JPH03189361A - Exhaust gas purifying system for diesel engine - Google Patents
Exhaust gas purifying system for diesel engineInfo
- Publication number
- JPH03189361A JPH03189361A JP1328972A JP32897289A JPH03189361A JP H03189361 A JPH03189361 A JP H03189361A JP 1328972 A JP1328972 A JP 1328972A JP 32897289 A JP32897289 A JP 32897289A JP H03189361 A JPH03189361 A JP H03189361A
- Authority
- JP
- Japan
- Prior art keywords
- light oil
- liquefied petroleum
- petroleum gas
- fuel
- tank
- 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.)
- Granted
Links
- 239000000446 fuel Substances 0.000 claims abstract description 67
- 239000003915 liquefied petroleum gas Substances 0.000 claims abstract description 56
- 239000007789 gas Substances 0.000 claims abstract description 42
- 238000002347 injection Methods 0.000 claims abstract description 26
- 239000007924 injection Substances 0.000 claims abstract description 26
- 239000007788 liquid Substances 0.000 claims abstract description 23
- 238000000034 method Methods 0.000 claims abstract description 4
- 238000000746 purification Methods 0.000 claims description 16
- NINIDFKCEFEMDL-UHFFFAOYSA-N Sulfur Chemical compound [S] NINIDFKCEFEMDL-UHFFFAOYSA-N 0.000 abstract description 9
- 229910052717 sulfur Inorganic materials 0.000 abstract description 9
- 239000011593 sulfur Substances 0.000 abstract description 9
- OKTJSMMVPCPJKN-UHFFFAOYSA-N Carbon Chemical compound [C] OKTJSMMVPCPJKN-UHFFFAOYSA-N 0.000 abstract description 7
- 229910052799 carbon Inorganic materials 0.000 abstract description 7
- 239000000203 mixture Substances 0.000 abstract description 6
- 238000000926 separation method Methods 0.000 abstract 2
- 239000003209 petroleum derivative Substances 0.000 abstract 1
- 239000003921 oil Substances 0.000 description 45
- 238000002485 combustion reaction Methods 0.000 description 10
- 230000001105 regulatory effect Effects 0.000 description 9
- 239000012071 phase Substances 0.000 description 4
- 230000000694 effects Effects 0.000 description 3
- 238000010586 diagram Methods 0.000 description 2
- UFHFLCQGNIYNRP-UHFFFAOYSA-N Hydrogen Chemical compound [H][H] UFHFLCQGNIYNRP-UHFFFAOYSA-N 0.000 description 1
- 230000033228 biological regulation Effects 0.000 description 1
- 230000007423 decrease Effects 0.000 description 1
- 230000006866 deterioration Effects 0.000 description 1
- 238000009792 diffusion process Methods 0.000 description 1
- 229910052739 hydrogen Inorganic materials 0.000 description 1
- 239000001257 hydrogen Substances 0.000 description 1
- 125000004435 hydrogen atom Chemical group [H]* 0.000 description 1
- 239000007791 liquid phase Substances 0.000 description 1
- 239000010687 lubricating oil Substances 0.000 description 1
- 150000001247 metal acetylides Chemical class 0.000 description 1
- TVMXDCGIABBOFY-UHFFFAOYSA-N octane Chemical compound CCCCCCCC TVMXDCGIABBOFY-UHFFFAOYSA-N 0.000 description 1
- 230000002265 prevention Effects 0.000 description 1
- 239000000779 smoke Substances 0.000 description 1
- 239000000126 substance Substances 0.000 description 1
Classifications
-
- 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
- F02M37/00—Apparatus or systems for feeding liquid fuel from storage containers to carburettors or fuel-injection apparatus; Arrangements for purifying liquid fuel specially adapted for, or arranged on, internal-combustion engines
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
- F02B3/00—Engines characterised by air compression and subsequent fuel addition
- F02B3/06—Engines characterised by air compression and subsequent fuel addition with compression ignition
-
- 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
Landscapes
- Engineering & Computer Science (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Mechanical Engineering (AREA)
- General Engineering & Computer Science (AREA)
- Output Control And Ontrol Of Special Type Engine (AREA)
- Exhaust Gas After Treatment (AREA)
Abstract
Description
【発明の詳細な説明】
（産業上の利用分野）
この発明は、ディーゼルエンジンの排ガス（本明細書に
おいて排気ガスのことをいう。）浄化システム（物の発
明）に関する。DETAILED DESCRIPTION OF THE INVENTION (Industrial Application Field) The present invention relates to a diesel engine exhaust gas (herein referred to as exhaust gas) purification system (product invention).
（従来技術）
オイルショックの燃料の高騰をきっかけにそれ以来、燃
費の安さから、ディーゼルエンジンは、トラック、バス
以外にも、自家用の乗用車にも、かなりの割合で搭載さ
れるようになった。(Prior art) Since the rise in fuel prices caused by the oil crisis, diesel engines have come to be installed in a large proportion of not only trucks and buses but also private passenger cars due to their low fuel consumption.
しかし、ディーゼルエンジンは、燃費が安い反面、排ガ
スが極めて悪く、特に大型車に搭載されているディーゼ
ルエンジンの一つの形式である直接噴射型ディーゼルエ
ンジンの場合には燃料と空気との混合状態（燃料の燃焼
状態）がよくないことに起因して黒煙発生の主因ともな
っている。However, while diesel engines have low fuel consumption, they emit extremely poor exhaust gases, especially in the case of direct-injection diesel engines, which are one type of diesel engine installed in large vehicles. It is also the main cause of black smoke generation due to poor combustion conditions.
このため、目下、各自動車メーカーは、ディーゼルエン
ジンの排ガス浄化技術の確立に努力している。For this reason, automobile manufacturers are currently making efforts to establish exhaust gas purification technology for diesel engines.
このディーゼルエンジンの排ガス浄化技術に関しては、
従来より種々の研究がなされ、例えば、ディーゼルエン
ジンの主燃料に副燃料を加えて排ガスの浄化をおこなお
うとする手法が基礎研究的に多数試みられている。Regarding this diesel engine exhaust gas purification technology,
BACKGROUND ART Various studies have been carried out in the past, and for example, many basic research attempts have been made to purify exhaust gas by adding auxiliary fuel to the main fuel of a diesel engine.
その一つとして、ディーゼルエンジンのシリンダ内へ吸
入される空気にその圧力より高い圧力を有する液化石油
ガス（ＬＰＧ）を所定量混入させ、この混合気体を高圧
に圧縮し、圧縮した混合気体に軽油を噴射して燃焼させ
る等の排ガス浄化技術が提供されていた（特開昭５６−
１８０３１号）。One method is to mix a predetermined amount of liquefied petroleum gas (LPG) with a pressure higher than the air sucked into the cylinder of a diesel engine, compress this gas mixture to high pressure, and add light oil to the compressed gas mixture. Exhaust gas purification technology was provided, such as injecting and burning
No. 18031).
（発明が解決しようとする課題）
しかしながら、上述の排ガス浄化技術（特開昭５６−１
８０３１号）の場合、シリンダ内で、液化石油ガスが混
入した可燃性の気体（混合気体）をさらに高圧に圧縮し
、その中に軽油を噴射するため、軽油噴射時に爆発的に
燃焼して、円滑な運転状態を得ることが難しかった。特
に、アイドリングから高速回転にわたって、安定した運
転状態を得ることはできなかった。(Problem to be solved by the invention) However, the above-mentioned exhaust gas purification technology (Japanese Unexamined Patent Publication No. 56-1
In the case of No. 8031), the flammable gas (mixed gas) mixed with liquefied petroleum gas is compressed to a higher pressure in the cylinder, and light oil is injected into it, so when the light oil is injected, it combusts explosively. It was difficult to obtain smooth operating conditions. In particular, stable operating conditions could not be obtained from idling to high speed rotation.
また、構造的に、分配型燃料噴射ポンプ搭載のディーゼ
ルエンジンに比べて副型燃料噴射ポンプ搭載のディーゼ
ルエンジンでは難しく、とても、実際の自動車に搭載す
るディーゼルエンジンに採用できるレベルのものではな
い。Furthermore, compared to a diesel engine equipped with a distributed fuel injection pump, a diesel engine equipped with an auxiliary fuel injection pump is structurally more difficult to construct, and is therefore not at a level that can be adopted in a diesel engine installed in an actual automobile.
また、排ガス浄化技術において、シリンダ内の圧縮空気
に軽油とともに液化石油ガスを圧縮して噴射することも
考えられるが、この場合には噴射装置がこの分余分に必
要となり、構造が複雑になる。In addition, in exhaust gas purification technology, it is possible to compress and inject liquefied petroleum gas together with light oil into the compressed air in the cylinder, but in this case, an extra injection device would be required and the structure would be complicated.
本発明は上述のような現況のもとにおこなわれたもので
、排ガスのきれいなディーゼルエンジンを提供すること
が可能な、ディーゼルエンジンの排ガス浄化システムを
提供することを目的とする。The present invention was made under the above-mentioned current situation, and an object of the present invention is to provide an exhaust gas purification system for a diesel engine that can provide a diesel engine with clean exhaust gas.
（課題を解決するための手段）
本発明にかかるディーゼルエンジンの排ガス浄化システ
ムは、ディーゼルエンジンの燃料噴射ポンプに供給する
前の工程に、
液化石油ガス（ＬＰＧ）が所定の割合で混入された軽油
をベーパロックしない程度に加圧して、上記燃料噴射ポ
ンプに燃料を供給する燃圧調整器と、この燃圧調整器に
液化石油ガスを所定の割合で混入した軽油を供給する、
液体混合弁付サージタンクと、軽油タンク側からの軽油
を液化石油ガスタンク内のガス圧に等しく加圧して、開
閉弁を介して上記液体混合弁付サージタンクに軽油を供
給する可変燃圧ポンプと、この可変燃圧ポンプに軽油を
供給する軽油タンクと、開閉弁を介して上記液体混合弁
付サージタンクに液化石油ガスを供給する上記液化石油
ガスタンクとを設けたことを特徴とする。(Means for Solving the Problems) The diesel engine exhaust gas purification system according to the present invention uses light oil mixed with liquefied petroleum gas (LPG) at a predetermined ratio in the process before being supplied to the fuel injection pump of the diesel engine. a fuel pressure regulator that supplies fuel to the fuel injection pump by pressurizing the fuel to an extent that does not cause vapor lock; and supplying light oil mixed with liquefied petroleum gas at a predetermined ratio to the fuel pressure regulator.
a surge tank with a liquid mixing valve; a variable fuel pressure pump that pressurizes light oil from the light oil tank side to be equal to the gas pressure in the liquefied petroleum gas tank and supplies the light oil to the surge tank with a liquid mixing valve through an on-off valve; A light oil tank for supplying light oil to the variable fuel pressure pump and a liquefied petroleum gas tank for supplying liquefied petroleum gas to the surge tank with a liquid mixing valve via an on-off valve are provided.
（作用）
しかして、上述のように構成されたディーゼルエンジン
の排ガス浄化システムにより、軽油タンクからの軽油は
、可変燃圧ポンプで、雰囲気により変化する液化石油ガ
スのガス圧と同じ圧力に加圧されて、開閉弁によって所
定量液体混合弁付サージタンクへ供給され、また、液化
石油ガスタンクからは開閉弁によって所定量液化石油ガ
スが上記液体混合弁付サージタンクへ供給され、この液
体混合弁付サージタンクで上記軽油と液化石油ガスが所
望の割合で混合され、その後、燃圧調整器で、この混合
された燃料が燃料噴射ポンプにおいてベーパロックを起
こすことのないよう加圧される。そして、燃料噴射ポン
プによって、最適な時期（軽油だけの場合よりやや早い
時期；各ディーゼルエンジンによって異なるが例えば上
死点前側に５°〜１８゜程度早くする）に上記液化石油
ガスを混入した軽油がエンジンのシリンダ内に噴射され
る。(Function) With the diesel engine exhaust gas purification system configured as described above, the light oil from the light oil tank is pressurized by the variable fuel pressure pump to the same pressure as the gas pressure of liquefied petroleum gas, which changes depending on the atmosphere. Then, a predetermined amount of liquefied petroleum gas is supplied to the surge tank with liquid mixing valve by the on-off valve, and a predetermined amount of liquefied petroleum gas is supplied from the liquefied petroleum gas tank to the surge tank with liquid mixing valve by the on-off valve. The light oil and liquefied petroleum gas are mixed in a desired ratio in a tank, and then the mixed fuel is pressurized in a fuel pressure regulator so as not to cause vapor lock in the fuel injection pump. The fuel injection pump then mixes the above liquefied petroleum gas into the light oil at the optimal timing (slightly earlier than when using only light oil; it varies depending on each diesel engine, but for example, about 5° to 18° before top dead center). is injected into the engine cylinder.
このため、ディーゼルエンジンのシリンダ内には、水素
分子を多く含む分子間の結合の強い液化石油ガスが均等
に分布し、常に、燃焼し易く且つ安定して燃焼する状態
の、燃料（軽油と液化石油ガスの混合体）が供給される
。従って、シリンダ内での燃焼は極めて良好な状態でお
こなわれ、排ガス中に含まれる分離カーボン等が、極端
に減少する。For this reason, liquefied petroleum gas with strong intermolecular bonds containing many hydrogen molecules is evenly distributed inside the cylinder of a diesel engine, and fuel (light oil and liquefied petroleum gas) is always in a state of easy and stable combustion. A mixture of oil and gas) is supplied. Therefore, combustion within the cylinder is carried out under extremely good conditions, and separated carbon and the like contained in the exhaust gas are extremely reduced.
しかも、上記混入する液化石油ガス中には、イオウ（Ｓ
）が含有されていないため、液化石油ガスを混入させた
割合分だけ、排ガス中のイオウ（Ｓ）は減少する。Moreover, the liquefied petroleum gas mixed in above contains sulfur (S).
), the amount of sulfur (S) in the exhaust gas decreases by the amount of liquefied petroleum gas mixed in.
また、本発明においては、液化石油ガスを軽油とともに
、そのディーゼルエンジンにとって又その回転数に合わ
せて最適な時期に噴射できるため、爆発的に燃焼するこ
となく、アイドリング時から高速時にわたって、常に良
好な燃焼状態で運転することが可能になる。In addition, in the present invention, since liquefied petroleum gas can be injected together with light oil at the optimal timing for the diesel engine and according to its rotation speed, it does not burn explosively and always works well from idling to high speed. It becomes possible to operate in a combustion state.
（実施例）
以下、本発明の実施例にかかるディーゼルエンジンの排
ガス浄化システムを添付図面を参照しながら説明する。(Example) Hereinafter, an exhaust gas purification system for a diesel engine according to an example of the present invention will be described with reference to the accompanying drawings.
第１図は本実施例にかかるディーゼルエンジンの排ガス
浄化システムの全体の構成を示す構成図で、第１図にお
いて、１は軽油タンク、２は液化石油ガスタンクである
。上記軽油タンク１は管路２０によってフィルター３を
経て可変燃圧ポンプ４に接続されている。この可変燃圧
ポンプ４は、軽油タンク１側からの軽油を、液化石油ガ
スタンク２内の液化石油ガスと同じ圧力に昇圧（調圧）
して、後流の液体混合弁付サージタンク７側に送ること
ができるよう、該可変燃圧ポンプ４の吐出部には調圧弁
機構４Ａが設けられ、この調圧弁機構４へのパイロット
圧室４ａは、上記液化石油ガスタンク２の上部の気相部
２ａと管路２１で接続されている。そして、この可変燃
圧ポンプ４の吐出部（調圧弁機構４Ａ）は、管路２２に
よって電磁弁５を介して、液体混合弁付サージタンク７
に接続されている。FIG. 1 is a block diagram showing the overall configuration of a diesel engine exhaust gas purification system according to this embodiment. In FIG. 1, 1 is a light oil tank and 2 is a liquefied petroleum gas tank. The light oil tank 1 is connected to a variable fuel pressure pump 4 via a filter 3 by a pipe 20. This variable fuel pressure pump 4 boosts (pressure adjusts) the light oil from the light oil tank 1 side to the same pressure as the liquefied petroleum gas in the liquefied petroleum gas tank 2.
A pressure regulating valve mechanism 4A is provided at the discharge part of the variable fuel pressure pump 4 so that the liquid can be sent to the downstream side of the surge tank 7 with a liquid mixing valve. is connected to the upper gas phase portion 2a of the liquefied petroleum gas tank 2 through a pipe line 21. The discharge part (pressure regulating valve mechanism 4A) of this variable fuel pressure pump 4 is connected to a surge tank 7 with a liquid mixing valve via a solenoid valve 5 through a conduit 22.
It is connected to the.
一方、上記液化石油ガスタンク２は、管路２３によって
電磁弁６を介して、液体混合弁付サージタンク７に接続
されている。On the other hand, the liquefied petroleum gas tank 2 is connected to a surge tank 7 with a liquid mixing valve via a conduit 23 and a solenoid valve 6 .
そして、上記液体混合弁付サージタンク７は、上記軽油
タンクｌからの軽油と、液化石油ガスタンク２からの液
化石油ガスとを、内部で渦流にして均一に混合させるこ
とができる構成となっている。The surge tank 7 with a liquid mixing valve is configured to internally swirl the light oil from the light oil tank 1 and the liquefied petroleum gas from the liquefied petroleum gas tank 2 and mix them uniformly. .
そして、この液体混合弁付サージタンク７の吐出ロアＡ
は、管路２４によって、燃圧調整器８に接続されている
。The discharge lower A of this surge tank 7 with a liquid mixing valve
is connected to the fuel pressure regulator 8 by a conduit 24.
この燃圧調整器８は、この後流のディーゼルエンジン本
体１０の燃料噴射ポンプ１０ａで、供給された燃料がベ
ーパロックを生じさせることがないよう、その程度の圧
力（一般に、２ ｋｇ／ｃｍ２程度）に昇圧する。This fuel pressure regulator 8 controls the fuel injection pump 10a of the diesel engine main body 10 downstream from the fuel injection pump 10a to a certain level of pressure (generally about 2 kg/cm2) so that the supplied fuel does not cause vapor lock. Boost the pressure.
そして、この燃圧調整器８は、管路２５によりディーゼ
ルエンジン本体１０の燃料噴射ポンプ１０ａに接続され
ている。また、この燃料噴射ポンプ１０ａは、逆止弁９
を介して管路２６で上述の液体混合弁付サージタンク７
に接続され、燃料戻り流路を形成している。The fuel pressure regulator 8 is connected to the fuel injection pump 10a of the diesel engine main body 10 through a pipe 25. Further, this fuel injection pump 10a has a check valve 9.
The above-mentioned surge tank 7 with a liquid mixing valve is connected to the conduit 26 via the
is connected to form a fuel return flow path.
また、上記液化石油ガスタンク２からの管路２１２３に
は、開閉自在な気相弁１２と液相弁１３が設けられてい
る。Further, the pipe line 2123 from the liquefied petroleum gas tank 2 is provided with a gas phase valve 12 and a liquid phase valve 13 that can be opened and closed.
そして、上記電磁弁５．６内の流路の開口面積は、軽油
と液化石油ガスが概ね４対ｌの割合で流入してくるよう
構成されている。The opening area of the flow path within the electromagnetic valve 5.6 is configured such that light oil and liquefied petroleum gas flow in at a ratio of approximately 4:1.
また、軽油タンク１は、該タンク１の軽油中から蒸発す
る揮発性の成分の大気中への拡散を防止するため、管路
２７を介して蒸圧ガス拡散防止装置１１に接続されてい
る。Further, the light oil tank 1 is connected to a vapor pressure gas diffusion prevention device 11 via a pipe line 27 in order to prevent volatile components evaporated from the light oil in the tank 1 from diffusing into the atmosphere.
さらに、上記可変燃圧ポンプ４．電磁弁５．６、燃圧調
整器８は、燃料噴射ポンプ１０ａとともに作動するよう
、該燃料噴射ポンプ１０ａを作動させるための電気ター
ミナル１４に接続されている。Furthermore, the variable fuel pressure pump 4. The solenoid valve 5.6, the fuel pressure regulator 8 are connected to an electrical terminal 14 for operating the fuel injection pump 10a, so as to operate together with the fuel injection pump 10a.
尚、第１図において、１５は運転席に設けられた軽油の
液面計、１６は同じく運転席に設けられた液化石油ガス
の液面計である。In FIG. 1, 15 is a light oil level gauge provided in the driver's seat, and 16 is a liquefied petroleum gas level gauge also provided in the driver's seat.
しかして、上述のように構成されている本システムは、
以下のように作用する。However, this system configured as described above,
It works as follows.
即ち、ディーゼルエンジンへの燃料の供給に際し、上記
軽油タンク１から、軽油が、管路２０と途中に配設され
たフィルター３を介して、可変燃圧ポンプ４に供給され
る。ここで、この可変燃圧ポンプ４に設けられた調圧弁
機構４Ａにより、液化石油ガスタンク２内の気相の圧力
に調圧（昇圧）される。この調圧は、上記調圧弁機構４
への調圧弁４ｂが、その背面から、液化石油ガスタンク
２の気相部２ａの圧力と等しくなっているパイロット圧
室４ａの圧力によって押圧され、この圧力と略等しく
（正確にはやや高く）昇圧された状態のときのみ、上記
調圧弁４ｂをパイロット圧室４ａ側へ移動させて、軽油
を管路２２側に送る。従って、この可変燃圧ポンプ４で
調圧された軽油は、雰囲気温度等により変化する、液化
石油ガスタンク２内の液化石油ガスの圧力に、常に等し
くなる。That is, when supplying fuel to the diesel engine, light oil is supplied from the light oil tank 1 to the variable fuel pressure pump 4 via the pipe 20 and the filter 3 disposed in the middle. Here, the pressure is regulated (increased) to the gas phase pressure in the liquefied petroleum gas tank 2 by the pressure regulating valve mechanism 4A provided in the variable fuel pressure pump 4. This pressure regulation is performed by the pressure regulating valve mechanism 4
The pressure regulating valve 4b is pressed from the back side by the pressure in the pilot pressure chamber 4a, which is equal to the pressure in the gas phase part 2a of the liquefied petroleum gas tank 2, and the pressure is approximately equal to this pressure.
Only when the pressure is increased (to be more precise, slightly higher), the pressure regulating valve 4b is moved to the pilot pressure chamber 4a side, and light oil is sent to the pipe line 22 side. Therefore, the pressure of the light oil regulated by the variable fuel pressure pump 4 is always equal to the pressure of the liquefied petroleum gas in the liquefied petroleum gas tank 2, which varies depending on the ambient temperature and the like.
そして、このようにそのときの液化石油ガスの圧力に等
しく調圧された軽油は、電磁弁５を介して、液体混合弁
付サージタンク７に送られる。Then, the light oil whose pressure is regulated to be equal to the pressure of the liquefied petroleum gas at that time is sent to the surge tank 7 with a liquid mixing valve via the solenoid valve 5.
一方、液化石油ガスタンク２内の液化石油ガスは、管路
２３を通り、電磁弁６を介して、上記液体混合弁付サー
ジタンク７に送られる。On the other hand, the liquefied petroleum gas in the liquefied petroleum gas tank 2 passes through the conduit 23 and is sent to the surge tank 7 with a liquid mixing valve via the electromagnetic valve 6.
上記液体混合弁付サージタンク７内に送らた軽油と液化
石油ガスは、この中で、渦流状になって均一に混合され
、吐出ロアＡから管路２４を経て上記燃圧調整器８に送
られる。The light oil and liquefied petroleum gas sent into the surge tank 7 with a liquid mixing valve are uniformly mixed therein in a vortex, and sent from the discharge lower A through the pipe 24 to the fuel pressure regulator 8. .
この燃圧調整器８内では、液化石油ガスが約２０重量％
混入（溶解）された軽油（以下、混合軽油という）が、
概ね２ｋｇ／ｃｍ２（燃料噴射ポンプでベーパロックを
おこない圧力）に昇圧される。In this fuel pressure regulator 8, liquefied petroleum gas is about 20% by weight.
The mixed (dissolved) light oil (hereinafter referred to as mixed light oil) is
The pressure is increased to approximately 2 kg/cm2 (pressure obtained by vapor locking with a fuel injection pump).
そして、このように昇圧された上記混合軽油は、燃圧調
整器８からディーゼルエンジン本体１０の燃料噴射ポン
プ１０ａに送られ、ここで所望の高圧（空気が高圧に圧
縮されたシリンダ内に噴射される圧力）に昇圧されて、
シリンダ内に適宜噴射される。この噴射の時期は、通常
の軽油だけ噴射する場合に比べて、幾分早めに調整して
おく。これは、軽油に液化石油ガスを混入することによ
り、この混合された燃料の化学的オクタン価が高くなる
ためである。The above-mentioned mixed light oil, which has been pressurized in this way, is sent from the fuel pressure regulator 8 to the fuel injection pump 10a of the diesel engine main body 10, where it is injected into a cylinder at a desired high pressure (air is compressed to a high pressure). pressure),
It is injected into the cylinder as appropriate. The timing of this injection is adjusted somewhat earlier than when injecting only normal light oil. This is because by mixing liquefied petroleum gas with light oil, the chemical octane number of the mixed fuel increases.
また、上記液化石油ガスが混入された軽油は、上記燃料
噴射ポンプ１０ａで昇圧される際、上記燃圧調整器８で
上述のように概ね２ｋｇ／ｃｍ２に昇圧されているため
、ベーパロックを起こすことはない。Furthermore, when the light oil mixed with the liquefied petroleum gas is pressurized by the fuel injection pump 10a, the pressure is increased to approximately 2 kg/cm2 by the fuel pressure regulator 8 as described above, so vapor lock is unlikely to occur. do not have.
そして、上記液化石油ガスが混入された軽油は、ディー
ゼルエンジンのシリンダ内において、水素原子の量が増
加しているため、燃焼状態が良好になり、且つ液化石油
ガスの混入により噴射時より上死点までの間で安定した
燃焼がおこなわれるため、良好な燃焼状態が得られる。The light oil mixed with the above liquefied petroleum gas has an increased amount of hydrogen atoms in the cylinder of the diesel engine, so the combustion condition is good, and the mixture of liquefied petroleum gas improves the combustion condition. Since stable combustion occurs up to this point, good combustion conditions can be obtained.
このため、排出される排ガスは、極めて良好な状態のも
のとなる。Therefore, the exhaust gas that is discharged is in extremely good condition.
本発明者は、本排ガス浄化システムの作用効果を確認す
るため、ディーゼルエンジンを使用してテストした結果
、第２図に図示するような結果が得られた。The present inventor conducted a test using a diesel engine in order to confirm the effectiveness of the present exhaust gas purification system, and as a result, the results shown in FIG. 2 were obtained.
即ち、従来の軽油１００％使用したものに比べてＬＰＧ
を２０％混入した軽油を使用したものは、前者がテスト
結果において分離カーボンが２７％存在したのに対して
、後者の場合１３％に激減した。（分離カーボンの量は
２以下になった。）また、液化石油ガス中には、イオウ
（Ｓ）分は殆ど含まれることがないため、混合軽油に含
まれる液化石油ガス分だけイオウ（Ｓ）分が減少し、結
果的に、従来のディーゼルエンジンに比べて、イオウ（
Ｓ）分も２０重量％（液化石油ガス混入量に相当）だけ
減少させることができる。In other words, LPG
In the case of using light oil mixed with 20% of carbon, the test results showed that 27% of separated carbon was present in the former case, but this was drastically reduced to 13% in the latter case. (The amount of separated carbon has become less than 2.) In addition, since liquefied petroleum gas contains almost no sulfur (S), only the amount of sulfur (S) contained in the mixed light oil contains sulfur (S). As a result, compared to conventional diesel engines, sulfur (
S) content can also be reduced by 20% by weight (corresponding to the amount of liquefied petroleum gas mixed in).
また、上述のように、シリンダ内での燃焼状態がよいこ
とより、排ガスの改善は勿論のこと、シリンダ内への炭
化物の付着等がなくなるため、シリンダとピストン部分
の摩耗が著しく減少するとともに、潤滑油の劣化も著し
く低下させることができ、結果的にエンジンの寿命も延
びる。In addition, as mentioned above, better combustion conditions within the cylinder not only improve exhaust gas, but also eliminate the adhesion of carbides inside the cylinder, which significantly reduces wear on the cylinder and piston parts. Deterioration of lubricating oil can also be significantly reduced, resulting in an extended engine life.
（発明の効果）
本発明にかかるディーゼルエンジンの排ガス浄化システ
ムは、上述のように構成され且つ作用するため、ディー
ゼルエンジンからの排ガス中の、分離炭素、及びイオウ
（Ｓ）分を著しく減少させることができ、自動車排ガス
公害の改善に大いに寄与する。(Effects of the Invention) Since the diesel engine exhaust gas purification system according to the present invention is configured and operates as described above, it is possible to significantly reduce separated carbon and sulfur (S) content in the exhaust gas from the diesel engine. This will greatly contribute to the improvement of automobile exhaust gas pollution.
しかも、ディーゼルエンジンの形式にかかわらず、即ち
、直接噴射型あるいは間接噴射型のディーゼルエンジン
であっても、また列壁あるいは分配型の燃料噴射ポンプ
を有するディーゼルエンジンであっても、いずれも同様
の作用効果を得ることができる。Moreover, regardless of the type of diesel engine, whether it is a direct injection type or an indirect injection type diesel engine, or a diesel engine with a bank wall or distribution type fuel injection pump, the same Effects can be obtained.
従って、熱効率の高い直接噴射型のディーゼルエンジン
に、本排ガス浄化システムを採用すれば、非常に燃費の
よい且つクリーンな排ガスの内燃機関を提供することが
できる。Therefore, if this exhaust gas purification system is adopted in a direct injection type diesel engine with high thermal efficiency, it is possible to provide an internal combustion engine with very good fuel efficiency and clean exhaust gas.
しかも、上記のように、大きな技術的効果を有するにも
かかわらず、これに必要な機器は公知のものが使用でき
、しかも価格的も安価に実施することができるとう、極
めて画期的な発明である。Moreover, as mentioned above, although it has great technical effects, it is an extremely ground-breaking invention that can use publicly known equipment and can be implemented at a low cost. It is.
第１図は本実施例にかかるディーゼルエンジンの排ガス
浄化システムの全体の構成を示す構成図、第２図はテス
ト結果を示す要因である。
ンブ。FIG. 1 is a block diagram showing the overall structure of the diesel engine exhaust gas purification system according to this embodiment, and FIG. 2 is a factor showing the test results. Nbu.
Claims (1)
程に、 液化石油ガスが所定の割合で混入された軽油をベーパロ
ックしない程度に加圧して、上記燃料噴射ポンプに燃料
を供給する燃圧調整器と、この燃圧調整器に液化石油ガ
スを所定の割合で混入した軽油を供給する、液体混合弁
付サージタンクと、軽油タンク側からの軽油を液化石油
ガスタンク内のガス圧に等しく加圧して、開閉弁を介し
て上記液体混合弁付サージタンクに軽油を供給する可変
燃圧ポンプと、この可変燃圧ポンプに軽油を供給する軽
油タンクと、開閉弁を介して上記液体混合弁付サージタ
ンクに液化石油ガスを供給する上記液化石油ガスタンク
とを設けたことを特徴とするディーゼルエンジンの排ガ
ス浄化システム。[Claims] In a process before supplying fuel to the fuel injection pump of a diesel engine, light oil mixed with liquefied petroleum gas at a predetermined ratio is pressurized to an extent that vapor lock does not occur, and the fuel is supplied to the fuel injection pump. A fuel pressure regulator, a surge tank with a liquid mixing valve that supplies light oil mixed with liquefied petroleum gas at a predetermined ratio to the fuel pressure regulator, and a surge tank with a liquid mixing valve that applies light oil from the light oil tank side equally to the gas pressure in the liquefied petroleum gas tank. a variable fuel pressure pump that supplies light oil to the surge tank with a liquid mixing valve through an on-off valve; a light oil tank that supplies light oil to the variable fuel pressure pump; and a surge tank with a liquid mixing valve that passes through the on-off valve. An exhaust gas purification system for a diesel engine, characterized in that the above liquefied petroleum gas tank is provided for supplying liquefied petroleum gas to a diesel engine.
Priority Applications (2)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP1328972A JPH086656B2 (en) | 1989-12-18 | 1989-12-18 | Exhaust gas purification system for diesel engine |
| KR1019900019808A KR940006057B1 (en) | 1989-12-18 | 1990-12-04 | Exhaust gas purifying system for diesel engine |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP1328972A JPH086656B2 (en) | 1989-12-18 | 1989-12-18 | Exhaust gas purification system for diesel engine |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| JPH03189361A true JPH03189361A (en) | 1991-08-19 |
| JPH086656B2 JPH086656B2 (en) | 1996-01-29 |
Family
ID=18216175
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP1328972A Expired - Fee Related JPH086656B2 (en) | 1989-12-18 | 1989-12-18 | Exhaust gas purification system for diesel engine |
Country Status (2)
| Country | Link |
|---|---|
| JP (1) | JPH086656B2 (en) |
| KR (1) | KR940006057B1 (en) |
Cited By (4)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| WO2010121306A1 (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 |
| WO2011130791A1 (en) * | 2010-04-20 | 2011-10-27 | Dgc Industries Pty Ltd | A dual fuel supply system for a direct-injection system of a diesel engine with on-board mixing |
| JP2012021459A (en) * | 2010-07-14 | 2012-02-02 | Ihi Corp | Cylinder bore corrosion prevention system of diesel engine |
| US8220439B2 (en) | 2006-09-25 | 2012-07-17 | DGC Industries Pty. Ltd. | Dual fuel system |
Citations (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS59162337A (en) * | 1983-03-07 | 1984-09-13 | Yanmar Diesel Engine Co Ltd | Diesel engine by fuel of low temperature boiling point |
-
1989
- 1989-12-18 JP JP1328972A patent/JPH086656B2/en not_active Expired - Fee Related
-
1990
- 1990-12-04 KR KR1019900019808A patent/KR940006057B1/en not_active IP Right Cessation
Patent Citations (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS59162337A (en) * | 1983-03-07 | 1984-09-13 | Yanmar Diesel Engine Co Ltd | Diesel engine by fuel of low temperature boiling point |
Cited By (8)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US8220439B2 (en) | 2006-09-25 | 2012-07-17 | DGC Industries Pty. Ltd. | Dual fuel system |
| WO2010121306A1 (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 |
| WO2010121305A1 (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 with off-board fuel mixing |
| EP2422065A4 (en) * | 2009-04-20 | 2016-11-16 | Dgc Ind Pty Ltd | A dual fuel supply system for an indirect-injection system of a diesel engine |
| US9765707B2 (en) | 2009-04-20 | 2017-09-19 | Dgc Industries Pty Ltd | Dual fuel supply system for an indirect-injection system of a diesel engine |
| WO2011130791A1 (en) * | 2010-04-20 | 2011-10-27 | Dgc Industries Pty Ltd | A dual fuel supply system for a direct-injection system of a diesel engine with on-board mixing |
| US8973560B2 (en) | 2010-04-20 | 2015-03-10 | Dgc Industries Pty Ltd | Dual fuel supply system for a direct-injection system of a diesel engine with on-board mixing |
| JP2012021459A (en) * | 2010-07-14 | 2012-02-02 | Ihi Corp | Cylinder bore corrosion prevention system of diesel engine |
Also Published As
| Publication number | Publication date |
|---|---|
| JPH086656B2 (en) | 1996-01-29 |
| KR910012508A (en) | 1991-08-08 |
| KR940006057B1 (en) | 1994-07-02 |
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