JP5831313B2 - Fuel vaporizer - Google Patents

Description

  The present invention relates to a fuel vaporizer that vaporizes high-pressure liquid fuel.

  Patent document 1 is disclosing the fuel supply system containing the fuel vaporization apparatus which vaporizes high pressure liquid fuel. In this fuel supply system, a high-temperature high-pressure refrigerant of a vapor compression refrigeration cycle is used as a heat source for vaporizing the fuel.

JP 2006-264568 A

  However, in the fuel supply system disclosed in Patent Document 1, the amount of fuel that can be supplied may vary depending on the operating state of the refrigeration cycle. For example, when the cooling load of the refrigeration cycle is small, the amount of heat obtained from the high-temperature and high-pressure refrigerant is small. For this reason, a sufficient amount of fuel may not be vaporized. As a result, there is a possibility that the fuel required by the energy output unit cannot be supplied.

  Further, in the heat exchanger, the liquid fuel changes from a liquid to a gas via a gas-liquid mixed state. When the liquid component is large, the liquid component flows while adhering to the inner wall surface of the heat exchanger. At this time, heat transfer to the fuel is good. As fuel vaporization proceeds, the liquid component decreases and the gas component increases. As a result, the fuel is in a mist state in which liquid component particles drift in the gas component. In the fog state, it is difficult to transfer heat to the liquid component grains. For this reason, it was difficult to completely vaporize the liquid fuel. Further, it has been difficult to reduce the size of the fuel vaporizer.

  In view of the above problems, an object of the present invention is to provide a fuel vaporizer that can promote the vaporization of fuel in a heat exchanger of a fuel supply system.

  Another object of the present invention is to provide a fuel vaporizer that can promote fuel vaporization while suppressing an increase in pressure loss.

  The present invention employs the following technical means to achieve the above object.

According to the first aspect of the present invention, there is provided a fuel passage ( 14a) for flowing fuel in a fuel vaporizer that vaporizes fuel by exchanging heat between a high-pressure liquid fuel supplied from a tank (11) and a heat medium. 215a ) and a passage member (13a, 13b) for partitioning a heat medium passage (14b, 15b) for flowing a heat medium for heating the fuel, and a cross-sectional area in the fuel flow direction in the downstream portion of the fuel passage. Inner fins (214ff, 215ff) that provide a passage adjusting member that adjusts smaller than a cross-sectional area with respect to the flow direction of fuel in the upstream portion of the passage, and that are also heat transfer improving means for increasing heat transferred from the passage member to the fuel; comprising a fuel passage, a first fuel passage through which fuel flows (14a), a second fuel passage fuel flowing through the first fuel passage flows (215a) The inner fin is not provided in the upstream portion of the first fuel passage, is provided in the downstream portion of the first fuel passage, and is not provided in the upstream portion of the second fuel passage, and is downstream of the second fuel passage. The upstream portion of the first fuel passage is an annular flow region in which an annular flow (ANF) flows while the liquid component of the fuel adheres to the inner surface of the fuel passage, and the downstream portion of the first fuel passage. Is a mist flow region that generates a mist flow (MSF) in which particles of the liquid component of the fuel drift while drifting in the gas component of the fuel. The upstream portion of the second fuel passage is where the liquid component of the fuel is in the fuel passage. An annular flow region that generates an annular flow (ANF) that flows while adhering again to the inner surface of the fuel, and a downstream portion of the second fuel passage is a mist-like flow that flows while particles of the liquid component of the fuel drift in the gaseous component of the fuel (MSF) mist flow regime der wherein Rukoto cause And

  According to this configuration, the heat transfer improving means is provided in the downstream portion where the gas component increases. For this reason, heat can be efficiently transferred to a gas component in which the heat transfer coefficient tends to decrease. As a result, fuel vaporization is promoted. Moreover, no heat transfer improving means is provided in the upstream portion where there are many liquid components. For this reason, the disadvantage resulting from providing a heat-transfer improvement means is suppressed. For example, a decrease in the amount of heat transferred due to excessive bubble generation or an increase in pressure loss is suppressed.

  Note that the reference numerals in parentheses described in the claims and the above-described means indicate the correspondence with the specific means described in the embodiments described later as one aspect, and are technical terms of the present invention. It does not limit the range.

1 is a block diagram of a fuel supply system according to a first embodiment of the present invention. It is a disassembled perspective view of the heat exchanger of 1st Embodiment. It is a perspective view which shows the flow of the fluid in the heat exchanger of 1st Embodiment. It is a ph diagram which shows the state change of the fuel in the heat exchanger of a 1st embodiment. It is a typical sectional view showing the heat exchanger of a 1st embodiment. It is a disassembled perspective view of the heat exchanger which concerns on 2nd Embodiment of this invention. It is a top view which shows the components of the heat exchanger of 2nd Embodiment. It is typical sectional drawing which shows the heat exchanger of 2nd Embodiment. It is a top view which shows the components of the heat exchanger which concerns on 3rd Embodiment of this invention. It is sectional drawing which shows the heat exchanger of 2nd Embodiment. It is typical sectional drawing which shows the heat exchanger of 3rd Embodiment. It is typical sectional drawing which shows the heat exchanger which concerns on 4th Embodiment of this invention.

  Hereinafter, a plurality of modes for carrying out the disclosed invention will be described with reference to the drawings. In each embodiment, parts corresponding to the matters described in the preceding embodiment may be denoted by the same reference numerals, and redundant description may be omitted. When only a part of the configuration is described in each mode, the other modes described above can be applied to the other parts of the configuration. Further, in the following embodiments, the correspondence corresponding to the matters corresponding to the matters described in the preceding embodiments is indicated by adding reference numerals that differ only by one hundred or more, and redundant description may be omitted. . Not only combinations of parts that clearly show that combinations are possible in each embodiment, but also combinations of the embodiments even if they are not explicitly stated unless there is a problem with the combination. Is also possible.

(First embodiment)
A first embodiment of the present invention will be described with reference to the drawings. The fuel supply system 1 of this embodiment provides a heat management system or a cooling system that cools an object to be exchanged by latent heat of vaporization of fuel. In FIG. 1, a fuel supply system 1 according to this embodiment is applied to a vehicle for road travel. The fuel supply system 1 supplies fuel (FUEL) to an engine (internal combustion engine) EG of a vehicle. The engine EG is a power source for the vehicle. The engine EG outputs driving force for traveling the vehicle. Further, the fuel supply system 1 provides cold heat to a device that uses cold heat, for example, an air conditioner 2 for a vehicle. The air conditioner 2 blows the adjusted air (A / C_AIR) into the vehicle interior. The fuel supply system 1 cools the air blown by the air conditioner 2.

  The fuel supply system 1 includes a high-pressure tank (TANK) 11 that stores high-pressure liquid fuel that has been pressurized and liquefied. The high-pressure tank 11 provides a liquid fuel storage unit. The fuel is flammable, has a relatively high latent heat of vaporization, and further employs a fuel that liquefies at normal temperature (about 15 ° C. to 25 ° C.) under high pressure.

  The fuel needs to be combustible in order to burn in the engine EG. Further, as will be described later, in order to cool air by 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 decompression.

  Specifically, a fuel that has flammability, has a latent heat of vaporization of 20% or more of the latent heat of vaporization of water, and can be liquefied at 1.5 MPa or less even at room temperature. For example, the fuel is ammonia (NH3). Ammonia is a hydrogen compound containing hydrogen. Therefore, combustible hydrogen gas can be generated by reforming.

  Dimethyl ether, alcohol-containing fuel, or the like may be employed as the fuel having the above properties instead of ammonia. 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.

  The fuel supply system 1 includes a heat exchanger 13 that vaporizes the fuel. The heat exchanger 13 provides a fuel vaporizer. An inlet for the fuel of the heat exchanger 13 is connected to the outlet for the fuel of the high-pressure tank 11 via the on-off valve 12. The inlet is also called a fuel inflow port 131. The on-off valve 12 is an electromagnetic valve that opens and closes a fuel passage from the outlet of the high-pressure tank 11 to the inlet of the heat exchanger 13. The operation of the on-off valve 12 is controlled by a signal output from the control device (CNTL) 3.

  The flow rate of the fuel flowing into the heat exchanger 13 is adjusted by the control device 3 adjusting the valve opening time of the on-off valve 12. Accordingly, the on-off valve 12 provides a fuel flow rate adjustment unit. As the fuel flow rate adjustment unit, a flow rate adjustment valve that adjusts the fuel flow rate by adjusting the valve opening degree may be adopted. The on-off valve 12 may be integrally provided at the outlet of the high-pressure tank 11. The on-off valve 12 may be integrally provided at the inlet of the heat exchanger 13.

  The heat exchanger 13 is a vaporization heat exchanger that heats and vaporizes the fuel supplied from the high-pressure tank 11 by exchanging heat with the heat medium. The heat exchanger 13 includes a first vaporization unit 14 and a second vaporization unit 15 that are integrally formed.

  The first vaporization unit 14 vaporizes the liquid-phase fuel supplied from the high-pressure tank 11, that is, liquid fuel. The first vaporizer 14 exchanges heat between the liquid fuel and the first heat medium having a relatively low temperature. The first heat medium is circulating water that circulates through the first heat source device 20 of the air conditioner 2. The temperature of the circulating water is higher than the temperature of the fuel in the first vaporization unit 14. The temperature of the circulating water is low enough to cool the air for air conditioning in the air conditioner 2.

  The second vaporization unit 15 vaporizes the liquid fuel or the gas-liquid two-phase fuel flowing out from the first vaporization unit 14, that is, the two-phase fuel. The second vaporization unit 15 exchanges heat between the liquid fuel or the two-phase fuel and the second heat medium having a relatively high temperature. The second heat medium is cooling water for the engine EG that circulates through the second heat source device 40. The cooling water is higher than the temperature of the fuel in the second vaporization unit 15. The temperature of the cooling water is high enough to heat the air for air conditioning in the air conditioner 2. The temperature of the cooling water is higher than or equal to the temperature of the circulating water. When engine EG is in steady operation, the temperature of the cooling water is higher than the temperature of the circulating water.

  A buffer tank 16 is provided downstream of the heat exchanger 13. The buffer tank 16 stores gas phase fuel, that is, gaseous fuel. The flow of the gaseous fuel is branched into two flows downstream of the buffer tank 16.

  The engine EG can be provided by various combustion engines. For example, the engine EG is provided by a reciprocating internal combustion engine. The engine EG burns gaseous fuel supplied from the heat exchanger 13 via the buffer tank 16. By this combustion, the engine EG outputs mechanical energy serving as driving power. The engine EG is a multi-cylinder, for example, 4-cylinder engine. Engine EG provides an energy output.

  An injector 17 is provided on one downstream side of the branch portion. One of the branched gaseous fuels is supplied to the injector 17. The injector 17 injects and supplies gaseous fuel into the combustion chamber of the engine EG. The injector 17 provides a fuel supplier that directly supplies fuel to the engine EG.

  The injector 17 is fixed to the cylinder head of the engine EG. The injector 17 injects gaseous fuel into the intake port of the engine EG. As a result, an air-fuel mixture in which gaseous fuel and combustion intake air (IN) are mixed is supplied into the combustion chamber.

  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 signal output from the control device 3. The control device 3 adjusts the supply flow rate of the fuel supplied into the combustion chamber by adjusting the valve opening time for opening the electromagnetic valve. The fuel supply system 1 includes a plurality of injectors 17 corresponding to the number of cylinders of the engine EG.

  A reformer (RFMR) 18 is provided on the other downstream side of the branch portion. The other branched gas fuel is supplied to the reformer 18. Air (AIR) is supplied to the reformer 18 from the atmosphere. The reformer 18 reforms the gaseous fuel and generates hydrogen gas H2. The reformer 18 generates hydrogen gas by heating the gaseous fuel to a reformable temperature under a catalyst to cause a reforming reaction. The reformer 18 generates hydrogen gas by heating ammonia to a predetermined temperature and causing a reforming reaction under a catalyst.

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

  An air conditioner 2 is mounted on the vehicle. The air conditioner 2 includes a cooler 21 disposed in the first heat source device 20, an evaporator 34 of a vapor compression refrigeration cycle 30, and a heater 50. The air conditioner 2 includes a casing 23 that houses the cooler 21, the evaporator 34, and the heater 50.

  The casing 23 is arrange | positioned inside the instrument panel of a vehicle interior front part. The casing 23 forms an air passage for air-conditioning air blown toward the vehicle interior. An air blower 24 that blows air for air conditioning toward the vehicle interior is disposed upstream of the air flow in the casing 23. The blower 24 is an electric blower in which the rotation speed, that is, the blown amount is controlled by a signal output from the control device 3. A cooler 21 is disposed on the downstream side of the air flow of the blower 24. An evaporator 34 is disposed downstream of the cooler 21. A heater 50 is disposed downstream of the evaporator 34. The cooler 21 and the evaporator 34 may be arranged in the reverse order with respect to the air flow direction. At the most downstream part of the air flow of the casing 23, an air outlet for blowing the conditioned air into the vehicle interior, which is the air conditioned space, is arranged.

  The first heat source device 20 provides a circulation circuit for circulating the circulating water. Circulating water is provided by water or an aqueous ethylene glycol solution. The first heat source device 20 includes a first heat medium passage 14b of the first vaporization unit 14, a cooler 21, and a pump 22 for circulating water. These parts are arranged on an annular passage. The pump 22 provides a circulating portion for circulating circulating water, that is, the first heat medium.

  The pump 22 is an electric pump that pumps circulating water to the first heat medium passage 14b. The rotation speed, that is, the flow rate of the pump 22 is controlled by a signal output from the control device 3. When the control device 3 operates the pump 22, the circulating water flows from the pump 22 to the cooler 21 via the first heat medium passage 14 b and returns to the pump 22 again.

  Thereby, the liquid fuel which distribute | circulates the 1st fuel channel | path 14a of the 1st vaporization part 14 is heated by the circulating water which distribute | circulates the 1st heat-medium channel | path 14b, and is vaporized. 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 cooler 21. In the cooler 21, the circulating water cooled by the latent heat of vaporization of the fuel and the air blown by the blower 24 exchange heat to cool the air. As a result, the air can be indirectly cooled by the latent heat of vaporization of the fuel via the circulating water. Therefore, the cooler 21 provides a cooling heat exchanger that cools air for air conditioning. Air for air conditioning is an example of a heat exchange object. You may employ | adopt water, another heat transfer medium, etc. as a heat exchange target object.

  The temperature of the air blown from the blower 24 is the temperature outside the passenger compartment or the temperature inside the passenger compartment. Therefore, the first temperature T1 of the circulating water pumped from the pump 22 to the first heat medium passage 14b is a temperature close to the outside air temperature or the inside air temperature, that is, a temperature that can be called normal temperature. In many cases, the first temperature T1 is within a range of 20 ° C. to 40 ° C., for example.

  The evaporator 34 is an endothermic heat exchanger that evaporates the low-pressure refrigerant in the refrigeration cycle 30 and exerts an endothermic action. The evaporator 34 further cools the air cooled by the cooler 21. The refrigeration cycle 30 includes a refrigerant compressor 31, a radiator 32, an expander 33, and an evaporator 34. These refrigeration cycle components 31-34 are disposed on an annular refrigerant passage. The refrigerant compressor 31 compresses and discharges the refrigerant. The radiator 32 radiates heat by exchanging heat from the refrigerant discharged from the refrigerant compressor 31 with the outside air. The expander 33 decompresses and expands the refrigerant that has flowed out of the radiator 32.

  The heater 50 is an air heating unit that heats the cooled air that has passed through the cooler 21 and the evaporator 34. The heater 50 can be provided by an electric heater that generates heat when supplied with electric power. The heating capacity of the heater 50 is controlled by a signal output from the control device 3. As the heater 50, a heating heat exchanger that heats air by exchanging heat between the high-temperature fluid and air may be employed. As such a high-temperature fluid, for example, engine cooling water circulating in the second heat source device 40, a high-temperature high-pressure refrigerant of a heat pump cycle, or the like can be employed.

  The second heat source device 40 provides a circulation circuit for circulating the cooling water of the engine EG. The cooling water is provided by, for example, water or an aqueous ethylene glycol solution. The second heat source device 40 includes a second heat medium passage 15 b of the second vaporization unit 15, a cooling passage 42 formed in the engine EG, and a pump 43. These parts are arranged on an annular passage. The pump 43 provides a circulating unit for circulating the cooling water, that is, the second heat medium.

  The pump 43 is an electric pump that pumps cooling water to the second heat medium passage 15b. The rotation speed, that is, the flow rate of the pump 43 is controlled by a signal output from the control device 3. When the control device 3 operates the pump 43, the cooling water flows from the pump 43 through the cooling passage 42 to the second heat medium passage 15 b and returns to the pump 43 again.

  Thereby, the liquid fuel or the two-phase fuel flowing through the second fuel passage 15a 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 15 a in the second heat medium passage 15 b and flows into the cooling passage 42. In the cooling passage 42, the cooling water absorbs the waste heat of the engine EG, and the engine EG is cooled.

  The control device 3 adjusts the flow rate of the pump 43 so that the temperature of the engine EG is in the range of 80 ° C to 100 ° C. Thereby, suppression of overheating of engine EG and suppression of increase in friction loss due to increase in viscosity of lubricating oil of engine EG are achieved. Therefore, the temperature of the cooling water supplied from the pump 43, that is, the second temperature T2, is a relatively high temperature within the range of 80 ° C to 100 ° C.

  In many operating states of the engine EG, the second temperature T2 is higher than the first temperature T1. If there is a lot of waste heat from the engine EG and the second vaporization unit 15 cannot sufficiently cool the cooling water, a radiator that exchanges heat between the outside air and the heat medium can be added to the second heat source device 40. Good.

  2 and 3, the heat exchanger 13 provides a passage for fuel, a passage for circulating water, and a passage for cooling water. The heat exchanger 13 provides heat exchange between the fuel and the circulating water and heat exchange between the fuel and the cooling water. After exchanging heat with circulating water, the fuel exchanges heat with cooling water.

  In FIG. 2, the heat exchanger 13 is a laminated plate heat exchanger configured by laminating a plurality of plate members. In the drawing, a part of the heat exchanger 13 is disassembled. The plurality of plate members are formed by pressing a substantially rectangular metal plate. A gap for the fuel passage, a gap for the circulating water passage, and a gap for the cooling water passage are formed between the plurality of plate members. The heat exchanger 13 includes a plurality of heat transfer plates 13a and 13b, a partition plate 13c for partitioning, and end plates 13d and 13e that provide both ends.

  In the heat exchanger 13, heat exchange between the fuel and the circulating water and heat exchange between the fuel and the cooling water are provided via the first heat transfer plate 13a and the second heat transfer plate 13b. . The heat transfer plates 13a and 13b provide passage members that partition fuel passages 14a and 15a for flowing fuel and heat medium passages 14b and 15b for flowing a heat medium for heating the fuel. A partition plate 13c partitions between a heat exchange region where the fuel and circulating water exchange heat and a heat exchange region where the fuel and cooling water exchange heat. Therefore, the heat exchanger 13 is divided into a first vaporization unit 14 and a second vaporization unit 15.

  In the first vaporization unit 14, a plurality of heat transfer plates 13a and 13b are alternately stacked. Between the plurality of first heat transfer plates 13a and the second heat transfer plates 13b, first fuel passages 14a through which fuel flows and first heat medium passages 14b through which circulating water flows are alternately formed in the stacking direction. ing.

  Further, an inner fin 14fw for promoting heat exchange between the heat transfer plates 13a and 13b and the circulating water is disposed inside the first heat medium passage 14b. The inner fin 14fw is formed by bending a thin metal plate into a wave shape. The inner fins 14fw are bent and arranged so as to be wavy when viewed from the flow direction of the fluid flowing through the passage 14b. No inner fin is disposed in the first fuel passage 14a.

  Two tank forming portions are provided at both ends in the long side direction of the heat transfer plates 13a and 13b, for a total of four tank forming portions. The tank forming part is stamped and formed in the stacking direction. The tank formation part has a through-hole in the center part. The tank forming portions form four tank portions for distributing or collecting fuel and circulating water when the heat transfer plates 13a and 13b are stacked. Two tank portions located at both ends of the heat transfer plates 13a and 13b communicate with the first fuel passage 14a. The remaining two tank portions communicate with the first heat medium passage 14b.

  A first end plate 13d is disposed on one end side of the first vaporization unit 14 in the stacking direction. The first end plate 13d is formed with a fuel inlet 131 through which fuel flows into the first vaporization section 14. A first heat medium inlet 132 through which the circulating water flows into the first vaporization unit 14 is formed in the first end plate 13d. A first heat medium outlet 133 through which the circulating water flows out from the first vaporization unit 14 is formed in the first end plate 13d.

  As shown in FIG. 3, in the first vaporization unit 14, the fuel flows from the fuel inlet 131 and flows as shown by the solid line arrow. The circulating water flows in from the first heat medium inlet 132, flows as indicated by the broken arrow, and then flows out from the first heat medium outlet 133.

  Returning to FIG. 2, a partition plate 13 c is disposed on the other end side of the first vaporization unit 14 in the stacking direction. The partition plate 13 c functions as a heat insulating unit that suppresses heat transfer between the first vaporizing unit 14 and the second vaporizing unit 15. Specifically, the partition plate 13c is formed by bonding two plate-like members together into a hollow shape. Air is sealed in the internal space of the partition plate 13c. The internal space of the partition plate 13c may be a vacuum in order to improve the heat insulation performance.

  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 of the first vaporization unit 14 flows into the second vaporization unit 15.

  The basic configuration of the second vaporization unit 15 is the same as that of the first vaporization unit 14. Also in the 2nd vaporization part 15, several heat-transfer plate 13a, 13b is laminated | stacked. Between the plurality of first heat transfer plates 13a and second heat transfer plates 13b, second fuel passages 15a and second heat medium passages 15b are alternately formed in the stacking direction. Liquid fuel or two-phase fuel flowing out from the first vaporization section 14 flows through the second fuel passage 15a. Cooling water flows through the second heat medium passage 15b.

  Inner fins 15ff are disposed inside both the second fuel passage 15a and the second heat medium passage 15b. The inner fin 15ff promotes heat transfer between the fuel and the heat transfer plates 13a and 13b. Further, the inner fin 15ff promotes heat transfer between the cooling water and the heat transfer plates 13a and 13b. As a result, in the second vaporization section 15, heat transfer between the fuel and the cooling water is promoted by the inner fin 15ff.

  A second end plate 13e is disposed on the other end of the second vaporization unit 15 in the stacking direction, that is, on the opposite side of the partition plate 13c. The second end plate 13 e is formed with a fuel outlet 135 through which gaseous fuel flows out from the second vaporization unit 15. A second heat medium inlet 136 through which cooling water flows into the second vaporization section 15 is formed in the second end plate 13e. A second heat medium outlet 137 through which the cooling water flows out from the second vaporization unit 15 is formed in the second end plate 13e.

  As shown in FIG. 3, in the second vaporization section 15, the fuel flows from the through hole 134 of the partition plate 13 c as indicated by the solid line arrow and flows out from the fuel outlet 135. The cooling water flows in from the second heat medium inlet 136, flows as indicated by a dashed line arrow, and flows out from the second heat medium outlet 137.

  The constituent members 13a-13e, 14fw, and 15ff of the heat exchanger 13 are formed of a metal that is excellent in corrosion resistance against the fuel, for example, a stainless alloy. The ratio of the volume of the first vaporizer 14 and the volume of the second vaporizer 15 is approximately 1: 2.

  The control device 3 is provided by a microcomputer provided with a computer-readable storage medium. The storage medium stores a computer-readable program non-temporarily. The storage medium can be provided by a semiconductor memory or a magnetic disk. The program is executed by the control device 3 to cause the control device 3 to function as a device described in this specification, and to cause the control device 3 to function so as to execute the control method described in this specification. The means provided by the control device 3 can also be referred to as a functional block or module that achieves a predetermined function.

  A plurality of devices 12, 17, 22, 24, 43 are connected to the output side of the control device 3. The control device 3 controls the operation of the devices to be controlled. On the input side of the control device 3 are a group of sensors for engine control for detecting physical quantities used for controlling the operation of the engine EG, and for air conditioning control for detecting physical quantities used for controlling the operation of the air conditioner 2. Sensor groups are connected.

  The sensor group for engine control can include, for example, at least one of the sensors listed below: (1) an accelerator opening sensor that detects the accelerator opening, and (2) a rotation that detects the number of revolutions of the engine EG. (3) a fuel pressure sensor that detects the fuel pressure flowing into the injector 17, (4) a throttle position sensor that detects the valve opening of a throttle valve that is arranged in the intake path of the engine EG and adjusts the intake air flow rate; 5) A cooling water temperature sensor for detecting the temperature of the cooling water flowing out from the cooling passage 42 of the engine EG.

  In addition, the air conditioning control sensor group can include, for example, at least one of the sensors listed below: (1) an inside air temperature sensor that detects a passenger compartment temperature, and (2) an outside air temperature that detects a passenger compartment outside temperature. A sensor, (3) a solar radiation sensor for detecting the amount of solar radiation in the passenger compartment, (4) a cold air temperature sensor for detecting the temperature of air blown from the cooler 21, and (5) a correlation with the refrigerant evaporation temperature in the evaporator 34. An evaporator temperature sensor that detects the temperature of the evaporator 34, for example, (6) a temperature sensor that detects the temperature of the air heated by the heater 50;

  Furthermore, a switch group for engine operation such as a start switch for starting or stopping the vehicle and an ignition switch for starting the engine EG can be connected to the input side of the control device 3. Further, on the input side of the control device 3, an operation switch of the air conditioner 2, an auto switch for setting or canceling the automatic control of the air conditioner 2, and a vehicle interior temperature setting as a target temperature setting unit for setting a vehicle interior target temperature A switch group for air conditioning operation such as a switch can be connected.

  The control device 3 is configured to execute both engine control and air conditioning control. Instead of this, the control device 3 may be constructed by a control device for engine control that can mainly execute engine control and a control device for air conditioning control that mainly executes air conditioning control.

  The control device 3 provides a plurality of control units. Each control unit is provided by components for controlling a device to be controlled, that is, hardware and software. For example, the part that controls the pump 22 constitutes the first heat medium flow control unit. Moreover, the part which controls the pump 43 comprises the 2nd heat carrier flow control part.

  The operation of the fuel supply system 1 will be described. When the ignition switch is turned on and the engine EG is started, the control device 3 executes the engine control program stored in the storage medium. In the 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.

  When the engine control program is executed, the control device 3 reads various detection values of a sensor group for engine control every predetermined control cycle. The control device 3 determines the capacity of the pump 43, the valve opening time of the injector 17, the valve opening time of the on-off valve 12, and the like based on the detected value. For example, the control device 3 determines the capacity of the pump 43 so that the detected temperature of the cooling water temperature sensor is in the range of 80 ° C to 100 ° C.

  For example, the control device 3 determines the valve opening time of the injector 17 based on detected values such as the engine speed, the accelerator opening signal, and the valve opening of the throttle valve. For example, the valve opening time of the injector 17 is determined so as to generate the drive torque required for the engine EG. Specifically, the control device 3 refers to a control map stored in advance in the storage device based on detected values such as the engine speed, the accelerator opening signal, and the valve opening of the throttle valve. The target fuel supply flow rate required to generate the drive torque required for the engine is determined. The control device 3 is supplied from the injector 17 to the combustion chamber by referring to a control map stored in advance in the storage device 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. The valve opening time of the injector 17 at which the supply flow rate becomes the target fuel supply flow rate is determined.

  The fuel vaporized in the heat exchanger 13 is supplied to the engine EG. Further, the fuel vaporized in the heat exchanger 13 is supplied not only to the engine EG but also to the reformer 18. Therefore, the mass flow rate of the fuel vaporized in the heat exchanger 13 needs to be larger than the mass flow rate of the fuel supplied from the injector 17 to the combustion chamber.

  The control device 3 refers to the control map stored in advance in the storage circuit based on the target fuel supply flow rate, the pressure of the fuel flowing out from the high-pressure tank 11, etc. The valve opening time of the on-off valve 12 is determined so that the fuel flow rate supplied to the exchanger 13 is larger than the target fuel supply flow rate by a predetermined amount. The control device 3 outputs a control signal to the plurality of devices 43, 17, and 12 from the output circuit or the drive circuit so that the determined control state is obtained.

  Thereafter, the control device 3 repeats the above-described control routine every predetermined control cycle until the vehicle is requested to stop by the ignition switch.

  In response to the start of the engine EG, the control device 3 energizes an electric heater as a reforming heating unit provided in the reformer 18. As a result, the fuel is heated to a reformable temperature. Thereby, hydrogen gas can be supplied to the combustion chamber of the engine EG as auxiliary fuel.

  When the operation switch of the air conditioner 2 is turned on and the auto switch is turned on during operation of the engine EG, the control device 3 executes the air conditioning control program. During the execution of the air conditioning control program, the control device 3 determines the control state of the air conditioning device according to the air conditioning load, and controls the operation of the device so as to be in the determined control state. For example, when the air conditioning control program is executed, the control device 3 operates the pump 22 so that the predetermined reference rotation speed is obtained. Further, the control device 3 determines a target blowing temperature TAO of air blown 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.

  The control device 3 controls the operation of the device to be controlled based on the target blowing temperature TAO and the detection signal of the sensor group for air conditioning control. For example, the control device 3 determines the air volume of the blower 24 with reference to the control map stored in advance in the storage device based on the target blowing temperature TAO. For example, the control device 3 refers to a control map stored in advance in the storage device based on the target outlet temperature TAO, determines the target refrigerant evaporation temperature TEO, and uses the feedback control method to set the target refrigerant evaporation temperature TEO. And the capacity of the refrigerant compressor 31 are determined so that the deviation between the detected value and the detected value detected by the evaporator temperature sensor is reduced. For example, based on the deviation between the temperature of the air heated by the heater 50 and the target temperature set by the vehicle interior temperature setting switch, the control device 3 uses the feedback control method to control the temperature of the air blown from the heater 50. The control voltage output to the heater 50 is determined so as to approach the target temperature.

  The control device 3 outputs the control signal determined as described above from the output circuit or the drive circuit to the control target device. Thereafter, the above-described control routine is repeated at predetermined control intervals until the air conditioner 2 is requested to stop operating.

  FIG. 4 shows a change in the state of the fuel. The vertical axis represents the pressure P, and the horizontal axis represents the specific enthalpy h. In the figure, a saturated vapor pressure line of the fuel is shown. As shown in the figure, in the heat exchanger 13, the first vaporization unit 14 and the second vaporization unit 15 vaporize a sufficient amount of fuel for causing the engine EG to output a required output. The liquid fuel supplied from the high-pressure tank 11 is in a liquid state indicated by Fa in the drawing. The fuel is depressurized due to the pressure loss when passing through the on-off valve 12, and shifts to a gas-liquid mixed state indicated by Fb in the drawing, that is, a two-phase state. The fuel flows into the first fuel passage 14a of the first vaporization unit 14 in a two-phase state.

  The two-phase fuel flowing into the first fuel passage 14a exchanges heat with the circulating water having the first temperature T1 flowing into the first heat medium passage 14b. As a result, the enthalpy of fuel increases. The first vaporization unit 14 causes the fuel to shift to a state indicated by Fc. In this state, the fuel is still in a two-phase state. In the 1st vaporization part 14, circulating water is cooled. Moreover, in the 1st vaporization part 14, a part of fuel vaporizes. The fuel in the two-phase state flows into the second fuel passage 15a of the second vaporization unit 15.

  The two-phase fuel flowing into the second fuel passage 15a exchanges heat with the cooling water having the second temperature T2 flowing into the second heat medium passage 15b. As a result, the enthalpy of fuel further increases. The fuel is shifted to a state indicated by Fd by the second vaporization unit 15. That is, the fuel is completely vaporized by the second vaporization unit 15. In the second vaporization unit 15, the cooling water is cooled. In the second vaporization unit 15, the fuel in the two-phase state is further vaporized and becomes gaseous fuel and flows out from the heat exchanger 13.

  In the heat exchanger 13, the second temperature T2 of the cooling water is higher than the first temperature T1 of the circulating water. For this reason, the average enthalpy of the fuel in the second vaporization unit 15 is higher than the average enthalpy of the fuel in the first vaporization unit 14. In other words, the enthalpy of fuel at a predetermined part of the second vaporization unit 15 is higher than the enthalpy of fuel at a corresponding part of the first vaporization unit 14.

  The enthalpy of fuel at the fuel inlet of the second vaporizer 15 is higher than the enthalpy of fuel at the fuel inlet of the first vaporizer 14. The enthalpy of fuel at the fuel outlet of the second vaporizer 15 is higher than the enthalpy of fuel at the fuel outlet of the first vaporizer 14.

  Even when the 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 sufficient amount of fuel to generate the required driving torque.

  In the air conditioner 2, the air blown from the blower 24 is cooled by the cooler 21 and the evaporator 34. The cooled air is temperature-adjusted to a passenger's desired temperature by the heater 50 and blown out into the vehicle compartment through the blowout port. As a result, cooling or heating is provided.

  According to the fuel supply system 1 of this embodiment, the following excellent effects can be obtained. The fuel supply system 1 includes a heat exchanger 13 that causes the second vaporizer 15 to vaporize the fuel that has flowed out of the first vaporizer 14. Further, the enthalpy of fuel in the second vaporization unit 15 is higher than the enthalpy of fuel in the first vaporization unit 14. Therefore, the fuel vaporization in the second vaporization unit 15 can be promoted more than the fuel vaporization in the first vaporization unit 14. In this configuration, the fuel that can be vaporized by the first vaporization unit 14 when the air conditioner 2 is not operated or when the cooling load required for the cooler 21 is small even when the air conditioner 2 is activated. The amount decreases. Even in such a case, the second vaporization unit 15 can vaporize the fuel that could not be vaporized by the first vaporization unit 14.

  Therefore, a sufficient amount of fuel can be vaporized by the second vaporization unit 15 without depending on the amount of fuel that can be vaporized by the first vaporization unit 14. That is, a sufficient amount of fuel can be supplied to the energy output unit without depending on the cooling load required for the cooler 21.

  Further, in the heat exchanger 13, the second temperature T2 of the cooling water flowing into the second heat medium passage 15b is higher than the first temperature T1 of the circulating water flowing into the first heat medium passage 14b of the first vaporization unit 14. It is high. Therefore, the enthalpy of fuel in the second vaporization unit 15 can be easily made higher than the enthalpy of fuel in the first vaporization unit 14.

  Moreover, in the heat exchanger 13, since the 1st heat exchange area | region which comprises the 1st vaporization part 14, and the 2nd heat exchange area | region which comprises the 2nd vaporization part 15 are divided by the partition plate 13c which has heat insulation, A difference in enthalpy of fuel can be efficiently secured.

  In addition, since the fuel supply system 1 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, a sufficient amount of fuel can be supplied to the engine EG even more reliably.

  Furthermore, in the 1st vaporization part 14, the air which is a heat exchange object is cooled indirectly through the circulating water which circulates through the 1st heat-source apparatus 20. FIG. Therefore, the first vaporization unit 14 can be disposed outside the casing 23 of the air conditioner 2.

  In FIG. 5, a model of the passage in the heat exchanger 13 is shown. Further, in the figure, a model showing the state of fuel in the first fuel passage 14a and the second fuel passage 15a is shown. No inner fin is provided in the first fuel passage 14a. On the other hand, an inner fin 15ff is provided in the second fuel passage 15a.

  The inner fin 15ff reduces the cross-sectional area of the fuel passage in the second fuel passage 15a. The heat transfer plates 13a and 13b define a passage having the same cross-sectional area in the first fuel passage 14a and the second fuel passage 15a. However, the inner fin 15ff is provided only in the second fuel passage 15a. For this reason, the cross-sectional area of the passage in the second fuel passage 15a in the fuel flow direction is smaller than the cross-sectional area of the passage in the first fuel passage 14a in the fuel flow direction.

  The fuel contains many liquid components at the inlet of the first fuel passage 14a. For this reason, the fuel is in a bubble flow or slag flow state upstream of the first fuel passage 14a. At this time, the liquid component adheres to the inner surface of the first fuel passage 14a. Many bubbles are mixed in the liquid component fuel. In the upstream portion, the fuel is heated by the circulating water and vaporizes while generating bubbles. Bubbles are generated in the liquid component film adhering to the inner surface of the first fuel passage 14a. When the gas component increases, a large amount of gas component flows in the central portion of the first fuel passage 14a.

  Bubbles generated in the liquid component film prevent heat transfer from the inner wall of the first fuel passage 14a to the liquid component. In particular, when a large amount of bubbles are generated at the contact surface between the first fuel passage 14a and the liquid component, the amount of heat transferred to the entire fuel is reduced. Therefore, it is desirable to gradually heat the fuel while suppressing the generation of excessive bubbles. Therefore, it is not desirable to provide a means for excessively improving the heat transfer coefficient in the upstream portion of the first fuel passage 14a.

  In the midstream portion of the first fuel passage 14a, a fog state in which liquid component particles flow in the central portion of the first fuel passage 14a occurs. Even in this midstream portion, the liquid component adheres in the form of a film to the inner surface of the first fuel passage 14a. Even in this midstream portion, the fuel is heated by the circulating water and vaporizes while generating bubbles. As the fuel vaporization proceeds, the film thickness of the fuel adhering to the inner surface of the first fuel passage 14a becomes thinner.

  In the downstream portion of the first fuel passage 14a, the liquid component film almost disappears. In this downstream portion, the fuel is in a mist state in which liquid component particles flow. Near the boundary between the first fuel passage 14a and the second fuel passage 15a, the liquid component film has almost disappeared.

  Inside the second fuel passage 15a, the fuel is in a mist state in which liquid component particles flow. The liquid component may partially adhere to the inner surface of the second fuel passage 15a. However, the liquid component is immediately vaporized on the inner surface of the second fuel passage 15a. On the other hand, the heat transfer of the liquid component floating in the gas component is inhibited by the gas component. Therefore, the liquid component particles are difficult to vaporize.

  In this embodiment, an annular flow (ANF) in which the liquid component is annularly attached to the inner surface is generated inside the first fuel passage 14a. Here, the bubble flow, the slag flow, and the annular spray flow are also referred to as an annular flow. The fuel passage 14a that is the upstream portion of the fuel passage in the heat exchanger 13 is an annular flow region that generates an annular flow in which the liquid component of the fuel adheres to the inner surface of the passage. In this annular flow region, high heat transfer is obtained between the wall surface and the liquid component of the fuel. For this reason, heat can be efficiently transferred from the circulating water to the fuel.

  In the second fuel passage 15a, a mist flow (MSF) or a spray flow in which a granular liquid component flows is generated. The fuel passage 15a, which is the downstream portion of the fuel passage in the heat exchanger 13, is a mist flow region that generates a mist flow that flows while the liquid component particles of the fuel drift in the gaseous component of the fuel. In this mist flow region, high heat transfer cannot be obtained between the wall surface and the fuel.

  The flow rate of the fuel changes according to the operating state of the engine EG. Therefore, the boundary between the annular flow region and the mist flow region varies according to the operating conditions such as the fuel flow rate, the first temperature T1, and the second temperature T2. However, in many operation regions, an annular flow is generated in the first vaporization unit 14 and a mist flow is generated in the second vaporization unit 15. The annular flow is always generated at least in the upstream portion of the first fuel passage 14a. Moreover, the mist flow is generated in any part of the second fuel passage 15a.

  Inner fins 15ff are provided in the second fuel passage 15a. The inner fin 15ff provides a passage adjusting member that adjusts the cross-sectional area of the downstream portion 15a of the fuel passage in the fuel flow direction to be smaller than the cross-sectional area of the upstream portion 14a of the fuel passage in the fuel flow direction. The inner fin 15ff is not provided in the upstream portion 14a of the fuel passage, but is provided in the downstream portion 15a of the fuel passage, and is also a heat transfer improving means for increasing the heat transferred from the passage members 13a and 13b to the fuel.

  The cross-sectional area of the second fuel passage 15a is smaller than the cross-sectional area of the first fuel passage 14a. As the cross-sectional area decreases, the fuel flow rate increases. Therefore, the fuel flow rate in the downstream portion is faster than the fuel flow rate in the upstream portion. As the fuel flow rate increases, heat transfer between the wall surface and the fuel is facilitated. For this reason, the heat of a cooling water can be efficiently transmitted to the fuel used as the mist-like flow. That is, the heat transferred to the downstream fuel increases. As a result, fuel vaporization can be promoted.

  According to this configuration, the first fuel passage 14 a is provided with the largest passage cross-sectional area in the heat exchanger 13. For this reason, an increase in pressure loss in the first fuel passage 14a with a large amount of liquid component is avoided. In other words, since a large cross-sectional area is provided in a passage through which a large amount of liquid component flows, an increase in pressure loss can be suppressed. Therefore, an increase in pressure loss is also suppressed in the entire heat exchanger 13.

  In the second fuel passage 15a, the inner surface area is enlarged by the inner fin 15ff. Therefore, the heat of cooling water can be efficiently transmitted to the fuel that has become a mist-like flow. As a result, fuel vaporization can be promoted.

  In the annular flow region, a temperature difference DTanf is obtained between the fuel and the first heat medium. In the region of the mist flow, a temperature difference DTmsf is obtained between the fuel and the second heat medium. Moreover, the second temperature T2 of the second heat medium is higher than the first temperature T1 of the first heat medium. Therefore, the temperature difference DTmsf is larger than the temperature difference DTanf. As a result, the heat given to the fuel in the region of the mist flow can be increased. As a result, fuel vaporization can be promoted.

  The first heat source device 20 and the second heat source device 40 supply the heat medium so that the temperature of the heat medium in the downstream portion 15a of the fuel passage is higher than the temperature of the heat medium in the upstream portion 14a of the fuel passage. Providing equipment. The 2nd heat source device 40 provided only in the downstream part 15a is also a heat transfer improvement means.

  In the first vaporization unit 14, the fuel flow direction and the circulating water flow direction oppose each other. For this reason, the temperature difference between the fuel and the circulating water in the downstream portion of the first fuel passage 14a can be made larger than the temperature difference between the fuel and the circulating water in the upstream portion of the first fuel passage 14a. For this reason, heat is efficiently transferred from the circulating water to the fuel even in a region where there is a large amount of gaseous component fuel.

  In the second vaporization section 15, the fuel flow direction and the coolant flow direction oppose each other. For this reason, the temperature difference between the fuel and the cooling water in the downstream portion of the second fuel passage 15a can be made larger than the temperature difference between the fuel and the cooling water in the upstream portion of the second fuel passage 15a. For this reason, heat is efficiently transferred from the cooling water to the fuel even in a region where the fuel of the gaseous component is large.

  The first heat source device 20 and the second heat source device 40 flow the heat medium such that the fuel flow direction in the fuel passages 14a and 15a and the heat medium flow direction in the heat medium passages 14b and 15b are opposed to each other. A heat medium supply device is provided.

  According to this embodiment, the heat transfer improvement means 15ff and 40 are provided in the downstream part 15a where a gaseous component increases. For this reason, heat can be efficiently transferred to a gas component in which the heat transfer coefficient tends to decrease. As a result, fuel vaporization is promoted. Moreover, no heat transfer improving means is provided in the upstream portion 14a having a large amount of liquid components. For this reason, the disadvantage resulting from providing a heat-transfer improvement means is suppressed. For example, a decrease in the amount of heat transferred due to excessive bubble generation or an increase in pressure loss is suppressed.

  According to this embodiment, the heat transfer improving means 15ff and 40 are provided in the mist flow region. For this reason, vaporization of the mist-like fuel is promoted. In addition, no heat transfer improving portion is provided in the annular flow region. For this reason, the disadvantage by improving heat transfer in the area | region of an annular flow is suppressed.

(Second Embodiment)
In the above embodiment, the inner fin 15ff is provided in the second fuel passage 15a without providing the inner fin in the first fuel passage 14a. In this embodiment, an inner fin 214ff is provided in the downstream portion of the first fuel passage 14a. Further, an inner fin 215ff is provided in the downstream portion of the second fuel passage 215a.

  In FIG. 6, the heat exchanger 13 does not include an inner fin in the upstream portion of the fuel passage, and includes inner fins 214ff and 215ff in the downstream portion. Inner fins 214ff are provided downstream of the first fuel passage 14a. Inner fins 214fw are also provided in the upstream portion of the first heat medium passage 14b. Similarly, an inner fin 215ff is provided in the downstream portion of the second fuel passage 215a. Inner fins 215 fw are also provided upstream of the second heat medium passage 15 b.

  The cross-sectional area of the passage in the second fuel passage 215a in the fuel flow direction is smaller than the cross-sectional area of the passage in the first fuel passage 14a in the fuel flow direction. Such a difference in cross-sectional area can be provided by a difference in shape of the heat transfer plates 13a and 13b.

  The second fuel passage 215a provides a passage adjusting member that adjusts the cross-sectional area of the downstream portion 215a of the fuel passage of the heat exchanger 13 with respect to the fuel flow direction smaller than the cross-sectional area of the upstream portion 14a of the fuel passage with respect to the fuel flow direction. To do. The heat transfer plates 13a and 13b, which are members that define the second fuel passage 215a, are also heat transfer improving means.

  As illustrated in FIG. 7, the inner fin 214ff is provided so as to occupy the downstream half of the first fuel passage 14a. The inner fin 215ff is also provided so as to occupy the downstream half of the second fuel passage 15a.

  As shown in FIG. 8, the fuel generates a slag flow in the upstream portion of the first fuel passage 14a. As the fuel vaporization proceeds, a mist-like region is generated at the center of the first fuel passage 14a. In the upstream portion and the midstream portion, the fuel flows in an annular flow. In the downstream portion of the first fuel passage 14a, the fuel flows as a mist flow.

  Inner fins 214ff are provided in the downstream portion of the first fuel passage 14a. The inner fin 214ff reduces the cross-sectional area of the first fuel passage 14a. The fuel flow rate increases in the range where the inner fin 214ff is provided. For this reason, heat transfer to the fuel is promoted. Moreover, since the inner fin 214fw is provided in the upstream part of the 1st heat-medium channel | path 14b, the heat transfer from circulating water to a fuel is accelerated | stimulated.

  The inner fin 214ff provides a passage adjusting member that adjusts the cross-sectional area in the downstream direction of the first fuel passage 14a in the fuel flow direction to be smaller than the cross-sectional area in the upstream portion of the first fuel passage 14a. The inner fin 214ff is also a heat transfer improving means.

  In the upstream portion of the second fuel passage 215a, the liquid component of the fuel adheres to the inner surface again, thereby generating an annular flow region. An annular flow region occurs only in the upstream. In the middle stream portion and the downstream portion of the second fuel passage 215a, the fuel becomes a mist flow.

  Inner fins 215ff are provided in the downstream portion of the second fuel passage 215a. The inner fin 215ff reduces the cross-sectional area of the second fuel passage 215a. The fuel flow rate increases in the range where the inner fins 215ff are provided. For this reason, heat transfer to the fuel is promoted. Moreover, since the inner fin 215fw is provided in the upstream part of the 2nd heat-medium channel | path 15b, the heat transfer from circulating water to a fuel is accelerated | stimulated.

Inner fin 215ff provides a passage adjustment member for adjusting the cross-sectional area related to the flow direction of the fuel in the downstream portion of the second fuel passage 215a smaller than the cross-sectional area related to the flow direction of the fuel in the upstream portion of the second fuel passage 215a. The inner fin 215ff is also a heat transfer improving means.

  The fuel produces an annular flow in many areas of the first fuel passage 14a. The fuel produces a mist flow in many areas of the second fuel passage 215a. The mist flow occurs over a longer range in the second fuel passage 215a than in the first fuel passage 14a. The cross-sectional area of the second fuel passage 215a is smaller than the cross-sectional area of the first fuel passage 14a. Therefore, the fuel flow velocity increases in the second fuel passage 215a where a large amount of mist flow occurs. As a result, heat transfer to the fuel is promoted in the entire second fuel passage 215a.

  Furthermore, the largest cross-sectional area of the heat exchanger 13 is provided in the upstream portion of the first fuel passage 14a. For this reason, an increase in pressure loss in the upstream portion of the first fuel passage 14a with a large amount of liquid component is avoided. Therefore, an increase in pressure loss is also suppressed in the entire heat exchanger 13. Further, in the upstream portion where the inner fins 214ff and 215ff are not provided, the generation of excessive bubbles in the liquid film is suppressed, so that a decrease in heat transfer is suppressed.

(Third embodiment)
In the above embodiment, the passage cross-sectional area is adjusted by the inner fin. In this embodiment, a convex portion 314pf for narrowing the fuel passage is provided in the downstream portion of the first fuel passage 314a. Further, a convex portion 315 pf for narrowing the fuel passage is provided in the downstream portion of the second fuel passage 315 a.

  FIG. 9 is a plan view of the heat transfer plate 13a according to this embodiment. FIG. 10 shows an XX cross section of FIG. As illustrated, the heat exchanger 13 includes convex portions 314 pf and 315 pf only in the downstream portion of the fuel passage. A convex portion 314pf is provided in the downstream portion of the first fuel passage 314a. Similarly, a convex portion 315pf is provided in the downstream portion of the second fuel passage 315a. The convex portions 314 pf and 315 pf are formed so as to protrude from the inner surfaces of the heat transfer plates 13 a and 13 b toward the inside of the fuel passage. The convex portions 314pf and 315pf are trapezoidal. The convex portions 314 pf and 315 pf are also called pedestals.

  The convex portion 314pf forms at least partially a narrowed portion having a cross-sectional area smaller than that of the upstream portion in the downstream portion of the first fuel passage 314a. The convex portion 315pf at least partially forms a narrowed portion having a cross-sectional area smaller than that of the upstream portion in the downstream portion of the second fuel passage 315a.

  The cross-sectional area of the passage in the second fuel passage 315a in the fuel flow direction is smaller than the cross-sectional area of the passage in the first fuel passage 314a in the fuel flow direction. Such a difference in cross-sectional area can be provided by a difference in shape of the heat transfer plates 13a and 13b.

  As shown in FIG. 11, the fuel generates a slag flow in the upstream portion of the first fuel passage 314a. As the fuel vaporization proceeds, a mist-like region is generated at the center of the first fuel passage 314a. In the upstream portion and the midstream portion, the fuel flows in an annular flow. In the downstream portion of the first fuel passage 314a, the fuel flows as a mist flow.

  A convex portion 314pf is provided in the downstream portion of the first fuel passage 314a. The convex portion 314pf reduces the cross-sectional area of the first fuel passage 314a. The fuel flow rate increases in the range where the convex portion 314 pf is provided. For this reason, heat transfer to the fuel is promoted. The convex portion 314pf provides a passage adjusting member that adjusts the cross-sectional area in the downstream direction of the first fuel passage 314a in the fuel flow direction to be smaller than the cross-sectional area in the upstream portion of the first fuel passage 314a. The convex portion 314pf is also a heat transfer improving means.

  In the upstream portion of the second fuel passage 315a, the liquid component of the fuel again adheres to the inner surface, thereby generating an annular flow region. An annular flow region occurs only in the upstream. In the middle and downstream portions of the second fuel passage 315a, the fuel has a mist flow.

  A convex portion 315pf is provided in the downstream portion of the second fuel passage 315a. The convex portion 315pf reduces the cross-sectional area of the second fuel passage 315a. The fuel flow rate increases within the range where the convex portion 315 pf is provided. For this reason, heat transfer to the fuel is promoted. The convex portion 315pf provides a passage adjusting member that adjusts the cross-sectional area in the downstream portion of the second fuel passage 315a in the fuel flow direction to be smaller than the cross-sectional area in the upstream portion of the second fuel passage 315a. The convex portion 315pf is also a heat transfer improving means.

  The fuel produces an annular flow in many areas of the first fuel passage 314a. The fuel produces a mist flow in many areas of the second fuel passage 315a. The mist flow occurs over a longer range in the second fuel passage 315a than in the first fuel passage 314a. The cross-sectional area of the second fuel passage 315a is smaller than the cross-sectional area of the first fuel passage 314a. Therefore, the fuel flow rate increases in the second fuel passage 315a where a large amount of mist flow occurs. As a result, heat transfer to the fuel is promoted in the entire second fuel passage 315a.

  Furthermore, the largest cross-sectional area of the heat exchanger 13 is provided in the upstream portion of the first fuel passage 314a. For this reason, an increase in pressure loss in the upstream portion of the first fuel passage 314a with a large amount of liquid component is avoided. Therefore, an increase in pressure loss is also suppressed in the entire heat exchanger 13. In addition, in the upstream portion where the convex portions 314 pf and 315 pf are not provided, the generation of excessive bubbles in the liquid film is suppressed, so that a decrease in heat transfer is suppressed.

(Fourth embodiment)
In the said embodiment, the cross-sectional area of a part of channel | path was adjusted with the inner fin or the convex part. In this embodiment, the cross-sectional area of the fuel passage is adjusted only by the fuel passage. The entire cross-sectional area of the second fuel passage 215a is made smaller than the cross-sectional area of the entire first fuel passage 14a.

  As shown in FIG. 12, the cross-sectional area of the passage in the second fuel passage 215a in the fuel flow direction is smaller than the cross-sectional area of the passage in the first fuel passage 14a in the fuel flow direction. Such a difference in cross-sectional area can be provided by a difference in shape of the heat transfer plates 13a and 13b.

  The fuel generates a slag flow in the upstream portion of the first fuel passage 14a. As the fuel vaporization proceeds, a mist-like region is generated at the center of the first fuel passage 14a. The fuel produces an annular flow in many areas of the first fuel passage 14a.

  In the upstream portion of the second fuel passage 215a, the liquid component of the fuel may adhere to the inner surface again, resulting in a slight annular flow region. An annular flow region occurs only in the upstream. In the middle stream portion and the downstream portion of the second fuel passage 215a, the fuel becomes a mist flow. The fuel produces a mist flow in many areas of the second fuel passage 215a. The mist flow occurs over a longer range in the second fuel passage 215a than in the first fuel passage 14a.

  The cross-sectional area of the second fuel passage 215a is smaller than the cross-sectional area of the first fuel passage 14a. Therefore, the fuel flow velocity increases in the second fuel passage 215a where a large amount of mist flow occurs. As a result, heat transfer to the fuel is promoted in the entire second fuel passage 215a.

  Further, the first fuel passage 14 a is provided with the largest passage cross-sectional area in the heat exchanger 13. For this reason, an increase in pressure loss in the first fuel passage 14a with a large amount of liquid component is avoided. Therefore, an increase in pressure loss is also suppressed in the entire heat exchanger 13. Further, in the first fuel passage 14a, generation of excessive bubbles in the liquid film is suppressed, so that a decrease in heat transfer is suppressed.

(Other embodiments)
The preferred embodiments of the disclosed invention have been described above, but the disclosed invention is not limited to the above-described embodiments, and various modifications can be made. The structure of the said embodiment is an illustration to the last, Comprising: The technical scope of the disclosed invention is not limited to the range of these description. The technical scope of the disclosed invention is indicated by the description of the scope of claims, and further includes all modifications within the meaning and scope equivalent to the description of the scope of claims.

  (1) In the said embodiment, the 1st vaporization part and the 2nd vaporization part were integrated as the heat exchanger 13. FIG. The configuration of the first vaporization unit and the second vaporization unit is not limited to the above embodiment. For example, you may comprise a 1st vaporization part and a 2nd vaporization part with a respectively separate heat exchanger. Moreover, you may comprise by heat exchangers other than a laminated plate heat exchanger.

  For example, the fuel pipe which comprises the 1st fuel passage is arranged inside the 1st chiller tank through which the 1st heat carrier distributes, and the fuel which constitutes the 2nd fuel passage inside the 2nd chiller tank through which the 2nd heat carrier distributes You may employ | adopt the heat exchanger which has arrange | positioned piping. In this case, the first chiller tank and the second chiller tank can be integrated with the heat insulating member interposed.

  Further, as the first vaporization section and the second vaporization section, a vaporization container that forms a vaporization space for vaporizing fuel, and an injection that injects high-pressure liquefied fuel in a mist toward a heat medium passage disposed in the vaporization space You may employ | adopt the injection-type vaporizer | carburetor comprised with a valve etc.

  (2) In the above embodiment, circulating water that circulates through the heat medium first heat source device 20 is employed as the first heat medium, and cooling water that circulates through the second heat source device 40 is employed as the second heat medium. The first heat medium and the second heat medium are not limited to the above embodiment. The medium can be selected such that the second temperature T2 of the second heat medium is higher than the first temperature T1 of the first heat medium. For example, cooling water for cooling the reformer 18 may be employed as the second heat medium.

  (3) In the said embodiment, the air ventilated in a vehicle interior as a heat exchange target object was employ | adopted. The heat exchange object is not limited to the above embodiment. As the heat exchange object, an object that can be cooled by the latent heat of vaporization of the fuel can be employed. For example, an energy output unit such as an internal combustion engine or a fuel cell, or a heat generating device that generates heat during operation, such as an electric device such as an electric motor or an inverter circuit, can be used as a heat exchange object. Further, for example, a fluid such as drinking water or a heat medium may be used as the heat exchange object.

  Moreover, in the said embodiment, the heat exchange target object was cooled indirectly. Instead of this, the heat exchange object may be directly cooled. Further, in the above embodiment, the engine EG is indirectly cooled by the fuel vaporized in the second vaporization unit 15. Instead of this, other fuel may be cooled by the fuel vaporized in the second vaporization section 15. For example, the reformer 18 may be cooled by the second vaporization unit 15. When a fuel cell is employed as the energy output unit, the fuel cell may be cooled by the second vaporization unit 15.

  (4) In the above embodiment, the buffer tank 16 is disposed on the fuel flow downstream side of the heat exchanger 13, that is, on the fuel flow downstream side of the second vaporization unit 15. The arrangement of the buffer tank 16 is not limited to the above embodiment. For example, the buffer tank 16 may be disposed between the fuel outlet of the first vaporizer 14 and the fuel inlet of the second vaporizer 15. For example, as in the above embodiment, when the first vaporization unit 14 and the second vaporization unit 15 are integrally configured as one stacked heat exchanger, the buffer is made using the internal space of the partition plate 13c. A tank may be provided.

  (5) In the above embodiment, vaporization is promoted by reducing the pressure of the fuel when the fuel passes through the on-off valve 12. Instead of this, for example, a pressure reducing mechanism such as a nozzle or an orifice may be arranged downstream of the on-off valve 12. According to this configuration, the fuel flowing into the heat exchanger 13 can be depressurized to be in a two-phase state.

  (6) In the above embodiment, the engine EG is employed as the energy output unit. The energy output unit is not limited to the above embodiment. For example, an external combustion engine such as a turbine combustor can be employed as the energy output unit. For example, a fuel cell may be employed as the energy output unit. The fuel cell consumes fuel by causing an electrochemical reaction between the hydrogen gas generated by the reformer 18 and the oxidant gas, and outputs electric energy.

  (7) In the said embodiment, the fuel supply system was applied to the vehicle. The scope of application of the invention disclosed herein is not limited to the above embodiment. For example, the disclosed invention can be applied to an engine-driven stationary air conditioner or a refrigeration apparatus. The disclosed invention may be applied to a boiler device that burns fuel and outputs thermal energy. In this case, a system for simultaneously producing hot water and cold water can be provided.

  (8) In the above embodiment, the reformer 18 is employed to supply hydrogen gas as auxiliary fuel to the engine EG. The invention disclosed herein can also be implemented in a configuration that does not include the reformer 18. In the above embodiment, the air is cooled by the refrigeration cycle 30. Instead of this, the refrigeration cycle 30 may be eliminated if the air can be sufficiently cooled by the cooler 21 alone.

1 Fuel supply system, EG engine, 2 Air conditioner, 3 Control device,
11 high pressure tank, 12 on-off valve,
13 heat exchanger, 14 1st vaporization part, 15 2nd vaporization part,
14a, 314a first fuel passage, 15a, 215a, 315a second fuel passage,
14b first heat medium passage, 15b second heat medium passage,
14 fw, 15 ff, 15 fw inner fin,
214ff, 214fw, 215ff, 215fw inner fin,
314 pf, 315 pf convex part,
16 buffer tanks, 17 injectors, 18 reformers,
20 first heat source device, 30 refrigeration cycle, 40 second heat source device, 50 heater.

Claims (5)

In the fuel vaporizer for vaporizing the fuel by exchanging heat between the high-pressure liquid fuel supplied from the tank (11) and the heat medium,
Passage members (13a, 13b) for partitioning fuel passages ( 14a, 215a ) for flowing the fuel and heat medium passages (14b, 15b) for flowing a heat medium for heating the fuel;
Provided is a passage adjusting member that adjusts a cross-sectional area in the downstream portion of the fuel passage in the fuel flow direction to be smaller than a cross-sectional area in the upstream portion of the fuel passage in the fuel flow direction, and from the passage member to the fuel Inner fins (214ff, 215ff) that are also heat transfer improving means for increasing the heat transferred,
The fuel passage is
A first fuel passage (14a) through which the fuel flows;
A second fuel passage (215a) through which the fuel flowing through the first fuel passage flows.
The inner fin is
Without being provided in the upstream portion of the first fuel passage, provided in the downstream portion of the first fuel passage,
Without being provided in the upstream portion of the second fuel passage, provided in the downstream portion of the second fuel passage,
The upstream portion of the first fuel passage is an annular flow region that generates an annular flow (ANF) in which the liquid component of the fuel flows while adhering to the inner surface of the fuel passage.
The downstream portion of the first fuel passage is a mist flow region that generates a mist flow (MSF) in which particles of the liquid component of the fuel flow while drifting in the gaseous component of the fuel,
The upstream portion of the second fuel passage is an annular flow region that generates an annular flow (ANF) in which the liquid component of the fuel flows while reattaching to the inner surface of the fuel passage.
Said downstream portion of the second fuel passage, the fuel particle of the liquid component of the fuel, characterized in misty flow regime der Rukoto resulting atomized stream flowing (MSF) while drifting in the gas component of the fuel Vaporizer. The second fuel passage (215a) is a passage adjusting member that adjusts a cross-sectional area of the second fuel passage (215a) in the fuel flow direction to be smaller than a cross-sectional area of the first fuel passage (14a) in the fuel flow direction. fuel vaporizing device according to claim 1, characterized in that to provide. The heat transfer improvement means includes a heat medium supply device (20, 20) for supplying the heat medium so that a temperature of the heat medium in a downstream portion of the fuel passage is higher than a temperature of the heat medium in an upstream portion of the fuel passage. 40) The fuel vaporizer according to claim 1 or 2 , wherein the fuel vaporizer is 40). The heat medium supply apparatus according to claim 3 in which the flow direction of the fuel in the fuel passage, the flow direction of the heat medium in the heat medium passage, wherein the flowing the heat medium so as to form the counterflow A fuel vaporizer according to claim 1. The passage member is
A first heat medium passage (14b) provided in an upstream portion of the fuel passage for flowing a first heat medium for heating the fuel;
A second heat medium passage (15b) is provided in a downstream portion of the fuel passage, has a temperature equal to or higher than the first heat medium, and flows a second heat medium that heats the fuel;
The heat medium supply apparatus according to claim 4 wherein the first first heat source unit for supplying a heat medium (20), characterized in that it comprises a second heat source unit and (40) for supplying the second heat medium A fuel vaporizer according to claim 1.

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