JPH024773B2 - - Google Patents

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Publication number
JPH024773B2
JPH024773B2 JP58037063A JP3706383A JPH024773B2 JP H024773 B2 JPH024773 B2 JP H024773B2 JP 58037063 A JP58037063 A JP 58037063A JP 3706383 A JP3706383 A JP 3706383A JP H024773 B2 JPH024773 B2 JP H024773B2
Authority
JP
Japan
Prior art keywords
fuel
boiling point
low
diesel
temperature boiling
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Expired - Lifetime
Application number
JP58037063A
Other languages
Japanese (ja)
Other versions
JPS59162337A (en
Inventor
Mitsuyoshi Mori
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Yanmar Co Ltd
Original Assignee
Yanmar Diesel Engine Co Ltd
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Yanmar Diesel Engine Co Ltd filed Critical Yanmar Diesel Engine Co Ltd
Priority to JP58037063A priority Critical patent/JPS59162337A/en
Publication of JPS59162337A publication Critical patent/JPS59162337A/en
Publication of JPH024773B2 publication Critical patent/JPH024773B2/ja
Granted legal-status Critical Current

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Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D19/00—Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures
    • F02D19/06—Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures peculiar to engines working with pluralities of fuels, e.g. alternatively with light and heavy fuel oil, other than engines indifferent to the fuel consumed
    • F02D19/08—Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures peculiar to engines working with pluralities of fuels, e.g. alternatively with light and heavy fuel oil, other than engines indifferent to the fuel consumed simultaneously using pluralities of fuels
    • F02D19/10—Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures peculiar to engines working with pluralities of fuels, e.g. alternatively with light and heavy fuel oil, other than engines indifferent to the fuel consumed simultaneously using pluralities of fuels peculiar to compression-ignition engines in which the main fuel is gaseous
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D19/00—Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures
    • F02D19/06—Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures peculiar to engines working with pluralities of fuels, e.g. alternatively with light and heavy fuel oil, other than engines indifferent to the fuel consumed
    • F02D19/0639—Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures peculiar to engines working with pluralities of fuels, e.g. alternatively with light and heavy fuel oil, other than engines indifferent to the fuel consumed characterised by the type of fuels
    • F02D19/0642—Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures peculiar to engines working with pluralities of fuels, e.g. alternatively with light and heavy fuel oil, other than engines indifferent to the fuel consumed characterised by the type of fuels at least one fuel being gaseous, the other fuels being gaseous or liquid at standard conditions
    • F02D19/0647—Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures peculiar to engines working with pluralities of fuels, e.g. alternatively with light and heavy fuel oil, other than engines indifferent to the fuel consumed characterised by the type of fuels at least one fuel being gaseous, the other fuels being gaseous or liquid at standard conditions the gaseous fuel being liquefied petroleum gas [LPG], liquefied natural gas [LNG], compressed natural gas [CNG] or dimethyl ether [DME]
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D19/00—Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures
    • F02D19/06—Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures peculiar to engines working with pluralities of fuels, e.g. alternatively with light and heavy fuel oil, other than engines indifferent to the fuel consumed
    • F02D19/0663—Details on the fuel supply system, e.g. tanks, valves, pipes, pumps, rails, injectors or mixers
    • F02D19/0686—Injectors
    • F02D19/0689—Injectors for in-cylinder direct injection
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D19/00—Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures
    • F02D19/06—Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures peculiar to engines working with pluralities of fuels, e.g. alternatively with light and heavy fuel oil, other than engines indifferent to the fuel consumed
    • F02D19/0663—Details on the fuel supply system, e.g. tanks, valves, pipes, pumps, rails, injectors or mixers
    • F02D19/0686—Injectors
    • F02D19/0694—Injectors operating with a plurality of fuels
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D19/00—Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures
    • F02D19/06—Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures peculiar to engines working with pluralities of fuels, e.g. alternatively with light and heavy fuel oil, other than engines indifferent to the fuel consumed
    • F02D19/08—Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures peculiar to engines working with pluralities of fuels, e.g. alternatively with light and heavy fuel oil, other than engines indifferent to the fuel consumed simultaneously using pluralities of fuels
    • F02D19/081—Adjusting the fuel composition or mixing ratio; Transitioning from one fuel to the other
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M21/00—Apparatus for supplying engines with non-liquid fuels, e.g. gaseous fuels stored in liquid form
    • F02M21/02—Apparatus for supplying engines with non-liquid fuels, e.g. gaseous fuels stored in liquid form for gaseous fuels
    • F02M21/0218—Details on the gaseous fuel supply system, e.g. tanks, valves, pipes, pumps, rails, injectors or mixers
    • F02M21/0287—Details on the gaseous fuel supply system, e.g. tanks, valves, pipes, pumps, rails, injectors or mixers characterised by the transition from liquid to gaseous phase ; Injection in liquid phase; Cooling and low temperature storage
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D2200/00—Input parameters for engine control
    • F02D2200/02—Input parameters for engine control the parameters being related to the engine
    • F02D2200/06—Fuel or fuel supply system parameters
    • F02D2200/0606—Fuel temperature
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/10—Internal combustion engine [ICE] based vehicles
    • Y02T10/30—Use of alternative fuels, e.g. biofuels

Description

【発明の詳細な説明】 〔産業上の利用分野〕 本発明は、低温度沸点燃料使用のデイーゼル機
関に関し、殊に、LPG，NGL、ナフサ等低温度
沸点の液相状態の燃料と軽油等デイーゼル燃料と
を併用する低温度沸点燃料使用のデイーゼル機関
に関するものである。[Detailed Description of the Invention] [Industrial Application Field] The present invention relates to a diesel engine that uses low-temperature boiling point fuel, and particularly relates to a diesel engine that uses low-temperature boiling point fuel such as LPG, NGL, naphtha, etc. and diesel fuel such as diesel oil. This relates to a diesel engine that uses low-temperature boiling point fuel in combination with fuel.

〔従来の技術とその課題〕[Conventional technology and its issues]

従来より石油工場、石油化学工場の廃ガス、あ
るいは油井からの回収ガス等を圧縮した液化石油
ガス（LPG）が自動車用機関のガソリンに代り
広く用いられている。 BACKGROUND ART Liquefied petroleum gas (LPG), which is obtained by compressing waste gas from oil factories, petrochemical factories, or gas recovered from oil wells, has been widely used in place of gasoline in automobile engines.

ところが、このLPG使用の機関では空気との
混合気を圧縮するので、その圧縮比を上げると、
異常燃焼（自己着火、急速燃焼）を起こし、その
ため、圧縮比を低く（５〜７程度）しており、ま
た、かかる異常燃焼を避けるための過給を行うこ
とも不可能であつて、機関出力がない。そのた
め、圧縮行程でガス燃料を噴出する方法も考えら
れるが、燃料ガスを圧縮する仕事および、その装
置が大きくなつてかかる方法は実用的に成り立た
ない。 However, this LPG engine compresses the mixture with air, so if you increase the compression ratio,
Abnormal combustion (auto-ignition, rapid combustion) occurs, and as a result, the compression ratio is kept low (approximately 5 to 7), and it is impossible to perform supercharging to avoid such abnormal combustion. There is no output. Therefore, a method of ejecting gaseous fuel during the compression stroke is considered, but such a method is not practical because the work of compressing the fuel gas and the size of the equipment would increase.

一方、かかる燃料ガスとデイーゼル燃料とを併
用した異種燃料使用のデイーゼル機関として、着
火用液体燃料に小量の軽油または重油を用い、燃
料噴射ポンプと燃料噴射ノズルとを介してシリン
ダ内に直接噴射し、圧縮行程の終りに予め吸入し
ているガス燃料に着火するようにしたものが提案
されている。しかしながら、この場合も、燃料ガ
スの比容積が大きいので、一定のシリンダ容積で
吸入できる空気の容積がその分だけ減少し、した
がつて、機関出力が、液体燃料を用いた場合に比
べ著しく減少する。 On the other hand, in a diesel engine that uses a combination of fuel gas and diesel fuel, a small amount of light oil or heavy oil is used as the liquid fuel for ignition, and is injected directly into the cylinder via a fuel injection pump and a fuel injection nozzle. However, a system has been proposed in which the gaseous fuel sucked in in advance is ignited at the end of the compression stroke. However, in this case as well, since the specific volume of the fuel gas is large, the volume of air that can be taken in with a constant cylinder volume decreases accordingly, and the engine output is therefore significantly reduced compared to when liquid fuel is used. do.

ところで、昨今、国際競争力の低下に伴い、石
油化学におけるエチレン原料のナフサ需要が減退
し、かかるナフサをデイーゼル機関用燃料として
使用するニーズが高まつている。 Incidentally, in recent years, with the decline in international competitiveness, the demand for naphtha as an ethylene raw material in petrochemicals has declined, and the need for using such naphtha as fuel for diesel engines has increased.

なお、周知のように、LPGは沸点が特に低く
（プロパンは−40℃、プタンは−0.5℃）、次いで
メタノールは64℃、NGL（天然ガソリン）および
軽質ナフサは30℃〜140℃の順になつている。し
かるに、これらの低温度沸点燃料をデイーゼル機
関用燃料として液相状態で使用すると、燃料噴射
ポンプの燃料吸込み側等の圧力減少部に気泡が生
じて、ベーパーロツクの発生を誘発する。 As is well known, LPG has a particularly low boiling point (-40°C for propane, -0.5°C for butane), followed by methanol at 64°C, followed by 30°C to 140°C for NGL (natural gasoline) and light naphtha. ing. However, when these low-temperature boiling point fuels are used in a liquid phase as fuel for diesel engines, bubbles are generated in pressure reduction sections such as the fuel suction side of the fuel injection pump, inducing the occurrence of vapor lock.

例えば、実公昭60−23481号公報（昭和56年10
月27日公開）には、通常の燃料噴射ポンプからそ
のデリベリバルブを介して主燃料管より燃料噴射
ノズルに至る主燃料噴射系に、チエツク弁、送給
管、ポンプおよびアルコール等収容タンクからな
る副燃料供給系を連結し、前記デリベリバルブの
吸い戻し作用によつて発生する負圧を利用してア
ルコール等を主燃料噴射系に導入するようにし
て、前記燃料噴射ノズルより主燃料とともにアル
コール等を噴射できるようにした異種燃料噴射装
置が示されている。 For example, Publication No. 60-23481 (October 1982)
(Released on May 27th), the main fuel injection system, which runs from a normal fuel injection pump through its delivery valve to the main fuel pipe to the fuel injection nozzle, is connected to a subsystem consisting of a check valve, feed pipe, pump, and alcohol storage tank. A fuel supply system is connected, and alcohol, etc. is introduced into the main fuel injection system using the negative pressure generated by the suction action of the delivery valve, and the alcohol, etc. is injected together with the main fuel from the fuel injection nozzle. A dissimilar fuel injector is shown that allows for dissimilar fuel injection.

かかる異種燃料噴射装置では、その副燃料供給
系に圧力調整器や絞りやチエツク弁が介在してい
るため、燃料噴射ノズルに導入されるアルコール
等には局部的圧力降下に起因して気泡（アルコー
ルのため若干であるが）を生じるおそれがあつ
て、前記のようにベーパロツクの発生を誘発させ
ることになる。 In such a dissimilar fuel injection system, a pressure regulator, a throttle, and a check valve are interposed in the auxiliary fuel supply system. Therefore, there is a possibility that the vapor lock may occur (albeit to a small extent), thereby inducing the generation of vapor lock as described above.

しかも、かかる異種燃料噴射装置では、主燃料
噴射系と副燃料供給系との合流点より下流側（ノ
ズル側）には、燃料混合手段が設けられていない
ので、つまり、アルコール等をそのまま燃料噴射
ノズルに導入するので、燃料噴射ノズルから噴射
される燃料は均一でなく、機関出力を著しく損な
うことになる。 Moreover, in such a dissimilar fuel injection device, a fuel mixing means is not provided downstream (on the nozzle side) from the confluence point of the main fuel injection system and the auxiliary fuel supply system. Since the fuel is introduced into the nozzle, the fuel injected from the fuel injection nozzle is not uniform, which significantly impairs engine output.

〔課題を解決するための手段〕[Means to solve the problem]

そこで本発明は、これらの欠点に鑑み創作され
たもので、その要旨とするところは、当該燃料の
蒸気圧によつて液相の状態にしてLPG、ナフサ
等の低温度沸点燃料を収容した副タンク１０と、
該副タンク１０と燃料噴射ポンプ１７とを連通
し、かつ、前記低温度沸点燃料を液相のままの高
圧状態に維持して送る燃料管１０ｂと、軽油等の
デイーゼル燃料を大気圧で収容した主タンク１１
と、該主タンク１１と前記燃料管１０ｂとを連通
する連通管に設け、かつ、当該デイーゼル燃料を
高圧にするための高圧付与手段２０と、前記連通
管に設けた可変混合手段１６と、からなる低温度
沸点燃料供給装置を備えたデイーゼル機関にあ
る。 The present invention was created in view of these shortcomings, and its gist is to provide a secondary fuel containing a low-temperature boiling point fuel such as LPG or naphtha, which is turned into a liquid phase by the vapor pressure of the fuel. Tank 10 and
A fuel pipe 10b communicates the auxiliary tank 10 with the fuel injection pump 17 and sends the low-temperature boiling point fuel while maintaining it in a high-pressure state in a liquid phase, and a diesel fuel such as light oil is accommodated at atmospheric pressure. Main tank 11
, a high pressure applying means 20 provided in a communication pipe that communicates the main tank 11 and the fuel pipe 10b and for making the diesel fuel high pressure, and a variable mixing means 16 provided in the communication pipe. Diesel engines equipped with a low-temperature boiling point fuel supply system.

〔実施例〕〔Example〕

本発明の構成を実施例にもとづき詳細に説明す
る。 The configuration of the present invention will be explained in detail based on examples.

第１図は本発明の実施例に係る一部概念断面
図、第２図は他の実施例に係る一部概念断面図、
第３図は液相の低温度沸点燃料とデイーゼル燃料
の液体を混合するブレンデイング・システムの系
統図である。 FIG. 1 is a partially conceptual cross-sectional view according to an embodiment of the present invention, FIG. 2 is a partially conceptual cross-sectional view according to another embodiment,
FIG. 3 is a system diagram of a blending system for mixing liquid phase low temperature boiling point fuel and diesel fuel liquid.

これらの図において、１は非常用発電機と直結
した立形中形デイーゼル機関を示し、１′はシリ
ンダ、２はピストンで、その頂部に燃焼室３を有
する直噴形燃焼方式を採用している。４はシリン
ダヘツドで、吸・排気孔５，６を設けている。７
は燃料噴射ノズルで、高圧管に連結された通常の
ボツシユ式燃料噴射ノズルを用いている。１６は
スタテイツクミキサー、１７は燃料吸入口１７ａ
を有するボツシユ式燃料噴射ポンプである。 In these figures, 1 indicates a vertical medium-sized diesel engine that is directly connected to an emergency generator, 1' is a cylinder, 2 is a piston, and uses a direct injection combustion method with a combustion chamber 3 at the top. There is. A cylinder head 4 is provided with intake and exhaust holes 5 and 6. 7
The fuel injection nozzle uses a conventional bottle-type fuel injection nozzle connected to a high-pressure pipe. 16 is a static mixer, 17 is a fuel intake port 17a
This is a bottle-type fuel injection pump.

第１図に示す実施例において、１０はLPGタ
ンク（副タンク）、１１はデイーゼル燃料タンク
（主タンク）で、そのタンク１１に軽油が大気圧
の状態で収容されている。また、１０ｂはLPG
タンク１０内の液相状態のLPG燃料をその蒸気
圧より高圧状態に維持して移送する燃料管であ
る。 In the embodiment shown in FIG. 1, 10 is an LPG tank (auxiliary tank), 11 is a diesel fuel tank (main tank), and light oil is stored in the tank 11 at atmospheric pressure. Also, 10b is LPG
This is a fuel pipe that transports LPG fuel in a liquid phase within the tank 10 while maintaining it at a pressure higher than its vapor pressure.

第３図において、１２は第１ポンプ、１３は第
２ポンプ、１４はその中間にある無段変速機、１
５は直流モータ、１６はスタテイツクミキサー
で、このミキサー１６はスクリユー片を重ねて流
体の分割、混合を繰返すことによつて均一に混合
させるようにしている。 In FIG. 3, 12 is the first pump, 13 is the second pump, 14 is the continuously variable transmission in the middle, 1
Reference numeral 5 indicates a DC motor, and reference numeral 16 indicates a static mixer. This mixer 16 has screw pieces stacked one on top of the other to repeatedly divide and mix the fluids, thereby achieving uniform mixing.

２０は、第１ポンプ１２の入口側圧力を第２ポ
ンプ１３の入口側圧力と同圧に昇圧させるため
の、高圧付与手段とするポンプである。 Reference numeral 20 denotes a pump serving as high pressure applying means for increasing the pressure on the inlet side of the first pump 12 to the same pressure as the pressure on the inlet side of the second pump 13.

次に、本実施例の作用を述べれば、機関始動時
に、デイーゼル燃料（軽油）を主体（全混合燃料
の50％以上）として機関に供給するため、第１ポ
ンプ１２のみを回転させる。機関始動後は、第１
ポンプ１２の回転を低速にし、第２ポンプ１３を
高速にして、液相のLPG燃料を主体（全混合燃
料の90％以上）として機関に供給する。 Next, the operation of this embodiment will be described. When the engine is started, only the first pump 12 is rotated in order to mainly supply diesel fuel (light oil) (more than 50% of the total mixed fuel) to the engine. After the engine starts, the first
The rotation speed of the pump 12 is set to low speed, and the second pump 13 is set to high speed, and liquid phase LPG fuel is mainly supplied to the engine (more than 90% of the total mixed fuel).

ここで、混合された燃料のうち、LPG燃料は
低セタン価のため自己着火が難しいので、デイー
ゼル燃料が発火源となり、次いで、液相のLPG
燃料が急激に気化して燃焼する。また、燃料噴射
ノズル７からの噴射は、通常のデイーゼル機関と
同様、空気のみを圧縮し（圧縮比１２）、その適
切な時期に噴射を行うので、圧縮行程中、自己着
火による異常燃焼は生じない。 Here, among the mixed fuels, LPG fuel has a low cetane number and is difficult to self-ignite, so diesel fuel becomes the ignition source, and then LPG in the liquid phase becomes the ignition source.
The fuel vaporizes rapidly and burns. In addition, the injection from the fuel injection nozzle 7 compresses only air (compression ratio 12) and injects at the appropriate time, similar to a normal diesel engine, so abnormal combustion due to self-ignition will not occur during the compression stroke. do not have.

なお、図示しないが過給機を付設することによ
り、通常のデイーゼル機関と同様高出力化するこ
ともできる。 Although not shown, by attaching a supercharger, the output can be increased like a normal diesel engine.

次に、第２図に示す他の実施例につき説明する
と、８は点火プラグで、これは、グロープラグ
（電気火花点火200mJ.以上の高エネルギ相当のも
の）を使用することもできる。１０ａは低温度沸
点燃料として液相のLPGを収容するタンクで、
その底部から液相のLPGが燃料噴射ポンプ１７
の燃料入口１７ａに、燃料管１０ｂを介して供給
される。１０ｃは低温度沸点燃料の液相のLPG
に潤滑油を若干量高圧混入するためのパイプであ
る。その混合手段は第３図の混合装置と同様であ
る。 Next, another embodiment shown in FIG. 2 will be described. Reference numeral 8 denotes a spark plug, which may also be a glow plug (equivalent to high energy of electric spark ignition of 200 mJ or more). 10a is a tank containing liquid-phase LPG as a low-temperature boiling point fuel;
Liquid phase LPG flows from the bottom of the fuel injection pump 17
The fuel is supplied to the fuel inlet 17a of the engine via the fuel pipe 10b. 10c is LPG in the liquid phase of low temperature boiling point fuel
This is a pipe for mixing a small amount of lubricating oil under high pressure into the tank. The mixing means are similar to the mixing device of FIG.

なお、第１図、第２図の各実施例において吸気
を予熱して圧縮時の空気温度を上げるようにして
もよい。 In addition, in each of the embodiments shown in FIGS. 1 and 2, the air temperature during compression may be increased by preheating the intake air.

〔考案の効果〕[Effect of idea]

本発明によれば、 低温度沸点燃料とデイーゼル燃料とを混合す
れば、低温度沸点燃料であるため、気泡が生じ
易いが、燃料噴射ポンプと連通した燃料管１０
ｂを、特にデイーゼル燃料に対し高圧付与手段
により高圧化して、常時高圧としているため、
低温度沸点燃料が気化することなく、ひいては
燃料噴射ポンプから燃料噴射ノズルにかけての
管では低温度沸点燃料を液相の状態で移送する
ことができる。したがつて、燃料噴射ノズルか
ら気泡の発生による燃料切れがなく、安定した
噴射が行われる。 According to the present invention, when low-temperature boiling point fuel and diesel fuel are mixed, bubbles are likely to be generated since they are low-temperature boiling point fuels, but the fuel pipe 10 communicating with the fuel injection pump
b is made high-pressure, especially for diesel fuel, by means of high-pressure applying means, so that the pressure is always high.
The low-temperature boiling point fuel does not vaporize, and the low-temperature boiling point fuel can be transferred in a liquid phase through the pipe from the fuel injection pump to the fuel injection nozzle. Therefore, the fuel injection nozzle does not run out of fuel due to the generation of bubbles, and stable injection is performed.

燃料噴射ポンプのデリベリバルブと燃料噴射
ノズルとの間に、低温度沸点燃料を直接導入す
るような構造（例えば、前掲の実公昭60−
23481号公報のもの）とすれば、逆止弁などが
必然的に必要となり、ひいては、当該低温度沸
点燃料が局部的圧力降下を生じ気泡を発生する
が、これに対し本発明によれば、低温度沸点燃
料は燃料噴射ポンプの入口側で混合されて導入
されるので、デリベリバルブと燃料噴射ノズル
との間は通常の高圧管で結ばれ、逆止弁などに
よる気泡の発生はない。 A structure that directly introduces low-temperature boiling point fuel between the delivery valve of the fuel injection pump and the fuel injection nozzle (for example,
23481), a check valve or the like is inevitably required, and as a result, the low-temperature boiling point fuel causes a local pressure drop and generates bubbles.In contrast, according to the present invention, Since the low-temperature boiling point fuel is mixed and introduced at the inlet side of the fuel injection pump, the delivery valve and the fuel injection nozzle are connected by a normal high-pressure pipe, and no bubbles are generated due to check valves or the like.

液相の低温度沸点燃料とデイーゼル燃料とを
可変混合手段で混合することにより、燃料は均
一となり、しかも低温度沸点燃料の着火が困難
であつても、可変混合手段によりデイーゼル燃
料を最先に送り着火させることから、始動性を
良好にすることができる。 By mixing the liquid phase low-temperature boiling point fuel and diesel fuel with a variable mixing means, the fuel becomes uniform, and even if it is difficult to ignite the low-temperature boiling point fuel, the variable mixing means allows the diesel fuel to be mixed first. Since the fuel is fed and ignited, starting performance can be improved.

液相状態の低温度沸点燃料を燃料噴射ノズル
でシリンダ内に供給するので、通常のデイーゼ
ル機関と同様、高圧縮が可能となり、高出力化
することができる。 Since low-temperature boiling point fuel in a liquid phase is supplied into the cylinder through a fuel injection nozzle, high compression and high output are possible, similar to normal diesel engines.

【図面の簡単な説明】[Brief explanation of drawings]

第１図は本発明の第１の実施例の系統図、第２
図は他の実施例の系統図、第３図はブレンデイン
グ・システム系統図である。 １′……シリンダ、７……燃料噴射ノズル、８
……グロープラグ、１０……LPGタンク、１１
……デイーゼル燃料タンク、１７……燃料噴射ポ
ンプ。 Fig. 1 is a system diagram of the first embodiment of the present invention;
The figure is a system diagram of another embodiment, and FIG. 3 is a system diagram of the blending system. 1'...Cylinder, 7...Fuel injection nozzle, 8
...Glow plug, 10...LPG tank, 11
...diesel fuel tank, 17...fuel injection pump.

Claims (1)

【特許請求の範囲】 １ 当該燃料の蒸気圧によつて液相の状態にして
LPG、ナフサ等の低温度沸点燃料を収容した副
タンク１０と、 該副タンク１０と燃料噴射ポンプ１７とを連通
し、かつ、前記低温度沸点燃料を液相のままの高
圧状態に維持して送る燃料管１０ｂと、 軽油等のデイーゼル燃料を大気圧で収容した主
タンク１１と、 該主タンク１１と前記燃料管１０ｂとを連通す
る連通管に設け、かつ、当該デイーゼル燃料を高
圧にするための高圧付与手段２０と、 前記連通管に設けた可変混合手段１６と、 からなる低温度沸点燃料供給装置を備えたデイー
ゼル機関。[Claims] 1. The fuel is turned into a liquid phase by the vapor pressure of the fuel.
A sub-tank 10 containing a low-temperature boiling point fuel such as LPG or naphtha is communicated with a fuel injection pump 17, and the low-temperature boiling point fuel is maintained in a high pressure state in a liquid phase. A fuel pipe 10b to send, a main tank 11 containing diesel fuel such as light oil at atmospheric pressure, and a communication pipe that communicates the main tank 11 and the fuel pipe 10b, and for making the diesel fuel high pressure. A diesel engine equipped with a low temperature boiling point fuel supply device comprising: a high pressure applying means 20; and a variable mixing means 16 provided in the communication pipe.
JP58037063A 1983-03-07 1983-03-07 Diesel engine by fuel of low temperature boiling point Granted JPS59162337A (en)

Priority Applications (1)

Application Number Priority Date Filing Date Title
JP58037063A JPS59162337A (en) 1983-03-07 1983-03-07 Diesel engine by fuel of low temperature boiling point

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
JP58037063A JPS59162337A (en) 1983-03-07 1983-03-07 Diesel engine by fuel of low temperature boiling point

Publications (2)

Publication Number Publication Date
JPS59162337A JPS59162337A (en) 1984-09-13
JPH024773B2 true JPH024773B2 (en) 1990-01-30

Family

ID=12487092

Family Applications (1)

Application Number Title Priority Date Filing Date
JP58037063A Granted JPS59162337A (en) 1983-03-07 1983-03-07 Diesel engine by fuel of low temperature boiling point

Country Status (1)

Country Link
JP (1) JPS59162337A (en)

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JPS62121854A (en) * 1985-11-20 1987-06-03 Mitsui Eng & Shipbuild Co Ltd Fuel for dual-fuel diesel engine
JPH086656B2 (en) * 1989-12-18 1996-01-29 健一郎 亀尾 Exhaust gas purification system for diesel engine
GB2413824A (en) * 2004-05-07 2005-11-09 Statoil Asa Operating diesel-cycle i.c. engines on gaseous fuels with ignition-improvers
KR101342584B1 (en) * 2006-09-25 2013-12-17 디지씨 인더스트리즈 피티와이 엘티디 A dual fuel system
CA2687471C (en) * 2007-05-23 2015-06-30 Interlocking Buildings Pty Ltd. A method of manufacture and installation of high pressure liquid lpg fuel supply and dual or mixed fuel supply systems
DE102007051677A1 (en) 2007-10-26 2009-04-30 Karlheinrich Winkelmann Fuel e.g. petrol, mixture controlled production and conveying method for e.g. Otto-engine, involves supplying fuel mixture in fuel mixture tank into high pressure fuel device, pressure rail, fuel injection valve, fuel loop and control unit
DE102008006841B4 (en) * 2008-01-30 2013-07-11 Wolfram Kangler Method and device for operating an internal combustion engine with a liquid fuel mixture
CA2758737A1 (en) * 2009-04-20 2010-10-28 Dgc Industries Pty Ltd A dual fuel supply system for an indirect-injection system of a diesel engine
ITCE20100009A1 (en) * 2010-07-16 2012-01-17 Ottavio Pennacchia LPG-DIESEL MIXTURE SUPPLY PLANTS FOR DIESEL ENGINES FOR ROAD TRACTION, NAVAL PROPULSION OR ENERGY PRODUCTION
NL2006542C2 (en) * 2011-04-05 2012-10-08 Vialle Alternative Fuel Systems Bv DIESEL ENGINE FOR LPG-DIESEL-MIXTURE.
DE102011082039A1 (en) * 2011-09-02 2013-03-07 Man Diesel & Turbo Se Reciprocating internal combustion engine and method for operating a reciprocating internal combustion engine
JP5838729B2 (en) * 2011-10-28 2016-01-06 いすゞ自動車株式会社 Abnormal combustion prevention system for diesel engine
JP6051508B2 (en) * 2011-10-28 2016-12-27 いすゞ自動車株式会社 Abnormal combustion prevention system for diesel engine
JP5838730B2 (en) * 2011-10-28 2016-01-06 いすゞ自動車株式会社 Abnormal combustion prevention system for diesel engine
DE102011088797A1 (en) * 2011-12-16 2013-06-20 Robert Bosch Gmbh Fuel system
DE102014203490A1 (en) * 2014-02-26 2015-08-27 Robert Bosch Gmbh Injection system for injecting a fuel mixture and method therefor

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JPS6023481U (en) * 1983-07-27 1985-02-18 株式会社小松製作所 dump truck

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JPS6132112Y2 (en) * 1981-03-07 1986-09-18

Patent Citations (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPS5142807A (en) * 1974-10-05 1976-04-12 Hino Motors Ltd CHOKUSETSUFUNSHASHIKIDEIIZERUKIKAN
JPS6023481U (en) * 1983-07-27 1985-02-18 株式会社小松製作所 dump truck

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