WO2003091565A1 - Dispositif d'alimentation en carburant dme pour un moteur diesel - Google Patents

Dispositif d'alimentation en carburant dme pour un moteur diesel Download PDF

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Publication number
WO2003091565A1
WO2003091565A1 PCT/JP2003/005452 JP0305452W WO03091565A1 WO 2003091565 A1 WO2003091565 A1 WO 2003091565A1 JP 0305452 W JP0305452 W JP 0305452W WO 03091565 A1 WO03091565 A1 WO 03091565A1
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WO
WIPO (PCT)
Prior art keywords
fuel
temperature
dme
oil reservoir
dme fuel
Prior art date
Application number
PCT/JP2003/005452
Other languages
English (en)
Japanese (ja)
Inventor
Shinya Nozaki
Toshifumi Noda
Yukihiro Hayasaka
Daijo Ushiyama
Original Assignee
Bosch Automotive Systems Corporation
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Priority claimed from JP2002126232A external-priority patent/JP2003322063A/ja
Priority claimed from JP2002145785A external-priority patent/JP2003336557A/ja
Priority claimed from JP2002224474A external-priority patent/JP3868866B2/ja
Application filed by Bosch Automotive Systems Corporation filed Critical Bosch Automotive Systems Corporation
Priority to AU2003235959A priority Critical patent/AU2003235959A1/en
Publication of WO2003091565A1 publication Critical patent/WO2003091565A1/fr

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Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M53/00—Fuel-injection apparatus characterised by having heating, cooling or thermally-insulating means
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M37/00—Apparatus or systems for feeding liquid fuel from storage containers to carburettors or fuel-injection apparatus; Arrangements for purifying liquid fuel specially adapted for, or arranged on, internal-combustion engines
    • F02M37/04—Feeding by means of driven pumps
    • F02M37/12—Feeding by means of driven pumps fluid-driven, e.g. by compressed combustion-air
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M55/00—Fuel-injection apparatus characterised by their fuel conduits or their venting means; Arrangements of conduits between fuel tank and pump F02M37/00
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M55/00—Fuel-injection apparatus characterised by their fuel conduits or their venting means; Arrangements of conduits between fuel tank and pump F02M37/00
    • F02M55/002—Arrangement of leakage or drain conduits in or from injectors

Definitions

  • the present invention relates to a DME fuel supply device for a diesel engine using DME (dimethyl ether) as a fuel, a DME fuel temperature control method in a DME fuel supply device for a diesel engine, and a DME fuel temperature control program.
  • DME dimethyl ether
  • DME fuel is a liquefied gas fuel, unlike light oil, which is the conventional fuel.
  • DME has a property that it has a lower boiling point temperature than gas oil and, at atmospheric pressure, gas oil is liquid at room temperature while gas oil is liquid at room temperature.
  • the DME fuel supply device adds DME fuel in a fuel tank with a feed pump or the like. And send it to the injection pump.
  • the injection pump pressure-feeds the DME fuel in the oil reservoir supplied from the fuel tank by a predetermined amount to each fuel injection nozzle of the diesel engine at a predetermined timing. Since DME fuel pressurized by the feed pump is continuously supplied to the oil reservoir of the injection pump, the DME fuel overflows so that the pressure of the DME fuel in the oil reservoir is kept constant. Returned to the feed tank.
  • the DME fuel supplied from the fuel tank to the oil reservoir of the injection pump by a feed pump or the like is constantly circulating in a route passing from the fuel tank to the oil reservoir and the overflow fuel pipe.
  • DME fuel is constantly circulated. Therefore, there is an advantage that the temperature distribution in the oil reservoir can be easily made uniform, thereby stabilizing the injection characteristics of each injection pump. Also, without controlling the pressure of the feed pump, the overflow provided in the overflow fuel pipe can be controlled.
  • the pressure of the DME fuel in the oil reservoir can be kept constant, thereby easily stabilizing the injection characteristics of each injection pump. There is a merit that it can be done.
  • DME fuel has the property of becoming a gas at room temperature, and is vaporized when suctioned by a suction pump. Therefore, the feed pump for DME fuel needs to be pressurized and delivered by a mechanical pump such as a piston type.
  • a mechanical pump such as a piston type.
  • a large-capacity pump is required as compared with a fuel supply system for a diesel engine of a light oil type, and there is a possibility that the cost is increased.
  • the present invention has been made in view of such a situation, and the problem is to supply DME fuel from a fuel tank to an oil reservoir of an injection pump without using a driving means such as a feed pump.
  • DME fuel supply for diesel engines To provide a location.
  • Another object is to provide a DME fuel supply device for a diesel engine that can obtain stable fuel injection characteristics of an injection pump.
  • a first aspect of the present invention is to provide a DME fuel supplied from a fuel tank via a feed pipe by a predetermined amount to a fuel injection nozzle of a diesel engine at a predetermined timing.
  • An injection pump that sends out the fuel to the injection pipe, a nozzle return pipe that returns the DME fuel that overflows from the fuel injection nozzle to the feed pipe, and the DME in the oil sump of the injection pump.
  • a DME fuel supply device for a diesel engine wherein the DME fuel in the fuel tank is supplied to the oil reservoir according to a difference.
  • the saturated vapor pressure of the DME fuel in the sump decreases. Therefore, a differential pressure is generated between the saturated vapor pressure in the fuel tank and the saturated vapor pressure in the oil reservoir, which were substantially the same pressure at normal temperature, and the pressure difference caused the DME fuel in the fuel tank to reach the oil reservoir. It will be pumped. Further, the temperature of the DME fuel in the oil reservoir is detected by the oil reservoir fuel temperature detecting means, so that the pressure difference between the oil reservoir and the fuel tank is substantially constant. The DME fuel in the fuel tank can be pumped to the oil reservoir at a substantially constant pressure by controlling the temperature of the fuel tank with the oil reservoir fuel cooling device. Therefore, the hydraulic pressure of the DME fuel in the oil reservoir can be controlled to be substantially constant, whereby the injection characteristics of each injection pump can be stabilized.
  • the DME fuel supply of the diesel engine according to the first aspect of the present invention is performed.
  • the DME fuel in the fuel tank can be pumped to the oil reservoir with a substantially constant force by the pressure difference between the saturated vapor pressure in the fuel tank and the saturated vapor pressure in the oil reservoir. Therefore, the operation and effect can be obtained in that DME fuel can be supplied from the fuel tank to the oil storage chamber without using a driving means such as a feed pump.
  • the oil reservoir fuel cooling device is configured to cool the DME fuel in the oil reservoir by a cooling cycle using the DME fuel as a refrigerant.
  • DME fuel has the property of becoming a gas at room temperature, so it constitutes a cooling cycle using DME fuel as a refrigerant, and utilizes the heat of vaporization caused by the dME fuel escaping. To cool the DME fuel in the sump.
  • the oil reservoir fuel cooling device can be rationally configured.
  • the excellent characteristics of the DME fuel as a refrigerant are effectively utilized.
  • the fuel cooler described above can rationally configure the oil sump fuel cooling system, so that the effect of reducing the cost of the DME fuel supply system in Dzerjejing can be obtained.
  • the oil reservoir fuel cooling device comprises: a refrigerant supply pipe for supplying the DME fuel from the feed pipe; and a DME flowing through the refrigerant supply pipe.
  • a fuel supply device for vaporizing fuel and sending it to the fuel cooler, and a solenoid valve for opening and closing the coolant supply pipe for opening and closing the coolant supply pipe, for controlling the opening and closing of the coolant supply pipe on / off solenoid valve
  • a DME fuel supply device for a diesel engine characterized in that it is controlled by the DME fuel supply system.
  • the amount of the DME fuel that is sent to the fuel cooler can be controlled.
  • the temperature of the DME fuel in the oil reservoir by the oil reservoir fuel cooling device can be controlled.
  • the oil having a configuration capable of controlling the fuel cooler by controlling the opening / closing of the refrigerant supply pipe opening / closing solenoid valve.
  • the DME fuel mixed in the lubricating oil in the cam chamber of the injection pump which is a dedicated lubrication system separated from the lubrication system of the diesel engine, is separated.
  • an electric compressor that pressurizes the DME fuel separated at the oil separator and sends it to the fuel tank.
  • the electric compressor is supplied from the refrigerant supply pipe to the oil reservoir fuel cooling device.
  • the DME fuel supply device for a diesel engine wherein the DME fuel is sent to the fuel tank by the electric compressor.
  • DME fuel has the property of becoming a gas at normal temperature, so in order to supply liquid DME fuel to the injection pump, the supply pressure to the injection pump must be higher than that of light oil fuel. There is a need to. Therefore, due to the high supply pressure to the injection pump, the fuel leaks into the injection pump's force chamber through the gap between the plunger and the plunger barrel of the injection pump that sends DME fuel to the fuel injection nozzle of the diesel engine. A problem arises in that the amount of fuel becomes larger than when light oil fuel is used. In addition, DME has a lower viscosity than light oil, so it easily leaks from gaps, and the amount of DME increases. Then, the DME fuel leaked from the gap between the plunger barrel and the plunger flows into the cam chamber of the injection pump and is deflected. Damaged: DME fuel may enter the crankcase of the diesel engine and ignite.
  • the cam chamber is a dedicated lubrication system separated from the diesel engine lubrication system, the DME fuel mixed into the lubrication oil in the cam chamber is separated at the oil separator, and the separated DME fuel is pressurized by an electric compressor.
  • an electric compressor By sending the fuel to the fuel tank, the risk of such a problem occurring can be reduced.
  • the DME fuel supplied to the oil reservoir fuel cooling device from the refrigerant supply pipe is sent out to the fuel tank, so that the refrigerant can be used as a refrigerant without providing a dedicated refrigerant recovery means.
  • DME fuel Supplied to sump fuel cooling system: DME fuel can be recovered.
  • the DME fuel supply device for a diesel engine in addition to the function and effect according to the second or third aspect of the present invention, without providing a dedicated refrigerant recovery means, Since the DME fuel supplied to the oil spill chamber fuel cooling device as a refrigerant can be recovered, the effect of lowering the cost of the oil spill chamber fuel cooling device can be obtained.
  • the DME fuel supply device for a diesel engine according to the fourth aspect, further comprising a fuel tank temperature adjusting means for adjusting a temperature in the fuel tank. It is.
  • a fuel tank temperature adjusting means for adjusting the temperature in the fuel tank is provided.
  • the fuel tank temperature adjusting means further comprises: A first return path which is sent to the fuel tank after being cooled and cooled, and the DME fuel sent from the electric compressor is sent to the fuel tank without passing through the air-cooled cooler.
  • a DME fuel supply device for a diesel engine characterized in that the DME fuel supply device is configured to control the temperature in the fuel tank by controlling the return path switching electromagnetic valve.
  • the DME fuel supply device for a diesel engine According to the DME fuel supply device for a diesel engine according to the sixth aspect of the present invention, the first return path through which the DME fuel sent from the electric compressor is cooled and then sent to the fuel tank, and the delivery from the electric compressor Controlling the temperature in the fuel tank by controlling a return path switching solenoid valve for switching the second return path in which the cooled DME fuel is sent to the fuel tank without being cooled.
  • a diesel engine DME fuel supply device comprising: a residual fuel recovery means capable of recovering DME fuel into the fuel tank.
  • DME fuel remains in the injection system after the diesel engine stops, it leaks from the nozzle sheet of the fuel injection nozzle into the cylinder of the diesel engine, causing a danger. Fuel is full. As a result, abnormal combustion such as knocking may occur when starting the diesel engine, and the diesel engine may not start normally, generating large vibrations and noise. Therefore, after the diesel engine was stopped by the residual fuel recovery means, Also, by recovering the DME fuel remaining in the nozzle return pipe to the fuel tank, it is possible to reduce the risk of abnormal combustion such as knocking occurring when starting the diesel engine.
  • the diesel engine DME fuel supply device of the second aspect of the present invention in addition to the operation and effect according to any one of the first to sixth aspects of the present invention, when starting the diesel engine, This has the effect of reducing the risk of abnormal combustion such as knocking that occurs in the vehicle.
  • the residual fuel recovery means includes: an inlet side of the oil reservoir communicating with the feed pipe; and a communication path of the nozzle return pipe, Communication path switching means for switching from the feed pipe to a residual fuel recovery pipe communicating with the inlet side of the electric compressor, the communication path switching means being provided in the oil reservoir chamber of the injection pump and in the nozzle return pipe.
  • the communication path between the oil reservoir and the nozzle return pipe communicating with the feed pipe is connected to the electric compressor.
  • DME fuel remaining in the oil sump and the nozzle return pipe can be recovered by switching to the residual fuel recovery pipe communicating with one inlet side and driving the electric compressor.
  • the inlet side of the oil reservoir communicating with the feed pipe, and the communication path of the nozzle return pipe are connected to the feed pipe.
  • the operation and effect according to the above-described seventh aspect of the present invention can be obtained by the communication path switching means for switching to the residual fuel recovery nozzle communicating with the inlet side of the electric compressor 1 from the fuel tank.
  • the communication between the liquid phase portion of the fuel tank and the feed pipe is interrupted, and the gas phase portion of the fuel tank and the feed pipe are communicated.
  • the gas phase of the fuel tank is filled with gaseous DME fuel that is higher in pressure than the oil reservoir, the communication between the liquid phase of the fuel tank and the feed pipe is cut off when diesel fuel is stopped.
  • the gas phase of the fuel tank communicates with the feed pipe, part of the fuel remaining in the feed pipe due to the pressure of the gas phase of the fuel tank is directed to the electric compressor via the refrigerant supply pipe. Can be extruded. Therefore, before recovering the DME fuel remaining in the oil reservoir and the nozzle cleaning pipe by the residual fuel recovery means, the DME fuel remaining in the feed pipe in advance by the gas-phase fuel delivery means is recovered. Since part of the fuel can be recovered to the fuel tank by the electric compressor, the feed pipe is filled with the depleted DME fuel, and the time required to recover the DME fuel by the residual fuel recovery means can be reduced. it can.
  • a capacity between the fuel tank and the feed pipe is larger than that of the fuel tank.
  • DME fuel must be supplied, but initially there is no DME fuel in the oil reservoir, so the difference in hydraulic pressure between the oil reservoir and the fuel tank is used to transfer the DME fuel in the fuel tank to the oil reservoir. Cannot be sent to Therefore, the gas phase in the fuel tank is pressurized by driving the electric compressor, and the pressure in the liquid phase in the fuel tank is increased. Then, the DME fuel in the fuel tank pressurized by the electric compressor is sent out to the feed pipe by the pressure, and the DME fuel is charged into the oil reservoir.
  • the electric compressor pressurizes the inside of the sub fuel tank, which has a smaller capacity than the fuel tank provided between the fuel tank and the feed pipe. Since the DME fuel in the tank is filled into the oil sump, the time for filling the DME fuel into the oil sump can be reduced. The effect of being able to obtain is obtained.
  • the DME fuel delivered from the injection pump is supplied to a common rail, and is delivered from the common rail to each fuel injection nozzle.
  • This is a diesel engine DME fuel supply device that has the following features.
  • a first aspect of the present invention relates to a fuel injection nozzle for a diesel engine which supplies DME fuel supplied from a fuel tank via a feed pipe by a predetermined amount at a predetermined timing.
  • An injection pump for delivering to an injection pipe communicating with the fuel injection nozzle, a nozzle return pipe for returning the DME fuel overflowing from the fuel injection nozzle to the feed pipe, and a cam for the injection pump
  • An oil sump fuel cooling means for cooling the DME fuel in the oil sump of the injection pump by cooling a room; and an oil sump fuel temperature detecting means for detecting a temperature of the DME fuel in the oil sump. Adjusting the temperature of the DME fuel in the oil reservoir to a temperature lower than the temperature of the DME fuel in the fuel tank by the oil reservoir fuel cooling means.
  • a DME fuel supply device for a diesel engine characterized in that the DME fuel in the fuel reservoir is supplied to the oil reservoir by a pressure difference between the oil reservoir and the fuel tank. is there.
  • Cooling the cam chamber of the injection pump cools the DME fuel in the oil chamber, and when the temperature of the DME fuel in the oil chamber decreases, the saturated vapor pressure of the DME fuel in the oil chamber decreases. It is going down. Therefore, a differential pressure occurs between the saturated vapor pressure in the fuel tank, which was approximately the same at room temperature, and the saturated vapor pressure in the oil reservoir, and the pressure difference causes the DME fuel in the fuel tank to be pumped to the oil reservoir. Will be done.
  • the temperature of the DME fuel in the oil chamber is detected by the oil chamber fuel temperature detecting means, and the fuel chamber and the fuel are detected.
  • the DME fuel in the fuel tank is held at a substantially constant pressure. It can be pumped to the oil sump. Therefore, the hydraulic pressure of the DME fuel in the oil reservoir can be controlled to be substantially constant, whereby the injection characteristics of each injection pump can be stabilized.
  • the fuel tank is provided by the pressure difference between the saturated vapor pressure in the fuel tank and the saturated vapor pressure in the oil reservoir. Because the DME fuel inside the pump can be pumped to the oil reservoir at a substantially constant pressure, the DME fuel can be supplied from the fuel tank to the oil reservoir without using a driving means such as a feed pump. The effect is obtained.
  • the oil reservoir fuel cooling means cools the cam chamber using heat of vaporization caused by vaporization of the DME fuel.
  • the DME fuel supply system for diesel engines is characterized in that:
  • DME fuel has the property of becoming a gas at normal temperature, so it constitutes a cooling cycle using DME fuel as a refrigerant and utilizes the heat of vaporization caused by the vaporization of DME fuel.
  • the cam chamber can be cooled, and the DME fuel in the oil chamber can be cooled. That is, since the DME fuel in the oil reservoir is cooled by effectively utilizing the excellent characteristics of the DME fuel as a refrigerant, the oil reservoir fuel cooling means can be rationally configured.
  • the DME fuel supply device for a diesel engine in addition to the operational effects according to the first and second aspects of the present invention, excellent characteristics of the DME fuel as a refrigerant are provided.
  • the oil reservoir fuel cooling means can be configured rationally, and the effect of reducing the cost of the DME fuel supply device for the diesel engine can be obtained.
  • the oil reservoir fuel cooling means comprises: A refrigerant supply pipe for supplying the DME fuel from the feed pipe; a fuel supply unit for supplying the DME fuel flowing to the refrigerant supply pipe to discharge the DME fuel into the cam chamber; A DME fuel supply device for a diesel engine, comprising: a refrigerant supply pipe opening / closing solenoid valve for opening / closing the coolant supply pipe, and being controlled by opening / closing the coolant supply pipe opening / closing solenoid valve. It is.
  • the amount of vaporized DME fuel discharged into the cam chamber can be controlled.
  • the fuel vaporizer can be controlled, the temperature of the DME fuel in the oil reservoir by the oil reservoir fuel cooling means can be controlled.
  • the DME fuel supply device for a diesel engine according to the fourteenth aspect of the present invention, the DME fuel is discharged into the cam chamber by opening and closing the refrigerant supply pipe opening and closing electromagnetic valve.
  • the operation and effect according to the above-described thirteenth aspect of the present invention can be obtained by the oil reservoir fuel cooling means having a configuration capable of controlling the fuel gasifier.
  • the DME fuel is mixed with lubricating oil in the power chamber, which is a dedicated lubrication system separated from the lubrication system of the diesel engine.
  • a DME fuel supply device for a diesel engine comprising: an oil separator that performs an oil separation, and an electric compressor that pressurizes the DME fuel separated by the oil separator and sends the pressurized DME fuel to the fuel tank.
  • DME fuel has the property of becoming a gas at normal temperature, so in order to supply liquid DME fuel to the injection pump, the supply pressure to the injection pump must be higher than that of light oil fuel. There is a need to.
  • the injection pump pumps the injection pump through the gap between the plunger barrel and the plunger of the injection pump that sends DME fuel to the fuel injection nozzle of the diesel pump due to the high pressure and supply pressure to the injection pump.
  • This causes a problem that the amount of fuel leaking into the cam chamber becomes larger than when gas oil fuel is used.
  • DME has a lower viscosity than light oil, it easily leaks from gaps, and the amount of DME increases. Then, the DME fuel leaked from the gap between the plunger barrel and the plunger flows into the power chamber of the injection pump and is deflected, and the deflected DME fuel enters the diesel engine crank chamber and ignites. It may cause
  • the cam chamber is a dedicated lubrication system separated from the lubrication system of the diesel engine, the DME fuel mixed into the lubricating oil in the cam chamber is separated in an oil separator, and the separated DME fuel is pressurized by an electric compressor.
  • the risk of such a problem occurring can be reduced.
  • DME fuel supplied from the refrigerant supply pipe to the oil reservoir fuel cooling means and discharged as a refrigerant into the cam chamber can be recovered to the fuel tank, thereby eliminating the need for a dedicated refrigerant recovery means.
  • the DME fuel supplied to the oil reservoir fuel cooling means as a refrigerant can be recovered.
  • a dedicated refrigerant recovery means is provided.
  • the DME fuel discharged into the cam chamber as the refrigerant can be recovered, the effect of being able to configure the oil reservoir fuel cooling means at lower cost can be obtained.
  • a sixteenth aspect of the present invention is the DME fuel supply device for a diesel engine according to the fifteenth aspect, further comprising a fuel tank temperature adjusting means for adjusting the temperature in the fuel tank. It is.
  • the temperature in the fuel tank for adjusting the temperature in the fuel tank is increased.
  • the adjusting means can control the temperature of the DME fuel in the oil reservoir to an optimum temperature while maintaining the relative temperature difference between the oil reservoir and the fuel tank.
  • ME fuel injection characteristics can be obtained The operation and effect are obtained.
  • the fuel tank temperature adjusting means is configured such that the DME fuel delivered from the electric compressor is cooled via an air-cooled cooler, A second return path for sending out to the fuel tank, and a second return path for sending out the DME fuel sent from the electric compressor to the fuel tank without passing through the air-cooled cooler A return path switching solenoid valve for switching between the first return path and the second return path, and a fuel tank temperature detecting means for detecting a temperature in the fuel tank.
  • a DME fuel supply device for a diesel engine characterized in that the DME fuel supply device is configured to control the temperature in the fuel tank by controlling the return path switching electromagnetic valve.
  • the DME fuel sent from the electric compressor is cooled and then sent to the fuel tank, the 12th return path, and the electric compressor.
  • Control the temperature inside the fuel tank by controlling the solenoid valve that switches the return path that switches between the DME fuel sent from the fuel tank and the second return path that is sent to the fuel tank without cooling. Accordingly, the operation and effect according to the above-described sixteenth aspect of the present invention can be obtained.
  • An eighteenth aspect of the present invention is the aspect according to any one of the twelfth to seventeenth aspects, wherein the residual fuel remains in the oil reservoir of the ejection pump and in the nozzle return pipe after stopping the diesel engine.
  • a DME fuel supply device for a diesel engine comprising: a residual fuel recovery means capable of recovering the DME fuel used in the fuel tank.
  • DME fuel remains in the injection system after the diesel engine stops, it leaks from the nozzle seat of the fuel injection nozzle into the cylinder of the diesel engine and vaporizes, and the cylinder is filled with vaporized DME fuel. According to that, When starting the engine, abnormal combustion such as knocking may occur, and the diesel engine may not start normally, causing large vibration and noise. Therefore, by using residual fuel recovery means, after stopping diesel fuel, DME fuel remaining in the oil sump chamber of the injection pump and in the nozzle return pipe is recovered to the fuel tank, so that such a diesel engine can be used. It is possible to reduce the risk of abnormal combustion such as knocking occurring at the time of starting.
  • a diesel engine in addition to the operation and effect according to any one of the first to seventeenth aspects of the present invention, a diesel engine is provided.
  • the operation and effect of reducing the risk of abnormal combustion such as knocking occurring at the time of starting can be obtained.
  • the residual fuel recovery means includes: an inlet side of the oil reservoir that communicates with the feed pipe; and a communication path of the nozzle re-opening pipe.
  • a communication path switching means for switching from the feed pipe to the residual fuel recovery pipe communicating with the inlet side of the electric compressor, the oil reservoir of the induction pump, and the nozzle cleaning pipe.
  • the inlet side of the oil reservoir communicating with the feed pipe, and the nozzle hole By the communication path switching means for switching the communication path of the turn pipe from the feed pipe to the residual fuel recovery pipe communicating with the inlet side of the electric compressor 1, it is possible to obtain the above-described operation and effect according to the eighteenth aspect of the present invention. it can.
  • a DME fuel supply device for a diesel engine further comprising gas-phase fuel delivery means for delivering the gaseous DME fuel. Since the gas phase of the fuel tank is filled with gaseous DME fuel that is higher in pressure than the oil reservoir, the communication between the liquid phase of the fuel tank and the feed pipe is cut off when diesel fuel is stopped. When the gas phase of the fuel tank communicates with the feed pipe, part of the fuel remaining in the feed pipe due to the pressure in the gas phase of the fuel tank is directed to the electric compressor via the refrigerant supply pipe. Can be pushed out.
  • the DME fuel remaining in the oil reservoir and the nozzle return pipe is recovered by the residual fuel recovery means, the DME fuel remaining in the feed pipe in advance by the gas-phase fuel delivery means is recovered. Since a part of the fuel can be recovered to the fuel tank by the electric compressor, the feed pipe is filled with vaporized DME fuel, and the time required to recover the DME fuel by the residual fuel recovery means can be reduced. .
  • the DME fuel supply device for a diesel engine according to the twenty-fifth aspect of the present invention in addition to the operation and effect of the nineteenth aspect of the present invention, the DME fuel recovery by the residual fuel recovery means The effect that the time can be shortened is obtained.
  • a sub-fuel tank having a smaller capacity than the fuel tank is provided between the fuel tank and the feed pipe.
  • the communication between the fuel tank and the sub fuel tank is cut off and the sub fuel tank is disconnected.
  • the DME fuel is supplied to the oil reservoir from the sub-fuel tank whose gas phase is pressurized by the electric compressor.
  • a DME fuel supply device for a diesel engine characterized in that it is supplied to a diesel engine.
  • DME fuel When starting a diesel engine, DME fuel must first be supplied to the oil sump of the injection pump, but initially there is no DME fuel in the oil sump, so there is a difference in hydraulic pressure between the oil sump and the fuel tank.
  • the DME fuel in the fuel tank cannot be delivered to the oil sump using the fuel tank. Therefore, the gas phase in the fuel tank is pressurized by driving the electric compressor, and the pressure in the liquid phase in the fuel tank is increased. Then, the DME fuel in the fuel tank pressurized by the electric compressor is sent out to the feed pipe by the pressure, and the DME fuel is charged into the oil reservoir.
  • the electric compressor pressurizes the inside of the sub fuel tank, which has a smaller capacity than the fuel tank provided between the fuel tank and the feed pipe. Since the DME fuel in the sub fuel tank is filled into the oil reservoir, the operation and effect of shortening the time for filling the DME fuel into the oil reservoir can be obtained.
  • the DME fuel delivered from the injection pump is supplied to a common rail, and from the common rail to each fuel injection nozzle.
  • This is a DME fuel supply system for diesel engines, characterized in that it is delivered.
  • the DME fuel supply device for a diesel engine in the DME fuel supply device for a common rail diesel engine, any one of the above-described first to twenty-second aspects of the present invention is provided.
  • the operation and effect of the present invention can be obtained.
  • the DME fuel temperature control method according to the twenty-third aspect of the present invention is characterized in that the DME fuel supplied from the fuel tank via the feed pipe is supplied to the fuel injection nozzle of the diesel engine by a predetermined amount at a predetermined timing.
  • a method for controlling the temperature of DME fuel in a DME fuel supply device for a diesel engine comprising: a fuel evening temperature control means for adjusting the temperature of the DME fuel in the oil reservoir. as temperature becomes the specified temperature T G, controls the oil reservoir chamber fuel temperature adjusting means, and the temperature of the D ME fuel in the oil reservoir chamber in front Symbol fuel evening links than the temperature of the D ME fuel relative To as a high temperature at a substantially constant temperature difference, controls the fuel evening links the temperature adjusting means, it is characterized in.
  • the oil reservoir fuel temperature control means so that the temperature of the DME fuel in the oil reservoir becomes the specified temperature T Q , it is easily affected by the temperature change sent from the injection pump to the fuel injection nozzle.
  • DME fuel temperature is kept almost constant Can be controlled. Therefore, the fuel injection characteristics of each fuel injection nozzle can be stabilized.
  • the temperature control means in the fuel tank so that the temperature of the DME fuel in the fuel tank becomes relatively higher than the temperature of the DME fuel in the oil reservoir with a relatively constant temperature difference, the temperature difference is controlled.
  • DME fuel in the fuel tank can be pumped by the pressure difference of the saturated vapor pressure generated between the oil reservoir and the fuel tank.
  • the specified temperature TG is a temperature at which the DME fuel injection characteristics of each fuel injection nozzle are most stable, and the fuel tank is set so that a pressure difference capable of pumping the DME fuel in the fuel tank occurs.
  • the temperature is set to a temperature sufficiently lower than the upper limit temperature, and the optimum temperature obtained by experiments is set.
  • the DME fuel is supplied from the fuel tank to the oil reservoir of the injection pump without using a driving means such as a feed pump. It is possible to obtain the effect of obtaining stable fuel injection characteristics of the injection pump.
  • the oil reservoir fuel temperature adjusting means cools the DME fuel in the oil reservoir using the depleted DME fuel as a cooling medium.
  • An oil sump fuel cooler, cooling medium supply means for supplying the DME fuel in the fuel tank as a cooling medium to the oil sump fuel cooler, and detecting a temperature of the DME fuel in the oil sump.
  • a temperature of the DME fuel in the oil reservoir based on the temperature of the DME fuel in the oil reservoir detected by the oil reservoir fuel temperature detector. defined as the temperature T sigma, it said to ⁇ New / 0 FF controlling supply operation of said cold ⁇ body by the cooling medium supply means, that is a temperature control method for a D ME fuel characterized by.
  • the temperature of the DME fuel in the oil reservoir becomes the specified temperature so that the temperature of the DME fuel in the oil reservoir becomes the specified temperature.
  • Cooling medium to oil sump fuel cooler cooling DME fuel ON ZOFF control of the supply operation based on the temperature of the DME fuel in the oil sump detected by the oil sump fuel temperature detection means, the cooling operation of the oil sump fuel cooler is ON / OFF controlled to cool the DME fuel in the oil sump. or, by repeating the or not cooled and controlled so that the temperature of DME fuel in the oil reservoir chamber is defined temperature T alpha.
  • the D ⁇ fuel temperature control method based on the temperature of the D ⁇ fuel in the oil reservoir detected by the oil reservoir fuel temperature detecting means.
  • the operation and effect according to the twenty-third aspect of the present invention can be obtained.
  • the oil reservoir fuel temperature adjusting means includes an oil for cooling the DME fuel in the oil reservoir using the vaporized DME fuel as a cooling medium.
  • a reservoir temperature detecting means for detecting a temperature of the DME fuel in the oil reservoir based on the temperature of the DME fuel in the reservoir detected by the fuel temperature detector.
  • a method for controlling the temperature of a DME fuel characterized by adjusting a supply amount of the cooling medium by the cooling medium supply means so that ⁇ ⁇ is obtained.
  • the temperature of the D ⁇ fuel in the oil reservoir is adjusted to the specified temperature TG based on the temperature detected by the oil temperature fuel detecting means for detecting the temperature of the D ⁇ fuel in the oil reservoir. Adjust the amount of cooling medium supplied to the oil reservoir fuel cooler that cools the fuel in the oil reservoir. In other words, by adjusting the cooling power of the oil sump fuel cooler based on the temperature of the DME fuel in the oil sump detected by the oil sump fuel temperature detection means, the D ⁇ ⁇ fuel in the oil sump is controlled. Control so that the temperature becomes the specified temperature TG . As a result, the temperature of the DME fuel in the oil sump, which rises due to heat from diesel engines, etc. The temperature can be maintained at the specified temperature TG .
  • the DME fuel temperature in the oil reservoir is detected based on the DME fuel temperature in the oil reservoir detected by the oil reservoir fuel temperature detecting means.
  • the operation and effect according to the twenty-third aspect of the present invention can be obtained.
  • the cooling medium supply unit adjusts a supply amount of the cooling medium to the oil sump fuel cooler according to a rotation speed of a rotary driving force source. and forms a structure to increase or decrease based on the temperature of DME fuel in the oil reservoir chamber detected by the oil reservoir chamber fuel temperature detecting means, and temperature the predetermined temperature T e of the DME fuel in the oil reservoir chamber.
  • the DME fuel in the oil reservoir is detected based on the temperature of the DME fuel in the oil reservoir detected by the oil reservoir fuel temperature detecting means.
  • the supply amount of the cooling medium to the oil reservoir fuel cooler can be controlled.
  • the fuel tank internal temperature control means is configured to control the temperature of the DME fuel delivered to the fuel tank via an air-cooled cooler.
  • the first return path is to return to the fuel tank while the DME fuel sent to the fuel tank is cooled via the air-cooled cooler, while the second return path is to the fuel tank.
  • the delivered DME fuel is returned to the fuel tank without passing through the air-cooled cooler, that is, without being cooled. Therefore, when returning the DME fuel to the diesel engine, the oil reservoir detected by the oil reservoir fuel temperature detecting means determines whether to return via the first return path or the second return path.
  • the fuel tank is switched from the temperature of the DME fuel in the oil reservoir.
  • the temperature of the DME fuel in the fuel tank can be controlled such that the temperature of the DME fuel in the fuel tank becomes high with a relatively constant temperature difference.
  • the temperature of the DME fuel in the oil reservoir and the fuel tank fuel temperature detected by the oil reservoir fuel temperature detecting means are detected.
  • the DME fuel in the fuel tank By controlling the DME fuel in the fuel tank by switching the return path of the DME fuel delivered to the fuel tank based on the temperature of the DME fuel in the fuel tank detected by the means, The operation and effect according to any one of the embodiments 23 to 26 can be obtained.
  • a DME fuel supply device for a diesel engine is configured to supply DME fuel supplied from a fuel tank via a feed pipe by a predetermined amount at a predetermined timing.
  • An injection pump for delivering to an injection pipe communicating with a fuel injection nozzle; an oil reservoir fuel temperature adjusting means for adjusting a temperature of DME fuel filled in an oil reservoir of the injection pump;
  • a fuel tank temperature control means for controlling the temperature of the DME fuel in the fuel tank; and a fuel tank temperature control means and the fuel tank temperature control means.
  • the fuel tank temperature control means is controlled so that the temperature becomes high.
  • the same operation and effect as those of the above-described twenty-third aspect of the present invention can be obtained. Can be.
  • the oil reservoir fuel temperature adjusting means uses the vaporized DME fuel as a cooling medium to cool the DME fuel in the oil reservoir.
  • Reservoir temperature detection means wherein the D ⁇ fuel temperature control means detects the oil reservoir based on the temperature of the DME fuel in the oil reservoir detected by the oil reservoir fuel temperature detection means.
  • the temperature of the DME fuel in the chamber is the predetermined temperature T G
  • the DME fuel supply device of the diesel engine according to the twentieth aspect of the present invention in the DME fuel supply device of a diesel engine, the same operational effects as those of the above-described twenty-fourth aspect of the present invention can be obtained. Can be.
  • the oil reservoir fuel temperature adjusting means comprises an oil for cooling the DME fuel in the oil reservoir using the vaporized DME fuel as a cooling medium.
  • the DME fuel supply device for a diesel engine According to the DME fuel supply device for a diesel engine according to the thirtieth aspect of the present invention, it is possible to obtain the same operational effects as those of the above-described twenty-fifth aspect of the present invention in the DME fuel supply device for a diesel engine. it can.
  • the cooling medium supply means is configured to control a supply amount of the cooling medium to the oil sump fuel cooler according to a rotation speed of a rotary driving force source.
  • the oil reservoir chamber temperature control means is configured to: increase or decrease the temperature of the DME fuel in the oil reservoir detected by the oil reservoir fuel temperature detection means.
  • the same operational effects as those of the above-described twenty-sixth aspect of the present invention are obtained. be able to.
  • the fuel tank temperature adjusting means is arranged so that the DME fuel delivered to the fuel tank passes through an air-cooled cooler.
  • a return path switching means for switching between the first return path and the second return path; and a fuel tank fuel temperature for detecting a temperature of the DME fuel in the fuel tank.
  • Detecting means for controlling the temperature of the DME fuel in the oil reservoir based on the temperature of the DME fuel in the fuel tank detected by the fuel tank fuel temperature detecting means.
  • Yo Controlling the return path switching means such that the temperature of the DME fuel in the fuel tank becomes relatively high with a relatively constant temperature difference. It is.
  • the same operational effects as those of the above-described twenty-sixth aspect of the present invention can be obtained in the DME fuel supply device for a diesel engine. it can.
  • the DME fuel delivered from the injection pump is supplied to a common rail, and from the common rail to each fuel injection nozzle.
  • This is a DME fuel supply system for diesel engines, characterized in that it is delivered.
  • any one of the aforementioned 28th to 32nd aspects of the present invention is provided in the DME fuel supply device of a common rail diesel engine.
  • the operation and effect according to the embodiment can be obtained.
  • the temperature control program for DME fuel includes the steps of: providing DME fuel supplied from a fuel tank via a feed pipe by a predetermined amount at a predetermined timing; An injection pump for delivering to an injection pipe communicating with the injection nozzle; an oil reservoir fuel temperature adjusting means for adjusting the temperature of the DME fuel filled in an oil reservoir of the injection pump; DME fuel temperature control for causing a computer to execute DME fuel temperature control in a DME fuel supply device for a diesel engine, comprising: a fuel tank temperature control means for controlling the temperature of the DME fuel in the fuel tank.
  • the oil reservoir chamber fuel temperature system for controlling the oil reservoir chamber fuel temperature regulating means Controlling the temperature control means in the fuel tank such that the temperature of the DME fuel in the fuel tank becomes relatively higher than the temperature of the D ⁇ fuel in the oil reservoir with a relatively substantially constant temperature difference.
  • a fuel tank internal temperature control procedure According to the DME fuel temperature control program according to the thirty-fourth aspect of the present invention, the same operation and effect as those of the above-described twenty-third aspect of the present invention can be obtained. The same operational effects as those of the above-described twenty-third aspect of the present invention can be provided to any diesel engine DME fuel supply device capable of executing the program.
  • the oil reservoir fuel temperature adjusting means comprises an oil for cooling the DME fuel in the oil reservoir using the vaporized DME fuel as a cooling medium.
  • a DME fuel temperature control program wherein the cooling medium supply means controls the supply of the cooling medium by the NMEFF so that the temperature of the DME fuel becomes the specified temperature. is there.
  • the DME fuel temperature control program of the thirty-fifth aspect of the present invention the same operation and effect as those of the above-described second aspect of the present invention can be obtained, and the DME fuel temperature control program is executed.
  • the DME fuel supply device of any diesel engine that can perform the same operation and effect as the above-described twenty-fourth aspect of the present invention can be provided.
  • the oil reservoir fuel temperature adjusting means cools the DME fuel in the oil reservoir using the deprived DME fuel as a cooling medium.
  • An oil sump fuel cooler, cooling medium supply means for supplying the DME fuel in the fuel tank as a cooling medium to the oil sump fuel cooler, and detecting a temperature of the DME fuel in the oil sump.
  • Oil reservoir fuel temperature detecting means for detecting oil temperature of the DME fuel in the oil reservoir detected by the oil reservoir fuel temperature detecting means. The temperature of the DME fuel in the reservoir becomes the specified temperature,
  • a temperature control program for DME fuel characterized by comprising a procedure for adjusting a supply amount of the cooling medium by a cooling medium supply unit.
  • the DME fuel temperature control program according to the thirty-sixth aspect of the present invention it is possible to obtain the same operation and effect as those of the above-described twenty-fifth aspect of the present invention,
  • the same operational effects as those of the above-described twenty-fifth aspect of the present invention can be provided to any diesel engine DME fuel supply device capable of executing the above.
  • the cooling medium supply means is configured to control a supply amount of the cooling medium to the oil reservoir fuel cooler in accordance with a rotation speed of a rotary driving force source.
  • the oil reservoir fuel temperature control procedure includes the step of: controlling the oil reservoir fuel temperature based on the temperature of the DME fuel in the oil reservoir detected by the oil reservoir fuel temperature detecting means. as the temperature of the DME fuel is the predetermined temperature T e, has a procedure for controlling the rotational speed of the rotary driving power source, a temperature control program of D ME fuel characterized by.
  • the same operation and effect as those of the 26th aspect of the present invention can be obtained.
  • the same operational effects as those of the above-described twenty-sixth aspect of the present invention can be provided to any DME fuel supply device capable of executing the above.
  • the fuel tank internal temperature control means includes an air-cooled cooler for supplying the DME fuel to the fuel tank.
  • a first return path which is cooled through the fuel tank and then returns to the fuel tank, and a second return path in which the DME fuel delivered to the fuel tank is returned to the fuel tank without passing through the air-cooled cooler.
  • Return route switching means for switching between the first return and the second return route; and a fuel for detecting the temperature of the DME fuel in the fuel reservoir. And a fuel temperature detecting means.
  • the fuel tank internal temperature control procedure is based on the temperature of the DME fuel in the fuel tank detected by the fuel tank fuel temperature detecting means, and the fuel tank is controlled based on the temperature of the DME fuel in the oil reservoir. Controlling the return path switching means so that the temperature of the DME fuel in the inside becomes high with a relatively constant temperature difference. It is a program.
  • FIG. 1 is a schematic configuration diagram showing a first embodiment of a DME fuel supply device according to the present invention.
  • FIG. 2 is a schematic configuration diagram showing a first embodiment of the DME fuel supply device according to the present invention, and shows a state when diesel engines are stopped.
  • FIG. 3 is a schematic configuration diagram showing a first embodiment of the DME fuel supply device according to the present invention, and shows a state where the DME fuel is charged.
  • FIG. 4 is a schematic configuration diagram showing a first embodiment of the DME fuel supply device according to the present invention, and shows a state during diesel engine operation.
  • FIG. 5 is a schematic configuration diagram showing a first embodiment of the DME fuel supply device according to the present invention, and shows a residual fuel recovery operation after stopping diesel fuel.
  • FIG. 6 is a schematic configuration diagram showing a second embodiment of the DME fuel supply device according to the present invention.
  • FIG. 7 is a schematic configuration diagram showing a second embodiment of the DME fuel supply device according to the present invention, in which a feed pipe is connected to a feed pipe before the residual fuel recovery operation after stopping the diesel engine. It shows a state in which the phase parts are communicated.
  • FIG. 8 is a schematic configuration diagram showing a third embodiment of the DME fuel supply device according to the present invention.
  • FIG. 9 is a schematic configuration diagram showing a third embodiment of the DME fuel supply device according to the present invention, and shows a state when diesel engines are stopped.
  • FIG. 10 is a schematic configuration diagram showing a third embodiment of the DME fuel supply device according to the present invention, and shows a state where DME fuel is charged.
  • FIG. 11 is a schematic configuration diagram showing a third embodiment of the DME fuel supply device according to the present invention, and shows a state during a diesel engine operation.
  • FIG. 12 is a schematic configuration diagram showing a third embodiment of the DME fuel supply device according to the present invention, in which the gas phase is communicated to the feed pipe before the residual fuel recovery operation after stopping the diesel engine. It shows the state.
  • FIG. 13 is a schematic configuration diagram showing a third embodiment of the DME fuel supply device according to the present invention, and shows a residual fuel recovery operation after stopping diesel engines.
  • FIG. 14 is a schematic configuration diagram showing a fourth embodiment of the DME fuel supply device according to the present invention.
  • FIG. 15 is a schematic configuration diagram showing a fifth embodiment of the DME fuel supply device according to the present invention.
  • FIG. 16 is a schematic configuration diagram showing a fifth embodiment of the DME fuel supply device according to the present invention, and shows a state when the diesel engine is stopped.
  • FIG. 17 is a schematic configuration diagram showing a fifth embodiment of the DME fuel supply device according to the present invention, and shows a state where DME fuel is charged.
  • FIG. 18 is a schematic configuration diagram showing a fifth embodiment of the DME fuel supply device according to the present invention, and shows a state during diesel engine operation.
  • FIG. 19 is a schematic configuration diagram showing a fifth embodiment of the DME fuel supply device according to the present invention, and shows a residual fuel recovery operation after stopping diesel engines.
  • FIG. 20 is a schematic configuration diagram showing a sixth embodiment of the DME fuel supply device according to the present invention.
  • FIG. 21 is a schematic configuration diagram showing a sixth embodiment of the DME fuel supply device according to the present invention, in which the gas phase is communicated to the feed pipe before the residual fuel recovery operation after the diesel engine is stopped.
  • FIG. 21 is a schematic configuration diagram showing a sixth embodiment of the DME fuel supply device according to the present invention, in which the gas phase is communicated to the feed pipe before the residual fuel recovery operation after the diesel engine is stopped.
  • FIG. 22 is a schematic configuration diagram showing a seventh embodiment of the DME fuel supply device according to the present invention.
  • FIG. 23 is a schematic configuration diagram showing a seventh embodiment of the DME fuel supply device according to the present invention, and shows a state when the diesel engine is stopped.
  • FIG. 24 is a schematic configuration diagram showing a seventh embodiment of the DME fuel supply device according to the present invention, and shows a state where the DME fuel is charged.
  • FIG. 25 is a schematic configuration diagram showing a seventh embodiment of the DME fuel supply device according to the present invention, and shows a state during a diesel engine operation.
  • FIG. 26 is a schematic configuration diagram showing a seventh embodiment of the DME fuel supply device according to the present invention, in which the gas phase is communicated to the feed pipe before the residual fuel recovery operation after stopping the diesel engine.
  • FIG. 26 is a schematic configuration diagram showing a seventh embodiment of the DME fuel supply device according to the present invention, in which the gas phase is communicated to the feed pipe before the residual fuel recovery operation after stopping the diesel engine.
  • FIG. 27 is a schematic configuration diagram showing a seventh embodiment of the DME fuel supply device according to the present invention, and shows a residual fuel recovery operation after stopping diesel engines.
  • FIG. 28 is a schematic configuration diagram showing an eighth embodiment of the DME fuel supply device according to the present invention.
  • FIG. 29 is a schematic configuration diagram showing a ninth embodiment of the DME fuel supply device according to the present invention.
  • FIG. 30 is a schematic configuration diagram showing a ninth embodiment of the DME fuel supply device according to the present invention, and shows a state when the diesel engine is stopped.
  • FIG. 31 is a schematic configuration diagram showing a ninth embodiment of the DME fuel supply device according to the present invention, and shows a state where the DME fuel is charged.
  • FIG. 32 is a schematic configuration diagram showing a ninth embodiment of the DME fuel supply device according to the present invention, and shows a state during diesel engine operation.
  • FIG. 33 is a schematic configuration diagram showing a ninth embodiment of the DME fuel supply device according to the present invention, and shows a residual fuel recovery operation after stopping diesel engines.
  • FIG. 34 is a flowchart showing the “procedure for controlling the temperature in the fuel tank” according to the present invention.
  • FIG. 35 is a flowchart showing an “oil reservoir fuel temperature control procedure” according to the present invention.
  • FIG. 36 is a graph schematically showing a temperature waveform of the DME fuel in the fuel tank and a temperature waveform of the DME fuel in the oil reservoir according to the present invention.
  • FIG. 37 is a schematic configuration diagram showing another embodiment of the DME fuel supply device according to the present invention.
  • FIG. 38 is a flowchart showing an “oil reservoir fuel temperature control procedure” in the DME fuel supply device for the diesel engine shown in FIG. 37.
  • FIG. 39 is a graph schematically showing the temperature waveform of the DME fuel in the fuel tank according to the present invention and the temperature waveform of the DME fuel in the oil reservoir, in which the rotation speed of the electric compressor is controlled. This shows the temperature control of the DME fuel in the oil reservoir by the c.
  • FIG. 1 is a schematic configuration diagram illustrating a DME fuel supply device according to a first embodiment of the present invention.
  • the DME fuel supply device 100 for supplying DME fuel to a diesel engine includes an injection pump 1.
  • the DME fuel in the liquid part 4 a of the fuel tank 4 is filtered from the liquid fuel outlet 41 through a filter 5 a and then fed.
  • the oil is supplied to the oil reservoir 11 of the injection pump 1 via the pipe 5 and the three-way solenoid valve 21.
  • the three-way solenoid valve 21, which is a component of the “remaining fuel recovery means” described later, is in the ON state during the injection state (during operation of the diesel engine), and the feed pipe 5 communicates with the oil reservoir 11. I have.
  • the injection pump 1 is provided with the same number of injection pump elements 2 as the number of cylinders of the diesel engine.
  • An injection pipe 3 is connected to a fuel outlet of the injection pump element 2, and the injection pipe 3 is connected to a fuel injection nozzle 9, and the DME fuel compressed to a high pressure sent from the injection pump 1 is used for injection.
  • the fuel is fed to the fuel injection nozzle 9 via the injection pipe 3.
  • the DME fuel overflowing from the fuel injection nozzle 9 is returned to the feed pipe 5 via the nozzle return pipe 7 and is supplied again to the oil reservoir 11.
  • an “oil reservoir fuel cooling device 60” for cooling the DME fuel in the oil reservoir 11 is provided outside the oil reservoir 11.
  • DME fuel is supplied as a refrigerant from the fuel tank 4 to the “oil reservoir fuel cooling device 60” via a refrigerant supply pipe 51 branched from the feed pipe 5.
  • the DME fuel supplied as the refrigerant is supplied to the fuel gas dehydrator 15 through the refrigerant supply pipe opening / closing solenoid valve 16.
  • the DME fuel gasified by the fuel vaporizer 15 is supplied to the fuel cooler 6 utilizing the heat of vaporization, and the DME fuel in the oil reservoir 11 is cooled by the heat of vaporization.
  • the “oil reservoir fuel cooling device 60” is controlled by opening and closing the refrigerant supply pipe opening and closing solenoid valve 16.
  • the cam chamber 12 is a dedicated lubrication system separated from the diesel engine lubrication system, and the oil separator 13 leaks from the injection pump element 2 to the cam chamber 12: DME fuel
  • the mixed lubricating oil in the cam chamber 12 is separated into DME fuel and lubricating oil, and the lubricating oil is returned to the cam chamber 12.
  • the DME fuel separated in the oil separator 13 is sent out to the electric compressor 23 via a check valve 14 for preventing the pressure in the cam chamber 12 from becoming lower than the atmospheric pressure. After being pressurized in 2, it is returned to the fuel tank 4.
  • the “oil reservoir fuel cooling system” The DME fuel supplied as a refrigerant to the fuel cooler 6 is also pressurized by the electric compressor 23 and then returned to the fuel tank 4.
  • the DME fuel was supplied from the refrigerant supply pipe 51 to the “oil reservoir fuel cooling device”: D
  • the DME fuel supplied as the refrigerant to the “oil reservoir fuel cooling device” can be recovered without providing a dedicated refrigerant recovery unit.
  • the DME fuel pressurized by the electric compressor 23 is cooled by the cooler 42 as “air-cooled cooling ⁇ ” before the fuel tank Returned to 4 (first return path).
  • the temperature of the DME fuel returned to the fuel tank 4 can be adjusted by ON / OFF control of the three-way solenoid valve 2 2, thereby controlling the temperature of the DME fuel in the fuel tank 4. can do.
  • the check valve 43 prevents the DME fuel from flowing back to the cooler 42 from the second return path.
  • the DME fuel supply stop operation, the DME fuel charging operation, the diesel engine operation state, and the residual fuel recovery operation after the diesel engine is stopped are sequentially performed. Will be described later.
  • FIG. 2 is a schematic configuration diagram showing a first embodiment of the DME fuel supply device 100 according to the present invention, and shows a state when diesel engines are stopped.
  • FIG. 3 is a schematic configuration diagram showing a first embodiment of the DME fuel supply device 100 according to the present invention, and shows a state in which DME fuel is charged.
  • the DME fuel in the fuel tank 4 is supplied to the oil reservoir 11 of the injection pump 1, the injection pipe 3, the nozzle pipe 7 of the nozzle, and the refrigerant supply pipe 51.
  • the three-way solenoid valve 21 and the three-way solenoid valve 22 are in the ON state, and a communication path in the illustrated direction is formed for each.
  • the electric compressor 23 is turned on, the return pipe 8 is sucked in the direction indicated by the symbol A, and the second return path communicated by the three-way solenoid valve 22 in the on state is indicated by the symbol B.
  • the gas phase 4 b in the fuel tank 4 is pressurized in the direction.
  • the DME fuel in the liquid phase 4a is sent out to the feed pipe 5 (symbol C), and the oil sump chamber 11, the injection pipe 3, and the nozzle
  • the return pipe 7 and the refrigerant supply pipe 51 are filled with DME fuel in the direction indicated by the symbol D.
  • the DME fuel supplied as a refrigerant from the refrigerant supply pipe 51 is degassed by the fuel vaporizer 15 and sent out to the fuel cooler 6 of the “oil reservoir fuel cooling device”, where the heat of vaporization is obtained. As a result, the DME fuel filled in the oil reservoir 11 is cooled.
  • FIG. 4 is a schematic configuration diagram showing a first embodiment of the DME fuel supply device 100 according to the present invention, and shows a state during a diesel engine operation.
  • the DME fuel in the fuel tank 4 is filled with the DME fuel in the oil reservoir 11 cooled by the “oil reservoir fuel cooling device” and the fuel tank 4. Due to the relative pressure difference between the two due to the temperature difference with the DME fuel, it is pumped to the feed pipe 5 (reference E). That is, the DME fuel supply device 100 according to the present invention does not include a pump for sending the DME fuel from the fuel tank 4 to the injection pump 1, and the DME fuel in the oil reservoir 11 is not provided. Due to the pressure difference between the oil reservoir 11 and the inside of the fuel tank 4 caused by cooling the DME fuel, the DME fuel in the fuel tank 4 is supplied to the injection pump 1.
  • the oil reservoir 11 does not have an overflow channel, and the DME pumped from the oil reservoir 11 to the fuel injection nozzle 9 via the injection pipe 3 by the injection pump element 2 (reference F). It will be supplied only for the amount of fuel. Also, the DME fuel did not return to the fuel tank 4 as before, but returned to the feed pipe 5 via the nozzle return pipe 7 and returned to the oil reservoir 1 again. Supplied to 1. In this way, the fuel cooler 6, which effectively utilizes the excellent characteristics of the DME fuel as a refrigerant, makes it possible to rationally configure the "oil reservoir fuel cooling device". This is unnecessary, and the cost of the diesel engine DME fuel supply device 100 can be reduced.
  • a temperature sensor 1 la oil reservoir fuel temperature detecting means
  • the cooling temperature of the oil reservoir 11 is controlled to be a constant cooling temperature by controlling the opening and closing of the refrigerant supply pipe opening and closing solenoid valve 16. That is, when the temperature of the DME fuel in the oil reservoir 11 detected by the temperature sensor disposed in the oil reservoir 11 falls below a predetermined temperature, the refrigerant supply pipe opening / closing solenoid valve 16 is controlled to close. (ON), and when the temperature exceeds a predetermined temperature, the refrigerant supply pipe opening / closing solenoid valve 16 is opened (OFF) to maintain the temperature of the DME fuel in the oil reservoir 11 constant.
  • a temperature sensor 4c (means for detecting the temperature in the fuel tank) is provided.
  • the temperature of the DME fuel in the oil reservoir 11 and the temperature of the DME fuel in the fuel tank 4 are determined.
  • the three-way solenoid valve 2 2 (return path switching solenoid valve) is controlled so that the temperature difference between the three-way solenoid valve 22 and the fuel tank 4 becomes constant, that is, the temperature difference between the oil reservoir 11 and the fuel tank 4 becomes constant.
  • the temperature control means 22 a in the fuel tank is configured so as to control the temperature of the DME fuel in the fuel tank 4 by ONZOFF control of the valve.
  • FIG. 5 is a schematic configuration diagram showing a first embodiment of the DME fuel supply device 100 according to the present invention, and shows a residual fuel recovery operation after the diesel engine is stopped.
  • the cylinder After stopping the diesel engine, the cylinder is filled with vaporized DME fuel to prevent abnormal combustion such as noking that occurs when the diesel engine is restarted.
  • the oil reservoir 11, the injection pipe 3, and the nozzle The DME fuel filled in the pump 7 and the refrigerant supply pipe 51 is recovered to the fuel tank 4 by the residual fuel recovery means 2 la.
  • the residual fuel recovery means 21a is composed of a three-way solenoid valve 21 (communication path switching means) and an electric compressor 23.
  • the electric compressor 23 fills the oil reservoir 11, the injection pipe 3, the nozzle pipe 7, and the refrigerant supply pipe 51.
  • the collected DME fuel is collected in the fuel tank 4 through the route indicated by reference symbol J.
  • the recovered DME fuel is cooled by the cooler 14 2 in the first return route (the route indicated by the symbol H) and then recovered to the fuel tank 4. You.
  • the DME fuel can be supplied from the fuel tank to the oil reservoir without using a driving means such as a feed pump.
  • FIG. 6 is a schematic configuration diagram showing a second embodiment of the DME fuel supply device 100 according to the present invention.
  • the gas phase portion 4b of the fuel tank 4 is connected to the feed pipe 5 from the gas phase fuel outlet 44 through the gas phase fuel output pipe 311 and the 3-way solenoid valve 31.
  • the DME fuel supply device 100 communicates with the oil reservoir 11 and the liquid phase portion 4 a of the fuel tank 4, and the three-way solenoid valve 3 If 1 is in the 0 N state, The oil reservoir 11 communicates with the gas phase portion 4b of the fuel tank 4.
  • the remaining fuel is filled into the oil sump chamber 11, the injection pipe 3, the nozzle return pipe 7, and the refrigerant supply pipe 51 by the "remaining fuel recovery means".
  • the three-way solenoid valve 31 is turned on and the high-pressure gaseous DME fuel in the gas phase section 4b is sent to the feed pipe 5 (gas phase Fuel delivery means).
  • FIG. 7 is a schematic configuration diagram showing a second embodiment of the DME fuel supply device 100 according to the present invention, in which a gas phase is supplied to the feed pipe 5 before the residual fuel recovery operation after stopping the diesel engine. This shows a state in which the parts 4b are connected to each other.
  • the three-way electric valve 31 is turned on when the diesel engine is stopped, and the liquid phase of the fuel tank 4 is turned on.
  • the communication between 4a and the feed pipe 5 is cut off and the gas phase 4 of the fuel tank 4 is connected to the feed pipe 5
  • the gaseous DME fuel in the gas phase 4b passes through the path indicated by the symbol K. Sent out.
  • the DME fuel in the feed pipe 5 on the side of the oil reservoir 11 from the three-way solenoid valve 31 and the DME fuel charged in the refrigerant supply pipe 51 are supplied through the fuel cooler 6 to the symbol L.
  • the fuel is collected in the fuel tank 4 by the electric compressor 23 along the route indicated by.
  • the feed pipe is previously prepared by the “gas phase fuel delivery means”. 5, and a part of the DME fuel remaining in the refrigerant supply pipe 51 can be recovered to the fuel tank 4 by the electric compressor 23, so the D vaporized in the feed pipe 5 and the refrigerant supply pipe 51
  • the ME fuel is filled, and the time required for DME fuel recovery by the “residual fuel recovery means” can be reduced.
  • FIG. 8 is a schematic configuration diagram showing a third embodiment of the DME fuel supply device 100 according to the present invention.
  • a sub-fuel tank 45 having a smaller capacity than the fuel tank 4 is provided between the fuel tank 4 and the feed pipe 5, a sub-fuel tank 45 having a smaller capacity than the fuel tank 4 is provided.
  • the capacity of the sub fuel tank 45 is about 1/1000 of the fuel tank 4.
  • the DME fuel supply device 100 shown in this embodiment fills the oil reservoir 11, the injection pipe 3, the nozzle return pipe 7, and the refrigerant supply pipe 51 with DME fuel when the diesel engine is started. In this case, DME fuel is supplied not from the fuel tank 4 but from the sub fuel tank 45.
  • FIG. 9 is a schematic configuration diagram showing a third embodiment of the DME fuel supply device 100 according to the present invention, and shows a state when diesel engines are stopped.
  • the three-way solenoid valve 21 and the three-way solenoid valve 22 and the refrigerant supply pipe opening / closing solenoid valve 16 are all OFF. Further, the three-way solenoid valve 33 and the solenoid valve 32 for opening and closing the communication between the fuel tank 4 and the sub fuel tank 45 are also OFF. As shown, the three-way solenoid valve 33 communicates with the fuel tank 4 in the OFF state, and the solenoid valve 32 communicates with the fuel tank 4 and the sub fuel tank 45 in the OFF state.
  • FIG. 10 is a schematic configuration diagram showing a third embodiment of the DME fuel supply device 100 according to the present invention, and shows a state where DME fuel is being charged.
  • the DME fuel in the fuel tank 4 is filled with the oil reservoir 11 of the injection pump 1, the injection pipe 3, the nozzle pipe 7 and the coolant supply pipe 5 1 Fill into.
  • a three-way solenoid valve 21 and the three-way solenoid valve 22 are turned ON, and each constitutes a communication path in the direction shown.
  • the three-way solenoid valve 33 and the solenoid valve 32 are in the ⁇ N state, the communication between the fuel tank 4 and the sub fuel tank 45 is cut off, and the communication path from the three-way solenoid valve 22 is changed to the sub fuel tank. Connect to 4-5.
  • the electric compressor 23 is turned on, the return pipe 8 is sucked in the direction indicated by the symbol A, and the three-way solenoid valve 22 in the ON state and the sub fuel tank 4 communicated with the three-way solenoid valve 33 are turned on.
  • 5 is pressurized in the direction indicated by the symbol M, and the gas phase in the sub fuel tank 45 is pressurized.
  • the DME fuel in the sub fuel tank 45 is delivered to the feed pipe 5 (reference numeral N), and the oil reservoir 11 and the injection pipe 3
  • the DME fuel is charged into the nozzle return pipe 7 and the refrigerant supply pipe 51 in the direction indicated by the symbol N.
  • FIG. 11 is a schematic configuration diagram showing a third embodiment of the DME fuel supply device 100 according to the present invention, and shows a state during diesel engine operation.
  • the return pipe 8 communicates with the cooler 14 through the electric compressor 23, and the DME fuel in the fuel tank 4 is cooled in the oil reservoir 11 cooled by the “oil reservoir fuel cooling device”. Due to the relative pressure difference between the DME fuel and the DME fuel in the fuel tank 4 caused by the temperature difference between the DME fuel and the DME fuel, the fuel is pumped to the feed pipe 5 via the sub fuel tank 45 (reference numeral N). ;).
  • the fuel tank is filled by the amount of the DME fuel that has been pumped (reference F) from the oil reservoir 11 to the fuel injection nozzle 9 via the injection pipe 3 by the injection pump element 2. It will be supplied from 4 via the sub fuel tank 45.
  • the DME fuel that has overflowed from the fuel injection nozzle 9 is returned to the feed pipe 5 via the nozzle return pipe 7 without being returned to the fuel tank 4 as in the conventional case, and is returned to the oil reservoir 11 again. Supplied to
  • FIG. 12 is a schematic view showing a third embodiment of the DME fuel supply device 100 according to the present invention.
  • FIG. 3 is a configuration diagram showing a state in which a gas phase section 4b is connected to a feed pipe 5 before a residual fuel recovery operation after the diesel engine is stopped.
  • the three-way valve 31 is set to the ⁇ N state, the communication between the liquid phase portion 4a of the fuel tank 4 and the feed pipe 5 is cut off, and the fuel
  • the gas phase portion 4b of the tank 4 is communicated with the feed pipe 5
  • the gaseous DME fuel in the gas phase portion 4b is sent out through the path indicated by the symbol K.
  • the DME fuel in the feed pipe 5 on the side of the oil reservoir 11 from the three-way solenoid valve 31 and the DME fuel filled in the refrigerant supply pipe 51 are denoted by L through the fuel cooler 6.
  • the fuel is recovered to the fuel tank 4 by the electric compressor 13 through the route indicated by.
  • FIG. 13 is a schematic configuration diagram showing a third embodiment of the DME fuel supply device 10 ° according to the present invention, and shows a residual fuel recovery operation after stopping diesel engines.
  • “Residual fuel recovery means” is composed of a three-way solenoid valve 21 (communication path switching means) and an electric compressor 23. When the three-way solenoid valve 21 is turned off after the diesel engine stops, the electric compressor 23 fills the oil reservoir 11, the injection pipe 3, the nozzle return pipe 7, and the refrigerant supply pipe 51 with DME.
  • Fuel is recovered to fuel tank 4 along the path indicated by reference symbol J.
  • the DME fuel recovered by turning off the three-way solenoid valve 22 is cooled by the cooler 14 in the first return route (the route indicated by the symbol H) and then recovered to the fuel tank 4. Is done.
  • D fuel can be removed from the fuel tank without using a driving means such as a feed pump.
  • ME fuel can be supplied to the oil reservoir.
  • the capacity of the sub fuel tank 45 is smaller than that of the fuel tank 4, the pressurization time by the electric compressor 23 can be short, and the DME fuel is transferred to the oil reservoir 11 by the pressing force of the electric compressor 23. The filling time can be reduced.
  • the capacity of the sub fuel tank 45 is smaller than that of the oil reservoir 11, the injection pipe 3, the nozzle return pipe 7, and the refrigerant supply pipe 51 as long as the DME fuel can be charged. It can be said that the faster the DME fuel can be filled, the better.
  • a DME fuel supply device 100 in the third embodiment is a common rail type.
  • FIG. 14 is a schematic configuration diagram showing a fourth embodiment of the DME fuel supply device 100 according to the present invention.
  • the common rail type DME fuel supply device 100 in which the DME fuel pressure-fed from the injection pump 1 is supplied via the common rail 91 to which each fuel injection nozzle 9 is connected can also be implemented, and the operation and effect of the present invention can be obtained.
  • FIG. 15 is a schematic configuration diagram showing a fifth embodiment of the DME fuel supply device according to the present invention
  • FIG. 16 is a fifth embodiment of the DME fuel supply device 100 according to the present invention.
  • FIG. 2 is a schematic configuration diagram illustrating a state when the diesel engine is stopped.
  • FIG. 17 is a schematic configuration diagram showing a fifth embodiment of the DME fuel supply device 100 according to the present invention, and shows a state where DME fuel is being charged.
  • FIG. 18 is a schematic configuration diagram illustrating a fifth embodiment of the DME fuel supply device 100 according to the present invention, and illustrates a state during operation of the diesel engine.
  • FIG. 19 is a schematic configuration diagram showing a fifth embodiment of the DME fuel supply device 100 according to the present invention, and shows a residual fuel recovery operation after the diesel engine is stopped.
  • the fifth embodiment includes many parts having the same configuration as the first embodiment. During ⁇ Explain to my heart.
  • the fifth embodiment of the present invention does not include the fuel cooler 6 as described in the first to fourth embodiments.
  • a cam chamber 1 is provided outside the cam chamber 12 as an “oil sump fuel cooling device 6 1” for cooling the DME fuel in the oil sump 11.
  • a fuel gas mist device 15 for discharging the vaporized DME fuel as a refrigerant is provided in the fuel cell 2.
  • DME fuel is supplied as a refrigerant to the fuel vaporizer 15 from the fuel tank 4 via a refrigerant supply pipe 51 branched from the feed pipe 5.
  • the DME fuel supplied as the refrigerant is supplied to the fuel vaporizer 15 via the refrigerant supply pipe opening / closing solenoid valve 16.
  • the cooling is effected via an injection pump element 2 arranged over the chamber 11.
  • the oil reservoir fuel cooling device 61 is controlled by opening and closing a refrigerant supply pipe opening and closing electromagnetic valve 16.
  • the cam chamber 12 is a dedicated lubrication system that is separated from the diesel engine lubrication system.
  • the oil separator 13 is a cam with DME fuel mixed into the cam chamber 12 from the injection pump element 2.
  • the lubricating oil in the chamber 12 is separated into DME fuel and lubricating oil, and the lubricating oil is returned to the cam chamber 12.
  • the DME fuel separated in the oil separator 13 is sent to the electric compressor 23 through the check valve 14 that prevents the pressure in the cam chamber 12 from becoming lower than the atmospheric pressure. After being pressurized by the compressor 23, it is returned to the fuel tank 4.
  • the DME fuel discharged into the cam chamber 12 as a refrigerant by the fuel carburetor 15 is also used in the oil separator 13 After being separated from the lubricating oil by the compressor and pressurized by the electric compressor 23, it is returned to the fuel tank 4.
  • the oil separator 13 and the electric compressor 23 for separating the DME fuel leaked from the injection pump element 2 into the cam chamber 12 and mixed with the lubricating oil and collecting the DME fuel in the fuel tank 4 A dedicated refrigerant recovery means is provided by collecting the DME fuel supplied from the refrigerant supply pipe 51 to the fuel gas deflector 15 and discharged into the cam chamber 12 into the fuel tank 4 using the Thus, the DME fuel supplied to the oil reservoir fuel cooling device 61 as a refrigerant can be recovered.
  • the DME fuel in the fuel tank 4 is supplied to the oil reservoir 11 of the injection pump 1, the injection pipe 3, the nozzle return pipe 7, and the refrigerant supply pipe. 5 Fill into 1.
  • the three-way solenoid valve 21 and the three-way solenoid valve 22 are in the ON state, and communication paths are formed in the directions shown in the drawings.
  • the electric compressor 23 is turned on, the return pipe 8 is sucked in the direction indicated by the symbol A, and the second return path communicated by the three-way solenoid valve 22 in the ON state is indicated by the symbol B.
  • the gas phase portion 4b in the fuel tank 4 is pressurized in the direction shown by.
  • the DME fuel in the liquid phase 4 a is delivered to the feed pipe 5 (reference C), and the oil reservoir 11, the injection pipe 3,
  • the DME fuel is charged into the nozzle return pipe 7 and the refrigerant supply pipe 51 in the direction indicated by the symbol D.
  • the DME fuel supplied as the refrigerant from the refrigerant supply pipe 51 is vaporized by the fuel vaporizer 15 and discharged into the cam chamber 12, and the heat of vaporization causes the DME fuel to flow into the oil reservoir 11.
  • the DME fuel filled in is cooled.
  • the DME fuel overflowed from the fuel injection nozzle 9 is returned to the feed pipe 5 via the nozzle return pipe 7 without being returned to the fuel nozzle 4 as in the conventional case. However, it is supplied to the oil sump 11 again. In this way, the vaporized DME fuel is discharged into the cam chamber 12 and the excellent characteristics of the DME fuel as a refrigerant are effective.
  • the "oil reservoir fuel cooling means" can be rationally configured, so that a drive means such as a feed pump is not required, and the cost of the DME fuel supply device 100 for diesel engines is reduced. Can be done.
  • FIG. 16 showing the state when the diesel engine is stopped and FIG. 19 showing the residual fuel recovery operation after the diesel engine is stopped are not particularly described, but the parts not described are not described. This is the same as the first embodiment. Parts not described with reference to FIGS. 15, 17, and 18 are also the same as those in the first embodiment.
  • FIG. 20 is a schematic configuration diagram showing a sixth embodiment of the DME fuel supply device 100 according to the present invention.
  • FIG. 21 is a schematic configuration diagram showing a sixth embodiment of the DME fuel supply device 100 according to the present invention, in which the gas phase section 4 is fed to the feed pipe 5 before the residual fuel recovery operation after stopping the diesel engine. This shows a state where b is communicated.
  • FIG. 22 is a schematic configuration diagram showing a seventh embodiment of the DME fuel supply device 100 according to the present invention.
  • FIG. 23 is a schematic configuration diagram showing a seventh embodiment of the DME fuel supply device 100 according to the present invention, and shows a state when the diesel engine is stopped.
  • FIG. 24 is a schematic configuration diagram showing a seventh embodiment of the DME fuel supply device 10 ° according to the present invention, and shows a state where DME fuel is charged.
  • FIG. 25 is a schematic configuration diagram showing a seventh embodiment of the DME fuel supply device 100 according to the present invention, and shows a state during operation of the diesel engine.
  • FIG. 26 is a schematic configuration diagram showing a seventh embodiment of the DME fuel supply device 100 according to the present invention, in which the gaseous phase section is supplied to the feed pipe 5 before the residual fuel recovery operation after stopping the diesel engine. This shows the state where 4b is connected.
  • FIG. 27 shows a DME fuel supply device 1 according to the present invention.
  • FIG. 14 is a schematic configuration diagram illustrating a seventh embodiment of the present invention, and illustrates a residual fuel recovery operation after the diesel engine is stopped.
  • a sub fuel tank having a smaller capacity than the fuel tank 4 is provided between the fuel tank 4 and the feed pipe 5.
  • the seventh embodiment is basically the same as the second embodiment, except that a sub-fuel tank having a smaller capacity than the fuel tank 4 is provided between the fuel tank 4 and the feed pipe 5 in addition to the second embodiment. This is a change, and the same operation and effect as in the second embodiment can be obtained by the change, so that the description is omitted here.
  • FIG. 28 is a schematic configuration diagram showing an eighth embodiment of the DME fuel supply device 100 according to the present invention.
  • the eighth embodiment differs from the seventh embodiment in that the DME fuel supply device 100 is a common rail type.
  • the common rail type DME fuel supply device 100 in which the DME fuel pressure-fed from the injection pump 1 is supplied through a common rail 91 to which each fuel injection nozzle 9 is connected.
  • the present invention can be implemented, and the operation and effect of the present invention can be obtained.
  • a diesel engine DME fuel supply device capable of supplying DME fuel from a fuel tank to an oil reservoir of an injection pump without using a driving means such as a feed pump. be able to.
  • FIG. 29 is a schematic configuration diagram showing a ninth embodiment of the DME fuel supply device 100 according to the present invention.
  • FIG. 30 is a schematic configuration diagram showing a ninth embodiment of the DME fuel supply device 100 according to the present invention, showing a state where the diesel engine is stopped.
  • FIG. 31 is a schematic configuration diagram showing a ninth embodiment of the DME fuel supply device 100 according to the present invention, and shows a state where DME fuel is being charged.
  • FIG. 32 is a schematic configuration diagram showing a ninth embodiment of the DME fuel supply device 100 according to the present invention, and shows a state during operation of the diesel engine.
  • FIG. 33 shows a DME fuel supply device 100 according to the present invention.
  • FIG. 9 is a schematic configuration diagram showing a ninth embodiment, illustrating a residual fuel recovery operation after stopping diesel fuel.
  • the ninth embodiment includes many parts having the same configuration as the first embodiment. I will explain mainly.
  • FIGS. 29 to 33 the same reference numerals as those used in the first to fourth embodiments are shown in FIGS. 29 to 33. Unless otherwise specified, it is assumed that the same members or portions are the same as those described in the first to fourth embodiments.
  • the cam chamber 12 is a dedicated lubrication system separated from the lubrication system of the diesel engine, and the oil separator 13 is an injection pump element. Separate the DME fuel leaked from 2 into the cam chamber 12 from the lubricating oil. The DME fuel separated in the oil separator 13 is sent to the electric compressor 23 via a check valve 14 for preventing the pressure in the cam chamber 12 from becoming lower than the atmospheric pressure. After being pressurized by the electric compressor 23, it is returned to the fuel tank 4.
  • oil reservoir fuel temperature control means for cooling the DME fuel in the oil reservoir 11 is provided.
  • DME fuel is supplied to the “oil reservoir fuel temperature adjusting means” as a cooling medium from the fuel tank 4 via a cooling medium supply pipe 51 branched from the feed pipe 5.
  • the DME fuel supplied as the cooling medium is supplied to the fuel gas radiator 15 via the cooling medium supply pipe opening / closing solenoid valve 16.
  • the DME fuel gasified by the fuel vaporizer 15 is supplied to the oil reservoir fuel cooler 106 using the heat of vaporization, and the DME fuel in the oil reservoir 11 is heated by the heat of vaporization. Fuel is cooled.
  • the DME fuel supplied as a cooling medium to the oil reservoir fuel cooler 106 is sucked by the electric compressor 23 and returned to the fuel tank 4.
  • D ME fuel Pressurized by electric compressor 23: D ME fuel, return path switching electromagnetic
  • the valve 122 When the valve 122 is OFF, it is cooled by the cooler 42 as an “air cooling cooler” and then returned to the fuel tank 4 (first return path).
  • the return path switching electromagnetic valve 122 When the return path switching electromagnetic valve 122 is ON, the fuel is returned to the fuel tank 4 without passing through the cooler 42, that is, without being cooled (second return path). Therefore, the temperature of the DME fuel returned to the fuel tank 4 can be adjusted by the ONZOFF control of the return path switching solenoid valve 122, whereby the temperature of the DME fuel in the fuel tank 4 can be controlled ( Temperature control means in the fuel tank).
  • the check valve 43 is for preventing the DME fuel from flowing back to the cooler 42 from the second return path.
  • the “oil reservoir fuel temperature adjusting means” is controlled by the DME fuel temperature control unit 10 as “DME fuel temperature control means”, and specifically, the oil reservoir as “oil reservoir fuel temperature detecting means”.
  • the cooling medium supply pipe opening / closing solenoid valve 16 is controlled to open and close based on the temperature of the DME fuel in the oil sump 11 detected by the chamber temperature sensor 11a. ONZOFF control of cooling medium supply.
  • the “fuel tank temperature control means” is also controlled by the DME fuel temperature control unit 10, and specifically, the fuel detected by the fuel tank temperature sensor 4c as “fuel tank fuel temperature detection means”.
  • the return path switching solenoid valve 122 is ONZOFF controlled based on the temperature of the DME fuel in the tank 4.
  • the DME fuel supply operation the DME fuel supply operation, the DME fuel supply operation, the Diesel Engine operation state, and the residual fuel recovery operation after the diesel engine is stopped are sequentially performed. explain.
  • the three-way solenoid valve 21, the re-start path switching solenoid valve 122, and the cooling medium supply pipe opening / closing solenoid valve 16 are all OFF.
  • the three-way solenoid valve 21 and the return path switching solenoid valve 122 communicate with each other in the illustrated communication direction in an OFF state.
  • the cooling medium supply pipe opening / closing electromagnetic valve 16 is an electromagnetic valve that communicates in an OFF state.
  • the DME fuel in the fuel tank 4 is supplied with the oil reservoir 11 of the injection pump 1, the injection pipe 3, the nozzle return pipe A, and the cooling medium supply pipe. 5 Fill into 1.
  • the three-way solenoid valve 21 and the return path switching solenoid valve 122 are turned ON, and a communication path in the illustrated direction is formed. Subsequently, the electric compressor 23 is turned on, the return pipe 8 is sucked in the direction indicated by the symbol A, and the second return path communicated by the on-state restart path switching solenoid valve 122 is turned on. The gas phase 4b in the fuel tank 4 is pressurized by being pressurized in the direction indicated by the symbol B.
  • the DME fuel in the liquid phase 4 a is delivered to the feed pipe 5 (reference C), and the oil reservoir 11, the injection pipe 3, and the nozzle
  • the return pipe 7 and the cooling medium supply pipe 51 are filled with the DME fuel in the direction indicated by the symbol D.
  • DME fuel supplied as a cooling medium from the cooling medium supply pipe 51 is vaporized by a fuel vaporizer 15 and sent to an oil reservoir fuel cooler 106, and the heat of vaporization causes the oil reservoir to emit oil. 1
  • the DME fuel charged in 1 is cooled.
  • the DME fuel in the fuel tank 4 is combined with the DME fuel in the oil reservoir 11 cooled by the oil reservoir fuel cooler 106.
  • the fuel is fed to the feed pipe 5 by a relative pressure difference between the fuel tank 4 and the DME fuel due to a temperature difference between the fuel and the DME fuel (reference E). That is, the DME fuel supply device 100 according to the present invention does not include a pump for sending the DME fuel from the fuel tank 4 to the injection pump 1, and the DME fuel in the oil reservoir 11 is not provided.
  • the configuration is such that the DME fuel in the fuel tank 4 is supplied to the injection pump 1 by the pressure difference between the oil reservoir 11 and the fuel tank 4 caused by cooling the fuel tank.
  • the oil reservoir fuel cooler 106 which effectively utilizes the excellent characteristics of the DME fuel as a cooling medium, rationally constitutes the “oil reservoir fuel temperature control means”, and the feed pump This eliminates the need for driving means such as the above, and can reduce the cost of the DME fuel supply device 100 for diesel engines.
  • the cylinder is filled with the depleted DME fuel to prevent the abnormal combustion such as knocking that occurs when the cylinder is moved. Then, the DME fuel filled in the oil reservoir 11, the injection pipe 3, the nozzle return pipe 7, and the cooling medium supply pipe 51 is recovered to the fuel tank 4 by “residual fuel recovery means”.
  • the “fuel recovery means” is composed of a three-way solenoid valve 21 (communication path switching means) and an electric compressor 23.
  • the motor is activated.
  • DME fuel filled by the compressor 23 into the oil sump 11, the injection pipe 3, the nozzle return pipe 7, and the cooling medium supply pipe 51 flows along the path indicated by the symbol J.
  • the DME fuel that is recovered by turning off the return path switching solenoid valve 122 is turned off in the first return path (the path indicated by symbol H). After being cooled by the cooler 1, it is collected in the fuel tank 4.
  • FIG. 34 is a flowchart showing the “procedure for controlling the temperature in the fuel tank” according to the present invention. Note that the procedure shown in the flowchart is repeatedly executed at regular intervals while the power of the diesel engine vehicle equipped with the DME fuel supply device 100 is ON. This is the procedure to be performed.
  • Step S5 it is determined whether or not the diesel engine is operating (Step s: if the Do diesel engine is not operating (No in Step S1), the return path switching solenoid valve 122 is turned off and the procedure is terminated. (Step S5) On the other hand, if the diesel engine is operating (Yes in Step S1), then the “temperature control means in the fuel tank” is controlled to reduce the amount of DME fuel in the fuel tank 4. Execute the procedure to adjust the temperature, where Tg is the temperature of the DME fuel in the oil reservoir 11 detected by the oil reservoir temperature sensor 1 la and Tg is the fuel tank detected by the fuel tank temperature sensor 4 c.
  • the temperature of the DME fuel in 4 is Tt, and the lower limit of the temperature difference between the DME fuel in 1 and the DME fuel in the fuel tank 4 where the required pressure difference is obtained is Tt ⁇ T g In other words, the temperature of the DME fuel in the fuel tank 4 is determined. Gallery you determine temperature below whether or not the lower limit value a obtained by adding the temperature difference required temperature of the DME fuel in 1 1 (step S 2).
  • step S2 If the temperature of the DME fuel in the fuel tank 4 is lower than the temperature of the DME fuel in the oil reservoir 11 plus the lower limit of the required temperature difference (Y es in step S2), If the temperature difference between the DME fuel in the chamber 11 and the DME fuel in the fuel tank 4 is less than the lower limit of the required temperature difference, the return path switching solenoid valve 122 is turned on to control the fuel tank.
  • the DME fuel sent to 4 is returned to the fuel tank 4 via the second return path, that is, without passing through the cooler 42 (step S3). Since the DME fuel delivered to the fuel tank 4 is returned to the fuel tank 4 without cooling, the temperature of the DME fuel in the fuel tank 4 increases.
  • the temperature difference between the DME fuel in the oil reservoir 11 and the DME fuel in the fuel tank 4 increases, so that the DME fuel in the oil reservoir 11 and the DME fuel in the fuel tank 4 increase.
  • the temperature difference between the temperature difference and the required temperature difference can be higher than the lower limit of the required temperature difference.
  • the temperature of the DME fuel in the fuel tank 4 adds the required temperature difference to the temperature of the DME fuel in the oil reservoir 11 If the temperature is equal to or higher than the specified temperature (No in step S2), Determine whether or not. ? Is the upper limit of the temperature difference between the DME fuel in the oil reservoir 11 and the DME fuel in the fuel tank 4 where the required pressure difference is obtained. That is, it is determined whether the temperature of the DME fuel in the fuel tank 4 is equal to or higher than the temperature obtained by adding the upper limit value ⁇ of the required temperature difference to the temperature of the DME fuel in the oil reservoir 11 (step S4). .
  • step S4 If the temperature of the DME fuel in the fuel tank 4 is lower than the temperature obtained by adding the upper limit of the required temperature difference /? To the temperature of the DME fuel in the oil reservoir 11 (No in step S4), return as it is. The procedure is terminated while maintaining the control state of the path switching solenoid valve 122. On the other hand, if the temperature of the DME fuel in the fuel tank 4 is equal to or higher than the temperature obtained by adding the upper limit value /?
  • step S4 Of the required temperature difference to the temperature of the DME fuel in the oil reservoir 11 (Yes in step S4), If the temperature difference between the DME fuel in the oil reservoir 11 and the DME fuel in the fuel tank 4 is equal to or more than the upper limit value of the required temperature difference ⁇ , the return path switching solenoid valve 122 is turned off.
  • the DME fuel sent to the fuel tank 4 by the F control is returned to the fuel tank 4 via the first return path, that is, via the cooler 42, and the procedure is terminated (step S5). Since the DME fuel sent to the fuel tank 4 is cooled and returned to the fuel tank 4, the temperature of the DME fuel in the fuel tank 4 decreases.
  • the temperature difference between the DME fuel in the oil reservoir 11 and the DME fuel in the fuel tank 4 becomes smaller, so that the difference between the DME fuel in the oil reservoir 11 and the DME fuel in the fuel tank 4:
  • the temperature difference can be less than the required upper limit of the temperature difference of 3.
  • the temperature difference between the DME fuel in the oil reservoir 11 and the DME fuel in the fuel tank 4 can be controlled to be equal to or more than the required lower limit and less than the upper limit / ?.
  • FIG. 35 is a flowchart showing an “oil reservoir fuel temperature control procedure” according to the present invention. Note that the procedure shown in the flowchart is a procedure that is repeatedly executed at regular intervals while the power of the diesel engine vehicle equipped with the DME fuel supply device 100 is ON.
  • step S11 it is determined whether or not the diesel engine is operating (step S11). Day If the diesel engine is not operating (No in Step S11), the cooling medium supply pipe opening / closing solenoid valve 16 is turned off (control), and the procedure is terminated (Step S16). On the other hand, if the diesel engine is operating (Yes in step S11), the “oil sump fuel temperature adjusting means” is controlled, and the temperature of the DME fuel in the oil sump 11 reaches the specified temperature.
  • the temperature of the DME fuel in the oil sump 11 is adjusted so that First, Tg ⁇ T G - whether ⁇ , i.e., DME fuel temperature limit width of the gallery 11 to the temperature specified temperature TG of DM E fuel oil reservoir 11 - or below the temperature obtained by adding a ⁇ It is determined whether or not it is (step S12).
  • step S12 If the temperature of the DME fuel in the oil chamber 11 is lower than the specified temperature Tc plus the lower limit width of the DME fuel temperature in the oil chamber 11 (Yes in step S12), If the temperature of the DME fuel in the chamber 11 is lower than the lower limit temperature of the DME fuel in the oil chamber 11, there is no need to cool the DME fuel in the oil chamber 11, so the cooling medium supply pipe opening and closing electromagnetic Turn ON (close control) the valve 16 (step S13). As a result, the DME fuel as the cooling medium is not supplied to the oil reservoir fuel cooler 106, so that the DME fuel in the oil reservoir 11 is not cooled. Therefore, the temperature of the DME fuel in the oil reservoir 11 rises and becomes equal to or higher than the lower limit temperature of the DME fuel in the oil reservoir 11.
  • step S12 After the cooling medium supply pipe opening / closing solenoid valve 16 is subjected to ⁇ N control, or if the temperature of the DME fuel in the oil reservoir 11 is equal to or higher than the lower limit temperature of the DME fuel in the oil reservoir 11 (step S12). No), the followed,. Tg ⁇ T G + 7 whether, that is, the upper width + ⁇ of DME fuel temperature of the DME fuel in the oil reservoir 11 in the fuel gallery 11 to the specified temperature T G It is determined whether or not the temperature is equal to or higher than the value obtained by adding (Step S14).
  • the temperature of the DME fuel in the oil reservoir 11 is defined temperature T 0 in the oil reservoir chamber temperature less than that obtained by adding the upper limit width + ⁇ of DME fuel temperature within 11 (vo at step S 14), the oil reservoir 1 1 Since there is no need to cool the DME fuel inside, the cooling medium supply pipe is closed and the ON control state of the solenoid valve 16 is maintained, and the procedure is terminated.
  • the temperature of the DME fuel in the oil sump 11 rises to the specified temperature ⁇ ⁇ ; If the temperature of the DME fuel in the oil reservoir 11 is equal to or higher than the upper limit temperature of the DME fuel in the oil reservoir 11 if the temperature is equal to or higher than the temperature obtained by adding the Since it is necessary to cool the DME fuel inside, the cooling medium supply pipe opening / closing solenoid valve 16 is turned off (closed control) and the procedure is terminated (step S15). As a result, the DME fuel as a cooling medium is supplied to the oil reservoir fuel cooler 106, so that the DME fuel in the oil reservoir 11 is cooled, and the temperature of the DME fuel in the oil reservoir 11 decreases.
  • FIG. 36 is a graph schematically showing a temperature waveform of the DME fuel in the fuel tank 4 and a temperature waveform of the DME fuel in the oil reservoir 11 according to the present invention.
  • the temperature (Tt) of the DME fuel in the fuel tank 4 controlled by the “temperature control procedure in the fuel tank” is within the range of Tg + H ⁇ Tt and Tg +?
  • the temperature (Tg) of the DME fuel in the oil reservoir 11 controlled by the “oil reservoir fuel temperature control procedure” is in the range of T G — 7 ⁇ Tg and T G + a.
  • the temperature of the DME fuel in the fuel tank 4 is controlled so that the temperature difference between the DME fuel in the oil reservoir 11 and the DME fuel in the fuel tank 4 becomes relatively constant. Accordingly, the DME fuel can be supplied from the fuel tank 4 to the oil reservoir 11 at a substantially constant delivery pressure without using a driving means such as a feed pump. In addition, since the temperature of the DME fuel in the oil reservoir 11 can be controlled to a substantially constant temperature, the DME fuel injection characteristics of the injection pump 1 can be stabilized.
  • FIG. 37 is a schematic configuration diagram showing another embodiment of the DME fuel supply device 100 according to the present invention.
  • the electric compressor 23 is driven by a rotary driving power source such as a DC motor,
  • the suction force is increased or decreased by increasing or decreasing the number of rotations of the rotational driving force source.
  • the DME fuel supply device 100 is configured so that the rotation speed of the electric compressor 13 can be controlled by the DME fuel temperature control unit 10. Note that other configurations are the same as those of the DME fuel supply device 100 shown in FIG. 29, and thus description thereof is omitted.
  • FIG. 38 is a flowchart showing the “oil reservoir fuel temperature control procedure” in the DME fuel supply device 100 for a diesel engine shown in FIG. 37.
  • the procedure shown in the flowchart is a procedure that is repeatedly executed at regular intervals while the power of the diesel engine vehicle equipped with the DME fuel supply device 100 is ON.
  • step S 2 l it is determined whether or not the diesel engine is operating. If the diesel engine is not operating (No in step S 21), the electric compressor 23 is controlled to OFF to perform the procedure. Is completed (step S24). On the other hand, if the diesel engine is operating (Yes in step S21), the “oil sump fuel temperature control means” is controlled, and the temperature of the DME fuel in the oil sump 11 reaches the specified temperature.
  • the temperature of the DME fuel in the oil reservoir 11 is adjusted so as to reach TG .
  • Tg> T Q that is, whether or not the temperature of the DME fuel in the oil reservoir 11 exceeds the specified temperature TG (step S22).
  • the temperature of the DME fuel in the oil sump 11 is the specified temperature. If it does not exceed (in step S22), it is not necessary to cool the DME fuel in the oil reservoir 11 so that the electric compressor 23 is controlled to OFF and the procedure is terminated (step S24). . On the other hand, if the temperature of the DME fuel in the sump 11 exceeds the specified temperature TG (Yes in step S22), the DME fuel in the sump 11 needs to be cooled. The electric compressor 23 is turned ON at a rotation speed corresponding to the temperature difference between the temperature of the DME fuel in the chamber 11 and the specified temperature TG (step S23).
  • the DME fuel as a cooling medium is supplied to the oil reservoir fuel cooler 106 at a supply amount corresponding to the temperature difference between the temperature of the DME fuel in the oil reservoir 11 and the specified temperature ⁇ ⁇ . So in the oil sump 11 DME fuel temperature can be adjusted with high precision.
  • FIG. 39 is a graph schematically showing the temperature waveform of the DME fuel in the fuel tank 4 and the temperature waveform of the DME fuel in the oil reservoir 11 according to the present invention, wherein the rotation speed of the electric compressor 23 is shown.
  • FIG. 3 shows the temperature control of the DME fuel in the oil reservoir 11 by controlling the temperature.
  • the temperature (Tt) of the DME fuel in the fuel tank 4 controlled by the “temperature control procedure in the fuel tank” becomes a temperature within the range of Tg + « ⁇ Tt and Tg +? temperature of DME fuel in the "gallery fuel temperature control procedure" oil reservoir 11 which is controlled by a (Tg) of, T G - the temperature in the 7 ⁇ Tg rather a range of T G + ⁇ .
  • the cooling medium supplied to the oil reservoir fuel cooler 106 is By adjusting the supply amount of the DME fuel, the temperature of the DME fuel in the oil reservoir 11 can be adjusted with higher precision as shown in the figure.
  • the DME fuel supply device 100 in the above embodiment is a common rail type.
  • the common rail type DME fuel supply device 100 in which the DME fuel pressure-fed from the injection pump 1 is supplied via a common rail to which each fuel injection nozzle 9 is connected the DME fuel is supplied from the oil reservoir 11 to the common rail. Since the temperature of the DME fuel can be controlled to be substantially constant, the temperature of the DME fuel in the common rail can be controlled to be substantially constant. Therefore, the present invention is also applicable to the common rail type DME fuel supply device 100, and the operation and effect of the present invention can be obtained.
  • DME fuel can be supplied from the fuel tank to the oil reservoir of the injection pump without using a driving means such as a feed pump. It is possible to provide a diesel engine DME fuel supply device capable of obtaining a stable fuel injection characteristic of a pump.
  • DME fuel in a DME fuel supply device for a diesel engine, can be supplied from a fuel tank to an oil reservoir of an injection pump without using a drive means such as a feed pump. Also, stable fuel injection characteristics of the injection pump can be obtained.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Output Control And Ontrol Of Special Type Engine (AREA)
  • Fuel-Injection Apparatus (AREA)

Abstract

La présente invention concerne un dispositif d'alimentation en carburant DME d'un moteur diesel qui est capable d'alimenter le carter d'huile d'une pompe à injection, en carburant DME, lequel est contenu dans un réservoir à carburant, sans utiliser de moyen de commande tel qu'une pompe d'alimentation, et dans lequel lorsqu'un compresseur électrique (23) est en fonctionnement et qu'une partie phase gazeuse (4b) du réservoir (4) à carburant est mis en pression, le carburant DME se trouvant dans la partie phase liquide (4a) est envoyé à un tuyau (5) d'alimentation puis déversé dans le carter (11) d'huile, un tuyau (3) d'injection, un tuyau (7) de retour à buse et un tuyau (51) d'alimentation en réfrigérant. Le carburant DME envoyé en tant que réfrigérant est vaporisé par le carburateur (15) de carburant et envoyé à un refroidisseur (6) de carburant pour refroidir le carburant DME déversé dans le carter (11) d'huile par la chaleur de sa vaporisation et le carburant DME présent dans le réservoir (4) à carburant est envoyé à la pompe (1) d'injection par la différence de pression relative entre le carburant DME refroidi présent dans le carter (11) d'huile et le carburant DME présent dans le réservoir (4) de carburant, cette différence de pression relative étant provoquée par la différence de température entre ces derniers.
PCT/JP2003/005452 2002-04-26 2003-04-28 Dispositif d'alimentation en carburant dme pour un moteur diesel WO2003091565A1 (fr)

Priority Applications (1)

Application Number Priority Date Filing Date Title
AU2003235959A AU2003235959A1 (en) 2002-04-26 2003-04-28 Dme fuel feed device of diesel engine

Applications Claiming Priority (6)

Application Number Priority Date Filing Date Title
JP2002126232A JP2003322063A (ja) 2002-04-26 2002-04-26 ディーゼルエンジンのｄｍｅ燃料供給装置
JP2002-126232 2002-04-26
JP2002145785A JP2003336557A (ja) 2002-05-21 2002-05-21 ディーゼルエンジンのｄｍｅ燃料供給装置
JP2002-145785 2002-05-21
JP2002224474A JP3868866B2 (ja) 2002-08-01 2002-08-01 ディーゼルエンジンのｄｍｅ燃料供給装置、及びディーゼルエンジンのｄｍｅ燃料供給装置におけるｄｍｅ燃料の温度制御方法、並びにｄｍｅ燃料の温度制御プログラム
JP2002-224474 2002-08-01

Publications (1)

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WO2003091565A1 true WO2003091565A1 (fr) 2003-11-06

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Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN108488014A (zh) * 2018-03-09 2018-09-04 安徽江淮汽车集团股份有限公司 一种燃油温度调节系统

Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPH10306760A (ja) * 1997-05-07 1998-11-17 Nkk Corp ジメチルエーテル用ディーゼル機関
JPH11107871A (ja) * 1997-09-30 1999-04-20 Hino Motors Ltd ジメチルエーテル燃料使用ディーゼルエンジン燃料システム
US5967126A (en) * 1997-06-26 1999-10-19 Avl List Gmbh Injection system for an internal combustion engine operated with liquefied petroleum gas
JP2002061542A (ja) * 2000-08-23 2002-02-28 Bosch Automotive Systems Corp 自動車用燃料噴射装置

Patent Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPH10306760A (ja) * 1997-05-07 1998-11-17 Nkk Corp ジメチルエーテル用ディーゼル機関
US5967126A (en) * 1997-06-26 1999-10-19 Avl List Gmbh Injection system for an internal combustion engine operated with liquefied petroleum gas
JPH11107871A (ja) * 1997-09-30 1999-04-20 Hino Motors Ltd ジメチルエーテル燃料使用ディーゼルエンジン燃料システム
JP2002061542A (ja) * 2000-08-23 2002-02-28 Bosch Automotive Systems Corp 自動車用燃料噴射装置

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN108488014A (zh) * 2018-03-09 2018-09-04 安徽江淮汽车集团股份有限公司 一种燃油温度调节系统

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