JPH05106513A - Hydrogen fuel supplying device for hydrogen fueled engine - Google Patents

Abstract

PURPOSE:To secure satisfactory startability in a hydrogen engine under a cold condition of the engine while restricting increase of weight. CONSTITUTION:A normal hydrogen occulsion tank 7 discharges hydrogen when heated by circulation of engine cooling water. A hydrogen occulsion tank 90 for starting time is independently provided. The tank 90 for starting time houses hydrogen occulsion alloy which discharges hydrogen under a low temperature condition even when it is not heated by the engine cooling water. When the an engine is started under a cold condition, the tank 90 for starting time is selected by opening an opening/closing valve 97, in place of the normal tank 7. Hydrogen discharged therefrom is supplied to an intake process operation chamber 4K through a fuel passage 95, a pressure regulating valve 83, a fuel regulating valve 84, an injection valve 20, and a hydrogen supplying port HP. In this case, the tank 90 for starting time discharges hydrogen with a high pressure bringing about a condition of a high pressure vessel. However, since its volume is small for starting time, its weight is not increased.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to improvements in hydrogen fuel supply systems for hydrogen engines.

[0002]

2. Description of the Related Art Conventionally, as a hydrogen engine, for example, as disclosed in Japanese Patent Publication No. 58-12458, a hydrogen supply port opened separately from an intake port is provided in a cylinder, and a low pressure is supplied from the hydrogen supply port. It is known that by supplying the above hydrogen into the cylinder, the amount of air flowing into the cylinder is not affected by the supply of hydrogen gas, the volumetric efficiency is prevented from lowering, and efficient operation is possible. Has been.

Further, as a hydrogen fuel supply device for a hydrogen engine as described above, as disclosed in, for example, Japanese Patent Application Laid-Open No. 1-216024, a hydrogen storage tank containing a hydrogen storage alloy capable of storing and releasing hydrogen is provided. While cooling the hydrogen storage tank to store hydrogen in the hydrogen storage alloy, heating the hydrogen storage tank with engine cooling water releases the stored hydrogen in the hydrogen storage alloy at low pressure and supplies the hydrogen to the engine. At the same time, it is known that a spare hydrogen storage tank is separately provided, and when the remaining amount of hydrogen in the main hydrogen storage tank decreases, a warning is displayed and the operation is continued by switching to the spare hydrogen storage tank. Has been.

[0004]

However, when the above hydrogen storage tank is used, hydrogen is released by utilizing the engine temperature such as engine cooling water, so that the hydrogen is released when the engine is cold such as at the time of starting. Not enough
Therefore, there is a drawback that the air-fuel ratio of the air-fuel mixture is too lean and the startability is not good.

Therefore, for example, in place of the hydrogen storage alloy which releases hydrogen by utilizing the engine temperature as described above, hydrogen of a predetermined pressure can be released without utilizing the engine temperature even at a low temperature corresponding to engine cooling. It is conceivable to use the hydrogen storage alloy of the above and install a tank containing the storage alloy in a vehicle. However, according to this idea, although this type of hydrogen storage alloy releases hydrogen even at a low temperature, the pressure of the released hydrogen is high such as 20 atm. In addition to the necessity, it becomes necessary to form the hydrogen storage tank as a pressure resistant container to form a high-pressure container, which increases the weight of the tank, which increases the weight of the vehicle and lowers the drivability of the vehicle.

The present invention has been made in view of the above circumstances, and an object thereof is to effectively suppress an increase in the weight of a hydrogen storage tank in a hydrogen engine and to release a sufficient amount of hydrogen even when the engine is cold. To satisfactorily start the engine.

[0007]

To achieve the above object, in the present invention, in addition to a conventional hydrogen storage tank, a hydrogen storage alloy that can release hydrogen even at a low temperature without utilizing the engine temperature is built-in. This tank will be provided for starting the engine.

That is, the concrete means for solving the problems of the first aspect of the present invention is to include a hydrogen storage tank containing a hydrogen storage alloy for storing and releasing hydrogen, from which hydrogen at a predetermined pressure is supplied from the hydrogen supply port. The target is a hydrogen fuel supply device for a hydrogen engine that is designed to be supplied to the engine. Then, as the hydrogen storage tank, a first hydrogen storage tank that releases hydrogen using the engine temperature and a second hydrogen storage tank that releases hydrogen in a predetermined low temperature state without using the engine temperature are used. Constitute. Further, temperature detecting means for detecting the engine temperature, and when the engine temperature detected by the temperature detecting means is less than a set temperature, the second hydrogen storage tank is connected to the hydrogen supply port of the engine to set the engine temperature. A switching means for switching the first hydrogen storage tank so as to communicate with the hydrogen supply port of the engine when the temperature is equal to or higher than the temperature is provided.

According to the second aspect of the invention, the hydrogen supply port according to the first aspect of the invention is specified so that the hydrogen supply port is directly communicated with the cylinder of the engine.

Further, in the invention according to claim 3, the invention according to claim 1 or claim 2 is further limited, and the residual hydrogen amount is detected for each of the first hydrogen storage tank and the second hydrogen storage tank. When the remaining amount of hydrogen in the first hydrogen storage tank detected by the remaining amount detecting unit is equal to or less than the set amount when the engine temperature detected by the amount detecting unit and the temperature detecting unit is equal to or higher than the set temperature, the second A second switching means for switching the hydrogen storage tank to communicate with the hydrogen supply port of the engine is provided.

[0011]

With the above construction, in the invention of claim 1,
When the engine temperature is lower than the set temperature, the second hydrogen storage tank communicates with the hydrogen supply port of the engine by the switching means. As a result, a predetermined amount of hydrogen can be supplied to the engine even when the engine is cold, and the air-fuel ratio of the air-fuel mixture is maintained at the set value, so that the startability is improved. Moreover, the second hydrogen storage tank is for starting the engine,
Since a small capacity is sufficient, an increase in weight can be effectively suppressed even if the second hydrogen storage tank is formed as a high pressure container.

According to the second aspect of the present invention, the hydrogen supply port communicates directly with the cylinder of the engine, so that it is necessary to supply hydrogen against the cylinder internal pressure. However, the second hydrogen storage tank Since hydrogen released from the cylinder has a high pressure, hydrogen is satisfactorily supplied into the cylinder even when the engine is cold, and no backflow from the cylinder occurs.

Further, according to the third aspect of the present invention, when the remaining amount of hydrogen in the first hydrogen storage tank is reduced to a set value or less during normal operation with the engine warmed up, the second
The second hydrogen storage tank can be used as a spare tank because the second hydrogen storage tank is switched to communicate with the hydrogen supply port of the engine.

[0014]

As described above, according to the hydrogen fuel supply device for a hydrogen engine of the present invention, the tank containing the hydrogen storage alloy that releases hydrogen at a low temperature without utilizing the engine temperature is provided. Since it is provided for starting the engine, it is possible to effectively suppress the increase in the weight of the hydrogen storage tank and to ensure good drivability of the vehicle, and to supply the required amount of hydrogen to the engine even when the engine is cold. The engine startability can be improved.

According to the second aspect of the present invention, the high-pressure hydrogen required for in-cylinder injection can be released even when the engine is cold.

Further, according to the third aspect of the invention, the hydrogen storage tank for starting the engine can be used as a spare tank, and a predetermined engine operation can be continued.

[0017]

Embodiments of the present invention will be described below with reference to the drawings.

FIG. 1 is a block diagram of a hydrogen rotary piston engine according to the present invention, showing a so-called two-rotor rotary piston engine in which two rotors are connected in series, which are developed to the left and right.

In a rotary piston engine, a rotor 2 having a trilobal inner envelope surface is arranged in a rotor housing 1 having a peritrochoidal curve as an inner peripheral surface, and three ridges of the rotor 2 each form an apex seal. The inner peripheral surface of the rotor housing 1, the inner peripheral surface of the rotor housing 1, the outer peripheral surface of the rotor 2, side housings (not shown in FIG. 1) mounted on both side surfaces of the rotor housing, and an intermediate Eight housing 3 for three working chambers 4
Are separated from each other, and the working chambers 4 perform volume change with the eccentric rotation of the rotor 2 to perform the Otto cycle. Then, the eccentric shaft 11 is rotationally driven by the rotation of the rotor 2.

An intake port KP for supplying intake air to the intake stroke working chamber 4K is provided at a predetermined position of the intermediate housing 3 facing the intake stroke working chamber 4K, and hydrogen at a predetermined pressure is introduced into the cylinder. The hydrogen supply port HP for supplying the stroke working chamber 4K is independently formed with an opening,
Air is supplied to the intake port KP through the intake passage 6, and to the hydrogen supply port HP, hydrogen gas stored in a metal hydride tank (hereinafter abbreviated as a regular MH tank) 7 serving as a first hydrogen storage tank. Is the fuel supply passage 8
It is designed to be supplied via. The supply control of hydrogen gas and air is performed by a fuel control device 50 which will be described in detail later.
The engine rotational speed from the engine rotational speed sensor 51 that detects the rotational speed of the eccentric shaft 11 is input as the control information.

The intermediate housing 3 is
1 is a wall member (having the same function as a so-called side housing) interposed between the cylinder F on the right side (front side) and the cylinder R on the left side (rear side) in FIG. The rotors 2 and 2 contact and slide while maintaining airtightness via a side seal (not shown). Also, both cylinders F and R
The rotors 2 and 2 of FIG.

The regular MH tank 7 has a hydrogen storage alloy capable of storing and releasing hydrogen therein, and a hydrogen filling passage 71 for supplying hydrogen to the hydrogen storage alloy is connected to the hydrogen storage alloy. Water passage 72 for cooling the
And a heating water passage 73 to which engine cooling water is supplied to heat the hydrogen storage alloy is connected.

The hydrogen storage alloy stores hydrogen by injecting hydrogen into interstitial positions inside the metal crystal lattice to form metal hydride, and by cooling, metal hydride formation proceeds. Hydrogen is occluded, and on the contrary, hydrogen is released by heating. An example of the chemical formula of such a metal hydride is shown below.

MgH ₂ , UH ₃ , TiH ₂ , VH ₂ , Z
rH ₂ , LaH ₃ , Mg ₂ NH ₄ , TiFe
H _1.9 , LaNi ₅ H ₆ , MmNi ₅ H _6.3 , MmNi
_4.5 Mn _0.5 H _6.6 , MmNi _4.5 Al _0.5 H _4.9 (However, Mm is misch metal.) The hydrogen filling passage 71 is connected to the regular MH tank 7 through the main plug 71A, the relief valve 71B and the opening / closing valve 71C. At the same time, a pressure sensor 71D for detecting the hydrogen gas pressure in the regular MH tank 7 is arranged.

The cooling water passage 72 is arranged so that the cooling water supplied from the water supply port 72A circulates in the regular MH tank 7, cools the hydrogen storage alloy, and is discharged from the drain port 72B. When hydrogen is supplied via 71 to cause the hydrogen storage alloy to store hydrogen, the hydrogen storage alloy acts to cool the hydrogen storage alloy.

The heating water passage 73 circulates from the water jacket of the rotor housing 1 through the electric water pump 73P and the check valve 73A into the service MH tank 7, and through the check valve 73B and the flow rate adjusting valve 73C. The engine cooling water in the water jacket is circulated by the electric water pump 73P, the hydrogen storage alloy is heated by utilizing the engine temperature by this cooling water circulation, and hydrogen is released from the hydrogen storage alloy and released. Acts like. At this time, the regular MH tank 7
The maximum hydrogen gas pressure is about 9 atm. Incidentally, 7
3D is a temperature sensor that detects the temperature of the supplied engine cooling water.

The intake system of the illustrated rotary piston engine is connected to an intake port KP via an air throttle valve 64. The air throttle valve 64 is provided with a position sensor 66 that is driven to open and close by a step motor 65 and detects the opening thereof.
The opening of the air throttle valve 64 detected by is input to the fuel control device 50 as feedback information.

Further, in the exhaust system, an exhaust pipe 9 is connected to an exhaust port EP formed in the rotor housing 1 facing the working chamber in the exhaust stroke, and exhausts the exhaust gas to the outside.

Further, the hydrogen gas supply system as a fuel has a hydrogen supply valve 81 and an electromagnetic valve provided in the fuel passage 8 which branches from the main plug 71A of the hydrogen filling passage 71 and the opening / closing valve 71C to reach the hydrogen supply port HP. A valve 82, a pressure adjuster 83, a fuel adjusting valve 84 interlocking with the accelerator pedal AP, and an injection valve 20 as a timing valve are interposed. The hydrogen gas supplied from the regular MH tank 7 is supplied to the pressure regulator 83.
The pressure is adjusted to approximately 5 atm (3 to 7 atm), and hydrogen gas is supplied to the hydrogen supply port HP of each cylinder F, R via the fuel adjustment valve 84 and the injection valve 20. A pressure sensor 54 for detecting the hydrogen gas pressure in the fuel passage 8 facing the fuel passage 8 between the pressure regulator 83 and the fuel regulating valve 84 and a temperature sensor 58 for detecting the hydrogen gas temperature are provided, and the fuel regulation is performed. The valve 84 is provided with a position sensor 55 that detects the opening of the valve 84.
Information detected by the position sensor 55 is input to the fuel control device 50.

Here, the intermediate housing 3
Intake port KP and hydrogen supply port H formed in the
As P moves, a side seal (not shown) mounted on the surface of the rotor 2 facing the intermediate housing 3 passes through the rotor 2 to be in communication with the working chamber (opened to the working chamber). However, the opening timing is set as shown in FIG. That is, the intake port KP opens at a position where a crank angle of 32 ° has elapsed from the top dead center (TDC) at the end of the exhaust stroke, and the hydrogen supply port HP opens at TDC 60 °, which is slightly delayed from this.
The intake port KP is closed at a time point of 50 ° from the bottom dead center (BDC) at the end of the intake stroke, and the hydrogen supply port HP is closed at a time point of BDC 150 ° with a delay of about 100 ° from this point. That is, the intake port KP is TDC32
Open at a crank angle range of 288 ° from 0 ° to BDC50 °, and the hydrogen supply port HP is TDC60 ° to BDC15.
It opens at a crank angle of 370 ° up to 0 °.

Next, the structure of the injection valve 20 provided in the hydrogen gas supply system will be described with reference to the enlarged sectional views shown in FIGS.

FIG. 2 is a view of the intermediate housing 3 as seen from the front side (right side in FIG. 1) working chamber side. The casing 31 is provided on the outer peripheral surface of the intermediate housing 3 in the vicinity of the hydrogen supply port HP. The injection valve 20 is mounted on the side of the casing 31 while being fixed.

As shown in FIG. 4, a hollow portion 32 is formed in the vertical direction in the intermediate housing 3, and the hollow portion 32 is also shown in FIG. 3 which is a sectional view taken along the line AA of FIG. Thus, the partition 32A is arranged in the vertical direction, and the partition 3
By 2A, the hollow portion is divided into two in-housing passages 32F and 32R leading to the front and rear cylinders F and R, respectively.

In the space above the hollow portion 21 and surrounded by the casing 31, the in-housing passage 32 is formed.
In-casing passages 31F and 3 that communicate with F and 32R, respectively
1R is formed independently. On the other hand, the lower ends of the in-housing passages 32F and 32R reach the opening position of the hydrogen supply port HP, and the lower ends thereof respectively correspond to the intermediate housing 3 as shown in FIG. 4 corresponding to the BB sectional view of FIG.
And the hydrogen supply ports HP of the front and rear cylinders F and R, respectively. Incidentally, FIG.
The middle 3S is an outer side housing.

Then, the above-mentioned casing internal passages 31F, 3
1R is independently opened on the side of the casing 31 on which the injection valve 20 is mounted, and this opening portion allows the injection valve 20 to be described later.
To the passages (injection valve passages 22F and 22R).

As shown in FIG. 3, in the injection valve 20, injection valve passages 22F and 22R are opened in the housing 21 so as to face the openings of the casing inner passages 31F and 31R, and the opening portions of the injection valve passages 22F and 22R are opened. Poppet valves 23 and 2 respectively
3 is arranged. Both injection valve passages 22F, 22R
Are joined together on the upstream side of the poppet valves 23, 23 to form a single merging passage 22, to which the passage from the fuel adjusting valve 84 is connected.

The poppet valve 23 has a system 23A slidably fitted in a guide 24 fixed to the housing 21, and a valve face 23B at the tip thereof is pressed and biased toward the seat 26 by a spring 25. When the valve face 23B comes into close contact with the seat 26 by the urging force of the spring 25, the injection valve passages 22F, 2F
2R is hermetically shut off and slidably moved against the biasing force of the spring 25, so that the injection valve passages 22F, 22
It is designed to open R.

On the rear end side of the system 23A, a cam shaft 27 is rotatably supported by the housing 21, and is provided at a position corresponding to each poppet valve 23, 23 of the cam shaft 27. Cam 27F, 2
7R causes poppet valves 23, 23 to spring 25, 25
The injection valve passages 22F, 22
It is designed to open and close R. The camshaft 27 is
As shown in FIG. 1, an eccentric shaft 11 of the rotary piston engine and a chain or timing belt indicated by 12 in the figure are connected so as to be rotatable synchronously. Therefore, the poppet valves 23, 23 are synchronized with the rotation of the eccentric shaft 11. The opening / closing drive is performed at a predetermined timing. The cams 27F and 27R for driving and operating the two poppet valves 23 and 23 have the same phase difference between the rotors 2 and 2 of the corresponding cylinders F and R.
It is provided with a 0 ° phase shift.

According to the structure of the injection valve 20 as described above, the supply of hydrogen gas to the hydrogen supply port HP depends on the valve timing of the injection valve 20.

Here, the poppet valves 23, 2 of the injection valve 20.
As shown in FIG. 5, the opening / closing timing of 3 is the intake port KP.
Is opened at the same time as the closing of the hydrogen supply port HP (BDC 50 °), and is closed at a point of BDC 140 ° which is slightly earlier than the closing timing of the hydrogen supply port HP.
The valve 3 opens in the range of 90 ° from BDC 50 ° to BDC 140 °.

The hydrogen rotary fix engine constructed as described above operates as follows.

That is, the hydrogen gas supplied from the regular MH tank 7 is regulated to a predetermined atmospheric pressure (approximately 5 atmospheric pressure) by the pressure regulator 83, and the supply amount is regulated by the fuel regulating valve 84 which works in conjunction with the accelerator pedal AP. Supplied. At this time, the fuel control device 50 controls the opening of the fuel adjusting valve 84 detected by the position sensor 55, the hydrogen gas pressure information from the pressure sensor 54 provided in the fuel passage 8, and the hydrogen gas temperature information from the temperature sensor 58. The amount of hydrogen gas supplied based on the above, and the air in the intake passage 6 so that the amount of air that can obtain a predetermined air-fuel ratio according to the detected amount of supplied hydrogen gas is supplied to the intake port KP. The throttle valve 63 is controlled to open and close.

Intake port KP facing the intake stroke working chamber 4K
As described above, the hydrogen supply port HP opens the intake port KP at the time when 32 ° in crank angle has elapsed from the top dead center (TDC) at the end of the exhaust stroke, and then the hydrogen supply port HP is opened at TDC 60 °. Open. As a result, air is supplied from the intake port KP into the intake stroke working chamber 4K, but at this time, the poppet valve 2 of the injection valve 20 is supplied.
3, 23 close the passage, and hydrogen gas is not supplied. After that, the intake port KP is closed at a time point of 50 ° from the bottom dead center (BDC) at the end of the intake stroke, and at the same time, the poppet valves 23, 23 of the injection valve 20 are opened, whereby the intake port KP is in an open state at that time point. Hydrogen gas is supplied into the working chamber 4 at the beginning of the compression stroke through the hydrogen supply port HP.

Here, the intermediate housing 3
The intake port KP and the hydrogen supply port HP opened on the side are opened by the side seals as the rotor 2 moves to the working chamber as described above. Due to the structure, the opening timing and the opening area are related to each other. However, when the opening period is defined, the upper limit of the opening area is regulated by this. Therefore, in order to increase the opening area beyond the predetermined (upper limit), the opening period must be lengthened. According to this configuration, since the supply of hydrogen gas via the hydrogen supply port HP depends on the opening period of the injection valve 20, the hydrogen supply port H
The shape or opening area of P can be set so as to overlap with the opening period of the injection valve 20 to open and to have an opening area necessary and sufficient for supplying hydrogen gas when the valve is opened.

The intake port KP and the hydrogen supply port HP
In the above embodiment, the opening period of the intake port KP is set to 288 °, the opening period of the hydrogen supply port HP is set to 360 °, and the opening period of the injection valve 20 is set to 90 °. However, the point is that if the air filling amount in a predetermined operating state is determined by appropriately setting the opening period of the intake port KP, the required amount of hydrogen gas corresponding to this can be obtained. It suffices to set the opening area of the hydrogen supply port HP and the valve opening period of the injection valve 20 so that the intake port KP is opened slightly later than TDC and the opening period is set to 230 The hydrogen supply port HP is set to the intake port KP.
The above condition can be secured by setting the opening so as to be opened with a slight delay in the vicinity of the opening time and the opening time is longer than the opening period of the intake port KP. Further, the valve opening period of the injection valve 20 may be set as a period in which hydrogen gas can be sufficiently supplied, and it is opened near the closing timing of the intake port KP so that the hydrogen gas does not flow back to the intake port KP side. It is set appropriately within a range from about 60 ° to about 130 ° before the pressure inside the working chamber becomes higher than the hydrogen gas supply pressure due to the progress of the compression stroke (up to about the middle of the compression stroke) and within the opening period of the hydrogen supply port HP. It is possible. That is, according to this, the ratio of the valve opening period of the injection valve 20 to the opening timing of the intake port KP is about one third.

According to the above configuration, the hydrogen gas is supplied to the working chamber 4 through the hydrogen supply port HP by using the injection valve 2
It will be performed during a 90 ° period from 0 ° BDC opening of 50 ° to 140 ° BDC. In the rotary piston engine, the crank angle from TDC to BDC is 270 °, which is long compared to 180 ° in the reciprocating engine, and each stroke progresses more slowly than that in the reciprocating engine, so the pressure in the working chamber during the compression stroke also increases. Compared with the hydrogen gas supply pressure of approximately 5 atm, the rise is slow and the shape or opening area of the hydrogen supply port HP is set to be an opening area necessary and sufficient for supplying hydrogen gas regardless of the opening period. Even at an extremely low pressure, it is possible to fill the required amount in the working chamber at the beginning of the compression stroke. Furthermore, since the hydrogen gas is supplied after the intake port KP is closed, the hydrogen gas supplied into the working chamber 4 does not flow to the intake passage 6 side, and a flashback does not occur. That is, the intake port K
The hydrogen gas can be efficiently charged in a large amount in the early stage of the compression process after the P is closed, so that the output can be improved and the flashback can be prevented. Further, the rotary piston engine has its working chamber moved to perform each stroke, and by supplying hydrogen gas and air at a low temperature intake working chamber position different from the combustion working chamber position, long-time ignition does not occur. The mixing can be performed for a time, and therefore, the operation with a lean air-fuel mixture with λ = 2 or more is also possible. As a result, the combustion temperature is lowered, nitrogen oxides are hardly generated, and unburned components, which are originally harmful in hydrogen fuel, are not discharged and carbon dioxide gas is not generated. It can be a pollution-free engine. It should be noted that λ is an excess air ratio and is shown by λ = (actual air-fuel ratio) / (theoretical air-fuel ratio).

In FIG. 1, 90 is a metal hydride tank (hereinafter referred to as MH tank for starting) as a second hydrogen storage tank provided separately from the above-mentioned regular MH tank 7, The MH tank 90 for starting has a smaller capacity than the above-mentioned regular MH tank 7,
Moreover, a hydrogen storage alloy different from the hydrogen storage alloy contained in the regular MH tank 7 is provided, and the hydrogen storage alloy is the hydrogen storage alloy of the regular MH tank 7 without originally utilizing the engine temperature due to the flow of engine cooling water. It has a characteristic that hydrogen at a predetermined pressure (for example, 20 atm) is released even in a state where the temperature is lower than the temperature at which hydrogen starts to be released, for example, 30 to 40 ° C. or lower. An example of the chemical formula of such a metal hydride is shown below.

MmNi _4.42 , Fe _0.48 , Co _0.1 (Mm is misch metal.) The MH tank 90 for starting is connected to a hydrogen filling passage 91 for supplying hydrogen to the hydrogen storage alloy. With
A cooling water passage 92 for cooling the hydrogen storage alloy and a heating water passage 93 to which engine cooling water is supplied to supplementally heat the hydrogen storage alloy are connected.

The hydrogen filling passage 91 is connected to the MH tank 90 for starting through the main valve 91A, the relief valve 91B and the opening / closing valve 91C, and controls the hydrogen gas pressure in the MH tank 90 for starting. A pressure sensor 91D for detecting is arranged.

The cooling water passage 92 is arranged so that the cooling water supplied from the water supply port 92A circulates in the MH tank 90 for starting to cool the hydrogen storage alloy and then is drained from the drain port 92B. The hydrogen-heated water passage 93 has the above-mentioned regular MH.
It is connected in parallel with the heating water passage 73 of the tank 7, and the heating water passage 93 is provided with a check valve 93B and a flow rate adjusting valve 93c, and a temperature for detecting the temperature of the supplied engine cooling water. The sensor 93D is arranged. Then, the engine cooling water in the water jacket of the engine 1 is electrically driven so as to compensate for an extremely low temperature when the hydrogen storage alloy releases hydrogen in the MH tank 90 for startup and maintain the temperature at a predetermined temperature. The water pump 73P is circulated to heat the built-in hydrogen storage alloy.

Further, a fuel passage 95 is connected between the main plug 91A of the hydrogen filling passage 91 and the on-off valve 91C, and the fuel passage 95 communicates with the pressure regulator 83, and at the middle of the passage for supplying hydrogen. A valve 96 and an open / close valve 97 are provided.

Next, the regular M by the fuel control device 50
The selection control of the H tank 7 and the MH tank 90 for starting will be described based on the switching control flow of FIG.

Starting from step S1, the gas pressure Pm in the regular MH tank 7 is compared with the normal pressure Pa (for example, 5 atm) based on the detection signal of the pressure sensor 71D in step S1.
When Pm ≧ Pa is normal, the routine proceeds to step S3, where the on-off valve 97 of the fuel passage 95 is closed and the on-off valve 82 of the fuel passage 8 is opened to select the regular MH tank 7.

When the regular MH tank 7 is thus selected, the usage amount of the regular MH tank 7 is calculated in step S3. This calculation is performed based on the gas pressure P in the service tank 7, the gas flow rate v to the hydrogen supply port HP of the engine 1, and the gas temperature T. After that, step S
In step 4, the residual gas amount vm in the regular MH tank 7 is calculated from the calculated gas usage amount, and in step S5, the residual amount vm is compared with the residual amount vam corresponding to the shortage, vm ≧
When vm is sufficient, the process returns as it is, but when vm <vam is insufficient, the regular MH is used in step S6.
An empty display is displayed when the gas fuel in the tank 7 is insufficient.

When the residual amount of hydrogen gas in the regular MH tank 7 becomes insufficient as described above, or when the engine 1 is started in a low temperature state, the above step S
Since the determination in 1 is Pm <Pa, the routine proceeds to step S7, where the opening / closing valve 82 of the fuel passage 8 is closed and the opening / closing valve 97 of the fuel passage 95 is opened to start the MH tank 90 for start-up. Select.

After that, as in steps S3 to S6, the usage amount of the startup MH tank 90 is calculated in step S8, and then the remaining gas amount vs in the startup MH tank 90 is calculated in step S9. Then, in step S10, the remaining amount vs is compared with the remaining amount vs corresponding to the shortage,
When there is sufficient vs ≧ vas, the process returns as it is, but when vs <vas is insufficient, in step S11, an empty display indicating that the starting MH tank 90 is out of gas fuel is displayed and the process returns.

Therefore, in the control flow of FIG.
According to step S1, the engine cooling water temperature is high when the pressure Pm of the regular MH tank 7 is a high pressure equal to or higher than the set pressure Pa (Pm ≧ Pa), and the engine cooling water temperature is low when Pm <Pa is low. The temperature detection means 100 is configured to detect the engine temperature when it is determined that the engine is cold including time. Further, in steps S2 and S7 of the control flow, when the engine temperature detected by the temperature detecting means 100 is equal to or higher than the set temperature, the service MH tank 7 is communicated with the hydrogen supply port HP of the engine, MH tank 90 for starting when the engine cools below the set temperature
Constitutes a switching means 101 for switching so as to communicate with the hydrogen supply port HP of the engine.

Further, step S3 of the control flow of FIG.
S4, S8 and S9 constitute a residual amount detecting means 102 for detecting the residual hydrogen amount for each of the regular MH tank 7 and the starting MH tank 90. In addition, the temperature detecting means 100 is executed by steps S1 and S7 of the control flow.
When the remaining amount of hydrogen in the service MH tank 7 detected by the remaining amount detection means 102 is equal to or less than the set amount when the engine temperature detected by the engine temperature is equal to or higher than the set temperature, the pressure Pm in the service MH tank 7 is Less than set pressure Pa (P
When m <Pa), the second switching means 103 is configured to switch so that the MH tank 90 for start-up communicates with the hydrogen supply port HP of the engine.

Therefore, in the above-described embodiment, since the pressure Pm in the regular MH tank 7 is less than the set value Pa (Pm <Pa) at the time of starting in the engine cold state, the fuel control device 50 opens and closes the valve. 82 closed and open / close valve 97
Open the MH tank 90 for start-up and adjust the pressure regulator 83
Communicate with. In the MH tank 90 for starting, the internal hydrogen supply alloy has a predetermined pressure (approximately 2) even during this cooling.
Since hydrogen (0 atm) is released, this hydrogen is supplied to the intake stroke working chamber 4K from the hydrogen supply port HP via the pressure regulator 83, the fuel regulation valve 84 and the injection valve 20. As a result, the air-fuel ratio of the air-fuel mixture is adjusted to the set air-fuel ratio, so that even when the engine is cold, good engine startability is ensured, and the engine output is ensured as well as the drivability. Will be improved.

In this case, since the MH tank 90 for start-up releases hydrogen at a high pressure (20 atm), it is necessary to form it in a high-pressure container, but a small capacity is sufficient for start-up. The weight increase of the MH tank 90 for starting can be effectively limited, and the drivability of the vehicle can be improved satisfactorily.

Moreover, since the pressure of hydrogen released from the MH tank 90 for starting is a high pressure of, for example, about 20 atm, even if the in-cylinder pressure of the intake process working chamber 4K is high in the engine low temperature state, this Hydrogen can be reliably supplied to the intake process working chamber 4K, and the air-fuel ratio of the air-fuel mixture can be reliably adjusted to the set value.

Also, when the engine is warmed up, the normal MH is used.
When the amount of remaining hydrogen in the tank 7 is less than the set value and the fuel is insufficient, the pressure Pm in the regular MH tank 7 becomes less than the set value Pa (Pm <Pa), and the MH tank 90 for start-up is used.
Communicates with the pressure adjusting valve 83, so that the MH tank 90 for starting can be used as a reserve tank for the regular MH tank 7.

In the above embodiment, the engine temperature is detected by the pressure in the service-use MH tank 7, but it goes without saying that a sensor for detecting the engine cooling water temperature or the like may be provided.

In the above embodiment, the invention is applied to a two-rotor rotary engine, but it goes without saying that the present invention can be applied to a reciprocating engine as well.

[Brief description of drawings]

FIG. 1 is an overall configuration diagram of a hydrogen rotary piston engine.

FIG. 2 is an enlarged sectional view of an injection valve portion.

3 is a cross-sectional view taken along the line AA of FIG.

4 is a sectional view taken along line BB of FIG.

FIG. 5 is a diagram illustrating an opening period of each port.

FIG. 6 is a flowchart for controlling switching selection of the MH tank.

[Explanation of symbols]

HP Hydrogen supply port 7 Regular MH tank (first hydrogen storage tank) 50 Fuel controller 71 Hydrogen filling passage 72 Cooling water passage 73 Heating water passage 82,97 Open / close valve 71D, 91D Pressure sensor 90 MH tank for starting ( Second hydrogen storage tank) 100 Temperature detecting means 101 Switching means 102 Remaining amount detecting means 103 Second switching means

 ─────────────────────────────────────────────────── ─── Continuation of the front page (72) Inventor Tsutomu Shimizu 3-1, Shinchi, Fuchu-cho, Aki-gun, Hiroshima Mazda Motor Corporation

Claims (3)

[Claims] 1. A hydrogen fuel supply for a hydrogen engine, comprising a hydrogen storage tank containing a hydrogen storage alloy for storing and releasing hydrogen, wherein hydrogen at a predetermined pressure is supplied from the hydrogen storage tank to the engine through a hydrogen supply port. In the apparatus, the hydrogen storage tank includes a first hydrogen storage tank that releases hydrogen by using an engine temperature and a second hydrogen storage tank that releases hydrogen at a predetermined low temperature without using the engine temperature.
A hydrogen storage tank for detecting the engine temperature, and when the engine temperature detected by the temperature detection means is less than a set temperature, the second hydrogen storage tank is connected to the hydrogen supply port of the engine. A hydrogen fuel supply device for a hydrogen engine, comprising: a switching means for connecting the first hydrogen storage tank to the hydrogen supply port of the engine when the engine temperature is equal to or higher than a preset temperature. 2. The hydrogen fuel supply system for a hydrogen engine according to claim 1, wherein the hydrogen supply port is directly connected to the inside of the cylinder of the engine. 3. A residual amount detecting means for detecting the residual hydrogen amount for each of the first hydrogen storage tank and the second hydrogen storage tank,
When the remaining amount of hydrogen in the first hydrogen storage tank detected by the remaining amount detecting device is equal to or less than the set amount when the engine temperature detected by the temperature detecting unit is equal to or higher than the set temperature, the second
3. The hydrogen fuel supply device for a hydrogen engine according to claim 1, further comprising: a second switching unit that switches the hydrogen storage tank of 1) so as to communicate with the hydrogen supply port of the engine.