JPS606058A - Fuel feed device for liquefied petroleum gas - Google Patents
Fuel feed device for liquefied petroleum gasInfo
- Publication number
- JPS606058A JPS606058A JP58112752A JP11275283A JPS606058A JP S606058 A JPS606058 A JP S606058A JP 58112752 A JP58112752 A JP 58112752A JP 11275283 A JP11275283 A JP 11275283A JP S606058 A JPS606058 A JP S606058A
- Authority
- JP
- Japan
- Prior art keywords
- fuel
- petroleum gas
- liquefied petroleum
- fuel injection
- injection valve
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Granted
Links
Classifications
-
- 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
- F02D19/02—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
- F02D19/023—Control of components of the fuel supply system to adjust the fuel mass or volume flow
- F02D19/024—Control of components of the fuel supply system to adjust the fuel mass or volume flow by controlling fuel injectors
-
- 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
- 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
- F02M21/0248—Injectors
- F02M21/0278—Port fuel injectors for single or multipoint injection into the air intake system
-
- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/10—Internal combustion engine [ICE] based vehicles
- Y02T10/30—Use of alternative fuels, e.g. biofuels
Landscapes
- Engineering & Computer Science (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Mechanical Engineering (AREA)
- General Engineering & Computer Science (AREA)
- Chemical Kinetics & Catalysis (AREA)
- General Chemical & Material Sciences (AREA)
- Oil, Petroleum & Natural Gas (AREA)
- Output Control And Ontrol Of Special Type Engine (AREA)
Abstract
Description
【発明の詳細な説明】
〔発明の利用分野〕
本発明は内燃機関へ混合気を送る液化石油ガス用燃旧供
給装置に、係シ、特に、絞り弁上流に設置する液化石油
ガス用燃料供給装置に関するものである。[Detailed Description of the Invention] [Field of Application of the Invention] The present invention relates to a fuel supply device for liquefied petroleum gas that sends a mixture to an internal combustion engine, in particular, a fuel supply system for liquefied petroleum gas installed upstream of a throttle valve. It is related to the device.
自動車エンジン用燃料としてガソリンを用いた燃料噴射
装置の場合は、燃料タンク内の燃料圧力は略大気圧著な
っているので、燃料ポンプで加圧して燃料噴射弁に供給
している。このときの燃料圧力を一定に保つだめに燃圧
レギュレータを用いて燃料噴射弁前後の差圧を一定とし
、従来はスロットルバルブ下流に噴射させる方式が採用
されている。In the case of a fuel injection device that uses gasoline as fuel for an automobile engine, the fuel pressure in the fuel tank is substantially atmospheric pressure, so the fuel is pressurized by a fuel pump and supplied to the fuel injection valve. In order to keep the fuel pressure constant at this time, a fuel pressure regulator is used to keep the differential pressure before and after the fuel injection valve constant, and conventionally a method has been adopted in which the fuel is injected downstream of the throttle valve.
しかるに液化石油ガス（以後Ｌ Ｐ Ｇと記す）燃料は
、版元される季節や地域により燃料組成が異なシ、この
燃料組成の差や季節的な温度差によって燃料蒸気圧が最
大Ｏ〜２０に９／；ザｄ程度まで変化する。この問題を
解決するために燃料圧力が低圧時のみ燃料ポンプを用い
て加圧して所定値とするようにしても、その燃料圧力は
５〜２０Ｋｇ／７１７７１” Ｇの間で大きく変動する
。更に、スロットルバルブ下流噴射の場合には燃料噴射
弁下流圧が急激に、かつ、頻繁に変動するため、両者の
変動を規制することは非常に困難である。このような理
由でスロットルバルブ下流に噴射する方式は実用すると
とがむづかしい。However, liquefied petroleum gas (hereinafter referred to as LPG) fuel has a different fuel composition depending on the season and region in which it is published, and due to the difference in fuel composition and seasonal temperature differences, the fuel vapor pressure can reach a maximum of 0 to 20. 9/; Changes to about d. In order to solve this problem, even if the fuel pressure is increased to a predetermined value using a fuel pump only when the pressure is low, the fuel pressure will fluctuate widely between 5 and 20 kg/71771"G.Furthermore, In the case of throttle valve downstream injection, the pressure downstream of the fuel injection valve fluctuates rapidly and frequently, so it is extremely difficult to control both fluctuations.For this reason, injection downstream of the throttle valve is performed. The method is difficult to put into practical use.
ソコで、スロットルチャンバーのスロットルバルブ上流
に燃料噴射弁を設けてＬＰ（１燃料を噴射させる方式は
従来よシ検討され、本願出願人は先に実願昭５７−１３
８９５４号として出願ずみである。これは燃料噴射弁の
上流燃料圧を４・ｉＨ知し、基率燃料圧との比をめて燃
料噴射弁の開弁時間を補正するようにしたものである。The method of injecting LP (1 fuel) by installing a fuel injector upstream of the throttle valve in the throttle chamber has been considered in the past, and the applicant of the present application previously proposed
It has been filed as No. 8954. This system detects the upstream fuel pressure of the fuel injection valve by 4·iH, and corrects the opening time of the fuel injection valve by adjusting the ratio with the base fuel pressure.
しかし、ＬＰＧ燃料を直接スロットルバルブの上流に噴
出させると、ＬＰＧの気化熱によって吸入空気やスロッ
トルチャンノー′−が冷却し、吸入空気中の水蒸気がス
ロットルバルブやスロットルシャフトに氷結する。その
結果として空気量制御の不安定やスロットルバルブの作
動不良を引起す恐れがある。However, when LPG fuel is injected directly upstream of the throttle valve, the heat of vaporization of the LPG cools the intake air and the throttle channel, and water vapor in the intake air freezes on the throttle valve and throttle shaft. As a result, there is a risk of unstable air flow control and malfunction of the throttle valve.
また、上記の問題点を解決するためにスロットルチャン
バーに温水等を導いてこれを加熱する方式は、燃料噴射
弁の取付は位置やスロットルチャンバー本体の設計上の
制約が多く、設計しにくいという問題点を生じていた。Additionally, in order to solve the above problems, the method of introducing hot water etc. into the throttle chamber and heating it has the problem that the mounting of the fuel injector is difficult to design because there are many restrictions on the position and design of the throttle chamber body. It was causing a point.
本発明は上記従来技術の欠点をブＷ消し、比較的簡単で
設計上の自由度が高く、正確な制御供給を可能とするＬ
Ｉ’Ｇ用燃料供給！！￥置を装供することを目的とする
。The present invention eliminates the drawbacks of the above-mentioned prior art, and provides a system that is relatively simple, has a high degree of freedom in design, and enables accurate control supply.
Fuel supply for I'G! ! The purpose is to provide equipment.
本発明の特徴とするところは、スロットルチャンバとは
別体に形成した気化装置に燃料噴射弁を取り付け、この
燃料噴射弁より液状で噴射させたイ化石油ガスを気化装
置で気化させてスロットルチャンバへ供給するごとく構
成したことにある。The present invention is characterized in that a fuel injection valve is attached to a vaporization device formed separately from the throttle chamber, and the fuel injection valve injects liquefied petroleum gas, which is vaporized by the vaporization device, to the throttle chamber. The reason is that it is configured so that it can be supplied to.
第１図は本発明の一実施例であるＬＰ（１用燃料供給装
置の系統図である。エンジン本体１には吸気管２が接続
され、スロットルチャンバ３よりの燃料と空気の混合気
は吸気管２を通ってエンジン本体１に供給される。スロ
ットルチャンバ３には混合気の供給量を制御するスロッ
トルバルブ４が設けられ、その上流側に燃料噴口５が設
けられている。FIG. 1 is a system diagram of a fuel supply system for LP (1) which is an embodiment of the present invention. An intake pipe 2 is connected to the engine body 1, and a mixture of fuel and air from a throttle chamber 3 is supplied to the intake air. The fuel is supplied to the engine body 1 through a pipe 2. The throttle chamber 3 is provided with a throttle valve 4 for controlling the amount of air-fuel mixture supplied, and a fuel injection port 5 is provided on the upstream side of the throttle valve 4.
燃料供給系は、燃料ボンベ６、燃料ポンプ７、燃料溜８
、電磁弁９１、燃料噴射弁１０、気化装置１１が順次連
結され、この気化装置、ｔｌは、前記スロットルチャン
バ３の燃料噴口５に連通している。また、上記吸気管２
には吸入負圧を電気的に検出する吸入負圧センサ１２が
設けられ、エンジン回転数を検出する回転センサ１３け
エンジン本体１内に設けられている。The fuel supply system includes a fuel cylinder 6, a fuel pump 7, and a fuel reservoir 8.
, an electromagnetic valve 91, a fuel injection valve 10, and a carburetor 11 are connected in this order, and the carburetor tl communicates with the fuel nozzle 5 of the throttle chamber 3. In addition, the intake pipe 2
is provided with an intake negative pressure sensor 12 that electrically detects intake negative pressure, and a rotation sensor 13 that detects the engine rotation speed is provided within the engine body 1.
更に上記燃料溜８には燃料の圧力を検出して電気信号と
して出力する圧力変換器１４と、燃料温度を検出して電
気信号として出力するザーミスタ等よりなる温度センサ
１５とが投信されている。Furthermore, a pressure transducer 14 that detects the fuel pressure and outputs it as an electric signal, and a temperature sensor 15 made of a thermistor or the like that detects the fuel temperature and outputs it as an electric signal are installed in the fuel reservoir 8.
これらの圧力変圧器１４、温度センサ１５よりの出力信
号は上記吸入負圧センサ１２、回転センサ１３よシの出
力信号と共に電子的制御装置１６のＡ／Ｄ変換器１７に
入力され、中央処理装置ＣＰＵ１８に送られて演算処理
される。このＣＰＵ１８の出力信号は燃料噴射弁１０の
駆動回路１９を作動させてその開弁時間を制御すると共
に、燃料ポンプ７に出力して燃料圧を制御している。な
お、上記Ａ／Ｄ変換器１７、ＣＰＵ１８及び駆動回路１
９はまとめられて電子的制御装置１６を構成している。The output signals from the pressure transformer 14 and the temperature sensor 15 are input to the A/D converter 17 of the electronic control unit 16 together with the output signals from the suction negative pressure sensor 12 and the rotation sensor 13, and the central processing unit The data is sent to the CPU 18 and subjected to arithmetic processing. This output signal from the CPU 18 operates the drive circuit 19 of the fuel injection valve 10 to control its valve opening time, and is also output to the fuel pump 7 to control the fuel pressure. Note that the A/D converter 17, CPU 18, and drive circuit 1
9 collectively constitute an electronic control device 16.
第２図は第１図の気化装置の断面拡大図である。FIG. 2 is an enlarged cross-sectional view of the vaporizer shown in FIG. 1.
燃料噴射弁１０の噴口より出た霧状のＬＰＧは、温水通
路２２を通るエンジン冷却水等で加温された気化室２１
に入って気化し、出口配管２３を通シ燃料噴口５よシス
四ツトルチャンバ３内に噴出する。なお、気化室２１の
底にはＬ Ｐ （］中のタール分等を排出でき】、ドレ
ンコック２４が設けられている。Atomized LPG emitted from the nozzle of the fuel injection valve 10 is passed through a hot water passage 22 into a vaporization chamber 21 heated by engine cooling water or the like.
The fuel enters the fuel tank, vaporizes, passes through the outlet pipe 23, and is ejected into the four-cylinder chamber 3 through the fuel nozzle 5. Incidentally, a drain cock 24 is provided at the bottom of the vaporization chamber 21 to discharge tar and the like contained in L P ( ).
このように構成されたＬ Ｐ Ｇ燃゛料供給装置の作動
を次に説明する。燃茫１ボンベ６中のＬＰＧは液相の状
態で燃料、ボングアによって燃料噴射弁１０に迄圧送さ
れるが、エンジン停止時は電磁弁９で止められている。The operation of the LPG fuel supply system configured as described above will now be described. The LPG in the fuel cylinder 6 is in a liquid phase and is forced to the fuel injection valve 10 by the fuel bongua, but it is stopped by the solenoid valve 9 when the engine is stopped.
燃料溜８では燃料ポンプ７で加圧された後の燃圧が圧力
変換器１４で、温度は温度七ンザ１５で計ｄ（１］され
、電気信列として電子的制御装置１６に送られる。また
、上記吸入負圧センサ１２で吸入負圧が得られ、上記回
転数センサ１３でエンジン回転数が検出されて′ｍ子的
制御装ｆｆｆＪｉ６に入力されているので、まず、燃料
噴射弁１００基本開弁時間Ｔ６が演１γされる。In the fuel reservoir 8, the fuel pressure after being pressurized by the fuel pump 7 is measured by a pressure transducer 14, and the temperature is measured by a temperature sensor 15 (d(1)), and sent as an electric signal train to an electronic control device 16. Since the suction negative pressure is obtained by the suction negative pressure sensor 12, and the engine rotation speed is detected by the rotation speed sensor 13 and inputted to the secondary control device fffJi6, first, the fuel injection valve 100 is basically opened. The valve time T6 is expressed as 1γ.
次に、燃圧と燃料温度の信号からＣＰＵ１８において燃
料組成がめられ、この組成と温度より比重量補正係数α
が、また、燃料組成から燃料組成補正係数βが、更に燃
圧から圧力補正係数γが算出される。これら３種類の補
正係数α、β、ｒを上記基本開弁時間Ｔ、に乗すること
によシ燃料噴射弁１０の開弁時間が算出される。この開
弁時間の出力信号は駆動回路１９を作動させて燃料噴射
弁１０を開弁させる。斯くして吸入空気量に見合うＬＰ
Ｇ燃料が気化装置１１の気化室２１に噴射される。Next, the CPU 18 determines the fuel composition from the fuel pressure and fuel temperature signals, and from this composition and temperature, the specific weight correction coefficient α
However, a fuel composition correction coefficient β is calculated from the fuel composition, and a pressure correction coefficient γ is calculated from the fuel pressure. The valve opening time of the fuel injection valve 10 is calculated by multiplying the basic valve opening time T by these three types of correction coefficients α, β, and r. This valve opening time output signal operates the drive circuit 19 to open the fuel injection valve 10. In this way, the LP that matches the amount of intake air
G fuel is injected into the vaporization chamber 21 of the vaporization device 11.
燃料噴射弁１０から液状で噴射されたＬＰＧ燃料は気化
器２１内で気化するが、その気化熱は温水通路２２を循
環する温水から与えられる。仁こで気化したＬＰ（３ガ
スは燃料噴口５からスロットルチャンバ３内に供給され
、吸入空気と混合して吸気管２よりエンジン本体１に吸
入される。The LPG fuel injected in liquid form from the fuel injection valve 10 is vaporized in the vaporizer 21, and the heat of vaporization is given from the hot water circulating in the hot water passage 22. The LP (3 gas) vaporized by the engine is supplied from the fuel nozzle 5 into the throttle chamber 3, mixed with intake air, and sucked into the engine body 1 through the intake pipe 2.
一般にＬＰＧ燃料燃料温入している油等の不揮発成分が
酸化してスロットルチャンバ３の通路やスロットルシャ
フト等に伺着すると、作動不良や流量制御を混乱させる
ので対策が必要である。本実施例の場合はスロットルチ
ャンバ３の上流側の気化装置工１内でこれらのタール分
は分離合れるので、その心配は生じない。また、完全に
気化されたＬＰＧガスがスロットルチャンバ３内に供給
されるのでスロットルバルブ４付近が低温となって動作
不良を生じることもない。更に、供給燃料はスロットル
バルブ３の上流に供給しているので、エンジンの吸入負
圧等の影響は及ばず、正確な燃料量を分配性良く供給す
ることが可能となる。In general, if non-volatile components such as oil heated in LPG fuel become oxidized and reach the passage of the throttle chamber 3, throttle shaft, etc., it will cause malfunction and disrupt flow control, so countermeasures are required. In the case of this embodiment, these tars are separated in the vaporizer 1 on the upstream side of the throttle chamber 3, so there is no need to worry about this. Further, since completely vaporized LPG gas is supplied into the throttle chamber 3, the vicinity of the throttle valve 4 does not become low temperature and malfunction occurs. Furthermore, since the supplied fuel is supplied upstream of the throttle valve 3, it is not affected by the engine's suction negative pressure, etc., and it is possible to supply an accurate amount of fuel with good distribution.
本実施例のＬＰＧ用燃料供給装置は、ＬＰＧ液の温度と
圧力を計測して運転状態に適応した燃料量を燃料噴射弁
よｐ噴出させ、これを気化装置で気化してスロットルチ
ャンバの絞シ弁上流に噴出させているので、燃料中のク
ール分はスロットルチャンバに持ち込まれることなく、
また、スロットルバルブ付近を低温化することなく、更
に吸入負圧に影響されることもなく、好適な燃料路を分
配性良く供給できるし、気化装置はスロットルチャンバ
とは別にガっているので、設泪上のｆｉｉｌ約が少ない
等の効果をもっている。The LPG fuel supply system of this embodiment measures the temperature and pressure of the LPG liquid, injects a fuel amount appropriate to the operating conditions from the fuel injection valve, vaporizes it in the vaporizer, and controls the throttle chamber. Since it is injected upstream of the valve, the cool content of the fuel is not carried into the throttle chamber.
In addition, it is possible to supply a suitable fuel path with good distribution without lowering the temperature around the throttle valve or being affected by negative intake pressure, and since the carburetor is separate from the throttle chamber, This has the effect of reducing the number of complaints during construction.
本発明のＬ Ｐ Ｇ用燃料供給装Ｍ（ｄ １スロツトル
チヤンバ外に設けた気化装置で泪ダ″・気化したＬＰＧ
を供給するようにしているので、設計上の制約を′ける
ことが少なく正確な燃料供給を可能にするという効果が
得られる。LPG fuel supply system M of the present invention (d1) LPG vaporized by a vaporizer installed outside the
Since the fuel is supplied, there are fewer design restrictions and the effect is that accurate fuel supply is possible.
第１図は本発明の一実施例であるＬＰＧ用燃料供給装置
の系統図、第２図は第１図の気化装置の断面拡大図であ
る。
１・・・エンジン本体、２・・・吸気管、３・・・スロ
ットルチャンバ、４・・・スロットルバルブ、訃・・燃
料噴口、６・・・燃料ボンベ、７・・・燃料ポンプ、８
・・・燃料溜、９・・・電磁弁、１０・・・燃料１Ｉｊ
Ｉ射弁、１１・・・気化装置、１２・・・吸入負圧セン
サ、１３・・・回転七ンリへ １４・・・圧力変換器、
１５・・・温度センサ、１６・・・電子的制御装置、１
７・・・Ａ／Ｄ変換器、１８・・・ＣＰＵ。FIG. 1 is a system diagram of an LPG fuel supply system according to an embodiment of the present invention, and FIG. 2 is an enlarged sectional view of the vaporizer shown in FIG. 1. DESCRIPTION OF SYMBOLS 1... Engine body, 2... Intake pipe, 3... Throttle chamber, 4... Throttle valve, End... Fuel injection port, 6... Fuel cylinder, 7... Fuel pump, 8
...Fuel reservoir, 9...Solenoid valve, 10...Fuel 1Ij
I injection valve, 11... Vaporization device, 12... Suction negative pressure sensor, 13... To the rotating shaft 14... Pressure transducer,
15...Temperature sensor, 16...Electronic control device, 1
7...A/D converter, 18...CPU.
Claims (1)
る液化石油ガス搦゛を制御する液化石油ガス用燃料供給
装置において、スロットルチャンバとは別体に形成した
気化装置に上記燃料噴射弁を取ｐ付け、この燃料噴射弁
よシ液状で噴射させた液化石油ガスを上記気化装置で気
化させて上記スロットルチャンバへ供給するごとく構成
したことを特徴とする液化石油ガス用燃料供給装置。 ２、」口開気化装置が、エンジン冷却水によって加温さ
れると共に、上記液化石油ガスより分離したタール分ζ
を取り出すドレンコックを設けた装す６″である特許請
求の範囲第１項記載の液化石油ガス用燃料供給装置。[Claims] J. In a liquefied petroleum gas fuel supply device that controls the rate of liquefied petroleum gas supplied to an engine by adjusting the opening time of a fuel injection valve, there is provided a vaporizer formed separately from a throttle chamber. The liquefied petroleum gas is characterized in that the fuel injection valve is attached to a device, and the liquefied petroleum gas injected in liquid form through the fuel injection valve is vaporized by the vaporization device and supplied to the throttle chamber. fuel supply device. 2. The open-mouth vaporizer is heated by engine cooling water, and the tar component ζ separated from the liquefied petroleum gas is heated by the engine cooling water.
2. The fuel supply device for liquefied petroleum gas according to claim 1, which is a 6" type equipped with a drain cock for taking out the liquefied petroleum gas.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP58112752A JPS606058A (en) | 1983-06-24 | 1983-06-24 | Fuel feed device for liquefied petroleum gas |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP58112752A JPS606058A (en) | 1983-06-24 | 1983-06-24 | Fuel feed device for liquefied petroleum gas |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| JPS606058A true JPS606058A (en) | 1985-01-12 |
| JPH0223704B2 JPH0223704B2 (en) | 1990-05-25 |
Family
ID=14594660
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP58112752A Granted JPS606058A (en) | 1983-06-24 | 1983-06-24 | Fuel feed device for liquefied petroleum gas |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JPS606058A (en) |
Cited By (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| WO1993017235A1 (en) * | 1992-02-21 | 1993-09-02 | Pas, Inc. | Fuel injection apparatus for vehicles |
| US5542398A (en) * | 1995-04-26 | 1996-08-06 | Marcon; Robert V. | LPG fuel tank, and fuel supply system, for engines |
| JP2011247190A (en) * | 2010-05-27 | 2011-12-08 | Nippon Soken Inc | Fuel vapor supply device |
Citations (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS5786551A (en) * | 1980-11-19 | 1982-05-29 | Automob Antipollut & Saf Res Center | Fuel feeder for liquidified gas |
-
1983
- 1983-06-24 JP JP58112752A patent/JPS606058A/en active Granted
Patent Citations (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS5786551A (en) * | 1980-11-19 | 1982-05-29 | Automob Antipollut & Saf Res Center | Fuel feeder for liquidified gas |
Cited By (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| WO1993017235A1 (en) * | 1992-02-21 | 1993-09-02 | Pas, Inc. | Fuel injection apparatus for vehicles |
| US5542398A (en) * | 1995-04-26 | 1996-08-06 | Marcon; Robert V. | LPG fuel tank, and fuel supply system, for engines |
| JP2011247190A (en) * | 2010-05-27 | 2011-12-08 | Nippon Soken Inc | Fuel vapor supply device |
Also Published As
| Publication number | Publication date |
|---|---|
| JPH0223704B2 (en) | 1990-05-25 |
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