JPS62170759A - Regulator for gaseous fuel engine - Google Patents
Regulator for gaseous fuel engineInfo
- Publication number
- JPS62170759A JPS62170759A JP1107286A JP1107286A JPS62170759A JP S62170759 A JPS62170759 A JP S62170759A JP 1107286 A JP1107286 A JP 1107286A JP 1107286 A JP1107286 A JP 1107286A JP S62170759 A JPS62170759 A JP S62170759A
- Authority
- JP
- Japan
- Prior art keywords
- regulator
- fuel
- gas
- high pressure
- engine
- 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.)
- Pending
Links
- 239000000446 fuel Substances 0.000 title claims abstract description 35
- 239000007789 gas Substances 0.000 claims abstract description 50
- 239000002737 fuel gas Substances 0.000 claims abstract description 16
- 238000011144 upstream manufacturing Methods 0.000 claims abstract description 9
- 230000006837 decompression Effects 0.000 claims description 8
- 238000007710 freezing Methods 0.000 abstract description 6
- 230000008014 freezing Effects 0.000 abstract description 6
- VNWKTOKETHGBQD-UHFFFAOYSA-N methane Chemical compound C VNWKTOKETHGBQD-UHFFFAOYSA-N 0.000 description 16
- 238000010438 heat treatment Methods 0.000 description 11
- 238000001816 cooling Methods 0.000 description 10
- 230000003197 catalytic effect Effects 0.000 description 7
- 239000003345 natural gas Substances 0.000 description 7
- 239000012530 fluid Substances 0.000 description 6
- ATUOYWHBWRKTHZ-UHFFFAOYSA-N Propane Chemical compound CCC ATUOYWHBWRKTHZ-UHFFFAOYSA-N 0.000 description 4
- 238000009833 condensation Methods 0.000 description 4
- 230000005494 condensation Effects 0.000 description 4
- 239000007788 liquid Substances 0.000 description 3
- 238000009835 boiling Methods 0.000 description 2
- 239000001273 butane Substances 0.000 description 2
- 239000000498 cooling water Substances 0.000 description 2
- 238000010586 diagram Methods 0.000 description 2
- 230000000694 effects Effects 0.000 description 2
- 238000001704 evaporation Methods 0.000 description 2
- 230000008020 evaporation Effects 0.000 description 2
- 239000003915 liquefied petroleum gas Substances 0.000 description 2
- 239000000203 mixture Substances 0.000 description 2
- IJDNQMDRQITEOD-UHFFFAOYSA-N n-butane Chemical compound CCCC IJDNQMDRQITEOD-UHFFFAOYSA-N 0.000 description 2
- OFBQJSOFQDEBGM-UHFFFAOYSA-N n-pentane Natural products CCCCC OFBQJSOFQDEBGM-UHFFFAOYSA-N 0.000 description 2
- 239000001294 propane Substances 0.000 description 2
- 210000003437 trachea Anatomy 0.000 description 2
- RYGMFSIKBFXOCR-UHFFFAOYSA-N Copper Chemical compound [Cu] RYGMFSIKBFXOCR-UHFFFAOYSA-N 0.000 description 1
- 229910000831 Steel Inorganic materials 0.000 description 1
- 230000005856 abnormality Effects 0.000 description 1
- 230000008602 contraction Effects 0.000 description 1
- 229910052802 copper Inorganic materials 0.000 description 1
- 239000010949 copper Substances 0.000 description 1
- 230000007423 decrease Effects 0.000 description 1
- 238000006073 displacement reaction Methods 0.000 description 1
- 230000008018 melting Effects 0.000 description 1
- 238000002844 melting Methods 0.000 description 1
- 238000000034 method Methods 0.000 description 1
- 239000003209 petroleum derivative Substances 0.000 description 1
- 238000007789 sealing Methods 0.000 description 1
- 239000010959 steel Substances 0.000 description 1
- 239000012808 vapor phase Substances 0.000 description 1
- 238000009834 vaporization Methods 0.000 description 1
- 230000008016 vaporization Effects 0.000 description 1
- XLYOFNOQVPJJNP-UHFFFAOYSA-N water Substances O XLYOFNOQVPJJNP-UHFFFAOYSA-N 0.000 description 1
Landscapes
- Output Control And Ontrol Of Special Type Engine (AREA)
Abstract
Description
【発明の詳細な説明】
産業上の利用分野
本発明は、圧縮天然ガス（ＣＮＧ）等の高圧ガスを所定
圧力に減圧するガス燃料エンジン用レギュレータに関す
る。DETAILED DESCRIPTION OF THE INVENTION Field of the Invention The present invention relates to a regulator for a gas-fueled engine that reduces the pressure of high-pressure gas such as compressed natural gas (CNG) to a predetermined pressure.
従来の技術
近年、石油に対する代替エネルギー源として天然ガスが
見直され、これを自動車用燃料として活用しようという
動きが特に天然ガス産出国で活発化している。天然ガス
は沸点の低いメタンを主成分としており、この点が比較
的沸点の高いプロパン、ブタン等を主成分とする石油ガ
スとの主な相違点である。そのため、天然ガスを自動車
用燃料とする場合には、従来から自動車用燃料として一
部で使用されているＬＰＧ（液化石油ガス）のように常
温下で液体貯蔵することが困難であり、圧縮天然ガス（
Ｃｏｍｐｒｅｓｓｅｄ Ｎａｔｕｒａｌ Ｇａｓ：略し
てＣＮＧともいう）として貯蔵して用いるのが一般的で
ある。BACKGROUND OF THE INVENTION In recent years, natural gas has been reconsidered as an alternative energy source to oil, and the movement to utilize it as a fuel for automobiles has become active, especially in natural gas producing countries. Natural gas has methane as its main component, which has a low boiling point, and this is the main difference from petroleum gas, which has relatively high boiling points, such as propane and butane, as its main components. Therefore, when natural gas is used as an automobile fuel, it is difficult to store it as a liquid at room temperature like LPG (liquefied petroleum gas), which has traditionally been used in some automobile fuels, and compressed natural gas gas(
It is generally stored and used as compressed natural gas (also referred to as CNG for short).
ＣＮＧを燃料とする車両では、通常、ボンベ内に高圧力
で封入されるＣＮＧをレギュレータ又はガバナにより減
圧し、ベンチュリ等を用いて構成される混合器により空
気と混合してエンジンに供給するようにしている。実用
的なレギュレータ又はガバナとしては、減圧室内の気圧
に応動するダイアフラムにバルブを連動させ、ボンベに
接続される高圧側ガス通路から減圧室へのガスの放出を
制御するタイプのものを挙げることができ、これを２段
階乃至はそれ以上の複数段階組合わせるがあるいは当該
段階数の部分から一体的に構成し、ボンベ内の例えば封
入時に２００に９／ｃｍ２のＣＮＧを例えば大気圧まで
減圧するようにしている。In vehicles that use CNG as fuel, CNG is normally sealed in a cylinder at high pressure, is depressurized by a regulator or governor, and mixed with air by a mixer using a venturi or the like before being supplied to the engine. ing. Practical regulators or governors include those that control the release of gas from the high-pressure side gas passage connected to the cylinder to the decompression chamber by interlocking a valve with a diaphragm that responds to the atmospheric pressure in the decompression chamber. This can be done by combining two or more stages, or by integrally constructing the parts of the number of stages, so that, for example, CNG of 200 to 9/cm2 in a cylinder is depressurized to, for example, atmospheric pressure at the time of sealing. I have to.
（例：特開昭５９−１６５８５２号）
発明が解決しようと−４る問題点
しかしながら、この減圧時に前記高圧側ガス通路から減
圧室へガス燃料が放出される際の断熱膨張により高圧側
ガス通路の開放端近傍区域が冷却され、当該区域、特に
高圧側ガス通路内で、燃料ガス中に混在するプロパン、
ブタン、あるいは水等の比較的融点の高い成分が凍結し
て、これによる実質的な通路径の狭小化に起因してガス
燃料の流れが悪くなり、エンジン性能が低下してしまう
ことがあった。(Example: Japanese Unexamined Patent Publication No. 59-165852) Problems that the invention seeks to solve However, during this pressure reduction, the high pressure side gas passage is damaged due to adiabatic expansion when the gas fuel is released from the high pressure side gas passage to the decompression chamber. The area near the open end of the fuel gas is cooled, and in this area, especially in the high pressure side gas passage, propane mixed in the fuel gas,
Components with relatively high melting points, such as butane or water, freeze and this effectively narrows the passage diameter, which impedes the flow of gas fuel and reduces engine performance. .
この高圧側ガス通路内での燃料ガス混在成分の凍結を防
止するために、例えばエンジンの作動により加熱された
エンジン冷却水を利用して高圧側ガス通路の周囲を加温
するようにしたレギュレータが提案されている。ところ
が、高圧燃料ガス配管を可及的に短くするために、通常
、車両の後部に設けられる荷物収容区域に積載されるボ
ンベの近傍にレギュレータを配置しようとする場合には
、エンジン冷却水の配管を車両の前部に設【ノられるエ
ンジン室内から車両後部の荷物収容区域までの長い区間
にわたり延設する必要があり、この配管内での放熱が無
視できず、十分な効果が得られない。In order to prevent the mixed fuel gas components from freezing in the high-pressure side gas passage, for example, a regulator that uses engine cooling water heated by engine operation to heat the area around the high-pressure side gas passage is used. Proposed. However, in order to shorten the high-pressure fuel gas piping as much as possible, when placing the regulator near the cylinders loaded in the cargo storage area normally provided at the rear of the vehicle, the engine cooling water piping It is necessary to extend the piping over a long distance from the engine compartment located at the front of the vehicle to the luggage storage area at the rear of the vehicle, and the heat dissipated within this piping cannot be ignored, making it impossible to obtain sufficient effects.
そこで本発明は、車両のエンジン室から離れて設けられ
た荷物収容区域に積載されるボンベ近傍にレギュレータ
を配置する場合にあっても、燃料ガス混在成分の高圧側
ガス通路内での凍結を良好に防止し、ガス通路の狭小化
を阻止することのできるガス燃料エンジン用レギュレー
タを提供することを目的とでる。Therefore, the present invention effectively prevents the mixed fuel gas components from freezing in the high-pressure side gas passage even when the regulator is placed near the cylinders loaded in the baggage storage area provided away from the engine compartment of the vehicle. It is an object of the present invention to provide a regulator for a gas fuel engine that can prevent gas passages from becoming narrower.
問題点を解決するための手段
上述した従来技術の問題は、減圧室内の気圧に応じてこ
の減圧室に開放される高圧側ガス通路の開放端を開閉し
て該高圧側ガス通路内の燃料ガスを所定圧力に減圧する
ようにしたガス燃料エンジン用レギュレータにおいて、
前記高圧側ガス通路の開放端の上流側に高圧側ガス通路
を遮断する燃料遮断弁を一体的に設けると共に、一端が
エンジンの排気系に取付けられ他端が前記開放端の近傍
に取付けられたヒートパイプをエンジンの排気系とレギ
ュレータとの間に配設することにより解決される。Means for Solving the Problems The problem with the prior art described above is that the open end of the high-pressure side gas passage opened to the reduced-pressure chamber is opened or closed according to the atmospheric pressure in the reduced-pressure chamber, thereby reducing the fuel gas in the high-pressure side gas passage. In a regulator for a gas fuel engine that reduces the pressure to a predetermined pressure,
A fuel cutoff valve for shutting off the high pressure side gas passage is integrally provided upstream of the open end of the high pressure side gas passage, and one end is attached to the exhaust system of the engine and the other end is attached near the open end. This problem is solved by arranging a heat pipe between the engine exhaust system and the regulator.
作 用
ヒートパイプはその内部に作動液を封入してなり、この
作動液の蒸発・凝縮により、高温部に密接する部分から
低温部に密接する部分に熱を伝導する。本発明のガス燃
料エンジン用レギュレータにあっては、−・端がエンジ
ンの排気系に取付けられたヒートパイプの他端を高圧側
ガス通路の開放端の周囲に配設しているので、排気ガス
の有する熱エネルギーの一部がヒートパイプを介して相
対的に温度の低い前記開放端の周囲に供給され、これに
より開放端の周囲は加熱され、燃料ガス混在成分の高圧
側ガス通路での凍結が防止される。Function The heat pipe has a working fluid sealed inside it, and through evaporation and condensation of this working fluid, heat is transferred from the part in close contact with the high temperature part to the part in close contact with the low temperature part. In the gas fuel engine regulator of the present invention, the - end is attached to the engine exhaust system, and the other end of the heat pipe is disposed around the open end of the high pressure side gas passage, so that the exhaust gas A part of the thermal energy possessed by the fuel gas is supplied through the heat pipe to the area around the open end where the temperature is relatively low, thereby heating the area around the open end and freezing the mixed fuel gas components in the high pressure side gas passage. is prevented.
実 施 例
以下、本発明の望ましい実施例につき、図面にもとづい
て説明づ°ることにする。Embodiments Hereinafter, preferred embodiments of the present invention will be explained based on the drawings.
第３図を参照すると、本発明のレギュレータを用いて構
成されるガス燃料車両の燃料供給系が模式的に示されて
いる。この場合、高圧配管経路を短くするために、レギ
ュレータを少なくとも２つ以上に分割し、当該分割数が
例えば２であれば、燃料遮断弁９と一体的に構成される
１次レギュレータ１及びＣＮＧ等が充填されるボンベ２
を車両後部の荷物収容区域（乗用車のトランク、トラッ
クの荷台）に配置し、２次レギュレータ４、混合器５、
及びエンジン１０を車両前部のエンジン収納区域６に配
置し、更に１次レギュレータ１と２次レギュレータ４ど
を車両の単室区域７に敷設される配管８により接続して
いる。Referring to FIG. 3, a fuel supply system for a gas fuel vehicle constructed using the regulator of the present invention is schematically shown. In this case, in order to shorten the high-pressure piping route, the regulator is divided into at least two parts, and if the number of divisions is, for example, two, the primary regulator 1 and the CNG etc. that are integrally configured with the fuel cutoff valve 9, etc. cylinder 2 to be filled with
is placed in the luggage storage area at the rear of the vehicle (the trunk of a passenger car, the bed of a truck), and the secondary regulator 4, mixer 5,
The engine 10 is disposed in an engine storage area 6 at the front of the vehicle, and the primary regulator 1 and secondary regulator 4 are connected by a pipe 8 laid in a single-chamber area 7 of the vehicle.
充填直後に例えば１５０乃至２５０Ｋｇ／ｃｍ２の圧力
でボンベ２に充填されたＣＮＧ等のガス燃お１は、燃料
遮断弁９を介して１次レギュレータ１に供給され、ここ
で例えば３乃至５ Ｋ’Ｊ ／ ｃｍ ２に減圧された
後に、配管８を通って２次レギュレータ４に送られる。A gas fuel 1 such as CNG filled into the cylinder 2 at a pressure of, for example, 150 to 250 Kg/cm2 immediately after filling is supplied to the primary regulator 1 via a fuel cutoff valve 9, where it is heated at a pressure of, for example, 3 to 5 Kg/cm2. After being depressurized to J/cm2, it is sent to the secondary regulator 4 through a pipe 8.
１次減圧された燃料ガスは、２次レギュレータ４で更に
略大気圧、例えばＯ乃至２００＃１ＩＩＩＡＱまで減圧
され、エンジン１０と一体的に形成されるかあるいは別
体として設けられる混合器５により所定の割合で空気と
混合されてエンジン１０に供給される。エンジン１０で
燃焼した混合気は排気ガスとなり、触媒コンバータ１１
で浄化された後に排気管１２を経て大気中に排出される
。The primary pressure-reduced fuel gas is further reduced in pressure by the secondary regulator 4 to approximately atmospheric pressure, for example, O to 200#1IIIAQ, and is then pumped to a predetermined level by the mixer 5, which is formed integrally with the engine 10 or is provided separately. The mixture is mixed with air at a ratio of 1, and is supplied to the engine 10. The mixture burned in the engine 10 becomes exhaust gas, and the catalytic converter 11
After being purified, it is discharged into the atmosphere through the exhaust pipe 12.
第４図は、第３図に示した車両の各構成部材の位置関係
を、当該車両がトラックである場合について示したもの
であり、同一部分には同一の符号を付して、その説明を
省略する。FIG. 4 shows the positional relationship of each component of the vehicle shown in FIG. 3 when the vehicle is a truck, and the same parts are given the same reference numerals and their explanations are Omitted.
本発明は、上述の如く分割されたレギュレータのうち、
最も上流側にありかつ減圧圧力差の最も大ぎい１次レギ
ュレータ１に適用するのが効果的であり、この場合、荷
物収容区域３内に配置される１次レギュレータ１と排気
管１２とを比較的短いヒートパイプ１３で接続すること
ができる。In the present invention, among the regulators divided as described above,
It is effective to apply the application to the primary regulator 1 which is located on the most upstream side and has the largest vacuum pressure difference; in this case, the primary regulator 1 located in the luggage storage area 3 and the exhaust pipe 12 are compared. It can be connected with a heat pipe 13 having a short length.
１次レギュレータ１は、第１図に示したように、燃料遮
断弁９の取付けられた高圧側ボデー１４、減圧のための
各部材の側設された低圧側ボアー１５、及び両ボデーの
間に介在しその一端が排気管１２の内部にまで延設され
るヒートパイプ１３とからなる。高圧側ボアー１４には
燃料遮断室１７が形成され、この燃［斯学１７は、ボン
ベ２からの図示しない高圧配管に接続される第１高圧ガ
ス通路１８と低圧側ボデー１５内に形成される図示しな
い減圧室にバルブ室２０を介して通ずる第２高圧ガス通
路１つとに導通している。As shown in FIG. 1, the primary regulator 1 includes a high-pressure side body 14 to which a fuel cutoff valve 9 is attached, a low-pressure side bore 15 installed on the side of each member for pressure reduction, and a portion between both bodies. It consists of a heat pipe 13 interposed therebetween, one end of which extends into the interior of the exhaust pipe 12. A fuel cutoff chamber 17 is formed in the high pressure side bore 14, and this fuel cutoff chamber 17 is formed in a first high pressure gas passage 18 connected to a high pressure pipe (not shown) from the cylinder 2 and in the low pressure side body 15. It is in communication with one second high-pressure gas passage that communicates with a decompression chamber (not shown) via a valve chamber 20.
燃料遮断弁９は、燃料遮断室１７内で上下動可能な燃料
カット側弁２１とこの燃料カット針弁２１を駆動するた
めの図示しない電磁コイルとを具備しており、高圧側ボ
デー１４に締結する等して高圧側ボデー１４と一体的に
取付Ｇ）られている。The fuel cutoff valve 9 includes a fuel cut-off valve 21 that can move up and down within the fuel cut-off chamber 17 and an electromagnetic coil (not shown) for driving the fuel cut needle valve 21, and is fastened to the high-pressure side body 14. It is attached integrally with the high pressure side body 14 by doing the following.
そして、該電磁コイルと図示しないバッテリ電源との接
続をオン・オフすることにより、エンジン停止中あるい
は異常発生時等に燃料カット針弁２１を図中下方向に駆
動して燃料遮断室１７の下部円錐状壁２７に当接させ、
燃料ガスの下流への流出を遮断できるようになっている
。By turning on and off the connection between the electromagnetic coil and a battery power source (not shown), the fuel cut needle valve 21 is driven downward in the figure when the engine is stopped or an abnormality occurs, and the lower part of the fuel cutoff chamber 17 is moved. in contact with the conical wall 27,
It is designed to block the flow of fuel gas downstream.
低圧側ボデー１５は図示しないダイアフラム等を用いた
公知の構成であり、該ダイアフラム等の変位によりバル
ブ室２０内に遊嵌されるバルブ２２を上下動させ、第２
高圧ガス通路１９の開口部周囲の高圧側ボデー１４に形
成される環状突起２３（開放端に対応する）とバルブ２
２との間の間隙を開閉して、第２高圧ガス通路１９から
低圧側ボデー１５内に形成される図示しない減圧室への
燃料ガスの流出を制御し、燃料ガスを所定圧力に減圧す
るようになっている。The low-pressure side body 15 has a known configuration using a diaphragm (not shown), and the displacement of the diaphragm etc. causes the valve 22 loosely fitted in the valve chamber 20 to move up and down.
An annular projection 23 (corresponding to the open end) formed on the high pressure side body 14 around the opening of the high pressure gas passage 19 and the valve 2
2 to control the outflow of fuel gas from the second high-pressure gas passage 19 to a decompression chamber (not shown) formed in the low-pressure side body 15 to reduce the pressure of the fuel gas to a predetermined pressure. It has become.
一方、エンジン１０の排気マニホールド２４は、上流側
排気管２５を介して触媒コンバーター１１に接続され、
この触媒コンバーター１１には排気管１２が接続されて
いる。エンジン１０の各気筒から排出され排気マニホー
ルド２４を介して上流側排気管２５内で集合した排気ガ
スは、触媒コンバーター１１内で浄化された後に、高温
のまま排気管１２内を通過して外部に排出される。On the other hand, the exhaust manifold 24 of the engine 10 is connected to the catalytic converter 11 via an upstream exhaust pipe 25,
An exhaust pipe 12 is connected to the catalytic converter 11. Exhaust gas discharged from each cylinder of the engine 10 and collected in the upstream exhaust pipe 25 via the exhaust manifold 24 is purified in the catalytic converter 11, and then passes through the exhaust pipe 12 while maintaining high temperature to the outside. be discharged.
ヒートパイプ１３は、その一端が第２高圧ガス通路１９
の周囲の高圧側ボデー１４を包接すると共に第２高圧ガ
ス通路１９と同心円状の環状空洞３２を有するように形
成され、他端３３はＪ１気管１２に形成されるフランジ
３４を貫通して排気管１２内に突出している。フランジ
３４とヒートパイプ１３との接続は、ヒートパイプ１３
に形成される円盤状突起３５をゴム等からなる耐熱緩衝
部材２６を介して複数のボルトナツト２８でフランジ３
４に固定することにより行なわれる。The heat pipe 13 has one end connected to the second high pressure gas passage 19
It is formed to have an annular cavity 32 that encloses the high-pressure side body 14 around the second high-pressure gas passage 19 and is concentric with the second high-pressure gas passage 19, and the other end 33 passes through a flange 34 formed in the J1 trachea 12 to form an exhaust pipe. It protrudes within 12. The connection between the flange 34 and the heat pipe 13 is
The disc-shaped protrusion 35 formed on the flange 3 is connected to the flange 3 with a plurality of bolts and nuts 28 via a heat-resistant buffer member 26 made of rubber or the like.
This is done by fixing it to 4.
ここで、ヒートパイプ１３は、その基本構成を第２図に
示すように、毛細管作用のよく働く組織であるウィック
３０を内壁に貼設した管２９を真空にした後、ウィック
３０を十分溝たす程度に作動液を封入した構成である。Here, the basic structure of the heat pipe 13 is shown in FIG. 2. After evacuating a tube 29, which has a wick 30 attached to its inner wall, which is a structure in which capillary action is effective, the wick 30 is sufficiently grooved. The structure is such that hydraulic fluid is sealed to the extent that the
そのため、このヒートパイプ１３の一端を加熱し他端を
冷却すると、加熱部では気化熱を奪って作動液が蒸発し
、冷却部では凝縮熱を出して蒸気が凝縮する。その結果
、加熱部と冷却部の蒸気相で圧力差が生じ、蒸気は管２
９内の通路３１を通って加熱部から冷却部へ流れる。一
方、加熱部では作動液の蒸発によって液面がウィック３
０中に窪み、毛細管圧力が増大し、冷却部では蒸気の委
縮によって毛細管圧力は逆に低下する。このため、加熱
部と冷却部の毛細管圧力に差が生じ、作動液はウィック
３０中を冷却部から加熱部へと流れる。このように、加
熱部で蒸発した蒸気は冷却部で凝縮し液体どなって加熱
部に戻るというナイクルを繰返し、熱は主として蒸発及
び凝縮の相変化に伴う潜熱の形で、蒸気によって加熱部
から冷却部へ輸送され、冷却部から凝縮熱が外部に発散
される。そして、通常の場合ヒートバイブの熱輸送量は
銅の熱輸送量の数百倍程度となる。Therefore, when one end of the heat pipe 13 is heated and the other end is cooled, the heating section removes vaporization heat and the working fluid evaporates, and the cooling section releases condensation heat and condenses the steam. As a result, a pressure difference is created in the vapor phase between the heating section and the cooling section, and the steam is transferred to the tube 2.
9 flows from the heating section to the cooling section. On the other hand, in the heating section, the liquid level rises to wick 3 due to evaporation of the working fluid.
0, the capillary pressure increases, and in the cooling section, the capillary pressure decreases due to vapor contraction. Therefore, a difference occurs in the capillary pressure between the heating section and the cooling section, and the working fluid flows through the wick 30 from the cooling section to the heating section. In this way, the vapor that evaporates in the heating section condenses in the cooling section and returns to the heating section as a liquid, repeating the process of repeating the cycle. The condensation heat is transported to the cooling section, where the heat of condensation is dissipated to the outside. In normal cases, the amount of heat transported by a heat vibrator is about several hundred times that of copper.
本発明では、上述の加熱部が排気管１２内に対応し、冷
却部が１次レギュレータ１の第２高圧ガス通路１９及び
バルブ室２０の周囲に対応する。In the present invention, the above-mentioned heating section corresponds to the inside of the exhaust pipe 12, and the cooling section corresponds to the area around the second high pressure gas passage 19 of the primary regulator 1 and the valve chamber 20.
従って、排気管１２内を通過する排気ガスの熱は、ヒー
トパイプ１３を介して良好にレギュレータ１に輸送され
、第２高圧ガス通路１９からの燃料ガスの放出に伴う断
熱膨張冷却が抑制され、燃料ガス混在成分の凍結が防止
される。Therefore, the heat of the exhaust gas passing through the exhaust pipe 12 is efficiently transported to the regulator 1 via the heat pipe 13, and adiabatic expansion cooling accompanying the release of fuel gas from the second high-pressure gas passage 19 is suppressed. Freezing of fuel gas mixed components is prevented.
尚、本実施例では、ヒートパイプ１３を第２高圧ガス通
路１９及びバルブ室２０の周囲にのみ配設しているが、
それ以外の箇所、例えば燃料遮断室１７や低圧側ボデー
１５内の減圧室の周囲にまで延設することも本発明の趣
旨を逸脱するものではない。また、ヒートパイプ１３の
他端は、触媒コンバータ１１の下流に位置する排気管１
２内に突出させているが、上流側＋１気管２５や、場合
によっては触媒コンバータ１１の内部に突出させ°Ｃも
よい。Note that in this embodiment, the heat pipe 13 is arranged only around the second high-pressure gas passage 19 and the valve chamber 20;
It does not depart from the spirit of the present invention to extend it to other locations, such as around the fuel cutoff chamber 17 or the decompression chamber in the low pressure side body 15. Further, the other end of the heat pipe 13 is connected to an exhaust pipe 1 located downstream of the catalytic converter 11.
Although it is made to protrude into the upstream side +1 trachea 25 or, depending on the case, into the inside of the catalytic converter 11, it may also be made to protrude into the catalytic converter 11.
発明の効果
以上の構成により、本発明の技術的課題を解決して本発
明の目的と達成するとともに、排気系の任意の箇所を熱
源として設定することが可能となるので、加熱のための
特別なエネルギー源を必要とすることなく、加熱部の温
度を所望の温度に設定することが容易となる。また、ヒ
ートパイプの両端部の中間は、通常、断熱構造となって
いるので、車両を構成するボデー鋼板やボンベ等に沿っ
てヒートパイプを配管しても、それらが加熱されること
がなく、従ってガス燃料供給装置への熱害が生じない。Effects of the Invention With the configuration described above, it is possible to solve the technical problems of the present invention and achieve the objectives of the present invention, and also to set any part of the exhaust system as a heat source. It becomes easy to set the temperature of the heating section to a desired temperature without requiring a special energy source. In addition, the middle of both ends of the heat pipe usually has an insulated structure, so even if the heat pipe is installed along the body steel plates or cylinders that make up the vehicle, they will not be heated. Therefore, no heat damage occurs to the gas fuel supply device.
第１図は、本発明の一実施例を示したガス燃料エンジン
用レギュレータの部分断面構成図、第２図は、ヒートパ
イプの基本構成を示した断面図、
第３図は、本発明を適用した車両の概略ブロック構成図
、
第４図は、同車両の概略透視図である。
１・・・１次レギュレータ、９・・・燃料遮断弁、１２
・・・排気管、 １３・・・ヒートパイプ、２１・・
・燃料カット針弁、 ２２・・・バルブ。
出願人： トヨタ自動車株式会社
愛三工業株式会社Fig. 1 is a partial cross-sectional configuration diagram of a gas fuel engine regulator showing one embodiment of the present invention, Fig. 2 is a cross-sectional view showing the basic structure of a heat pipe, and Fig. 3 is a partial cross-sectional view showing the basic structure of a heat pipe. FIG. 4 is a schematic block diagram of the vehicle. FIG. 4 is a schematic perspective view of the vehicle. 1... Primary regulator, 9... Fuel cutoff valve, 12
...Exhaust pipe, 13...Heat pipe, 21...
・Fuel cut needle valve, 22...valve. Applicant: Toyota Motor Corporation Aisan Industry Co., Ltd.
Claims (1)
ガス通路の開放端を開閉して、該高圧側ガス通路内の燃
料ガスを所定圧力に減圧するようにしたガス燃料エンジ
ン用レギュレータにおいて、前記高圧側ガス通路の開放
端の上流側に高圧側ガス通路を遮断する燃料遮断弁を一
体的に設けると共に、一端がエンジンの排気系に取付け
られ他端が前記開放端近傍に取付けられたヒートパイプ
をエンジンの排気系とレギュレータとの間に配設したこ
とを特徴とするガス燃料エンジン用レギュレータ。In a regulator for a gas fuel engine, the open end of a high-pressure side gas passage opened to the decompression chamber is opened or closed according to the atmospheric pressure in the decompression chamber to reduce the pressure of fuel gas in the high-pressure side gas passage to a predetermined pressure. , a fuel cutoff valve for shutting off the high pressure side gas passage is integrally provided upstream of the open end of the high pressure side gas passage, and one end is attached to the exhaust system of the engine and the other end is attached near the open end. A regulator for a gas fuel engine, characterized in that a heat pipe is disposed between the engine exhaust system and the regulator.
Priority Applications (3)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP1107286A JPS62170759A (en) | 1986-01-23 | 1986-01-23 | Regulator for gaseous fuel engine |
| US06/941,103 US4811720A (en) | 1985-12-16 | 1986-12-12 | Fuel supply system for gaseous fuel operated vehicle and regulator therefor |
| CA000525326A CA1297744C (en) | 1985-12-16 | 1986-12-15 | Fuel supply system for gaseous fuel operated vehicle and regulator therefor |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP1107286A JPS62170759A (en) | 1986-01-23 | 1986-01-23 | Regulator for gaseous fuel engine |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| JPS62170759A true JPS62170759A (en) | 1987-07-27 |
Family
ID=11767774
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP1107286A Pending JPS62170759A (en) | 1985-12-16 | 1986-01-23 | Regulator for gaseous fuel engine |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JPS62170759A (en) |
Cited By (5)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US5611316A (en) * | 1993-12-28 | 1997-03-18 | Honda Giken Kogyo Kabushiki Kaisha | Gas fuel supply mechanism for gas combustion engine |
| US5632250A (en) * | 1994-09-20 | 1997-05-27 | Honda Giken Kogyo Kabushiki Kaisha | Gas fuel supply system for vehicle |
| JP2000220531A (en) * | 1999-01-29 | 2000-08-08 | Emer Srl | Gas feeding control means in self propagation gas system |
| KR20030060275A (en) * | 2002-01-08 | 2003-07-16 | 현대자동차주식회사 | Solid vaporizer for LPG system |
| JP2010116885A (en) * | 2008-11-14 | 2010-05-27 | Nikki Co Ltd | Gas fuel regulator |
-
1986
- 1986-01-23 JP JP1107286A patent/JPS62170759A/en active Pending
Cited By (5)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US5611316A (en) * | 1993-12-28 | 1997-03-18 | Honda Giken Kogyo Kabushiki Kaisha | Gas fuel supply mechanism for gas combustion engine |
| US5632250A (en) * | 1994-09-20 | 1997-05-27 | Honda Giken Kogyo Kabushiki Kaisha | Gas fuel supply system for vehicle |
| JP2000220531A (en) * | 1999-01-29 | 2000-08-08 | Emer Srl | Gas feeding control means in self propagation gas system |
| KR20030060275A (en) * | 2002-01-08 | 2003-07-16 | 현대자동차주식회사 | Solid vaporizer for LPG system |
| JP2010116885A (en) * | 2008-11-14 | 2010-05-27 | Nikki Co Ltd | Gas fuel regulator |
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