JP2014227917A - Vehicle including internal combustion engine for gas fuel - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a vehicle including an internal combustion engine for a gas fuel, in which a fuel can be supplied from a low pressure gas fuel source, with simple constitution.SOLUTION: A vehicle 1 including an internal combustion engine 2 has a gas fuel container 3, a compressor 4, an injector 5, a switching device 20, a low pressure fuel source connection port 11 capable of being connected to a low pressure gas fuel source 14, a low pressure gas passage 35 connecting the low pressure fuel source connection port to the switching device, a high pressure gas passage 34 connecting the gas fuel container to the switching device, an upstream-side passage 31 connecting a low pressure side of the compressor to the switching device, a downstream-side passage 32 connecting a high pressure side of the compressor to the switching device, and an injector passage 33 connecting the switching device to the injector. The switching device can select a low pressure charging mode for connecting the low pressure gas passage to the upstream-side passage, and connecting the downstream-side passage to the high pressure gas passage, and a fuel injection mode for connecting the high pressure gas passage to the upstream-side passage, and connecting the downstream-side passage to the injector passage.

Description

  The present invention relates to a vehicle including an internal combustion engine for gaseous fuel, and more particularly to a vehicle capable of refueling from a low-pressure gaseous fuel source such as a city gas pipe.

  There are vehicles equipped with an internal combustion engine that uses gaseous fuel such as natural gas as fuel. In such a vehicle, in order to increase the loading amount of the gaseous fuel, the gaseous fuel is loaded in a compressed state (for example, 20 MPa) in a gaseous fuel container mounted on the vehicle. When replenishing gaseous fuel into a gaseous fuel container, it is necessary to compress the gaseous fuel to a high pressure. Therefore, the refueling station (gas station) provided with a filling facility including a compressor (compressor) that compresses the gaseous fuel is used. It is necessary to move the vehicle. Since the number of such replenishment stations is relatively limited, it is desired that fuel can be replenished from a low-pressure gaseous fuel source such as a city gas pipe that is easy to use.

  However, natural gas supplied by, for example, city gas pipes is low pressure (1.0 to 2.5 kPa), so that it cannot be filled into a gaseous fuel container as it is. In order to solve such a problem, there is a vehicle in which a compressor for compressing gaseous fuel is provided in the vehicle, the gaseous fuel is compressed by the compressor, and the gaseous fuel container is filled (for example, Patent Document 1). . In the vehicle according to Patent Document 1, a compressor is connected to an output shaft (crankshaft) of an internal combustion engine via a power transmission device including a pulley and a belt, and the compressor is driven by a driving force of the internal combustion engine.

JP 2001-65409 A

  However, since the vehicle according to Patent Document 1 additionally includes a compressor for compressing gaseous fuel, the vehicle weight increases, the vehicle size increases, and the manufacturing cost increases. Further, there is a problem that the internal combustion engine must be driven in order to drive the compressor.

  The present invention has been made in view of the above background, and an object of the present invention is to enable replenishment from a low-pressure gaseous fuel source with a simple configuration in a vehicle including an internal combustion engine for gaseous fuel.

  In order to solve the above-described problems, the present invention provides a vehicle (1) including an internal combustion engine (2) for gaseous fuel, a gaseous fuel container (3) filled with gaseous fuel, and at least an electric motor (46). ), The compressor (4) for compressing the gaseous fuel, the injector (5) for injecting the gaseous fuel, the switching device (20) for switching the connection state of the connected passages, and the low-pressure gaseous fuel source (14) ) Connectable to the low pressure fuel source connection port (11), the low pressure gas source connection port (35) connecting the low pressure fuel source connection port and the switching device, and the high pressure connecting the gaseous fuel container and the switching device. A gas passage (34), an upstream passage (31) connecting the low pressure side of the compressor and the switching device, and a downstream passage (32) connecting the high pressure side of the compressor and the switching device. The switching device and the injector A low-pressure filling mode in which the switching device connects the low-pressure gas passage and the upstream-side passage and connects the downstream-side passage and the high-pressure gas passage; A fuel injection mode for connecting the high-pressure gas passage and the upstream passage and connecting the downstream passage and the injector passage can be selected.

  According to this configuration, the pressure of the low-pressure gaseous fuel supplied from the low-pressure gaseous fuel source is boosted using the compressor (pump) that boosts the gaseous fuel supplied to the injector in the gaseous fuel container. There is no need to provide a simple compressor. Therefore, an increase in the weight and size of the vehicle and an increase in manufacturing cost are suppressed. Further, since the compressor can be driven by an electric motor, the gaseous fuel supplied from the low-pressure gaseous fuel source can be filled in the gaseous fuel container even when the internal combustion engine for gaseous fuel is stopped. Further, the direction of the gaseous fuel flowing in the upstream side passage, the downstream side passage, the low pressure gas passage, and the injector passage is constant even if the mode of the switching device is changed. Therefore, the direction of the load due to the gas pressure applied to the connection portion between each passage and the switching device is constant, and the seal structure of the connection portion is not easily damaged.

  In the above invention, the vehicle further includes a high-pressure fuel source connection port (12) connectable to the high-pressure gaseous fuel source (16), and the high-pressure gas passage includes the gaseous fuel container, the switching device, and the A high-pressure fuel source connection port is connected, and the switching device may be capable of selecting a high-pressure filling mode that cuts off the connection between the high-pressure gas passage and another passage, the low-pressure filling mode, and the fuel injection mode. .

  According to this configuration, the vehicle can be replenished with gaseous fuel from a high-pressure gaseous fuel source.

  In the above invention, the electric motor may be driven by receiving power from the on-vehicle battery (61) or the external power source (64).

  According to this configuration, since the electric motor can be driven by receiving electric power from the external power source, the gas fuel internal combustion engine is driven even when the voltage of the on-vehicle battery is low, that is, when the remaining amount of the battery is low. The gaseous fuel container can be filled with the gaseous fuel supplied from the low-pressure gaseous fuel source in a compressed state.

  In the above invention, the compressor is connected to the electric motor via a first clutch (45) and is connected to the output shaft (51) of the gaseous fuel internal combustion engine via a second clutch (48). In the fuel injection mode, the first clutch is disconnected and the second clutch is connected.

  According to this configuration, when the fuel injection mode is selected and the internal combustion engine for gas fuel is driven, the connection between the compressor and the electric motor is disconnected by the first crack, so that the electric motor is used for the gas fuel. Avoiding the load on the internal combustion engine.

  In the above invention, the low-pressure side connection sensor (71) for detecting a connection state between the low-pressure fuel source connection port and the low-pressure gaseous fuel source, and the connection between the high-pressure fuel source connection port and the high-pressure gaseous fuel source. A high-pressure side connection sensor (72) for detecting a state, and the switching device selects the low-pressure filling mode when the low-pressure side connection sensor detects a connection state, and the high-pressure side connection sensor is connected. The high pressure filling mode may be selected when a state is detected, and the fuel injection mode may be selected when neither the low pressure side connection sensor nor the high pressure side connection sensor detects a connection state.

  According to this configuration, the mode of the switching device is selected according to the connection state between the low pressure fuel source connection port and the low pressure gas fuel source and the connection state between the high pressure fuel source connection port and the high pressure gas fuel source. This saves the trouble of operating the switching device. In addition, erroneous operation of the switching device by an occupant is prevented.

  According to the above configuration, in a vehicle equipped with an internal combustion engine for gaseous fuel, replenishment from a low-pressure gaseous fuel source is possible with a simple configuration.

Configuration diagram of vehicle according to embodiment (low pressure filling mode) The block diagram which shows ECU of the vehicle which concerns on embodiment Control flow diagram of vehicle according to embodiment Configuration diagram of vehicle according to embodiment (high pressure filling mode) Configuration diagram of vehicle according to embodiment (fuel injection mode)

  Hereinafter, an embodiment of a vehicle provided with an internal combustion engine for gaseous fuel according to the present invention will be described with reference to the drawings. In the present embodiment, the internal combustion engine for gaseous fuel is an internal combustion engine that uses flammable gas (so-called natural gas) mainly composed of methane as gaseous fuel.

  FIG. 1 is a configuration diagram of a vehicle according to an embodiment. As shown in FIG. 1, the vehicle 1 includes an internal combustion engine 2 that uses gaseous fuel as fuel, and a gaseous fuel container 3 that stores gaseous fuel supplied to the internal combustion engine 2. The gaseous fuel container 3 is a high pressure container filled with a gas compressed to a high pressure. The vehicle 1 has a fuel injection pump (compressor) 4 between the internal combustion engine 2 and the gaseous fuel container 3, compressing the gaseous fuel supplied from the gaseous fuel container 3 and increasing the pressure to supply to the internal combustion engine 2. doing. The gaseous fuel boosted by the fuel injection pump 4 is supplied to an injector 5 provided in the internal combustion engine 2. The injector 5 injects gaseous fuel into a combustion chamber (not shown) of the internal combustion engine 2 or an intake passage (not shown) communicating with the combustion chamber.

  The vehicle 1 has a low-pressure fuel source connection port 11 for supplying gaseous fuel to the gaseous fuel container 3 and a high-pressure fuel source connection port 12. The low-pressure fuel source connection port 11 has a shape connectable to a low-pressure fuel supply port 15 provided in a low-pressure fuel supply line (low-pressure gas fuel source) 14, and the high-pressure fuel source connection port 12 is a high-pressure fuel supply line (high-pressure gas). The fuel source has a shape connectable to a high-pressure fuel supply port 17 provided in the fuel source 16. The low-pressure fuel supply line 14 is, for example, a city gas 13A pipeline. The pressure of the gas supplied by the low-pressure fuel supply line 14 is, for example, 1.0 to 2.5 kPa. The high-pressure fuel supply line 16 is a line provided in a dispenser unit of a CNG (compressed natural gas) stand, for example. The pressure of the gas supplied from the high pressure fuel supply line 16 is, for example, about 25 MPa. The CNG stand has, for example, a compressor, compresses natural gas supplied from the city gas 13A pipeline with the compressor, stores it in the gas storage unit, and uses the compressed natural gas stored in the gas storage unit as a dispenser. It supplies through the provided high-pressure fuel supply line 16.

  The injector 5, the gaseous fuel container 3, the fuel injection pump 4, the low-pressure fuel source connection port 11, and the high-pressure fuel source connection port 12 are connected to each other via a gas line (gas piping system) 21 having a switching valve 20. Yes. The switching valve 20 is a three-position five-port solenoid valve that is switched by a solenoid 23. Specifically, the switching valve 20 includes five ports of first to fifth ports 24 to 28 to which the gas line 21 is connected, and a valve body 29 that is driven by the solenoid 23 and is displaced between three positions. The connection state of the first to fifth ports 24 to 28 is changed according to the position of the valve body 29.

  The gas line 21 has an upstream passage 31, a downstream passage 32, an injector passage 33, a high pressure gas passage 34, a low pressure gas passage 35, and a bypass passage 36, each formed by piping. The bypass passage 36 is set to have a smaller channel cross-sectional area than the high-pressure gas passage 34.

  The upstream passage 31 connects the end of the fuel injection pump 4 on the inlet side (upstream side) and the second port 25 of the switching valve 20. The downstream passage 32 connects the end of the fuel injection pump 4 on the outlet side (downstream side) and the first port 24 of the switching valve 20. The injector passage 33 connects the injector 5 and the third port 26 of the switching valve 20. The high-pressure gas passage 34 has a main passage 34A and a branch passage 34B branched from an intermediate portion of the main passage 34A. The main passage 34A connects the gaseous fuel container 3 and the fourth port 27 of the switching valve 20, and the branch passage 34B connects the main passage 34A and the high-pressure fuel source connection port 12. That is, the high pressure gas passage 34 connects the gaseous fuel container 3, the fourth port 27, and the high pressure fuel source connection port 12 to each other. A one-way valve that allows a flow from the end connected to the high pressure fuel source connection port 12 to the end connected to the main passage 34A and prohibits a reverse flow on the branch passage 34B. 38 is provided. The low-pressure gas passage 35 connects the low-pressure fuel source connection port 11 and the fifth port 28 of the switching valve 20. The bypass passage 36 connects the main passage 34 </ b> A of the high-pressure gas passage 34 and the injector passage 33. A bypass valve 39 that is an electromagnetic valve for opening and closing the passage is provided on the bypass passage 36. The bypass valve 39 is closed during normal times.

  FIG. 4 is a configuration diagram of the vehicle according to the embodiment (high-pressure filling mode), and FIG. 5 is a configuration diagram of the vehicle according to the embodiment (fuel injection mode). As shown in FIG. 1, the switching valve 20 connects the first port 24 and the fourth port 27 and connects the second port 25 and the fifth port 28 when the valve element 29 is located at the first position. Connect and block the third port 26. As shown in FIG. 4, the switching valve 20 blocks all connections of the first to fifth ports 24 to 28 when the valve body 29 is located at the second position. As shown in FIG. 5, the switching valve 20 connects the first port 24 and the third port 26 and connects the second port 25 and the fourth port 27 when the valve body 29 is located at the third position. Connect and block the fifth port 28. The state in which the valve body 29 is in the first position is the low pressure filling mode, the state in which the valve body 29 is in the second position is the high pressure filling mode, and the state in which the valve body 29 is in the third position is the fuel injection mode. The switching valve 20 can select any one of the low pressure filling mode, the high pressure filling mode, and the fuel injection mode by driving the solenoid 23 and moving the valve body 29.

  The fuel injection pump 4 is a known compressor, for example, a turbo compressor such as a centrifugal compressor or an axial flow compressor, a volumetric compression such as a reciprocating compressor, a scroll compressor, a rotary vane compressor, or the like. It may be a machine. In the present embodiment, the fuel injection pump 4 is a reciprocating compressor, and a cylinder (not shown) provided in the housing 41, a piston (not shown) provided in the cylinder so as to be able to advance and retreat, and the housing 41 It has a drive shaft 42 that is rotatably provided, and a cam (not shown) that is provided on the drive shaft 42 and moves the piston back and forth according to the rotation. The upstream end of the fuel injection pump 4 is connected to the cylinder via an inlet passage (not shown), and the downstream end is connected to the cylinder via an outlet passage (not shown). Each of the inlet passage and the outlet passage is provided with a one-way valve (not shown) that allows the flow from the upstream end to the downstream end and prohibits the reverse flow. Thus, when the piston moves backward with respect to the cylinder in accordance with the rotation of the drive shaft 42, the gaseous fuel is sucked into the cylinder from the upstream end via the inlet passage, and the piston is moved into the cylinder in accordance with the rotation of the drive shaft 42. When the fuel cell moves forward, the gaseous fuel in the cylinder is compressed and pumped to the downstream end through the outlet passage.

  The drive shaft 42 of the fuel injection pump 4 is connected to the output shaft 47 of the electric motor 46 via the first clutch 45. The drive shaft 42 of the fuel injection pump 4 is connected to a crankshaft (output shaft) 51 of the internal combustion engine 2 via a second clutch 48 and a power transmission mechanism 49. The power transmission mechanism 49 includes a first pulley 53 attached to the crankshaft 51, a second pulley 54 attached to the second clutch 48, and a belt 55 wound around the first pulley 53 and the second pulley 54. It is composed of In another embodiment, the power transmission mechanism 49 may be composed of a sprocket and a chain. The first clutch 45 and the second clutch 48 are known clutches. When the first clutch 45 is connected, the drive shaft 42 of the fuel injection pump 4 and the output shaft 47 of the electric motor 46 rotate integrally, and when the first clutch 45 is disconnected, the drive shaft 42 of the fuel injection pump 4 The electric motor 46 rotates independently of the output shaft 47. When the second clutch 48 is connected, the drive shaft 42 and the crankshaft 51 of the fuel injection pump 4 rotate synchronously, and when the second clutch 48 is disconnected, the drive shaft 42 and the crankshaft 51 of the fuel injection pump 4 are rotated. And rotate independently. In another embodiment, a speed reduction mechanism is provided between the drive shaft 42 of the fuel injection pump 4 and the output shaft 47 of the electric motor 46 and between the drive shaft 42 of the fuel injection pump 4 and the crankshaft 51. The rotation of the output shaft 47 of the electric motor 46 and the crankshaft 51 may be decelerated and transmitted to the drive shaft 42 of the fuel injection pump 4.

  The vehicle 1 is provided with an ECU 60 that controls the electric motor 46, the solenoid 23 of the switching valve 20, the first clutch 45, the second clutch 48, and the bypass valve 39. The ECU 60 is configured as an LSI device or an embedded electronic device in which a microprocessor, ROM, RAM, and the like are integrated. FIG. 2 is a configuration diagram illustrating the ECU of the vehicle according to the embodiment. As shown in FIGS. 1 and 2, an in-vehicle battery 61 is connected to the ECU 60. The in-vehicle battery 61 may be a known battery such as a lead storage battery, a nickel battery, or a lithium battery. The in-vehicle battery 61 is charged by a generator (not shown) that is driven according to the rotation of the crankshaft 51 of the internal combustion engine 2. The ECU 60 has a power connection cable 66 including a connection plug 65 for connecting to a commercial power source (grid) 64 that is an external power source outside the vehicle 1. By connecting the connection plug 65 to the socket 68 (outlet) of the commercial power source 64, the ECU 60 can receive electric power from the commercial power source 64. The voltage of the commercial power supply 64 may be an arbitrary voltage according to each region. For example, in Japan, the voltage of the commercial power supply 64 is 100V or 200V. The ECU 60 has a transformer 69 that converts an alternating voltage from a commercial power supply 64 supplied via a power connection cable 66 into a direct current and transforms it to a predetermined voltage.

  The low pressure fuel source connection port 11 is provided with a low pressure side connection sensor 71 that detects a connection state between the low pressure fuel source connection port 11 and the low pressure fuel supply port 15. The high-pressure fuel source connection port 12 is provided with a high-pressure side connection sensor 72 that detects a connection state between the high-pressure fuel source connection port 12 and the high-pressure fuel supply port 17. The low pressure side connection sensor 71 and the high pressure fuel source connection port 12 are sensors that detect the positions of the structures of the low pressure fuel supply port 15 and the high pressure fuel supply port 17 by contact or non-contact, and the low pressure fuel source connection port 11 and the high pressure fuel supply port 17. It may be a sensor that detects the connection between the low pressure fuel supply port 15 and the high pressure fuel supply port 17 by detecting the gas pressure inside the source connection port 12. The low pressure side connection sensor 71 outputs a detection signal corresponding to the connection state between the low pressure fuel source connection port 11 and the low pressure fuel supply port 15 to the ECU 60. Similarly, the high-pressure side connection sensor 72 outputs a detection signal corresponding to the connection state between the high-pressure fuel source connection port 12 and the high-pressure fuel supply port 17 to the ECU 60.

  A gas pressure sensor 73 that detects a gas pressure in the gaseous fuel container 3 is provided at a connection portion between the high-pressure gas passage 34 and the gaseous fuel container 3. The gas pressure sensor 73 outputs a detection signal corresponding to the gas pressure in the gaseous fuel container 3 to the ECU 60. In another embodiment, the gas pressure sensor 73 may be provided directly on the gaseous fuel container 3.

  The vehicle 1 is provided with a shift position sensor 75 that detects the shift position of the shift lever. The shift position sensor 75 outputs a signal corresponding to the shift position (parking (P), drive (D), back (R), etc.) to the ECU 60. The internal combustion engine 2 is provided with a crank rotation angle sensor 76 that detects the rotation angle of the crankshaft 51. The crank rotation angle sensor 76 outputs a detection signal corresponding to the rotation angle of the crankshaft 51 to the ECU 60.

  The ECU 60 includes a battery voltage detection unit 78 that detects the voltage of the in-vehicle battery 61, and a commercial power supply detection unit 79 that detects the connection between the power connection cable 66 and the commercial power supply 64. The ECU 60 is based on signals from the low-voltage side connection sensor 71, the high-voltage side connection sensor 72, the shift position sensor 75, the crank rotation angle sensor 76, the battery voltage detection unit 78, and the commercial power supply detection unit 79. 20 solenoids 23, first clutch 45, second clutch 48, and bypass valve 39 are controlled.

  FIG. 3 is a diagram illustrating a control flow executed by the ECU 60 of the vehicle 1 according to the embodiment. The ECU 60 fills the gaseous fuel container 3 with gaseous fuel and drives the internal combustion engine 2 according to the control flow shown in FIG. First, in step S1, the ECU 60 determines whether or not the vehicle 1 is in a stopped state. The determination is made based on the detection signal from the shift position sensor 75 and the detection signal from the crank rotation angle sensor 76, the shift position is parking (P), and the amount of change per hour in the crank rotation angle. When a certain crank rotation speed is 0, it is determined that the vehicle 1 is stopped. When the determination is No, that is, when the vehicle 1 is not in a stopped state, the process proceeds to the end, and the control ends. If the determination is Yes, that is, if the vehicle 1 is stopped, the process proceeds to step S2.

  In step S2, the ECU 60 determines whether or not the high pressure fuel source connection port 12 and the high pressure fuel supply port 17 are connected. The ECU 60 makes a determination based on a detection signal from the high voltage side connection sensor 72. When the high pressure fuel source connection port 12 and the high pressure fuel supply port 17 are connected (Yes), the ECU 60 sets the switching valve 20 to the high pressure filling mode in step S3.

  In the high pressure filling mode, as shown in FIG. 4, the valve element 29 is located at the second position, and all the connections of the first to fifth ports 24 to 28 are cut off. In this state, the high-pressure fuel supply port 17 and the high-pressure fuel supply port 17 are connected, and the high-pressure fuel supply line 16 and the gaseous fuel container 3 are connected via the high-pressure gas passage 34. The gaseous fuel container 3 is filled with gaseous fuel. Since the one-way valve 38 is provided in the high-pressure gas passage 34, the base fuel does not flow back from the gaseous fuel container 3 to the high-pressure fuel supply line 16. Since the high-pressure fuel supply line 16 has a sufficiently high gas pressure (for example, 25 MPa), the gaseous fuel is filled into the gaseous fuel container 3 in a compressed state (for example, 20 MPa). At this time, connection / disconnection of the first clutch 45 and the second clutch 48 may be in an arbitrary state. After performing step S3, the process proceeds to the end.

  If the determination in step S2 is No, the ECU 60 determines in step S4 whether or not the low pressure fuel source connection port 11 and the low pressure fuel supply port 15 are connected. The ECU 60 makes a determination based on the detection signal from the low-pressure side connection sensor 71. When the low-pressure fuel source connection port 11 and the low-pressure fuel supply port 15 are not connected (No), the process proceeds to step S6, and the ECU 60 sets the switching valve 20 to the fuel injection mode.

  In the fuel injection mode, as shown in FIG. 5, the valve element 29 is located at the third position, the first port 24 and the third port 26 are connected, and the second port 25 and the fourth port 27 are connected. The fifth port 28 is blocked. As a result, the high-pressure gas passage 34 and the upstream passage 31 communicate with each other, and the downstream passage 32 and the injector passage 33 communicate with each other. That is, the gaseous fuel from the gaseous fuel container 3 to the injector 5 through the high-pressure gas passage 34, the switching valve 20, the upstream passage 31, the fuel injection pump 4, the downstream passage 32, the switching valve 20, and the injector passage 33 in this order. The flow path is formed. In this state, the gaseous fuel in the gaseous fuel container 3 is boosted by the fuel injection pump 4 and then supplied to the injector 5 so that the internal combustion engine 2 can be driven.

  In step S16 subsequent to step S6, the ECU 60 connects the second clutch 48 and disconnects the first clutch 45. That is, the drive shaft 42 of the fuel injection pump 4 is connected to the crankshaft 51 via the power transmission mechanism 49 and is disconnected from the output shaft 47 of the electric motor 46. Thereby, the fuel injection pump 4 is driven according to the drive of the internal combustion engine 2. At this time, since the electric motor 46 is disconnected from the fuel injection pump 4, the load on the internal combustion engine 2 is prevented. After performing the process of step S16, the process proceeds to the end.

  When the determination in step S4 is Yes, that is, when the low pressure fuel source connection port 11 and the low pressure fuel supply port 15 are connected, the process proceeds to step S5, and the ECU 60 sets the switching valve 20 to the low pressure filling mode. In the low pressure filling mode, as shown in FIG. 1, the valve body 29 is located at the first position, the first port 24 and the fourth port 27 are connected, and the second port 25 and the fifth port 28 are connected. The third port 26 is blocked. That is, the low pressure gas passage 35 and the upstream side passage 31 communicate with each other, and the downstream side passage 32 and the high pressure gas passage 34 communicate with each other. Thereby, from the low pressure fuel supply line 14, the low pressure fuel supply port 15, the low pressure fuel source connection port 11, the low pressure gas passage 35, the switching valve 20, the upstream side passage 31, the fuel injection pump 4, the downstream side passage 32, and the switching valve 20. Then, a flow path for the gaseous fuel that passes through the high-pressure gas passage 34 in order and reaches the gaseous fuel container 3 is formed.

  Subsequently, in step S <b> 7, the ECU 60 determines whether the connection plug 65 of the power connection cable 66 is connected to the socket 68 of the commercial power supply 64 and whether the power of the commercial power supply 64 is supplied to the ECU 60 via the power connection cable 66. To do. The determination is made based on the detection signal of the commercial power source detection unit 79. When the power of the commercial power supply 64 is supplied (Yes), the process proceeds to step S9, and when not supplied (No), the process proceeds to step S8.

  In step S8, the ECU 60 determines whether or not the voltage of the in-vehicle battery 61 is equal to or higher than a predetermined threshold voltage Vs. The determination is made based on the signal from the battery voltage detector 78. The threshold voltage Vs is set to a value equal to or higher than a voltage value necessary for driving the fuel injection pump 4. In step S8, it is determined whether or not the fuel injection pump 4 can be driven by the voltage of the in-vehicle battery 61. If the voltage of the in-vehicle battery 61 is equal to or higher than the threshold voltage Vs (Yes), the process proceeds to step S9, and if it is less than the threshold voltage Vs (No), the process proceeds to step S11.

  If the determination in step S7 or step S8 is Yes, it means that the electric power necessary for driving the fuel injection pump 4 (electric motor 46) is being supplied from the commercial power supply 64 or the in-vehicle battery 61 to the ECU 60. In this state, the ECU 60 connects the first clutch 45 and disconnects the second clutch 48 in step S9. That is, the drive shaft 42 of the fuel injection pump 4 is connected to the output shaft 47 of the electric motor 46 and disconnected from the crankshaft 51. Subsequently, in step S <b> 10, the ECU 60 supplies the electric motor 46 with the electric power supplied from the in-vehicle battery 61 or the commercial power source 64 to drive the electric motor 46. Thereby, the fuel injection pump 4 is driven by the electric motor 46.

  When the electric motor 46 is driven, the gaseous fuel supplied from the low pressure fuel supply line 14 passes through the low pressure fuel supply port 15, the low pressure fuel source connection port 11, the low pressure gas passage 35, the switching valve 20, and the upstream side passage 31 in order. The fuel passes through the fuel injection pump 4 and is boosted in the fuel injection pump 4. The gaseous fuel whose pressure has been increased in the fuel injection pump 4 passes through the downstream side passage 32, the switching valve 20, and the high pressure gas passage 34 in this order, and is filled in a compressed state in the gaseous fuel container 3. In this manner, the gaseous fuel can be filled in a compressed state from the low-pressure fuel supply line 14 to the gaseous fuel container 3. After performing step S10, the process proceeds to the end.

  If the determinations in step S7 and step S8 are both No, it means that the electric power necessary for driving the fuel injection pump 4 (electric motor 46) is not supplied to the ECU 60. In this case, the ECU 60 determines in step S11 whether the gas pressure in the gaseous fuel container 3 is equal to or higher than the threshold pressure Ps. The determination is made based on a detection signal from the gas pressure sensor 73. The threshold pressure Ps is set to a value that allows combustion of the internal combustion engine 2. That is, when the gas pressure is equal to or higher than the threshold pressure Ps, combustion is possible even if gaseous fuel is supplied from the gaseous fuel container 3 to the injector 5 without going through the fuel injection pump 4.

  If the determination in step S11 is No, the process proceeds to step S15, where the ECU 60 determines that it is impossible to fill the gaseous fuel container 3 with the gaseous fuel container 3 from the low-pressure fuel supply line 14, and proceeds to the end to finish the control. . If the determinations in steps S7, S8, and S11 are all No, neither the electric motor 46 nor the internal combustion engine 2 can be driven, so the fuel injection pump 4 cannot be driven, and the low-pressure fuel supply line The pressure of the gaseous fuel supplied from 14 cannot be increased.

  If the determination in step S12 is Yes, the ECU 60 connects the second clutch 48 and disconnects the first clutch 45 in step S12. That is, the drive shaft 42 of the fuel injection pump 4 is connected to the crankshaft 51 via the power transmission mechanism 49 and is disconnected from the output shaft 47 of the electric motor 46. Subsequently, in step S <b> 13, the ECU 60 opens the bypass valve 39 to connect the high pressure gas passage 34 and the injector passage 33. Thereby, the gaseous fuel can be supplied from the gaseous fuel container 3 to the injector 5 through the high-pressure gas passage 34, the bypass passage 36 and the injector passage 33.

  Subsequently, the ECU 60 starts the internal combustion engine 2 in step S14. When the internal combustion engine 2 is driven, the drive shaft 42 of the fuel injection pump 4 connected to the crankshaft 51 via the power transmission mechanism and the second clutch 48 is rotated, and the fuel injection pump 4 can boost the gaseous fuel. become. Thereby, the gaseous fuel supplied from the low-pressure fuel supply line 14 passes through the low-pressure fuel supply port 15, the low-pressure fuel source connection port 11, the low-pressure gas passage 35, the switching valve 20, and the upstream-side passage 31 in this order. 4, the pressure is increased in the fuel injection pump 4. The gaseous fuel whose pressure has been increased in the fuel injection pump 4 passes through the downstream side passage 32, the switching valve 20, and the high pressure gas passage 34 in this order, and is filled in a compressed state in the gaseous fuel container 3. At this time, the bypass valve 39 is opened, but the bypass passage 36 has a smaller flow passage cross-sectional area than the high-pressure gas passage 34, so that the gaseous fuel pressurized in the fuel injection pump 4 flows toward the bypass passage 36. It flows mainly to the gaseous fuel container 3 side. In this manner, the gaseous fuel container 3 can be filled in a state in which the gaseous fuel is compressed from the low-pressure fuel supply line 14. After performing the process of step S14, the process proceeds to the end.

  Based on the above control flow, the vehicle 1 can fill the gaseous fuel container 3 in a compressed state with gaseous fuel from either the low pressure fuel supply line 14 or the high pressure fuel supply line 16.

  In the vehicle 1 according to the above embodiment, the fuel injection pump 4 that boosts the gaseous fuel supplied to the injector 5 is used to boost the low-pressure gaseous fuel supplied from the low-pressure fuel supply line 14. There is no need to provide an additional compressor. For this reason, an increase in the weight and size of the vehicle 1 and an increase in manufacturing cost are suppressed.

  Further, since the fuel injection pump 4 is driven by the electric motor 46, it is possible to replenish from the low-pressure fuel supply line 14 without driving the internal combustion engine 2. In particular, since the vehicle 1 has the power connection cable 66 and can use the commercial power supply 64, the internal combustion engine 2 can be driven from the low-pressure fuel supply line 14 even when the voltage of the in-vehicle battery 61 is low. Supply becomes possible.

  In the upstream side passage 31, the downstream side passage 32, the low pressure gas passage 35, and the injector passage 33, the direction of the gaseous fuel flowing inside is constant even if the mode of the switching valve 20 is changed. Therefore, the direction of the load due to the gas pressure applied to the connection portion between each passage and the switching valve 20 is constant. As a result, the seal structure of the connection portion is not easily damaged.

  When the fuel injection mode is selected and the internal combustion engine 2 is driven, the connection between the fuel injection pump 4 and the electric motor 46 is disconnected by the first clutch, so that the electric motor 46 becomes a load on the internal combustion engine 2. Can be avoided. Further, when the fuel injection pump 4 is driven by the electric motor 46 in the low-pressure filling mode, the internal combustion engine 2 can be avoided from being loaded by disconnecting the second clutch.

  Although the description of the specific embodiment is finished as described above, the present invention is not limited to the above embodiment and can be widely modified. For example, when the vehicle 1 is configured to supply only from the low pressure gas fuel line, the branch passage 34B and the high pressure fuel source connection port 12 of the high pressure gas passage 34 may be omitted. In this case, the high pressure filling mode (second position) of the switching valve 20 may be omitted.

  In the above embodiment, the ECU 60 changes each mode of the switching valve 20 based on the detection signals of the low pressure side connection sensor 71 and the high pressure side connection sensor 72. However, a manual mode selection switch is provided in the vehicle 1, You may make it change each mode of the switching valve 20 according to a passenger | crew's operation input.

  The upstream side passage 31, the downstream side passage 32, the low pressure gas passage 35, and the injector passage 33 are either one of the passages because the direction of the gaseous fuel flowing through the inside is always constant even when the mode of the switching valve 20 is changed. A one-way valve may be interposed.

  In said embodiment, the process of step S11-S14 of a control flow can be abbreviate | omitted. In this case, the bypass passage 36 and the bypass valve 39 can be omitted.

  DESCRIPTION OF SYMBOLS 1 ... Vehicle, 2 ... Internal combustion engine, 3 ... Gaseous fuel container, 4 ... Fuel injection pump (compressor), 5 ... Injector, 11 ... Low pressure fuel source connection port, 12 ... High pressure fuel source connection port, 14 ... Low pressure fuel supply Line (low pressure gaseous fuel source), 15 ... Low pressure fuel supply port, 16 ... High pressure fuel supply line (high pressure gaseous fuel source), 17 ... High pressure fuel supply port, 20 ... Switching valve (switching device), 21 ... Gas line, 24 ... 1st port, 25 ... 2nd port, 26 ... 3rd port, 27 ... 4th port, 28 ... 5th port, 31 ... Upstream passage, 32 ... Downstream passage, 33 ... Injector passage, 34 ... High pressure gas 34A ... main passage, 34B ... branch passage, 35 ... low pressure gas passage, 36 ... bypass passage, 39 ... bypass valve, 42 ... drive shaft, 45 ... first clutch, 46 ... electric motor, 47 ... output shaft, 48 ... Second clutch, 51 Crankshaft, 60 ... ECU, 61 ... In-vehicle battery, 64 ... Commercial power supply (external power supply), 66 ... Power supply connection cable, 69 ... Transformer, 71 ... Low pressure side connection sensor, 72 ... High pressure side connection sensor, 73 ... Gas pressure Sensor 75 ... Shift position sensor 76 ... Crank rotation angle sensor 78 ... Battery voltage detector 79 ... Commercial power supply detector

Claims (5)

A vehicle equipped with an internal combustion engine for gaseous fuel,
A gaseous fuel container filled with gaseous fuel;
A compressor driven by at least an electric motor to compress gaseous fuel;
An injector for injecting gaseous fuel;
A switching device for switching the connection state of the passage to be connected;
A low pressure fuel source connection port connectable to a low pressure gaseous fuel source;
A low-pressure gas passage connecting the low-pressure fuel source connection port and the switching device;
A high-pressure gas passage connecting the gaseous fuel container and the switching device;
An upstream passage connecting the low pressure side of the compressor and the switching device;
A downstream passage connecting the high pressure side of the compressor and the switching device;
An injector passage connecting the switching device and the injector;
The switching device connects the low-pressure gas passage and the upstream passage, and connects the low-pressure filling mode for connecting the downstream passage and the high-pressure gas passage, and connects the high-pressure gas passage and the upstream passage. A fuel injection mode for connecting the downstream passage and the injector passage can be selected. A high-pressure fuel source connection port that can be connected to a high-pressure gaseous fuel source;
The high-pressure gas passage connects the gaseous fuel container, the switching device and the high-pressure fuel source connection port,
2. The switch device according to claim 1, wherein the switching device is capable of selecting a high-pressure filling mode for cutting off a connection between the high-pressure gas passage and another passage, the low-pressure filling mode, and the fuel injection mode. Vehicle.   The vehicle according to claim 1, wherein the electric motor is driven by receiving electric power from an in-vehicle battery or an external power source.   The compressor is connected to the electric motor via a first clutch, and is connected to the output shaft of the internal combustion engine for gaseous fuel via a second clutch. In the fuel injection mode, the first clutch is The vehicle according to any one of claims 1 to 3, wherein the vehicle is disconnected and the second clutch is connected. A low-pressure side connection sensor for detecting a connection state between the low-pressure fuel source connection port and the low-pressure gaseous fuel source;
A high-pressure side connection sensor for detecting a connection state between the high-pressure fuel source connection port and the high-pressure gaseous fuel source;
The switching device selects the low-pressure filling mode when the low-pressure side connection sensor detects a connection state, and selects the high-pressure filling mode when the high-pressure side connection sensor detects a connection state. The vehicle according to claim 2, wherein the fuel injection mode is selected when neither a connection sensor nor the high-pressure side connection sensor detects a connection state.

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