  Further, in the heat exchanger 13 of the present embodiment, the second temperature T2 of the cooling water flowing into the second heat medium passage 15b of the second fuel vaporization unit 15 is used as the first heat medium passage 14b of the first fuel vaporization unit 14. Therefore, the second enthalpy H2 can be made higher than the first enthalpy H1 very easily.

  Moreover, in the heat exchanger 13 of this embodiment, the 1st heat exchange area | region which comprises the 1st fuel vaporization part 14, and the 2nd heat exchange area | region which comprises the 2nd fuel vaporization part 15 are divided by the partition plate 13c which has heat insulation. Since it partitions, the difference of 1st enthalpy H1 and 2nd enthalpy H2 can be ensured efficiently.

  Further, since the fuel supply system 1 of the present embodiment includes the buffer tank 16, even when the required output of the engine EG increases rapidly, the gaseous fuel stored in the buffer tank 16 can be supplied to the engine EG. . Therefore, fuel with a sufficient supply flow rate can be supplied to the engine EG even more reliably.

  Furthermore, in the first fuel vaporization unit 14 of the present embodiment, the blown air that is the heat exchange object is indirectly cooled through the circulating water circulating in the heat medium circulation circuit 20, and therefore the first fuel vaporization is performed. The part 14 can be disposed outside the casing 23 of the vehicle air conditioner 2 (that is, outside the air passage of the blown air).

  Therefore, it is possible to prevent the flammable fuel from being blown into the vehicle interior when the fuel leaks from the fuel supply system 1 for some reason. Moreover, even if toxic fuel is employed, it is possible to prevent the fuel from being blown into the passenger compartment and ensure the safety of the passenger.

  As is clear from the above description, the present embodiment is expressed as a description of a heat management system or a cooling system that cools an object to be heat exchanged by latent heat of vaporization of fuel vaporized in the fuel supply system 1. be able to.

That is, this embodiment
Liquid fuel storage means (high pressure tank 11) for storing the liquefied fuel;
First fuel vaporization means (first fuel vaporization section 14) for vaporizing the fuel flowing out from the liquid fuel storage means;
Second fuel vaporization means (second fuel vaporization section 15) for vaporizing the fuel flowing out from the first fuel vaporization means;
Cooling means (cooling heat exchanger 21) for cooling the heat exchange object by the latent heat of vaporization of the fuel vaporized by the first fuel vaporization means,
A heat management system or a cooling system has been described in which the second enthalpy (H2) of the fuel in the second fuel vaporization means is higher than the first enthalpy (H1) of the fuel in the first fuel vaporization means. It can be expressed as a thing.

(Second Embodiment)
In the present embodiment, as shown in the overall configuration diagram of FIG. 5, a branching portion for branching the fuel flow is provided on the downstream side of the on-off valve 12, and one of the branched fuel is heated as in the first embodiment. The other fuel branched into the fuel inflow port 131 of the exchanger 13 is configured to flow into the outlet side of the first fuel vaporization unit 14 (the inlet side of the second fuel vaporization unit 15).

  Such a configuration can be easily realized if the other branched fuel is guided to the through hole 134 of the partition plate 13c. Other configurations and operations are the same as those in the first embodiment. Therefore, even with the configuration of the present embodiment, the same effects as those of the first embodiment can be obtained. Furthermore, since the fuel can flow directly from the high-pressure tank 11 to the second fuel vaporization unit 15, the second fuel vaporization unit 15 does not depend on the flow rate that can be vaporized by the first fuel vaporization unit 14. A sufficient amount of fuel can be reliably vaporized.

(Other embodiments)
The present invention is not limited to the above-described embodiment, and can be variously modified as follows without departing from the spirit of the present invention.

  (1) In the above-described embodiment, the example in which the first and second fuel vaporization units 14 and 15 as the first and second fuel vaporization means are integrally configured as one heat exchanger 13 has been described. The first and second fuel vaporization means are not limited to this. Of course, the first and second fuel vaporization means may be configured as separate heat exchangers, or may be configured integrally as other types of heat exchangers.

  For example, a fuel pipe constituting the first fuel passage is arranged inside a first chiller tank through which the first heat medium (circulated water) flows, and inside the second chiller tank through which the second heat medium (cooling water) flows. You may employ | adopt the heat exchanger structure which arrange | positions the fuel piping which comprises a 2nd fuel path. In this case, the first chiller tank and the second chiller tank may be integrated with a heat insulating member interposed.

  Further, as the first and second fuel vaporization means, a vaporization container that forms a vaporization space for vaporizing the fuel, and an injection valve that injects high-pressure liquefied fuel in a mist toward the heat medium passage disposed in the vaporization space An injection-type carburetor configured with the above may be employed.

  (2) In the above-described embodiment, the example in which the circulating water that circulates through the heat medium circulation circuit 20 is employed as the first heat medium and the cooling water that circulates through the cooling water circulation circuit 40 is employed as the second heat medium has been described. The first heat medium and the second heat medium are not limited to this. That is, the second temperature T2 of the second heat medium only needs to be higher than the first temperature T1 of the first heat medium. Therefore, for example, cooling water for cooling the reformer 18 may be employed as the second heat medium.

  (3) In the above-described embodiment, the configuration for cooling the blown air blown into the vehicle interior as the heat exchange object has been described, but the heat exchange object is not limited to this. That is, as the heat exchange object, any object that can be cooled by the latent heat of vaporization of the fuel can be used.

  For example, an energy output means such as an internal combustion engine or a fuel cell, an electric circuit such as an electric motor or an inverter circuit that supplies power to the electric motor, a heat generating device that generates heat during operation, etc. A fluid such as a heat medium may be employed.

  Moreover, although the above-mentioned embodiment demonstrated the example which cools the ventilation air which is a heat exchange target object indirectly via a heat medium, of course, you may cool directly. Further, in the above-described second embodiment, the example in which the engine EG is indirectly cooled by the fuel vaporized by the second fuel vaporization unit 15 has been described. However, by the fuel vaporized by the second fuel vaporization unit 15, Others may be cooled.

  For example, the reformer 18 may be cooled, or when a fuel cell is employed as the energy output means, the fuel cell may be cooled.

  (4) In the above-described embodiment, the example in which the buffer tank 16 is arranged on the downstream side of the fuel flow of the heat exchanger 13, that is, the downstream side of the fuel flow of the second fuel vaporization unit 15, has been described. It is not limited to this. For example, it may be disposed between the fuel outlet side of the first fuel vaporization unit 14 and the fuel inlet side of the second fuel vaporization unit 15.

  For example, when the first fuel vaporization unit 14 and the second fuel vaporization unit 15 are integrally configured as one stacked heat exchanger as in the above-described embodiment, the internal space of the partition plate 13c is used. And it is good also as a buffer tank.

  (5) As described with reference to the Mollier diagram of FIG. 4 of the first embodiment, when the fuel passes through the on-off valve 12, vaporization is promoted by reducing the pressure of the fuel. Therefore, for example, a pressure reducing mechanism (nozzle, orifice, etc.) may be disposed downstream of the on-off valve 12 to reduce the pressure of the fuel flowing into the heat exchanger 13 (specifically, the first fuel vaporization unit 14). Good.

  (6) In the above-described embodiment, the example in which the engine (internal combustion engine) EG is adopted as the energy output means has been described. However, the energy output means is not limited to this. For example, a fuel cell that consumes fuel by causing an electrochemical reaction between a fuel gas (hydrogen gas) generated by the reformer 18 and an oxidant gas (air) and outputs electric energy may be employed.

  (7) In the above-described embodiment, the example in which the fuel supply system of the present invention is applied to a vehicle has been described. However, the application of the present invention is not limited to this. For example, it may be applied to an engine-driven stationary air conditioner or refrigeration system, or to a boiler device that outputs thermal energy by burning fuel and applied to a system that simultaneously produces hot water and cold water. Also good.

  (8) In the above-described embodiment, an example has been described in which the reformer 18 is used to supply hydrogen gas as auxiliary fuel to the engine EG. However, the reformer 18 supplies fuel with a sufficient supply flow rate to the engine EG. Since it is not an essential configuration for obtaining the effect of supplying, it may be abolished. In the above-described embodiment, the example in which the blast air is cooled by the refrigeration cycle 30 has been described. However, if the blast air can be sufficiently cooled by the cooling heat exchanger 21, the refrigeration cycle 30 may be eliminated. Good.

DESCRIPTION OF SYMBOLS 11 High pressure tank 13 Heat exchanger 14, 15 1st, 2nd fuel vaporization part 16 Buffer tank 21 Heat exchanger for cooling 23 Casing 30 Refrigeration cycle 34 Evaporator

Claims (6)

Liquid fuel storage means (11) for storing liquefied fuel;
First fuel vaporization means (14) for vaporizing the fuel flowing out of the liquid fuel storage means (11);
Second fuel vaporization means (15) for vaporizing the fuel flowing out from the first fuel vaporization means (14);
A cooling means (21) for cooling the heat exchange object by the latent heat of vaporization of the fuel vaporized by the first fuel vaporization means (14);
Energy output means (EG) for consuming the gaseous fuel vaporized by the second fuel vaporization means (15) and outputting energy;
The fuel supply system characterized in that the second enthalpy (H2) of the fuel in the second fuel vaporization means (15) is higher than the first enthalpy (H1) of the fuel in the first fuel vaporization means (14). . The first fuel vaporization means (14) vaporizes the fuel flowing out of the liquid fuel storage means (11) by exchanging heat with the first heat medium,
The second fuel vaporization means (15) vaporizes the fuel flowing out from the first fuel vaporization means (14) by exchanging heat with the second heat medium,
The fuel supply system according to claim 1, wherein the second temperature (T2) of the second heat medium is higher than the first temperature (T1) of the first heat medium. The first fuel vaporization means (14) and the second fuel vaporization means (15) are integrally configured as one heat exchanger (13),
Of the heat exchanger (13), the heat exchange area constituting the first fuel vaporization means (14) and the heat exchange area constituting the second fuel vaporization means (15) are defined by the first fuel vaporization means (14). ) And the second fuel vaporization means (15), the fuel supply system according to claim 2, characterized in that the fuel supply system is partitioned by heat insulation means (13c) that suppresses heat transfer.   4. A buffer tank (16) for storing fuel vaporized by the first fuel vaporization means (14) or fuel vaporized by the second fuel vaporization means (15). The fuel supply system according to any one of the above. A fuel supply system applied to a vehicle,
A casing (23) that forms an air passage for the blown air that is blown into the passenger compartment;
The heat exchange object is the blown air,
The cooling means includes a cooling heat exchanger (21) for exchanging heat between the first heat medium cooled by the latent heat of vaporization of the fuel vaporized by the first fuel vaporization means (14) and the blown air. Has been
The fuel supply system according to claim 2 or 3, wherein the first fuel vaporization means (14) is disposed outside the casing (23). A vapor compression refrigeration cycle (30) having an evaporator (34) for evaporating the refrigerant and cooling the blown air;
The fuel supply system according to claim 5, wherein the evaporator (34) is arranged inside the casing (23).

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