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
  • F02M21/00—Apparatus for supplying engines with non-liquid fuels, e.g. gaseous fuels stored in liquid form
  • F02M21/02—Apparatus for supplying engines with non-liquid fuels, e.g. gaseous fuels stored in liquid form for gaseous fuels
  • F02M21/0203—Apparatus for supplying engines with non-liquid fuels, e.g. gaseous fuels stored in liquid form for gaseous fuels characterised by the type of gaseous fuel
  • F02M21/0209—Hydrocarbon fuels, e.g. methane or acetylene
  • F02M21/0212—Hydrocarbon fuels, e.g. methane or acetylene comprising at least 3 C-Atoms, e.g. liquefied petroleum gas [LPG], propane or butane
• • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
  • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
  • F02D—CONTROLLING COMBUSTION ENGINES
  • F02D19/00—Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures
  • F02D19/02—Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures peculiar to engines working with gaseous fuels
  • F02D19/021—Control of components of the fuel supply system
  • F02D19/022—Control of components of the fuel supply system to adjust the fuel pressure, temperature or composition
• • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
  • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
  • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
  • F02M21/00—Apparatus for supplying engines with non-liquid fuels, e.g. gaseous fuels stored in liquid form
  • F02M21/02—Apparatus for supplying engines with non-liquid fuels, e.g. gaseous fuels stored in liquid form for gaseous fuels
  • F02M21/0218—Details on the gaseous fuel supply system, e.g. tanks, valves, pipes, pumps, rails, injectors or mixers
  • F02M21/023—Valves; Pressure or flow regulators in the fuel supply or return system
  • F02M21/0236—Multi-way valves; Multiple valves forming a multi-way valve system
• • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
  • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
  • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
  • F02M21/00—Apparatus for supplying engines with non-liquid fuels, e.g. gaseous fuels stored in liquid form
  • F02M21/02—Apparatus for supplying engines with non-liquid fuels, e.g. gaseous fuels stored in liquid form for gaseous fuels
  • F02M21/0218—Details on the gaseous fuel supply system, e.g. tanks, valves, pipes, pumps, rails, injectors or mixers
  • F02M21/0245—High pressure fuel supply systems; Rails; Pumps; Arrangement of valves
• • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
  • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
  • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
  • F02M21/00—Apparatus for supplying engines with non-liquid fuels, e.g. gaseous fuels stored in liquid form
  • F02M21/02—Apparatus for supplying engines with non-liquid fuels, e.g. gaseous fuels stored in liquid form for gaseous fuels
  • F02M21/0218—Details on the gaseous fuel supply system, e.g. tanks, valves, pipes, pumps, rails, injectors or mixers
  • F02M21/0287—Details on the gaseous fuel supply system, e.g. tanks, valves, pipes, pumps, rails, injectors or mixers characterised by the transition from liquid to gaseous phase ; Injection in liquid phase; Cooling and low temperature storage
• • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
  • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
  • F02D—CONTROLLING COMBUSTION ENGINES
  • F02D19/00—Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures
  • F02D19/02—Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures peculiar to engines working with gaseous fuels
  • F02D19/026—Measuring or estimating parameters related to the fuel supply system
  • F02D19/027—Determining the fuel pressure, temperature or volume flow, the fuel tank fill level or a valve position
• • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
  • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
  • F02D—CONTROLLING COMBUSTION ENGINES
  • F02D19/00—Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures
  • F02D19/06—Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures peculiar to engines working with pluralities of fuels, e.g. alternatively with light and heavy fuel oil, other than engines indifferent to the fuel consumed
  • F02D19/066—Retrofit of secondary fuel supply systems; Conversion of engines to operate on multiple fuels
• • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
  • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
  • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
  • Y02T10/00—Road transport of goods or passengers
  • Y02T10/10—Internal combustion engine [ICE] based vehicles
  • Y02T10/30—Use of alternative fuels, e.g. biofuels

Definitions

• the present invention particularly relates to a fuel supply device for supplying fuel to a diesel engine using a fuel alternative to gas oil represented by DME (dimethyl ether).
• DME dimethyl ether
• DME fuel is a liquefied gas fuel unlike light oil, which is the conventional fuel.
• DME has the property of being gaseous at room temperature
• gas oil has a lower boiling point than gas oil and is liquid at room temperature under atmospheric pressure.
• the density changes significantly due to temperature changes. Therefore, in a diesel engine fuel supply system using DME as fuel, a slight change in the fuel temperature has a large effect on the amount of fuel injected from the fuel injection nozzle into the combustion chamber of the diesel engine.
• a means for adjusting the fuel temperature and a means for adjusting the injection amount according to the fuel temperature are provided. (For example, Japanese Patent Application Laid-Open No. 2000-61254).
• DME fuel remaining in the injection system after the engine is stopped is transferred into the engine cylinder from the nozzle seat of the fuel injection nozzle.
• the cylinder leaks and vaporizes, and the cylinder is filled with the de-mended DME fuel, which causes abnormal combustion such as knocking when the engine is started next time.
• Departs There is a possibility of producing. Therefore, the DME fuel remaining in the injection system of the fuel supply device after the engine is stopped is collected in a tank by suction means such as so-called aspiré overnight so that the next time the engine is started, such as noking, etc. It is necessary to provide a means to prevent abnormal combustion from occurring.
• the aspire is not to suck DME fuel by a suction power source such as a pump, but to use an injection pump for sending DME fuel as a drive source. It constitutes a flow and sucks the DME fuel by the suction force of the flow of the DME fuel.
• the conventional light oil is used as the fuel. It is necessary to provide various means that were not required for the diesel engine fuel supply system. For this reason, for example, a means for switching the communication path of the pipe, which is a fuel flow path, and opening and closing the communication of the pipe by means of an electromagnetic actuator will be provided.
• the present invention has been made in view of such a situation, and an object of the present invention is to provide a small-sized fuel supply device for supplying fuel to a diesel engine using a fuel alternative to light oil represented by DME.
• the goal is to reduce power consumption.
• a first aspect of the present invention provides a fuel tank having an airtight structure for storing DME fuel, and a DME fuel supplied from the fuel tank via a feed pipe.
• An injection pump for delivering a predetermined amount at a predetermined timing to an injection pipe communicating with a fuel injection nozzle of a diesel engine; and a gas-operated actuator that can be operated by a gas phase pressure in the fuel tank.
• a DME fuel supply device for a diesel engine comprising: an evening; and pressure adjusting means for adjusting a gas phase pressure to the gas-operated reactor.
• the gas-actuated actuator is an actuator that can be driven by gas pressure, and can be made smaller than an electromagnetic actuator.
• a gas-operated type actuator generates a gas having a pressure higher than the atmospheric pressure by means of, for example, a compressor, and applies the pressure of the high-pressure gas to a pressurizing section of the gas-operated type actuator. Since it is driven by pressing or opening the pressurizing unit to below atmospheric pressure, a pressurizing means such as a compressor is required. Therefore, gas-operated actuators are used in the DME fuel supply system for diesel engines. Even if the size is reduced by adopting an air compressor, there is a high possibility that a great effect cannot be obtained by arranging a compressor as a pressurizing means. In addition, since power for driving the compressor as a pressurizing means is required, the effect of reducing the power consumption by adopting a gas-operated actuator that consumes no power is also small. Yes, there is I.
• DME fuel is degassed at room temperature, it is necessary to make the fuel tank an airtight structure, and the gas phase portion in the fuel tank is filled with gas DME having a certain high pressure. State. Therefore, the characteristics of DME fuel, which has the property of becoming gas at room temperature, are effectively used, that is, the gas phase pressure in the airtight fuel tank is used, and the pressure of the gas phase in the fuel tank is used. It is possible to eliminate the need to provide a compressor or other pressurizing means by driving the gas-operated actuator and providing pressure adjusting means for adjusting the gas pressure of the fuel tank to the gas-operated actuator. . Therefore, the DME fuel supply system for a diesel engine can be significantly reduced in size and power consumption can be significantly reduced as compared with a conventional system using electromagnetic actuators. The effect is obtained.
• the pressure adjusting means includes a pressurizing path for communicating a pressurizing section of the gas-operated type reactor with a gas phase section of the fuel tank.
• DME fuel for a diesel engine comprising: a decompression path for opening the pressurizing section to the atmosphere; and an electromagnetic directional switching valve for switching between the pressurization path and the decompression path. It is a supply device.
• Switching the communication path of a large-diameter pipe through which high-pressure DME fuel flows through an electromagnetic actuator would necessarily require a large-sized, large-power-consuming actuator, but a pressure of several atmospheres would be necessary. Switching the communication path of the phase pressure is sufficient with a solenoid valve (electromagnetic directional switching valve) that is much smaller than the electromagnetic actuator and consumes less power. Therefore, the pressure control to adjust the gas pressure to the gas-operated actuator
• the means is configured to switch between a pressurized path that connects the pressurized section of the gas-operated actuator and the gas phase section of the fuel tank by an electromagnetic directional switching valve, and a depressurized path that opens the pressurized section to the atmosphere.
• the DME fuel supply device for the diesel engine can be significantly reduced in size, and the power consumption can be significantly reduced.
• the DME fuel which has flowed one time from the fuel injection nozzle, and the DME fuel which has flowed once from the injection pump A fuel nozzle for returning the DME fuel to the fuel tank; a fuel tank for the injection pump after stopping the diesel engine; and a gas tank for the overflow fuel pipe.
• the DME fuel supply device of Diesel Lengjing comprising a DME fuel recovery control unit for controlling the means.
• the DME fuel supply system for diesel engines has a problem in that DME fuel remaining in the injection system after the engine is stopped leaks from the nozzle seat portion of the fuel injection nozzle into the cylinder of the engine.
• abnormal combustion such as noking occurs when the engine is started next time, and the engine cannot be started normally and large vibrations and noises are generated.
• the DME fuel remaining in the injection system of the DME fuel supply system after the engine is stopped is collected in a tank by suction means such as the so-called spiret, so that knocking is performed the next time the engine is started. It is necessary to provide residual fuel recovery means to prevent the occurrence of abnormal combustion such as the above.
• the DME fuel supply device for a diesel engine is configured such that the residual fuel recovery means recovers the DME fuel remaining in the injection system to the fuel tank by the operation of the gas-actuated actuator.
• the gas-operated actuary is configured such that the residual fuel recovery means recovers the DME fuel remaining in the injection system to the fuel tank by the operation of the gas-actuated actuator.
• the pressure adjusting means for adjusting the gas phase pressure of the fuel tank during the night is controlled by the DME fuel recovery control unit, and the gas-operated actuator operates. Therefore, the effect of being able to reduce the size and reduce the power consumption of the residual fuel recovery means as compared with the case of using the conventional electromagnetic actuator is obtained. As a result, the DME of the diesel engine is improved. The effect of being able to greatly reduce the size of the fuel supply device and greatly reduce the power consumption is obtained.
• a feed pump for delivering the DME fuel in the fuel tank to the injection pump is provided, and Aspirator arranged between the pipe and the overflow fuel pipe; and switching the feed pipe to one of an inlet side of a return flow path of the aspirator and an inlet side of the oil reservoir.
• the suction force generated in the evening suction port sucks the DME fuel remaining in the oil reservoir and the overflow fuel pipe and collects the DME fuel in the fuel tank.
• DME fuel supply system for diesel engines In the residual fuel recovery means having such a configuration, the switching of the communication path to the inlet of the circulation channel of the gas turbine and the opening and closing of the communication channel to the suction port of the gas turbine are performed by a gas-operated actuator.
• the residual fuel recovery means is configured to connect a communication path between the inlet side of the oil reservoir and the nozzle return pipe with a residual fuel recovery nozzle from the feed pipe. And a DME fuel remaining in the oil reservoir chamber and the nozzle return pipe via the residual fuel recovery pipe and the fuel tank. And a motor-driven compressor for delivering the fuel to the diesel engine.
• the inlet side of the oil reservoir and the communication path of the nozzle return pipe are switched from the feed pipe to the residual fuel recovery pipe by a gas-operated actuator.
• the effect of being able to reduce the size and reduce the power consumption of the residual fuel collecting means as compared with the conventional one employing the electromagnetic actuator is obtained.
• the residual fuel collecting means is a gas connecting the inlet side of the oil reservoir and the gas phase in the fuel tank.
• a DZD fuel supply device comprising: a phase pressure delivery pipe; and the gas-operated reactor for opening and closing the gas phase pressure delivery pipe.
• the gas phase in the fuel tank communicates with the inlet side of the oil reservoir, and the gas phase pressure in the fuel tank causes the oil reservoir and overflow to occur.
• the liquid DME fuel remaining in the fuel pipe can be forcibly pumped toward the fuel tank. Therefore, the operation and effect of shortening the DME fuel recovery time by the residual fuel recovery means can be obtained.
• the residual fuel recovery means is configured to open and close the gas-phase pressure delivery pipe by a gas-operated type actuator, the opening and closing of the gas-phase pressure delivery pipe is performed by a conventional electromagnetic actuator. The operation and effect that the size can be reduced and the power consumption can be reduced as compared with the case of the present invention can be obtained.
• the DME fuel mixed into the cam chamber of the injection pump and the lubricating oil in the cam chamber are used.
• a bypass unit that bypasses the cam chamber pressure limiting unit and reduces the pressure in the cam chamber to a pressure less than the pressure limit by the cam chamber pressure limiting unit.
• Diesel Fuel's fuel supply system using DME fuel is a plunger barrel and plunger of an injection pump that delivers DME fuel to the fuel injection nozzle of the engine by high supply pressure to the injection pump.
• a large amount of fuel leaks into the cam chamber of the injection pump from the gap between the fuel and the pump. If the DME fuel leaks from the gap between the plunger barrel and the plunger, flows into the cam chamber of the injection pump and mixes with the cam chamber, the viscosity of the lubricating oil decreases and hinders the operation of the injection pump. There is a risk of coming. Therefore, the DME fuel leaked into the cam chamber of the injection pump is collected in the fuel tank by suction means for sucking the cam chamber through an oil separator that separates the DME fuel from the lubricating oil.
• the cam chamber of the injection pump is maintained at a predetermined pressure higher than the atmospheric pressure by the cam chamber pressure limiting means. Therefore, it takes a long time to collect the DME fuel that has leaked into the cam chamber simply by suctioning the cam chamber with the suction means. Therefore, the performance of the lubricating oil may deteriorate due to the mixing of the DME fuel, so that the pressure limiting means in the cam chamber provided between the cam chamber and the suction means of the injection pump is bypassed.
• the bypass passage is temporarily connected, and the cam chamber is directly sucked by the suction I means only for a certain period of time.By providing such a bypass means, the DME fuel leaked into the cam chamber can be removed for a short time. As a result, the lubricating oil performance can be prevented from deteriorating due to the DME fuel leaking into the cam chamber.
• the bypass means is configured to open and close the bypass passage by a gas-operated actuator, and includes a bypass control unit that controls the gas-operated actuator. Therefore, compared to a conventional electromagnetic actuating device that opens and closes the bypass path, it is possible to obtain the effect that the bypass means can be reduced in size and power consumption can be reduced.
• the oil reservoir fuel temperature adjusting means for adjusting the temperature of the DME fuel filled in the oil reservoir
• a DME fuel temperature control unit for controlling the oil reservoir fuel temperature adjusting means, wherein the oil reservoir fuel temperature adjusting means comprises: a fuel cooler using DME fuel as a cooling medium; and a DME fuel as the cooling medium.
• a cooling medium supply pipe for supplying oil from the fuel tank to the fuel cooler; a gas-operated actuator for opening and closing the cooling medium supply pipe; and a temperature of DME fuel in the oil reservoir.
• An oil sump fuel temperature detecting means for detecting the temperature of the DME fuel in the oil sump detected by the oil sump fuel temperature detecting means. Opening and closing the cooling medium supply pipe
• the oil reservoir fuel temperature adjusting means controls the opening and closing of the cooling medium supply pipe, thereby adjusting the amount of the dehydrated DME fuel as the cooling medium sent to the fuel cooler. To control the temperature of the DME fuel in the oil sump to a predetermined temperature. The effect of being able to control as much as possible is obtained.
• the oil reservoir fuel temperature adjusting means is configured so that the cooling medium supply pipe can be opened and closed by a gas-actuated actuator.
• the gas-actuated actuator is controlled by a DME fuel temperature control unit. Configuration. Therefore, as compared with the conventional method in which the cooling medium supply pipe is opened and closed by a conventional electromagnetic actuator, the effect that the oil reservoir fuel temperature control means can be reduced in size and power consumption can be reduced.
• the fuel cell system further comprises a fuel tank temperature adjusting means for adjusting the temperature of the DME fuel in the fuel tank, wherein the fuel tank temperature adjusting means comprises the fuel tank.
• Fuel tank fuel temperature detecting means for detecting the temperature of the DME fuel in the fuel tank, wherein the DME fuel temperature control unit detects the fuel tank detected by the fuel tank fuel temperature detecting means. Based on the temperature of the DME fuel in the A DME fuel supply device for a diesel engine, wherein the DME fuel supply device switches between the first return path and the second return path.
• the DME fuel sent to the fuel tank is cooled via the air-cooled cooler and then returned to the fuel tank, whereas the second return path is sent to the fuel tank.
• 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, whether the fuel is returned via the first return path or the second return path is detected by the fuel tank fuel temperature detecting means.
• the fuel tank temperature control means is configured to switch between the first return path and the second return path by a gas-actuated actuator.
• the DME fuel sent from the injection pump is supplied to a common rail, and is sent from the common rail to each fuel injection nozzle.
• This is a diesel engine DME fuel supply system characterized by the following configuration.
• the DME fuel supply device for a diesel engine in the DME fuel supply device for a common-rail diesel engine, the DME fuel supply device according to any one of claims 1 to 9 of the present application described above.
• the operation and effect of the invention can be obtained.
• a fuel tank having an airtight structure for storing a fuel having a property of becoming a gas at normal temperature, and a fuel supplied from the fuel tank is provided at a predetermined timing at a predetermined timing.
• This is a diesel engine fuel supply device equipped with pressure adjusting means for adjusting the gas phase pressure to the reactor.
• the gas-actuated actuator is an actuator that can be driven by gas pressure, and can be made smaller in size than an electromagnetic actuator.
• a gas-operated actuator generates a gas having a pressure higher than the atmospheric pressure by means of, for example, a compressor, and the pressure of the high-pressure gas is applied to a pressurizing section of the gas-actuated actuator. Pressurizing or opening the pressurizing section to below atmospheric pressure drives the pump, so no pressurizing means such as a compressor is required. I will. Therefore, even if a gas-operated actuator is used in a diesel engine fuel supply system to reduce its size, a compressor as a pressurizing means may also be installed. high. In addition, since power is required to drive the compressor as a pressurizing means, the effect of reducing the power consumption by adopting a gas-actuated factory that consumes no power may be small. There is.
• the pressure adjusting means is configured to allow a pressurizing section of the gas-operated reactor to communicate with a gas phase section of the fuel tank.
• the pressure adjusting means for adjusting the gas pressure to the gas-operated type actuator is provided by an electromagnetic directional switching valve.
• 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 where the diesel engine is 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 in which the feed pump is filled with DME fuel from a fuel tank.
• FIG. 4 is a schematic configuration diagram showing a first embodiment of the DME fuel supply device according to the present invention. In the state where the injection pump is in a non-injection state, the gas phase is replaced with the gas phase. Is performed.
• FIG. 5 is a schematic configuration diagram showing a first embodiment of the DME fuel supply device according to the present invention. In a state where the injection pump is in a non-injection state, the DME fuel remaining by the aspirator is shown.
• FIG. FIG. 6 is a schematic configuration diagram showing a second embodiment of the DME fuel supply device according to the present invention.
• a check that regulates the pressure in the cam chamber of the injection pump is provided. "Bypass means" is provided to bypass the valve.
• FIG. 7 is a schematic configuration diagram showing a second embodiment of the DME fuel supply device according to the present invention, and shows a state where a check valve is bypassed.
• FIG. 8 is a schematic configuration diagram showing a third embodiment of the DME fuel supply device according to the present invention. It is.
• 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 in which the DME fuel in the oil reservoir is being cooled.
• FIG. 10 is a schematic configuration diagram showing a third embodiment of the DME fuel supply device according to the present invention, in which the DME fuel sent from the compressor is returned without being cooled by the cooler. It is shown.
• 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 in which the remaining DME fuel is being recovered by “residual fuel recovery means”. It is a thing. BEST MODE FOR CARRYING OUT THE INVENTION
• FIG. 1 is a schematic configuration diagram showing a first embodiment of a DME fuel supply device according to the present invention.
• the DME fuel supply device 100 that supplies DME fuel to the diesel engine includes an injection pump 1.
• the injection pump 1 includes the same number of injection pump elements 2 as the number of cylinders of the diesel engine.
• the feed pump 51 pressurizes the DME fuel stored in the fuel tank 4 to a predetermined pressure and sends it to the feed pipe 5.
• the DME fuel outlet 41 of the fuel tank 4 is provided below the level of the DME fuel in the fuel tank 4, and the feed pump 51 is located near the DME fuel outlet 41 of the fuel tank 4. It is provided.
• the DME fuel delivered to the feed pipe 5 is filtered by the filter 5a and delivered to the injection pump 1 via the first gas-operated reactor 71.
• the first gas-actuated actuary 71 1 is in the ON state during the injection state (during the operation of the diesel engine) and communicates in the direction shown.
• Gas operated type Unlike the so-called solenoid valve or other electromagnetic actuator, the actor is an actuator that operates by applying gas pressure.
• the cam chamber 12 in the injection pump 1 is a dedicated lubrication system separated from the diesel engine lubrication system, and the oil separator 13 leaks into the cam chamber 12 in the injection pump 1 D
• the lubricating oil in the cam chamber 12 mixed with ME fuel is separated into DME fuel and lubricating oil, and the lubricating oil is returned to the cam chamber 12.
• Oil separator—DME fuel separated in evening 13 is sent to compressor 16 via check valve 14 to prevent the pressure in cam chamber 12 from becoming lower than atmospheric pressure, and compressor 16 After being pressurized in, it is returned to the fuel tank 4 via the check valve 15 and the cooler 14.
• the check valve 15 is provided to prevent the DME fuel from flowing back from the fuel tank 4 to the cam chamber 12 when the diesel engine is stopped.
• the compressor 16 is a compressor using the cam in the cam chamber 12 as a driving force source. As a result, a DME fuel supply device 100 with lower power consumption becomes possible.
• the DME fuel pressurized from the fuel tank 4 to a predetermined pressure by the feed pump 51 and delivered therefrom passes through the injection pipe 3 from each injection pump element 2 of the injection pump 1 via the injection pipe 3. At this time, a predetermined amount is pumped to the fuel injection nozzle 9 disposed in each cylinder of the diesel engine.
• the overflow fuel pipe 81 the pressure of the DME fuel in the oil reservoir 11 is maintained at a predetermined pressure, and the DME fuel is returned only in the direction in which the overflowed DME fuel returns to the fuel tank 4.
• An overflow valve 82 that regulates the flow direction of the air is provided.
• the DME fuel overflowed from the injection pump 1 is returned to the fuel tank 4 via an overflow fuel pipe 81, an overflow valve 82, an overflow return pipe 8, and a cooler 42.
• DME fuel that overflows from each fuel injection nozzle 9 passes through the nozzle return pipe 6 and flows into the overflow fuel pipe 81, which overflows.
• the fuel is returned to the fuel tank 4 via the return pipe 8 and the cooler 42.
• the DME fuel supply device 100 discharges the DME fuel remaining in the oil reservoir 11, the overflow fuel pipe 81, and the nozzle return pipe 6 in the injection pump 1 into the fuel tank 4. It is equipped with “residual fuel collection means” for collecting waste fuel.
• the “residual fuel recovery means” includes an aspirator 7, a first gas-operated actuator 71, a second gas-operated actuator 72, and a DME fuel recovery controller 10.
• the DME fuel recovery control unit 10 detects the operating / stopping state of the diesel engine and the injection Z non-injection state of the DME fuel supply device 100, and according to each state, detects the first gas-operated actuator. ONZOFF control of the second gas-operated actuary 72 and the feed pump 51, etc., and when the diesel engine is stopped, the oil sump 11, overflow fuel pipe 81, and nozzle return pipe 6 Control to recover the DME fuel remaining in the plant.
• the aspire 7 has an inlet 7a, an outlet 7b and an inlet 7c.
• the inlet 7a and the outlet 7b are in straight communication with each other, and the suction port 7c is branched in a substantially vertical direction from a communication path between the inlet 7a and the outlet 7b.
• the outlet side of the communication passage communicating when the first gas-operated actuator is off is connected to the inlet 7a, and the outlet 7b is connected to the fuel tank 4 through the coupler 42. It is connected.
• the suction port 7c is connected to the second gas-actuated actuator 72 which is closed in the OFF state during the injection state (during operation of the diesel engine).
• the DME fuel recovery control unit 10 turns off the first gas-actuated actuator 71 and turns off the feed pipe 5 to the inlet 7a of the aspirator 7 from the feed pipe 5.
• the second gas-operated actuator 1 turns on the 2nd gas-operated type actuating valve 2 so that the overflow port 1 fuel pipe 8 1 upstream of the overflow valve 82 and the intake port of the aspire 1 7 7 make communication with c.
• the DME fuel delivered from the feed pump 51 is ⁇ Not sent to the pump 1, but sent to the gas station 7 and passed from the inlet 7a to the outlet ⁇ b, the overflow flow fuel pipe 8 1 and the overflow flow return pipe 8 downstream of the overflow valve 8 2 Then, it returns to the fuel tank 4 via the cooler 42 and is sent out again from the feed pump 51 to the aspire 7.
• the liquid DME fuel circulates through the aspirator 7. Then, the oil remains in the oil reservoir 11 in the injection pump 1, the upstream of the overflow flow knob 82, the fuel outlet pipe 81, and the nozzle return pipe 6.
• the DME fuel is degassed by the suction force generated by the flow of the DME fuel flowing from the inlet 7a to the outlet 7b, and the vaporized DME fuel is sucked from the suction port 7c and flows from the inlet 7a to the outlet 7b. It is absorbed by fuel and collected in fuel tank 4.
• the DME fuel supply device 100 is provided with a gas-phase pressure delivery pipe 73 connecting the outlet of the gas phase 4 b in the fuel tank 4 and the inlet side of the oil reservoir 11 of the injection pump 1.
• the gas-phase pressure delivery pipe 73 has a narrowed portion 75 whose inner diameter is partially narrow, and a third gas-actuated actuator 4 that opens and closes communication with the gas-phase pressure delivery pipe 73.
• the DME fuel recovery control unit 1 When the DME fuel in the oil reservoir 11, the overflow fuel pipe 81, and the nozzle return pipe 6 is sucked and collected in the fuel tank 4 by the “residual fuel recovery means” described above, the DME fuel recovery control unit 1 At the same time, the third gas-operated type actuator 74 is set to the 0N state, and the gas phase 4b of the fuel tank 4 and the inlet side of the oil reservoir 11 are connected. Send pipe 73 is connected. The liquid DME fuel remaining in the oil reservoir 11, the overflow fuel pipe 81, and the nozzle return pipe 6 is pumped toward the suction port 7 c of the gas pipe 7 by the high pressure of the gas phase 4 b. Will be done. In addition, the pressure of the gas-phase pressure delivery pipe 73 is further reduced to a higher pressure by the constricted portion 75 in which the inner diameter of the pipe 73 is partially reduced, so that the gas can be delivered at a higher pressure.
• the DME fuel supply device 100 includes a first gas-operated actuator 71, a second gas-operated actuator 72, and a third gas-operated actuator 71. It is equipped with three electromagnetic directional changeover valves (electromagnetic directional changeover valves 76 to 78) for controlling (4).
• the electromagnetic directional control valves 76 to 78 are low power consumption solenoid valves, and operate at about 1/10 of the power of general electromagnetic actuators used in diesel engine fuel supply systems.
• the solenoid-operated directional control valve 76 is connected to the pressurizing section of the third gas-operated actuator 74 via a pipe 76 1, and the solenoid-operated directional control valve 77 is connected to the first
• the solenoid-operated directional switching valve 78 is connected to the pressurizing section of the second gas-operated actuator 71 via a pipe 781.
• each of the electromagnetic directional switching valves 76 to 78 is connected to a pipe 73 a as a “pressurizing path” communicating with the gas phase 4 b of the fuel tank 4.
• each of the electromagnetic directional switching valves 76 to 78 is connected to a pipe 83 as a "pressure reducing path" which is opened to the atmospheric pressure.
• the electromagnetic directional control valve 76 is ON / OFF controlled by the DME fuel recovery control unit 10.
• the pipe 761 connected to the pressurizing section of the third gas-operated actuator 74 communicates with the pipe 83 as a ⁇ depressurization path '' to the atmospheric pressure.
• the third gas operated type actuator 74 is turned off, and in the ⁇ N state, the pipe 761 connected to the pressurizing part of the third gas operated type
• the gas is pressurized by the gas pressure of the gas phase 4b of the fuel tank 4 by communicating with the pipe 73a as a "pressurizing path", and the third gas-actuated actuator 74 is turned on.
• the third gas-actuated factory 74 opens in the ON state and closes in the OFF state.
• the electromagnetic directional switching valve 77 is ON / OFF controlled by the DME fuel recovery control unit 10.
• the pipe 771 connected to the pressurizing section of the first gas-actuated actuator 71 communicates with the pipe 83 serving as a “pressure reducing path” to the atmospheric pressure.
• the first gas-operated actuator is depressurized, and the first gas-actuated actuator — evening 71 is turned off.
• the pipe 771 connected to the pressurizing section of 1 communicates with the pipe 73a as a “pressurizing path” and is pressurized by the gas phase pressure of the gas phase 4b of the fuel tank 4, and The actuated factory overnight 71 is turned on.
• the first gas-operated type actuator connects the feed pipe 5 and the inlet side of the oil reservoir 11 in the N state, and the feed pipe 5 and the aspirator It communicates with the entrance 7a.
• the electromagnetic directional switching valve 78 is ON / OFF controlled by the DME fuel recovery control unit 10.
• the pipe 781 connected to the pressurizing section of the second pneumatically operated factory 2 communicates with the pipe 83 as a "pressure reducing path".
• the pressure is released to the atmospheric pressure and the pressure is reduced, and the second gas-operated actuator 72 is turned off.
• the pipe 78 1 connected to the pressurizing section of the second gas-operated actuator 72 is turned off.
• the gas is communicated with the pipe 73a as a “pressurizing path” and pressurized by the gas phase pressure of the gas phase 4b of the fuel tank 4, so that the second gas-actuated actuator 72 is turned on.
• the second gas-actuated factory 72 opens when it is ON and closes when it is OFF.
• the operation of the DME fuel supply device 100 will be described with reference to the drawings, with respect to the stopped state of the diesel engine, the fuel filling state, the injection state, and the state of collecting the residual fuel in the non-injection state.
• 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 where the diesel engine is stopped.
• the electromagnetic directional control valves 76 to 78 are all controlled to the 0 FF state, and the first gas-operated actuator 71, the second gas-operated actuator 72, and the third gas-operated actuator 71 All nights 74 are in the OFF state.
• the feed pump 51 is also controlled to be in the OFF state.
• 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 where the DME fuel is charged from the fuel tank 4 to the feed pump 1.
• the electromagnetic directional switching valve 77 is controlled to be ON so that the first gas-operated actuator 71 1 is applied.
• the gas pressure of the gas phase 4 b is applied to the pressure section (symbol A;), and the first gas-operated actuator 7 1 is turned on, and the feed pipe 5 and the oil pump of the injection pump 1 are turned on. Room 11 is in communication.
• the DME fuel in the liquid phase 4a of the fuel tank 4 is pressure-fed to the injection pump 1 to fill the oil reservoir 11 with. Also, when the injection pump 1 is in the injection state and the diesel engine is in the operating state, the compressor 16 driven by the cam of the injection pump 1 is in the operating state, and the compressor 16 is in the cam chamber 12. The leaked DME fuel is sucked into the compressor 16 through the oil separator 13 and collected in the fuel tank 4.
• FIG. 4 is a schematic configuration diagram showing a first embodiment of the DME fuel supply device 100 according to the present invention.
• the gas phase of the gas phase 4 b is shown. It shows a state in which gas-phase replacement by pressure is performed.
• the solenoid-operated directional control valve 77 is controlled to 0 FF while the feed pump 51 is ON.
• the directional control valve 76 and the electromagnetic directional control valve 78 are ON-controlled.
• the electromagnetic directional control valve 77 is controlled to be OFF, the pressurizing section of the first gas actuated actuator 71 communicates with the pipe 83 and is released to the atmospheric pressure to reduce the pressure (reference D). ), The first gas-operated type actuator 71 is turned off, and the feed pipe 5 and the inlet 7a of the aspire 7 communicate with each other.
• the electromagnetic directional switching valve 78 when the electromagnetic directional switching valve 78 is controlled to be ON, the gas pressure of the gas phase 4b is pressurized in the pressurizing section of the second gas-actuated actuator 1 (reference B), The second gas-operated actuator — evening 72 is turned on, and the overflow fuel pipe 8 and the overflow fuel pipe 9 are in communication with the intake port 7 c of the gas turbine 7.
• the DME fuel delivered from the feed pump 51 is Instead of being sent to the moon pump 1, it is sent to the aspirator 7 and exits from the inlet 7a to the outlet 7b, returns to the fuel tank 4 via the cooler 41, and returns from the feed pump 51 to the aspirator 7 Sent out.
• the DME fuel liquid recirculates through the aspirator 7.
• the DME fuel remaining in the oil reservoir 11, the overflow fuel pipe 81, and the nozzle return pipe 6 is vaporized, and the flow of the DME fuel flowing through the inlet 7 a and the outlet 7 b causes the gas to flow.
• the drawn DME fuel is sucked from the suction port 7 c and collected in the fuel tank 4.
• the electromagnetic directional switching valve 76 when the electromagnetic directional switching valve 76 is controlled to be ON, the gas pressure of the gas phase 4b is applied to the pressurizing section of the third gas operated type actuator 74 (reference C). , The third gas-operated reactor 74 is turned on, and the gas-phase pressure delivery pipe 73 that connects the gas phase 4 b of the fuel tank 4 and the inlet side of the oil reservoir 11 is in communication. become.
• the communication between the gas phase 4 b and the oil reservoir 11 in the injection pump 1 allows the high pressure of the gas phase 4 b to cause the oil reservoir 11, the overflow fuel pipe 81, and the nozzle
• the liquid DME fuel remaining in the gas pipe 6 is pumped toward the suction port 7c of the gas pipe 7, that is, the remaining liquid DME fuel can be replaced with a gas phase. Further, the pressure is further compressed to a higher pressure by the constricted portion 75 in which the inner diameter of the gas-phase pressure delivery pipe 73 is partially narrowed, so that the gas can be fed at a higher pressure. Since the suction power of the aspire 7 is only enough to pull the vaporized DME fuel, the DME fuel in the liquid state is drawn using the pressure of the gas phase 4b. By pumping to c, the time required to recover the DME fuel remaining in the oil reservoir 11, the overflow fuel pipe 81, and the nozzle return pipe 6 can be greatly reduced.
• FIG. 5 is a schematic configuration diagram showing a first embodiment of the DME fuel supply device 100 according to the present invention.
• the residual fuel is retained by an exhaust pipe 7. This shows the state in which DME fuel is being recovered.
• the electromagnetic directional control valve 76 is turned off.
• the pressurizing portion of the third gas-operated type actuator 74 communicates with the pipe 83 to be released to the atmospheric pressure and is depressurized (symbol E).
• the third gas-actuated actuator is turned off 74, and the gas pressure delivery pipe 73 connecting the gas phase 4b of the fuel tank 4 and the inlet side of the oil reservoir 11 is closed. become.
• the third gas-actuated actuator 74 by closing only the third gas-actuated actuator 74 after the lapse of a predetermined time, communication with the high-pressure gas phase 4b is cut off, so that the oil reservoir 11 and the overflow fuel pipe 81, and the inside of the nozzle return pipe 6 can be made in a lower pressure state.
• the predetermined time is determined by the amount of DME fuel remaining in the oil reservoir 11, the overflow fuel pipe 81, and the nozzle return pipe 6, etc., and is set to an optimum time through experiments and the like. Is done.
• the “residual fuel recovery means” is combined with the gas-operated actuary 7 (the first gas-actuated actuary 7 1, the second gas-actuated actuator 7-
• 0 N / 0 FF control allows the gas-operated actuator to operate at the gas pressure of the fuel tank 4 to provide a small, low-power DME fuel supply device 1 0 0 Can be configured.
• FIG. 6 is a schematic configuration diagram showing a second embodiment of the DME fuel supply device according to the present invention.
• the pressure in the cam chamber 12 of the injection pump 1 is regulated. "Bypass means!” It is something.
• a bypass passage 61 is provided between the outlet of the oil separator 13 and the compressor 16 to directly communicate the outlet of the oil separator 13 with the compressor 16 by bypassing the check valve 14. ing. And, between the outlet side of the oil separator 13 and the check valve 14, there is a communication path for connecting the outlet of the oil separator 13 to the check valve 14, and the outlet side of the oil separator 13.
• a fourth gas-actuated factory 62 is provided for switching between the first and second communication paths that communicate with the bypass path 61. The fourth gas-actuated factory is configured with a communication path that connects the outlet side of the oil separator 13 to the check valve 14 in the OFF state, and the oil separator 13 in the ON state.
• a communication path is formed so that the outlet side of the air passage communicates with the bypass passage 61, that is, the bypass passage 61 is brought into a communication state.
• a cam chamber sensor 12 a as “cam chamber state detecting means” for detecting the viscosity of the lubricating oil in the cam chamber 12 is provided.
• the detected value of the viscosity of the lubricating oil detected by the cam chamber sensor 12a is sent to a bypass control unit 30 as "bypass control means".
• the bypass control unit 30 controls the electromagnetic directional switching valve 79 on / off based on the detection value of the cam chamber sensor 12a to thereby control the fourth gas-operated actuator. Turn ON / OFF.
• the cam chamber sensor 12a may be any detection sensor as long as the degree of mixing of the DME fuel into the lubricating oil can be identified, for example, a sensor that detects the density of the lubricating oil in the cam chamber 12 may be used. Alternatively, a sensor for detecting the pressure in the cam chamber 12 or a sensor for detecting the temperature in the cam chamber 12 may be used. May be a sensor that can detect the
• FIG. 5 is a schematic configuration diagram showing a second embodiment of the DME fuel supply device according to the present invention, and shows a state in which the check valve 14 is bypassed.
• the W path control unit 30 is configured to execute the operation when the detected value of the viscosity of the lubricating oil detected by the cam chamber sensor 12 a exceeds a predetermined allowable value, that is, when the oil: ⁇ ⁇ DME fuel leaked into the cam chamber 12 via the pump element 2 is mixed into the lubricating oil, and the viscosity of the lubricating oil drops below the specified viscosity due to the mixed DME fuel, and the lubricating performance is at an allowable value. If it drops to less than 1, the outlet side of the oil separator 13 is connected to the bypass passage 61.
• the electromagnetic directional control valve 79 When the electromagnetic directional control valve 79 is controlled to be turned on by the bypass control section 30, the gas pressure of the gas phase 4b is applied to the pipe 791 to the pressurizing section of the fourth gas-actuated actuator 62. And the fourth gas-operated work piece 62 is turned on, and the outlet side of the oil separator 13 communicates with the compressor 16 via the bypass passage 61 to check the valve. 14 is bypassed.
• the check valve 14 that regulates the pressure in the cam chamber 12 to atmospheric pressure or higher is bypassed in the cam chamber 12. In this state, the air is sucked by the compressor 16 and the pressure is reduced to the atmospheric pressure or less.
• the DME fuel mixed in the lubricating oil is promoted at once.
• the lubricating oil is separated from the vaporized DME fuel by the oil separator 13, sucked by the compressor 16, and collected in the fuel tank 4.
• the no-pass control unit 30 controls the electromagnetic directional switching valve 79 to OFF.
• the pressurizing section of the fourth gas-operated actuator 62 is released to the atmospheric pressure and brought into the ⁇ FF state (the state shown in FIG. 6).
• the outlet side of the oil separator 13 is connected to the check valve 14 side to shut off the bypass passage 61.
• the “bypass means” is constituted by the bypass passage 61, the fourth gas-operated type actuator 62, and the electromagnetic directional switching valve 79, and
• the ON / OFF control of the electromagnetic directional control valve 79 allows the fourth gas-operated actuator 62 to operate with the gas phase pressure of the fuel tank 4, resulting in a small and low power consumption.
• a DME fuel supply device 100 can be configured.
• FIG. 8 is a schematic configuration diagram showing a third embodiment of the DME fuel supply device according to the present invention.
• the DME fuel in the liquid phase part 4a of the fuel tank 4 is filtered by the filter 5a from the liquid fuel outlet 41 and then injected through the feed pipe 5 and the first gas-operated actuating pump 31.
• the oil is supplied to the 1 oil reservoir 11.
• the fuel tank 4 communicates with the oil reservoir 11 in the ON state during the injection state (during operation of the diesel engine).
• An injection pipe 3 is connected to the fuel delivery port of the injection pump element 2, and the high-pressure compressed DME fuel sent from the injection pump 1 is supplied to the fuel injection nozzle 3 via the injection pipe 3. It is pumped to 9.
• the DME fuel that has overflowed from the fuel injection nozzle 9 is returned to the feed pipe 5 via the nozzle return pipe 6 and is supplied again to the oil reservoir 11.
• the DME fuel supply device 100 is provided with a cooling medium supply pipe 17 branched from the feed pipe 5 as ⁇ oil reservoir fuel temperature control means '' for cooling the DME fuel in the oil reservoir 11 and cooling.
• a fuel vaporizer 18 for vaporizing DME fuel supplied as a cooling medium from the fuel tank 4 via a medium supply pipe 17; and a heat of vaporization of the DME fuel vaporized by the fuel vaporizer 18 The oil reservoir fuel cooler 1 1 1 that cools the DME fuel in the oil reservoir 11 by using the oil reservoir 1 1, the second gas-operated actuator 1 19 that opens and closes the cooling medium supply pipe 17,
• An oil reservoir temperature sensor 1 la for detecting the temperature of the DME fuel in the oil reservoir 11 is provided.
• the DME fuel supplied as a cooling medium from the fuel tank 4 is supplied to the fuel degasser 18 when the second gas-operated type reactor 19 is in the OFF state, and is vaporized.
• the ME fuel is supplied to the oil reservoir fuel cooler 11 using the heat of vaporization, and the DME fuel in the oil reservoir 11 is cooled by the heat of vaporization.
• 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 containing 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 out to the electric compressor 33 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 3, it is returned to the fuel tank 4.
• the DME fuel supply device 100 controls the temperature of the DME fuel in the fuel tank 4 as “means for controlling the temperature in the fuel tank”. It has a first return path and a second return path that can be switched by a gas-operated actuator 32.
• the DME fuel pressurized by the electric compressor 3 3 is cooled by the cooler 4 2 and returned to the fuel tank 4 when the third gas-operated type reactor 32 is off. (1st route).
• the third gas-operated type reactor 32 is ON, the gas is returned to the fuel tank 4 without passing through the cooler 142, that is, without being cooled (second return path).
• the check valve 43 prevents the DME fuel from flowing back to the cooler 42 from the second return path.
• the DME fuel in the fuel tank 4 is fed to the feed pipe 5 by a relative pressure difference between the DME fuel in the oil reservoir 11 and the DME fuel in the fuel tank 4 due to a temperature difference between the two. Pumped.
• the temperature difference between the DME fuel in the oil reservoir 11 and the DME fuel in the fuel tank 4 is determined by the above-mentioned “oil reservoir fuel temperature control means” and “fuel tank temperature control means”. Produced by being controlled by part 40.
• the DME fuel supply device 100 shown in the present embodiment does not include a pump for sending the DME fuel from the fuel tank 4 to the injection pump 1, and the oil storage chamber 1 1 Due to the pressure difference between the oil reservoir 11 and the fuel tank 4 caused by the temperature difference between the DME fuel in the tank and the DME fuel in the fuel tank 4,
• the DME fuel in the tank 4 is pumped to the injection pump 1.
• no overflow path is provided in the oil reservoir 11 and a portion of the DME fuel pressure-fed from the oil reservoir 11 to the fuel injection nozzle 9 via the injection pipe 3 by the injection pump element 2. Only supply.
• the DME fuel that overflows from the fuel injection nozzle 9 is returned to the feed pipe 5 via the nozzle return pipe 6 without returning to the fuel tank 4 as in the conventional case, and is returned to the oil reservoir 11 again. Supplied.
• the DME fuel supply device 100 controls the first gas-operated actuator 31, the second gas-operated actuator 19, and the third gas-operated actuator 33. It is equipped with three electromagnetic directional switching valves (electromagnetic directional switching valves 44 to 46).
• the electromagnetic directional control valves 44 to 46 are low power consumption solenoid valves. As described above, the electromagnetic directional switching valves 44 to 46 are approximately one-tenth of a general electromagnetic actuator used in a diesel engine fuel supply device. Operates on power.
• the solenoid-operated directional control valve 44 is connected to the pressurizing section of the third gas-actuated actuator 32 via a pipe 441, and the solenoid-operated directional control valve 45 is connected to the pipe 451.
• the solenoid-operated directional switching valve 46 is connected to the pressurizing section of the second gas-operated reactor 1'9 via a pipe 461, and the first gas-operated reactor is connected to the Evening 31 It is connected to the pressurizing section.
• a pipe 73 a as a “pressurizing path” communicating with the gas phase 4 b of the fuel tank 4 is connected to the electromagnetic directional switching valves 44 to 46.
• the electromagnetic directional switching valves 44 to 46 are connected to a pipe 83 as a “pressure reducing path” which is open to the atmospheric pressure.
• the electromagnetic directional control valve 4 4 is ON / OFF controlled by the DME fuel temperature control unit 4 ⁇ .
• the pipe 441 which is connected to the pressurizing section of the third gas-operated actuator 32, is connected to the pipe 83 as the "pressure reducing path". It is released to the atmospheric pressure and decompressed, and the third gas-operated actuator is turned off.
• the third gas-operated actuator is turned off.
• the pipe 441 connected to the pressurizing section 32 communicates with the pipe 73a as a “pressurizing path”, and is pressurized by the gas phase pressure of the gas phase 4b of the fuel tank 4, and the third gas-operated type Factory night 32 turns ON.
• the third gas-operated type actuator 32 communicates with the outlet of the electric compressor 33 and the cooler 42 in the ON state, and communicates with the outlet of the electric compressor 33 and the fuel tank 4 in the OFF state. Communicates with
• the electromagnetic direction switching valve 45 is ON / OFF controlled by the DME fuel temperature control unit 40.
• the pipe 451 connected to the pressurizing section of the second gas-operated actuator 19 communicates with the pipe 83 as a ⁇ depressurization path '' and the atmospheric pressure.
• the second gas-actuated actuator is turned off and the pipe 451 connected to the pressurizing section of the second gas-operated actuator is turned on.
• the gas is pressurized by the gas phase pressure of the gas phase 4b of the fuel tank 4 by communicating with the pipe 73a as a "pressure path", and the second gas-actuated actuator 19 is turned on.
• the second gas-actuated factory 19 is open in the OFF state and closed in the ON state.
• the electromagnetic direction switching valve 46 is ON / OFF controlled by the DME fuel recovery control unit 10.
• the pipe 461 connected to the pressurizing section of the first gas-operated type actuator 31 communicates with the pipe 83 as a "pressure reducing path" to the atmospheric pressure.
• the first gas actuated actuator — evening 31 is turned off, and in the on state, the pipe 461 connected to the pressurizing section of the first gas actuated actuating unit 31 is turned off.
• the gas is pressurized by the gas phase pressure of the gas phase 4b of the fuel tank 4 by communicating with the pipe 73a as a "pressurizing path", and the first gas-actuated actuator 31 is turned on.
• 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 where the DME fuel in the oil reservoir 11 is cooled.
• the second gas-actuated actuator 19 is opened and closed by the DME fuel temperature control unit 40 based on the temperature of the DME fuel in the oil reservoir 11 detected by the oil reservoir temperature sensor 11a. The state is controlled.
• the DME fuel temperature control unit 40 controls the solenoid-operated directional control valve 45 to ON / OFF control to open and close the second gas-actuated actuator 19, thereby turning on the supply of DME fuel to the oil sump fuel cooler 111. / OFF controlled.
• the electromagnetic directional control valve 45 is controlled to be ON, the second gas-operated type actuator 19 is closed, and DME fuel as a cooling medium is not supplied to the fuel carburetor 18.
• DME fuel in reservoir 11 is not cooled.
• the electromagnetic directional switching valve 45 is controlled to be OFF, the second gas-operated type actuator 19 is opened, and DME fuel as a cooling medium is supplied to the fuel carburetor 18.
• 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 in which the DME fuel sent from the electric compressor 33 is returned without being cooled by the cooler 42. It is shown.
• the opening and closing state of the third gas-actuated actuator 32 is controlled by the DME fuel temperature control unit 40 based on the temperature of the DME fuel in the fuel tank 4 detected by the fuel tank temperature sensor 4c. You.
• the DME fuel temperature control section 40 controls the electromagnetic directional switching valve 44 to 0 N / 0 FF, thereby controlling the ONZOFF state of the third gas-operated actuator 32.
• the electromagnetic directional control valve 44 is controlled to be ON, the third gas-operated actuator 32 is turned ON, and the return path of the DME fuel sent from the electric compressor 33 passes through the cooler 42.
• a second return path is configured to return directly to fuel tank 4 without any intervention ( Figure 9). Therefore, the hot DME fuel is returned to the fuel tank 4 and the fuel tank 4 ⁇ The temperature of the DME fuel inside rises.
• the electromagnetic directional control valve 44 when the electromagnetic directional control valve 44 is controlled to be turned off, the third gas-actuated actuator 32 is turned off, and the return path of the DME fuel sent from the electric compressor 33 is as shown in the figure.
• a first return path is configured to be cooled through the cooler 42 and then returned to the fuel tank 4 (FIG. 10). Therefore, the cooled low-temperature DME fuel is returned into the fuel tank 4, and the temperature of the DME fuel in the fuel tank 4 decreases.
• the DME fuel temperature control unit 40 controls the electromagnetic directional switching valve 44 to be ON / OFF, The temperature of the DME fuel returned to the fuel tank 4 can be adjusted, and thereby the temperature of the DME fuel in the fuel tank 4 can be controlled.
• 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 in which the remaining DME fuel is being recovered by “residual fuel recovery means”. is there.
• the cylinder After stopping the diesel engine, the cylinder is filled with the depleted DME fuel to prevent abnormal combustion such as noking that occurs when the diesel engine is restarted.
• the DME fuel filled in the pump 6 and the cooling medium supply pipe 17 is recovered in the fuel tank 4 by the “residual fuel recovery means”.
• the “residual fuel recovery means” is composed of a first air-operated type actuator 31 and an electric compressor 33.
• the DME fuel collection control unit 10 controls the DME fuel to be in the OFF state.
• the DME fuel recovery control unit 10 controls the solenoid-operated directional control valve 46 so that The dynamic actuator 31 is turned off, and the suction side of the electric compressor 33 communicates with the inlet side of the oil reservoir 11.
• the cooling medium supply pipe 17 is communicated with the second gas-actuated actuator 19 being off.
• the third gas-actuated actor 32 is in the OFF state, and the first return path is kept in communication.
• the DME fuel filled in the oil reservoir 11, the injection pipe 3, the nozzle return pipe 6, and the cooling medium supply pipe 17 is sucked by the electric compressor 33, which is ON-controlled, and sent out to the cooler 42. After being cooled by the cooler 1, it is returned to the fuel tank 4.
• the cooling medium supply pipe 17 branched from the feed pipe 5 and the DME fuel supplied as the cooling medium from the fuel tank 4 through the cooling medium supply pipe 1 A fuel tank for cooling the DME fuel in the oil storage chamber 11 by using the cooling heat of the DME fuel which has been cooled by the fuel vaporizer 18 A cooler 111, a second gas-operated actuator 19 for opening and closing the cooling medium supply pipe 17, an oil reservoir temperature sensor 11a for detecting the temperature of the DME fuel in the oil reservoir 11
• the DME fuel temperature control unit 40 controls the ON / OFF state of the electromagnetic directional switching valve 45 to control the second gas-operated actuator by the gas phase pressure of the fuel tank 4.
• the DME fuel temperature control unit 40 controls the electromagnetic directional control valve 44 to control the electromagnetic directional control valve 44 so that the gaseous pressure in the fuel tank 4 allows the third gas-operated actuator to operate. Configuration to operate 32 By doing so, a small and low power consumption DME fuel supply device 100 can be configured.
• the “residual fuel recovery means” is composed of the electric compressor 33, the first gas-operated actuating unit 31 and the electromagnetic directional switching valve 46, and the DME fuel recovery control unit 10 By controlling ON / OFF of the electromagnetic directional switching valve 46, the first gas-actuated actuator 31 is operated at the gas phase pressure of the fuel tank 4 to reduce the size and power consumption.
• a simple DME fuel supply device 100 can be configured.
• the embodiment of the present invention can be implemented in such an embodiment, and the operation and effect of the present invention can be obtained.
• the fuel supply apparatus which supplies fuel to the diesel engine which used the fuel of the alternative fuel of light oil represented by DME as a small size and low power consumption.

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• Engineering & Computer Science (AREA)
• Chemical & Material Sciences (AREA)
• Combustion & Propulsion (AREA)
• Mechanical Engineering (AREA)
• General Engineering & Computer Science (AREA)
• Chemical Kinetics & Catalysis (AREA)
• General Chemical & Material Sciences (AREA)
• Oil, Petroleum & Natural Gas (AREA)
• Output Control And Ontrol Of Special Type Engine (AREA)
• Combined Controls Of Internal Combustion Engines (AREA)
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Citations (6)

• 2002
  • 2002-10-01 JP JP2002288450A patent/JP3868879B2/ja not_active Expired - Fee Related
• 2003
  • 2003-09-29 WO PCT/JP2003/012400 patent/WO2004031568A1/ja not_active Ceased
  • 2003-09-29 AU AU2003266672A patent/AU2003266672A1/en not_active Abandoned

Patent Citations (6)

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