JPH0783118A - Fuel supply device for internal combustion engine - Google Patents

Abstract

PURPOSE:To provide a fuel supply device for a liquefied gas internal combustion engine which can compress evaporated fuel inside a fuel tank and store it in an occulstion tank, improve performance of the occulsion tank, prevent the evaporated gas from being diffused in atmosphere with certainty, prevent occurrence of shortage of fuel supply at high opening time of a throttle valve, and keep satisfactory operability. CONSTITUTION:A fuel supply device 2 for an internal combustion engine is provided with a first solenoid valve 22, a second solenoid valve 18, a third solenoid valve 24, a unidirectional valve 26 and a compressor 28. When pressure inside a fuel tank 24 exceeds a specified value, the second solenoid valve is opened while the compressor is driven for compressing evaporated gas inside the tank and storing it inside an occulsion tank 20 by means of a controller 30. An intake passage is provided with a throttle valve and a valve opening switch. A first fuel supply passage extended from a regulator 12 is communicated with a main passage of an evaporator, while a second fuel passage is communicated with a slow passage. A third fuel passage is communicated with a downstream side intake passage. The passage is provided with a solenoid valve which is opened only at a high-opening time by means of the valve opening switch.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a fuel supply system for a liquefied gas internal combustion engine, and more particularly to a fuel supply system for a liquefied gas internal combustion engine which supplies the liquefied gas to a liquefied gas internal combustion engine by using the fuel supply system.

[0002]

2. Description of the Related Art Gasoline, light oil, etc. are mainly used as fuel for an internal combustion engine mounted on a vehicle, but recently, liquefied gas using liquefied gas such as LNG (liquefied natural gas) as fuel. Internal combustion engines have been proposed. The liquefied gas internal combustion engine is supplied with liquefied gas as fuel by a fuel supply device.

As a fuel supply device for a liquefied gas internal combustion engine, there is one disclosed in Japanese Patent Laid-Open No. 2-149756. The fuel supply device for a liquefied gas internal combustion engine disclosed in this publication has a problem that the supply of the gas phase gas fuel to the liquefied gas internal combustion engine becomes unstable due to the deposition expansion of the liquid phase gas fuel in the fuel supply pipe. This eliminates the inconvenience of causing hunting in the operating state of the liquefied gas internal combustion engine by stably supplying the gas-phase gas fuel.

Further, there is one disclosed in JP-A-2-70966. The fuel supply device for an LP gas engine disclosed in this publication has a solenoid valve arranged in a slow fuel passage connecting the primary decompression chamber of the vaporizer and the air-fuel mixture, for electrically disconnecting the slow fuel passage, and a starter switch output signal. Based on this, the electromagnetic valve and the power source are short-circuited at the time of engine startup, and a voltage switching means is connected after the engine is started via a resistor to reduce the impact noise generated at the time of operation of the electromagnetic valve and improve quietness.

The fuel supply device for the liquefied gas internal combustion engine is provided with a fuel pipe from a fuel tank for storing the liquefied gas to a fuel supply section such as a fuel injection valve provided in the liquefied gas internal combustion engine. This fuel pipe has an extraction valve for sequentially extracting the liquefied gas from the fuel tank side, a vaporizer for vaporizing the liquefied gas, and an opening / closing for shutting off the liquefied gas stored in the fuel tank to the liquefied gas internal combustion engine. The stored fuel switching valve and the regulator for adjusting the pressure of the liquefied gas are interposed.

Further, the fuel supply device is provided with a relief pipe extending from the fuel tank to the fuel pipe between the stored fuel switching valve and the regulator. This relief pipe is opened and closed in order from the fuel tank side, a relief valve for pressure adjustment, a storage tank for storing the liquefied gas, and a liquefied gas stored in the storage tank for shutting off the supply of the liquefied gas to the internal combustion engine. The stored fuel switching valve is installed.

When the liquefied gas internal combustion engine is driven, the extraction valve and the stored fuel switching valve of the fuel supply device are opened in order to supply the liquefied gas internal combustion engine with the liquefied gas. As a result, the liquefied gas in the fuel tank flows through the fuel pipe, is vaporized by the vaporizer, is pressure-regulated by the regulator, and is supplied to the liquefied gas internal combustion engine by the fuel supply unit for combustion.

Further, when the liquefied gas in the fuel tank is vaporized and the pressure becomes equal to or higher than a set relief value (for example, 10 kg / cm ² ) of the fuel supply device, the vaporized liquefied gas is stored in the storage tank. Open to supply. As a result, the vaporized liquefied gas in the fuel tank flows through the relief pipe and is supplied to the storage tank and stored therein.

The opening pressure of the occluded fuel switching valve provided in the relief pipe is larger than the pressure adjustment value of the regulator (for example, 4 kg / cm ² ) (for example, 5).
(kg / cm ² ), when the value detected by the pressure sensor that detects the pressure in the occlusion tank becomes equal to or higher than the open value, the occlusion fuel switching valve is activated to supply liquefied gas to the liquefied gas internal combustion engine. It will be released. At this time, the stored fuel switching valve is closed to shut off the liquefied gas. As a result, when the pressure in the storage tank becomes equal to or higher than the open value, the liquefied gas stored in the fuel tank is not supplied to the liquefied gas internal combustion engine, but the liquefied gas adsorbed in the storage tank is supplied to the liquefied gas internal combustion engine. become.

Further, the occluded fuel switching valve is closed to shut off the liquefied gas when the detected value of the occluded fuel pressure sensor becomes less than the pressure adjustment value of the regulator. At this time, the stored fuel switching valve is opened to supply the liquefied gas to the liquefied gas internal combustion engine. As a result, when the pressure in the storage tank becomes less than the regulated value, the liquefied gas adsorbed in the storage tank is not supplied to the liquefied gas internal combustion engine, but the liquefied gas stored in the fuel tank is supplied to the liquefied gas internal combustion engine. It will be.

When the liquefied gas internal combustion engine is stopped, the extraction valve and the stored fuel switching valve are closed and the occluded fuel switching valve is closed in order to cut off the supply of the liquefied gas to the fuel tank and the storage tank. This prevents the liquefied gas in the fuel pipe and vaporizer, the relief pipe, and the storage tank from being released to the atmosphere.

[0012]

By the way, in the conventional fuel supply device for a liquefied gas internal combustion engine, as shown in FIG. 5, a fuel tank 204 for storing the liquefied gas is used for injection provided in the liquefied gas internal combustion engine (not shown). A fuel pipe 206 leading to a fuel supply unit (not shown) including nozzles is provided, and an extraction valve 208 and a vaporizer 210 for vaporizing liquefied gas are sequentially provided in the fuel pipe 206 from the fuel tank 204 side.
And a regulator 212 for adjusting the pressure of the liquefied gas.

Further, a relief pipe 214 extending from the fuel tank 204 to the fuel pipe 206 between the vaporizer 210 and the regulator 212 is provided, and the relief pipe 214 is sequentially pressure gauge 2 from the fuel tank 204 side.
16, a manual gas release valve 218, an occlusion tank 220 for occlusion of the liquefied gas, and an occlusion fuel switching valve that is opened / closed to cut off the supply of the liquefied gas occlusion in the occlusion tank 220 to an unillustrated liquefied gas internal combustion engine 222 and the check valve 22
3 and 3.

The cryogenic liquefied gas used as a fuel for the liquefied gas internal combustion engine is stored or transported in a fuel tank which is a container having an adiabatic structure, but it completely prevents heat from entering from the outside. The current situation is that we cannot do it.

As a result, if the fuel tank is left for a long time, it is not possible to prevent the natural gas and hydrogen from being released into the atmosphere, and measures for pollution, safety and fuel consumption have been desired.

In order to avoid this problem, a storage tank, which is a container containing activated carbon formed of a hydrogen storage alloy, is provided in front of the gas release valve of the fuel tank. However, this storage tank has a low storage capacity and is practically used. Besides being disadvantageous, it is inconvenient to use.

Further, as shown in FIG. 6, when the liquefied gas is supplied to the liquefied gas internal combustion engine 240, a fuel supply unit provided in the liquefied gas internal combustion engine 240 vaporizes from a fuel tank (not shown) that stores the liquefied gas. Pipe 2 to the vessel 242
06 is provided, and a regulator 248 for adjusting the pressure of the liquefied gas is provided in the fuel pipe 206.

As shown in FIGS. 6 and 7, a throttle valve 246 is provided in the intake passage 244 of the liquefied gas internal combustion engine 240 downstream of the carburetor 242, and the first fuel supply passage 250 from the regulator 248 is provided. Is connected to the main passage 252 of the carburetor 242, and
The second fuel supply passage 254 is provided so as to communicate with the slow passage 256.

Reference numeral 258 is a negative pressure passage for applying a negative pressure to the regulator 248, 260 is an intake port, 262.
Is an intake valve, 264 is a combustion chamber, 266 is an exhaust port, 26
8 is an exhaust valve.

In the above-mentioned method, if the exhaust gas is set to be prioritized, the fuel supply becomes insufficient when the valve opening of the throttle valve becomes large, and the output becomes low due to this fuel shortage, and the climbing force is increased. However, there is a disadvantage that drivability is deteriorated because sufficient acceleration and acceleration cannot be secured.

[0021]

In order to eliminate the above-mentioned inconvenience, the present invention provides a fuel pipe from a fuel tank for storing liquefied gas to a fuel supply section provided in the liquefied gas internal combustion engine. The fuel pipe is provided with an extraction valve, a vaporizer for vaporizing the liquefied gas and a regulator for adjusting the pressure of the liquefied gas sequentially from the fuel tank side, and the fuel between the fuel tank and the vaporizer and the regulator. A relief pipe leading to a pipe is provided, and a pressure gauge, a manual gas release valve, a storage tank for storing liquefied gas, and a liquefied gas stored in the storage tank are sequentially arranged in the relief pipe from the fuel tank side. In a fuel supply device for a liquefied gas internal combustion engine, which is provided with a stored fuel switching valve that is opened and closed to cut off supply to the internal combustion engine and a check valve, the stored fuel switching valve is a first electromagnetic valve. A second solenoid valve is provided instead of the gas release valve, a third solenoid valve is provided in the fuel pipe between the vaporizer and the regulator, and a one-way valve is provided in the relief pipe between the second solenoid valve and the storage tank. And a compressor are provided, and when the pressure in the fuel tank exceeds a predetermined pressure value due to the vaporized gas of the liquefied gas, the second solenoid valve is opened and the compressor is driven to drive the vaporized gas in the fuel tank. A control unit is provided to control the compressed air to be stored in the storage tank. Further, a liquefied gas internal combustion engine is provided with a fuel pipe from a fuel tank that stores the liquefied gas to a fuel supply unit provided in the liquefied gas internal combustion engine, and a regulator for adjusting the pressure of the liquefied gas is provided in the fuel pipe. In the fuel supply device,
A throttle valve is provided in the intake passage downstream of the carburetor of the liquefied gas internal combustion engine, a throttle opening switch is provided in the vicinity of the throttle valve, and the first fuel supply passage from the regulator is connected to the main passage of the carburetor. And a second fuel supply passage communicating with the slow passage, and a third fuel supply passage communicating with the regulator and an intake passage downstream of the throttle valve,
A solenoid valve that is opened only when the throttle opening switch is open at a high opening is provided in the middle of the third fuel supply passage.

[0022]

According to the invention as described above, when the pressure in the fuel tank exceeds a predetermined pressure value due to the vaporized gas of the liquefied gas, the controller opens the second solenoid valve and drives the compressor. Then, the evaporative gas in the fuel tank is compressed and stored in the storage tank to expand the storage capacity of the storage tank. Also, at the time of opening,
Throttle opening switch opens the solenoid valve to prevent fuel supply shortage when the throttle valve opening becomes large, avoiding output reduction due to this fuel shortage, and sufficient climbing power and acceleration performance. Have secured.

[0023]

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

FIG. 1 shows a first embodiment of the present invention. In FIG. 1, 2 is a fuel supply device for a liquefied gas internal combustion engine (not shown).

The fuel supply device 2 has a fuel tank 4 for storing liquefied gas such as LNG, and an injection nozzle provided in the intake passage (not shown) of the liquefied gas internal combustion engine (not shown) from the fuel tank 4. A fuel pipe 6 reaching a fuel supply portion (not shown) is provided. A manual extraction valve 8, a vaporizer 10 that vaporizes LNG, and a regulator 12 that regulates and regulates LNG are sequentially provided in the fuel pipe 6 from the side of the fuel tank 4.

From the fuel tank 4 to the vaporizer 10
The fuel pipe 6a up to is formed of a heat insulating pipe, and the vaporizer 10 is provided in an air cleaner (not shown).

Further, the fuel supply system 2 is provided with a relief pipe 14 extending from the fuel tank 4 to the fuel pipe 6 between the vaporizer 10 and the regulator 12, and the relief pipe 14 is provided from the fuel tank 4 side. A pressure gauge 16 in sequence, a second solenoid valve 18 arranged in place of a manual gas release valve, a storage tank 20 for storing the liquefied gas, and a liquefied gas (not shown) for storing the liquefied gas stored in the storage tank 20. A first electromagnetic valve 22, which is a stored fuel switching valve that is opened and closed to cut off the supply to the internal combustion engine, and a check valve 23 are interposed.

The vaporizer 10 and the regulator 12
A third solenoid valve 24 is provided in the middle of the fuel pipe 6 between them, and a one-way valve 26 and a compressor 28 are provided in the middle of the relief pipe 14 between the second solenoid valve 18 and the occlusion tank 20. When the liquefied gas exceeds a predetermined pressure value by the evaporated gas, the second solenoid valve 18 is opened and the compressor 28 is driven to drive the fuel tank 4
A control unit 30 is provided to control so that the evaporative gas therein is compressed and stored in the storage tank 20.

More specifically, when the pressure in the fuel tank 4 exceeds, for example, 10 〓 / 〓 ² , the control unit 30
The second solenoid valve 18 is opened and the compressor 2
8 is driven to control the evaporated gas in the fuel tank 4 to be compressed and stored in the storage tank 20.

When the pressure in the fuel tank 4 becomes, for example, 5 〓 / 〓 ² or less, the second solenoid valve 18 is closed and the compressor 28 is stopped.

However, the pressure in the storage tank 20 is 1
50〓 / If 〓 is ² or more, the second solenoid valve above 1
8 is not opened and the compressor 28 is not driven.

At the time of starting a liquefied gas internal combustion engine (not shown), the control section 30 opens the first electromagnetic valve 22 and closes the second and third electromagnetic valves 18 and 24.
The evaporation gas stored in the storage tank 20 is controlled to be preferentially used.

Reference numeral 32 denotes a pressure sensor provided in the storage tank 20, and 34 denotes the storage tank 20 and the first sensor.
A pressure reducing valve provided in the relief pipe 14 of the solenoid valve 22 and an inner tank safety valve 36 provided in the relief pipe 14 of the fuel tank 4.

Next, the operation will be described.

When the liquefied gas internal combustion engine (not shown) is stopped,
When the pressure in the fuel tank 4 exceeds, for example, 10 〓 / 〓 ² , the second solenoid valve 18 is opened by the control unit 30 and the compressor 28 is driven to remove the vaporized gas in the fuel tank 4. It is controlled to be compressed by the compressor 28 and stored in the storage tank 20.

When the pressure in the fuel tank 4 drops to, for example, 5 〓 / 〓 ² or less, the controller 30 closes the second solenoid valve 18 and stops the compressor 28.

However, when the liquefied gas internal combustion engine (not shown) is stopped, the pressure in the storage tank 20 is 150 〓 / 〓 ²
In the above case, the control unit 30 does not open the second solenoid valve 18 and drive the compressor 28.

When the liquefied gas internal combustion engine (not shown) is started, first, the first solenoid valve 22 is controlled by the control unit 30.
Is opened and the second and third electromagnetic valves 18, 24 are closed, and the evaporative gas stored in the storage tank 20 is controlled to be preferentially used, so that the pressure in the storage tank 20 is 10 〓 / 〓 ² or less, the first solenoid valve 22 is closed and the third solenoid valve 24 is opened,
The fuel in the fuel tank 4 is used.

As a result, the evaporative gas in the fuel tank 4 is compressed by the compressor 28 and the storage tank 20
The storage capacity of the storage tank 20 can be expanded about 100 times, and atmospheric emission of evaporative gas can be reliably prevented, which is advantageous in terms of pollution, safety, and fuel efficiency.

Further, a compressor 28 is provided in the middle of the relief pipe 14, and the second and third solenoid valves 18,
Since only 24 is provided, the structure is not complicated, the manufacturing is easy, the cost can be reduced, and it is economically advantageous.

2 to 4 show a second embodiment of the present invention.

As shown in FIG. 2, the liquefied gas internal combustion engine 4
The throttle valve 46 is provided in the intake passage 44 on the downstream side of the carburetor 42 of 0, and the first valve from the regulator 48 is provided.
The fuel supply passage 50 is provided in communication with the main passage 52 of the carburetor 42, and the second fuel supply passage 54 is provided in communication with the slow passage 56.

Reference numeral 58 connects the intake passage 44 on the downstream side of the throttle valve 46 and the regulator 48, and a negative pressure passage for applying a negative pressure to the regulator 48, 60 an intake port, 62 an intake valve, and 64. Is the combustion chamber,
Reference numeral 66 is an exhaust port, and 68 is an exhaust valve.

Further, as shown in FIG. 3, the regulator 48 has a sealed first chamber 72 and a second chamber 74 which are partitioned by a central partition 70, and the first chamber 72 is defined by a first diaphragm 76. It is divided into a primary decompression chamber 78 and a primary pressure regulation chamber 80, and the primary decompression chamber 78 is connected to a fuel tank (not shown) via a liquefied gas inflow path 82 and the fuel pipe 6.

A first valve lever 86 slidably supported by a shaft 84 is provided at the opening of the liquefied gas inflow passage 82 on the side of the primary decompression chamber 78 so as to block the communication of the liquefied gas inflow passage 82. The liquid liquefied gas that has flowed from the fuel tank to the liquefied gas inflow passage 82 pushes the first valve lever 86 open by its own pressure and enters the primary decompression chamber 78.

When the pressure in the primary pressure reducing chamber 78 reaches a predetermined pressure, the first diaphragm 76 is biased to the left side in FIG. 6 against the action of the first regulator spring 88 provided in the primary pressure regulating chamber 80, 1 diaphragm hook 90
Thus, the first valve lever 86 is biased to the closing side, and the liquefied gas inflow path 82 is shut off.

When the pressure in the primary decompression chamber 78 decreases due to the consumption of fuel, the first valve lever 86 is biased to the open side so that the liquefied gas inflow path 82 is communicated, and the liquefied gas is decompressed from a fuel tank not shown. It flows into the chamber 78.

In this way, the first valve lever 86 repeats the communication / blocking of the liquefied gas inflow path 82,
The pressure in the primary decompression chamber 78 is maintained at a constant predetermined pressure.

The second chamber 74 is divided by a second diaphragm 92 into a secondary pressure reducing chamber 94 and a secondary pressure regulating chamber 96, and the secondary pressure reducing chamber 94 is provided with a passage 98 penetrating the central partition wall 70. Is connected to the carburetor 42 via the first fuel supply passage 50 and the main passage 52, and is connected to the carburetor 42 by the operation of the liquefied gas internal combustion engine 40.
The Venturi negative pressure generated in the Venturi part 42a acts.

A second valve lever 102 slidably supported by a shaft 100 for opening and closing the passage 98 is provided at the opening of the passage 98 on the side of the secondary decompression chamber 94. It is urged toward the closing side by 104.

In the second valve lever 102, the second diaphragm 92 is biased to the left side in FIG. 3 by the Venturi negative pressure acting on the secondary decompression chamber 94, and is biased to the opening side via the pressing member 106. From the passage 98, the secondary decompression chamber 9 is communicated with the passage 98 while communicating with the passage 98 and being biased to the closing side by the second regulator spring 104.
The liquefied gas introduced into No. 4 was depressurized to about atmospheric pressure and maintained at a constant pressure.

The liquefied gas in the secondary decompression chamber 94 is
It is sucked into the carburetor 42 through the first fuel supply passage 50 and the main passage 52 by the Venturi negative pressure, mixed there with air, and supplied to the combustion chamber 64 of the liquefied gas internal combustion engine 40.

The primary decompression chamber 78 is communicated with the secondary decompression chamber 94 via a passage (not shown), and the secondary decompression chamber 94 is open to the atmosphere via a passage 110 formed in the casing 108. .

The throttle opening switch 1 which is turned on by the throttle opening of the throttle valve 46.
12 is provided, and the regulator 48 and the intake passage 44 on the downstream side of the throttle valve 46 are provided so as to communicate with each other by a third fuel supply passage 114, and in the middle of the third fuel supply passage 114, for example, on the intake passage 44 side. An electromagnetic valve 116 is provided which is opened by the throttle opening switch 112 only when the opening is high.

The throttle opening switch 112 has a first terminal 118-1 which rotates according to the opening / closing operation of the throttle valve 46 and a second terminal 118-2 which is in contact with the first terminal 118-1 only when the opening is high. The circuit is connected by the contact of the first and second terminals 118-1 and 118-2 to open the solenoid valve 116.

Further, at the tip of the solenoid valve 116,
A jet 120 that opens to the intake passage 44 is provided.

Next, the operation will be described.

When the liquefied gas internal combustion engine 40 is driven and the throttle opening of the throttle valve 46 does not reach a high opening, the first terminal 118-1 becomes the second terminal 118-2.
The solenoid valve 116 maintains the closed state.

When the throttle opening of the throttle valve 46 becomes large and reaches a high opening, the first terminal 118-1 rotates and comes into contact with the second terminal 118-2. The circuit is connected to open the solenoid valve 116, and the liquefied gas in the regulator 48 is injected and supplied to the intake passage 44 through the third fuel supply passage 114.

As a result, when the valve opening degree of the throttle valve 46 becomes a high opening degree, it is possible to prevent the fuel supply shortage from occurring, and it is possible to surely avoid the output reduction due to the fuel shortage. As a result, it is possible to secure sufficient climbing power and acceleration, maintain good drivability, and be practically advantageous.

Further, by improving the regulator 48 as described above, even if the exhaust gas is set to a small amount, the conventional inconvenience does not occur, the degree of freedom in setting is increased, and the usability can be improved. .

[0062]

As described in detail above, according to the present invention, the occluded fuel switching valve of the fuel supply device for a liquefied gas internal combustion engine is the first solenoid valve, and the second valve is replaced with the gas release valve.
A solenoid valve is provided, a third solenoid valve is provided in the fuel pipe between the vaporizer and the regulator, a one-way valve and a compressor are provided in the relief pipe between the second solenoid valve and the storage tank, and the pressure in the fuel tank is liquefied gas. When a predetermined pressure value is exceeded by the evaporated vaporized gas, a control unit is provided to open the second electromagnetic valve and drive the compressor to compress the vaporized gas in the fuel tank and store it in the storage tank. Therefore, the evaporative gas in the fuel tank can be compressed by the compressor and stored in the occlusion tank, the occlusion capacity of the occlusion tank can be expanded, and evaporative emission of the evaporative gas to the atmosphere can be reliably prevented, resulting in no pollution.・ It is advantageous in terms of safety and fuel efficiency.

Further, the throttle valve is provided in the intake passage downstream of the carburetor of the liquefied gas internal combustion engine of the liquefied gas internal combustion engine fuel supply device, the throttle opening switch is provided in the vicinity of the throttle valve, and the first valve from the regulator is provided. A third fuel supply passage that connects the fuel supply passage to the main passage of the carburetor and a second fuel supply passage that connects to the slow passage, and connects the regulator and the intake passage downstream of the throttle valve. Since a solenoid valve that is opened only when the throttle opening switch is high is provided in the middle of the third fuel supply passage, fuel is supplied when the valve opening of the throttle valve becomes high. It is possible to prevent a shortage from occurring, it is possible to reliably avoid a decrease in output due to a lack of fuel, and it is possible to ensure sufficient climbing force and acceleration. The rolling resistance obtained maintaining good, it is practically advantageous. Furthermore, by improving the regulator,
Even if the amount of exhaust gas is set to a small amount, the conventional inconvenience does not occur, the degree of freedom in setting is increased, and usability can be improved.

[Brief description of drawings]

FIG. 1 is a configuration diagram of a fuel supply device for a liquefied gas internal combustion engine showing a first embodiment of the present invention.

FIG. 2 is a schematic sectional view of a fuel supply device for a liquefied gas internal combustion engine showing a second embodiment of the present invention.

FIG. 3 is an enlarged sectional view of a regulator.

FIG. 4 is an enlarged cross-sectional view of a third fuel supply passage.

FIG. 5 is a configuration diagram of a fuel supply device for a liquefied gas internal combustion engine showing one conventional technique of the present invention.

FIG. 6 is a schematic cross-sectional view of a fuel supply device for a liquefied gas internal combustion engine showing another conventional technique of the present invention.

FIG. 7 is an enlarged cross-sectional view of a regulator.

[Explanation of symbols]

 2 Fuel supply device for liquefied gas internal combustion engine 4 Fuel tank 6 Fuel pipe 10 Vaporizer 12 Regulator 14 Relief pipe 16 Pressure gauge 18 Second solenoid valve 20 Storage tank 22 First solenoid valve 24 Third solenoid valve 26 One-way valve 28 Compressor 30 Control Department

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[Procedure amendment]

[Submission date] July 16, 1992

[Procedure Amendment 1]

[Document name to be corrected] Drawing

[Correction target item name] All drawings

[Correction method] Change

[Correction content]

[Fig. 2]

[Figure 3]

[Figure 1]

[Figure 4]

[Figure 5]

[Figure 6]

[Figure 7]

[Procedure amendment]

[Submission date] September 4, 1992

[Procedure Amendment 2]

[Document name to be amended] Statement

[Name of item to be amended] Title of invention

[Correction method] Change

[Correction content]

Patent application title: Fuel supply device for internal combustion engine

[Procedure 3]

[Document name to be amended] Statement

[Name of item to be amended] Claims

[Correction method] Change

[Correction content]

[Claims]

[Procedure amendment 4]

[Document name to be amended] Statement

[Correction target item name] 0001

[Correction method] Change

[Correction content]

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a fuel supply device for an internal combustion engine, and more particularly to a fuel supply device for an internal combustion engine which supplies steam gas to the internal combustion engine by using the fuel supply device.

[Procedure Amendment 5]

[Document name to be amended] Statement

[Name of item to be corrected] 0002

[Correction method] Change

[Correction content]

[0002]

2. Description of the Related Art Gasoline, light oil, etc. are mainly used as a fuel for an internal combustion engine mounted on a vehicle or the like. Recently, an internal combustion engine using liquefied gas, for example, LNG (liquefied natural gas) as fuel. Is proposed. The internal combustion engine is supplied with vapor gas, which is fuel, by a fuel supply device.

[Procedure correction 6]

[Document name to be amended] Statement

[Name of item to be corrected] 0003

[Correction method] Change

[Correction content]

Further, as a fuel supply system for an internal combustion engine,
There is one disclosed in JP-A-2-149756. The fuel supply device for a liquefied gas internal combustion engine disclosed in this publication has a problem that the supply of the gas phase gas fuel to the liquefied gas internal combustion engine becomes unstable due to the deposition expansion of the liquid phase gas fuel in the fuel supply pipe. This eliminates the inconvenience of causing hunting in the operating state of the liquefied gas internal combustion engine by stably supplying the gas-phase gas fuel.

[Procedure Amendment 7]

[Document name to be amended] Statement

[Name of item to be corrected] 0005

[Correction method] Change

[Correction content]

The fuel supply device for the internal combustion engine is provided with a fuel pipe from a fuel tank for storing liquefied gas to a fuel supply section such as a fuel injection valve provided in the internal combustion engine.
An extraction valve for extracting the liquefied gas from the fuel tank side, a vaporizer for vaporizing the liquefied gas, and a liquefied gas stored in the fuel tank are supplied to the internal combustion engine through the fuel pipe.
And stored fuel control valve is opened and closed so as to supply cutoff, liquefied gas
A regulator for adjusting the pressure of the vapor gas vaporized by the vaporizer is installed .

[Procedure Amendment 8]

[Document name to be amended] Statement

[Correction target item name] 0006

[Correction method] Change

[Correction content]

Further, the fuel supply device is provided with a relief pipe extending from the fuel tank to the fuel pipe between the stored fuel switching valve and the regulator. The relief pipe is opened and closed in order from the fuel tank side so as to shut off the supply of the pressure regulating relief valve, the storage tank for storing the liquefied gas, and the vapor gas stored in the storage tank to the internal combustion engine. The storage fuel switching valve is interposed.

[Procedure Amendment 9]

[Document name to be amended] Statement

[Correction target item name] 0007

[Correction method] Change

[Correction content]

When the internal combustion engine is driven, the extraction valve and the stored fuel switching valve of the fuel supply device are opened in order to supply the liquefied gas in the fuel tank to the internal combustion engine. As a result, the liquefied gas in the fuel tank flows through the fuel pipe, is vaporized by the vaporizer, is pressure-regulated by the regulator, and is supplied to the internal combustion engine by the fuel supply unit for combustion.

[Procedure Amendment 10]

[Document name to be amended] Statement

[Correction target item name] 0008

[Correction method] Change

[Correction content]

Further, the relief valve of the fuel supply device is vaporized when the liquefied gas in the fuel tank is vaporized and the pressure exceeds a set relief value (for example, 10 kg / cm ² ).
Open to supply steam gas to the occlusion tank. As a result, the vaporized vapor gas in the fuel tank flows through the relief pipe and is supplied to the storage tank and stored therein.

[Procedure Amendment 11]

[Document name to be amended] Statement

[Correction target item name] 0009

[Correction method] Change

[Correction content]

The opening pressure of the occluded fuel switching valve provided in the relief pipe is larger than the pressure adjustment value of the regulator (for example, 4 kg / cm ² ) (for example, 5).
(kg / cm ² ), when the value detected by the pressure sensor that detects the pressure in the occlusion tank exceeds the open value, the occlusion fuel switching valve is opened to supply steam gas to the internal combustion engine. It At this time, the stored fuel switching valve is closed to shut off the vapor gas. Thus, when the pressure in the storage tank becomes equal to or higher than the open value, the vapor gas adsorbed in the storage tank is supplied to the internal combustion engine without supplying the liquefied gas stored in the fuel tank to the internal combustion engine.

[Procedure Amendment 12]

[Document name to be amended] Statement

[Correction target item name] 0010

[Correction method] Change

[Correction content]

Further, the occluded fuel switching valve is closed to shut off the vapor gas when the detected value of the occluded fuel pressure sensor becomes less than the pressure adjustment value of the regulator. At this time, the stored fuel switching valve is opened to supply the vapor gas to the liquefied gas internal combustion engine. As a result, when the pressure in the storage tank becomes less than the pressure regulation value, the liquefied gas stored in the fuel tank is supplied to the internal combustion engine without supplying the vapor gas adsorbed in the storage tank to the internal combustion engine.

[Procedure Amendment 13]

[Document name to be amended] Statement

[Correction target item name] 0011

[Correction method] Change

[Correction content]

When the internal combustion engine is stopped, the extraction valve and the stored fuel switching valve are closed and the storage fuel switching valve is closed in order to cut off the supply of the liquefied gas and the vapor gas to the fuel tank and the storage tank. This prevents the vapor gas in the fuel pipe and vaporizer, the relief pipe, and the storage tank from being released to the atmosphere.

[Procedure Amendment 14]

[Document name to be amended] Statement

[Correction target item name] 0012

[Correction method] Change

[Correction content]

[0012]

By the way, in the conventional fuel supply device for an internal combustion engine, as shown in FIG. 5, it comprises a fuel tank 204 for storing liquefied gas, an injection nozzle and the like provided in an internal combustion engine (not shown). A fuel pipe 206 reaching a fuel supply unit (not shown) is provided, and an extraction valve 208, a vaporizer 210 for vaporizing liquefied gas, and a vaporized vapor are sequentially provided on the fuel pipe 206 from the fuel tank 204 side. A regulator 212 for adjusting the pressure of the gas is provided.

[Procedure Amendment 15]

[Document name to be amended] Statement

[Correction target item name] 0013

[Correction method] Change

[Correction content]

Further, a relief pipe 214 extending from the fuel tank 204 to the fuel pipe 206 between the vaporizer 210 and the regulator 212 is provided, and the relief pipe 214 is sequentially pressure gauge 2 from the fuel tank 204 side.
16, a manual gas discharge valve 218, a storage tank 220 for storing the steam gas, and absorbing the fuel changeover valve 222 which is opened and closed to supply cutoff to the internal combustion engine (not shown) occluded steam gas in the absorbing tank 220 , And a check valve 223.

[Procedure Amendment 16]

[Document name to be amended] Statement

[Correction target item name] 0014

[Correction method] Change

[Correction content]

The cryogenic liquefied gas used as a fuel for the internal combustion engine is stored or transported in a fuel tank which is a container having an adiabatic structure, but it is necessary to completely prevent heat from entering from the outside. The current situation is that it is not possible.

[Procedure Amendment 17]

[Document name to be amended] Statement

[Correction target item name] 0017

[Correction method] Change

[Correction content]

Further, as shown in FIG. 6, when the liquefied gas is supplied to the internal combustion engine 240, a fuel tank (not shown) for storing the liquefied gas reaches a carburetor 242 which is a fuel supply section provided in the internal combustion engine 240. A regulator 2 that is provided with a fuel pipe 206 and regulates the pressure of steam gas in the fuel pipe 206.
48 are installed.

[Procedure 18]

[Document name to be amended] Statement

[Correction target item name] 0018

[Correction method] Change

[Correction content]

Further, as shown in FIGS. 6 and 7, the intake passage 24 on the downstream side of the carburetor 242 of the internal combustion engine 240.
4, a throttle valve 246 is provided, the first fuel supply passage 250 from the regulator 248 is provided in communication with the main passage 252 of the carburetor 242, and the second fuel supply passage 254 is provided in communication with the slow passage 256.

[Procedure Amendment 19]

[Document name to be amended] Statement

[Correction target item name] 0021

[Correction method] Change

[Correction content]

[0021]

Therefore, in order to eliminate the above-mentioned inconvenience, the present invention provides a fuel pipe from a fuel tank to a fuel supply portion provided in an internal combustion engine, and the fuel pipe is provided with the fuel tank. A relief pipe from the fuel tank to the fuel pipe between the vaporizer and the regulator, which is provided with a take-out valve, a vaporizer for vaporizing the liquefied gas, and a regulator for adjusting the pressure of the vaporized vapor gas. A pressure gauge, a manual gas release valve, a storage tank for storing liquefied gas, and a vapor gas stored in the storage tank are sequentially shut off from the internal combustion engine on the relief pipe. In a fuel supply device for an internal combustion engine having an open / closed storage fuel switching valve and a check valve, the storage fuel switching valve is a first solenoid valve and is replaced with the gas release valve. A second solenoid valve is provided, a third solenoid valve is provided in the fuel pipe between the vaporizer and the regulator, and a one-way valve and a compressor are provided in the relief pipe between the second solenoid valve and the storage tank. when the pressure of the inner exceeds a predetermined pressure value by vapor gas compresses the steam gas in the fuel tank to drive the compressor with a direction of opening the second solenoid valve controlled so as to store in the storage tank It is characterized in that a control unit for controlling is provided. Further, in a fuel supply device for an internal combustion engine, which is provided with a fuel pipe from a fuel tank to a fuel supply portion provided in the internal combustion engine, and a regulator for adjusting the pressure of steam gas is provided in the fuel pipe, A throttle valve is provided in the intake passage on the downstream side of the carburetor, a throttle opening switch is provided near the throttle valve, and a first fuel supply passage from the regulator is provided so as to communicate with the main passage of the carburetor. A fuel supply passage is provided in communication with the slow passage, and a third fuel supply passage is provided in communication with the regulator and an intake passage downstream of the throttle valve. The throttle opening switch is provided in the middle of the third fuel supply passage. Therefore, a solenoid valve that is opened only when the opening degree is high is provided.

[Procedure amendment 20]

[Document name to be amended] Statement

[Name of item to be corrected] 0022

[Correction method] Change

[Correction content]

[0022]

By the invention as described above, when the pressure in the fuel tank exceeds a predetermined pressure value due to the vapor gas,
The second solenoid valve is opened by the control unit, the compressor is driven, the vapor gas in the fuel tank is compressed and stored in the storage tank, and the storage capacity of the storage tank is expanded. At the time of opening, the solenoid valve is opened by the throttle opening switch to prevent the fuel supply shortage when the valve opening of the throttle valve becomes large, and to avoid the output decrease due to this fuel shortage and to climb the slope. Sufficient power and acceleration are secured.

[Procedure correction 21]

[Document name to be amended] Statement

[Name of item to be corrected] 0025

[Correction method] Change

[Correction content]

The fuel supply device 2 has a fuel tank 4 for storing a liquefied gas such as LNG, and an injection port or the like provided from the fuel tank 4 to an intake passage (not shown) of an internal combustion engine (not shown). A fuel pipe 6 reaching a fuel supply unit (not shown) is provided. A manual extraction valve 8, a vaporizer 10 that vaporizes LNG, and a regulator 12 that regulates and regulates LNG are sequentially provided in the fuel pipe 6 from the side of the fuel tank 4.

[Procedure correction 22]

[Document name to be amended] Statement

[Name of item to be corrected] 0027

[Correction method] Change

[Correction content]

Further, the fuel supply system 2 is provided with a relief pipe 14 extending from the fuel tank 4 to the fuel pipe 6 between the vaporizer 10 and the regulator 12, and the relief pipe 14 is provided from the fuel tank 4 side. A pressure gauge 16 in sequence, a second solenoid valve 18 arranged in place of a manual gas release valve, a storage tank 20 for storing vapor gas, and an internal combustion engine (not shown) for storing vapor gas stored in the storage tank 20. A storage fuel switching valve that is opened and closed to cut off the supply to the first
An electromagnetic valve 22 and a check valve 23 are interposed.

[Procedure amendment 23]

[Document name to be amended] Statement

[Correction target item name] 0028

[Correction method] Change

[Correction content]

The vaporizer 10 and the regulator 12
A third solenoid valve 24 is provided in the middle of the fuel pipe 6 between them, and a one-way valve 26 and a compressor 28 are provided in the middle of the relief pipe 14 between the second solenoid valve 18 and the occlusion tank 20. When the liquefied gas exceeds a predetermined pressure value due to the vaporized vapor gas, the second electromagnetic valve 18 is opened and the compressor 28 is driven to drive the fuel tank 4
A control unit 30 is provided for controlling the compressed vapor gas to store the compressed vapor gas in the storage tank 20.

[Procedure correction 24]

[Document name to be amended] Statement

[Name of item to be corrected] 0029

[Correction method] Change

[Correction content]

More specifically, when the pressure in the fuel tank 4 exceeds, for example, 10 〓 / 〓 ² , the control unit 30
The second solenoid valve 18 is opened and the compressor 2
8 is controlled so that the vapor gas in the fuel tank 4 is compressed and stored in the storage tank 20.

[Procedure correction 25]

[Document name to be amended] Statement

[Name of item to be corrected] 0032

[Correction method] Change

[Correction content]

At the time of starting an internal combustion engine (not shown), the control section 30 opens the first electromagnetic valve 22 and closes the second and third electromagnetic valves 18 and 24, so that the steam stored in the storage tank 20. Control to preferentially use gas.

[Procedure Amendment 26]

[Document name to be amended] Statement

[Correction target item name] 0035

[Correction method] Change

[Correction content]

When the pressure in the fuel tank 4 exceeds, for example, 10 〓 / 〓 ² when the internal combustion engine (not shown) is stopped, the control unit 30 opens the second solenoid valve 18 and the compressor 28 is turned on. Drive the fuel tank 4
The evaporative gas therein is controlled by the compressor 28 so as to be compressed and stored in the storage tank 20.

[Procedure Amendment 27]

[Document name to be amended] Statement

[Name of item to be corrected] 0037

[Correction method] Change

[Correction content]

However, when the internal combustion engine (not shown) is stopped,
When the pressure in the storage tank 20 is 150 〓 / 〓 ² or more, the control unit 30 does not open the second electromagnetic valve 18 and drive the compressor 28.

[Procedure correction 28]

[Document name to be amended] Statement

[Correction target item name] 0038

[Correction method] Change

[Correction content]

When the internal combustion engine (not shown) is started,
First, the control unit 30 opens the first solenoid valve 22 and closes the second and third solenoid valves 18 and 24, and controls to preferentially use the vapor gas stored in the storage tank 20. However, the pressure in the storage tank 20 is 10
When 〓 / 〓 ² or less is reached, the first solenoid valve 22 is closed and the third solenoid valve 24 is opened to use the fuel in the fuel tank 4.

[Procedure correction 29]

[Document name to be amended] Statement

[Correction target item name] 0039

[Correction method] Change

[Correction content]

As a result, the vapor gas in the fuel tank 4 is compressed by the compressor 28, and the storage tank 20 is compressed.
The storage capacity of the storage tank 20 can be expanded about 100 times, and atmospheric emission of vapor gas can be reliably prevented, which is advantageous in terms of pollution, safety, and fuel efficiency.

[Procedure amendment 30]

[Document name to be amended] Statement

[Correction target item name] 0042

[Correction method] Change

[Correction content]

As shown in FIG. 2, a throttle valve 46 is provided in the intake passage 44 downstream of the carburetor 42 of the internal combustion engine 40, and the first fuel supply passage 50 from the regulator 48 is connected to the main passage of the carburetor 42. The second fuel supply passage 54 is provided so as to communicate with 52 and the slow passage 56.

[Procedure correction 31]

[Document name to be amended] Statement

[Correction target item name] 0044

[Correction method] Change

[Correction content]

Further, as shown in FIG. 3, the regulator 48 has a sealed first chamber 72 and a second chamber 74 which are partitioned by a central partition 70, and the first chamber 72 is defined by a first diaphragm 76. It is divided into a primary pressure reducing chamber 78 and a primary pressure adjusting chamber 80, and the primary pressure reducing chamber 78 is connected to a fuel tank (not shown) via an inflow passage 82 and the fuel pipe 6.

[Procedure correction 32]

[Document name to be amended] Statement

[Name of item to be corrected] 0045

[Correction method] Change

[Correction content]

A first valve lever 86 slidably supported by a shaft 84 is provided at the opening of the inflow passage 82 on the side of the primary decompression chamber 78 so as to cut off the inflow passage 82 from the fuel tank (not shown). The liquid liquefied gas flowing into the inflow path 82 pushes the first valve lever 86 open by its own pressure and enters the primary decompression chamber 78.

[Procedure amendment 33]

[Document name to be amended] Statement

[Correction target item name] 0046

[Correction method] Change

[Correction content]

When the pressure in the primary pressure reducing chamber 78 reaches a predetermined pressure, the first diaphragm 76 is biased to the left side in FIG. 6 against the action of the first regulator spring 88 provided in the primary pressure regulating chamber 80, 1 diaphragm hook 90
Thus, the first valve lever 86 is biased to the closing side, and the inflow path 82 is blocked.

[Procedure amendment 34]

[Document name to be amended] Statement

[Correction target item name] 0047

[Correction method] Change

[Correction content]

When the pressure in the primary decompression chamber 78 decreases due to the consumption of fuel, the first valve lever 86 is biased to the open side so that the inflow path 82 is communicated with the liquefied gas from the fuel tank (not shown). Flow into.

[Procedure amendment 35]

[Document name to be amended] Statement

[Correction target item name] 0048

[Correction method] Change

[Correction content]

As described above, the first valve lever 86 keeps the pressure of the primary decompression chamber 78 at a constant predetermined pressure by repeatedly connecting and disconnecting the inflow passage 82.

[Procedure correction 36]

[Document name to be amended] Statement

[Correction target item name] 0049

[Correction method] Change

[Correction content]

The second chamber 74 is divided by a second diaphragm 92 into a secondary pressure reducing chamber 94 and a secondary pressure regulating chamber 96, and the secondary pressure reducing chamber 94 is provided with a passage 98 penetrating the central partition wall 70. Is connected to the carburetor 42 through the first fuel supply passage 50 and the main passage 52, and a venturi negative pressure generated in the venturi portion 42a of the carburetor 42 by the operation of the internal combustion engine 40 acts.

[Procedure amendment 37]

[Document name to be amended] Statement

[Correction target item name] 0052

[Correction method] Change

[Correction content]

The liquefied gas in the secondary decompression chamber 94 is
It is sucked into the carburetor 42 via the first fuel supply passage 50 and the main passage 52 by the Venturi negative pressure, mixed there with air, and supplied to the combustion chamber 64 of the internal combustion engine 40.

[Procedure amendment 38]

[Document name to be amended] Statement

[Name of item to be corrected] 0058

[Correction method] Change

[Correction content]

When the internal combustion engine 40 is driven and the throttle opening of the throttle valve 46 does not reach a high opening, the first terminal 118-1 does not contact the second terminal 118-2 and the solenoid valve 116 remains closed.

[Procedure amendment 39]

[Document name to be amended] Statement

[Correction target item name] 0062

[Correction method] Change

[Correction content]

[0062]

As described in detail above, according to the present invention, the stored fuel switching valve of the fuel supply system for an internal combustion engine is the first solenoid valve, and the second solenoid valve is provided instead of the gas release valve. a third solenoid valve provided in the fuel pipe midway between vaporizer and regulator, a one-way valve and the compressor in the middle relief pipe between the second solenoid valve and the storage tank is provided, the steam gas pressure in the fuel tank is liquefied gas is evaporated Since the second solenoid valve is opened and the compressor is driven to compress the vapor gas in the fuel tank and store the same in the storage tank when the predetermined pressure value is exceeded, the fuel tank is provided. vapor gas of the inner can be stored in the storage tank is compressed by the compressor, and obtained by expanding the storage capacity of the storage tank, to reliably prevent the air dissipation of the steam gas can Can, it is advantageous in terms of pollution, safety and fuel economy.

[Procedure amendment 40]

[Document name to be amended] Statement

[Correction target item name] 0063

[Correction method] Change

[Correction content]

Further, a throttle valve is provided in the intake passage downstream of the carburetor of the internal combustion engine of the internal combustion engine fuel supply device, a throttle opening switch is provided in the vicinity of the throttle valve, and the first fuel supply passage from the regulator is provided. A third fuel supply passage is provided so as to communicate with the main passage of the carburetor, a second fuel supply passage is provided so as to communicate with the slow passage, and a regulator is connected with an intake passage downstream of the throttle valve.
A fuel supply passage is provided, and a solenoid valve that is opened only at a high opening by a throttle opening switch is provided in the middle of the third fuel supply passage. Therefore, when the valve opening of the throttle valve becomes a high opening, It is possible to prevent the fuel supply shortage from occurring, it is possible to surely avoid the output reduction due to the fuel shortage, and it is possible to sufficiently secure the climbing force and the acceleration performance.
It is possible to maintain good drivability, which is practically advantageous. Furthermore,
By improving the regulator, even if the exhaust gas is set to a small amount, the conventional inconvenience does not occur, the degree of freedom in setting is increased, and the usability can be improved.

[Procedure Amendment 41]

[Document name to be amended] Statement

[Name of item to be corrected] Brief description of the drawing

[Correction method] Change

[Correction content]

[Brief description of drawings]

FIG. 1 is a configuration diagram of a fuel supply system for an internal combustion engine showing a first embodiment of the present invention.

FIG. 2 is a schematic sectional view of a fuel supply system for an internal combustion engine showing a second embodiment of the present invention.

FIG. 3 is an enlarged sectional view of a regulator.

FIG. 4 is an enlarged cross-sectional view of a third fuel supply passage.

FIG. 5 is a configuration diagram of a fuel supply device for an internal combustion engine showing a conventional technique of the present invention.

FIG. 6 is a schematic sectional view of a fuel supply device for an internal combustion engine showing another conventional technique of the present invention.

FIG. 7 is an enlarged cross-sectional view of a regulator.

[Explanation of reference symbols] 2 Fuel supply device for internal combustion engine 4 Fuel tank 6 Fuel pipe 10 Vaporizer 12 Regulator 14 Relief pipe 16 Pressure gauge 18 Second solenoid valve 20 Storage tank 22 First solenoid valve 24 Third solenoid valve 26 One-way valve 28 Compressor 30 Control unit

[Procedure amendment 42]

[Document name to be corrected] Drawing

[Name of item to be corrected] Figure 1

[Correction method] Change

[Correction content]

[Figure 1]

Claims (2)

[Claims] 1. A fuel pipe is provided from a fuel tank for storing liquefied gas to a fuel supply unit provided in a liquefied gas internal combustion engine, and the extraction valve and the liquefied gas are vaporized in this fuel pipe in order from the fuel tank side. A vaporizer and a regulator for adjusting the pressure of the liquefied gas are provided, and a relief pipe from the fuel tank to the fuel pipe between the vaporizer and the regulator is provided, and the relief pipe is provided from the fuel tank side. Sequential pressure gauge, manual gas release valve, storage tank for storing liquefied gas, and occluded fuel switching valve and check valve opened / closed to shut off supply of liquefied gas stored in the storage tank to the liquefied gas internal combustion engine. In the fuel supply device for a liquefied gas internal combustion engine, the storage fuel switching valve having a first
A solenoid valve is provided and a second solenoid valve is provided instead of the gas release valve, a third solenoid valve is provided in the fuel pipe between the vaporizer and the regulator, and a relief pipe is provided between the second solenoid valve and the storage tank. One-way valve and compressor are provided,
When the pressure in the fuel tank exceeds a predetermined pressure value due to vaporized liquefied gas, the second solenoid valve is opened and a compressor is driven to compress the vaporized gas in the fuel tank to store the occlusion. A fuel supply device for a liquefied gas internal combustion engine, which is provided with a control unit for controlling to store in a tank. 2. A liquefied gas provided with a fuel pipe from a fuel tank for storing the liquefied gas to a fuel supply unit provided in the liquefied gas internal combustion engine, and a regulator for adjusting the pressure of the liquefied gas in the fuel pipe. In a fuel supply device for an internal combustion engine,
A throttle valve is provided in the intake passage downstream of the carburetor of the liquefied gas internal combustion engine, a throttle opening switch is provided in the vicinity of the throttle valve, and the first fuel supply passage from the regulator is connected to the main passage of the carburetor. And a second fuel supply passage communicating with the slow passage, and a third fuel supply passage communicating with the regulator and an intake passage downstream of the throttle valve,
A fuel supply device for a liquefied gas internal combustion engine, characterized in that a solenoid valve which is opened only when the throttle opening switch is opened at a high opening is provided in the middle of the third fuel supply passage.