JP5623381B2 - Fuel supply device - Google Patents

Description

  The present invention relates to a technique for supplying fuel to an internal combustion engine.

  A technique has been proposed in which raw fuel is separated into a high-octane fuel and a low-octane fuel, and the separated fuel is supplied to an internal combustion engine (see Patent Document 1).

  In addition, it has been proposed to arrange components such as a fuel separator of a fuel supply device in a vehicle in an appropriate manner from the viewpoint of cooling or the like. For example, an arrangement in which a fuel heater, a fuel separator, and a heat exchanger are arranged in order from the front of the vehicle has been proposed (see Patent Document 2). Furthermore, an arrangement has been proposed in which a fuel cooler, a fuel separator, and a fuel heater are integrated in the vicinity of the fuel tank and are arranged in order from the front of the vehicle (see Patent Document 3).

JP 2009-144720 A JP 2010-013948 A JP 2011-208541 A

  However, in view of the temperature dependence of the function of each component of the fuel supply device such as a tank for storing high octane fuel, there is room for improvement in the arrangement of the vehicle.

  Accordingly, an object of the present invention is to provide a fuel supply device in which each component is arranged in an appropriate manner in a vehicle in view of the temperature dependence of the function of each component of the fuel supply device.

  The present invention is a first fuel that is mounted on a vehicle and separated from raw fuel and contains a high octane number component more than the raw fuel, and a first fuel that contains a low octane number component more than the raw fuel. The present invention relates to an apparatus for supplying two fuels or the raw fuel to an internal combustion engine selectively or simultaneously at a specified mixing ratio.

The fuel supply device of the present invention is divided into a high pressure chamber and a low pressure chamber through a separation membrane, and the raw fuel is separated by the separation membrane in a state where the low pressure chamber is maintained at a lower pressure than the high pressure chamber. A separator configured to be separated into a first fuel and a second fuel, wherein the first fuel is recovered from the low pressure chamber side, and the second fuel is recovered from the high pressure chamber side; A condenser connected to the low pressure chamber of the separator; a first fuel tank connected to the condenser and configured to store the first fuel; and to depressurize the interior of the condenser. And the separator and the first fuel tank so that a part or all of the separator is hidden in the first fuel tank when viewed from the upstream side of the air path of the vehicle. There is disposed in the air path are integrated, the first The fuel tank is disposed on the downstream side of the raw fuel tank that stores the raw fuel in the air path of the vehicle so that air flowing through the air path of the vehicle flows into the first fuel tank from below or obliquely below. The separator is configured to be removable .

  According to the fuel supply apparatus of the present invention, the first fuel tank is disposed so as to function as a windproof member or a shielding member that at least partially shields the separator from the air flowing through the air path. Thereby, from the viewpoint of controlling the fuel separation performance by the separator, the amount of heat taken from the separator or the temperature of the separator is adjusted or maintained within an appropriate range by heat exchange with the air flowing through the air path.

  On the other hand, it is possible to maintain or improve the cooling efficiency of the first fuel tank by heat exchange between the air and the first fuel tank functioning as the windbreak member as described above. For this reason, from the viewpoint of effective use of the first fuel (high octane number fuel) or the high octane number component in the gas phase state, the temperature of the first fuel or the internal pressure corresponding to the temperature is adjusted or maintained within an appropriate range.

  It should be noted that “integrated” of the components of the fuel supply device means that the components are close to each other, or are integrally connected, attached, or assembled. The components to be integrated may be in contact with each other or may be separated from each other via a gap (air layer) or a heat insulating layer.

  In the fuel supply device of the present invention, the separator, the vacuum pump, and the first fuel tank are integrated so that a part or all of the vacuum pump is hidden in the first fuel tank when viewed from the upstream side of the air path. And preferably disposed in the air path.

  According to the fuel supply apparatus having this configuration, the first fuel tank is disposed so as to function as a windproof member that at least partially blocks the vacuum pump from the air flowing through the air path. Thus, from the viewpoint of controlling the suction performance of the vacuum pump or the pressure reduction performance of the condenser, the amount of heat taken from the vacuum pump or the temperature of the vacuum pump is adjusted or maintained within an appropriate range by heat exchange with the air flowing through the air path. The

In the fuel supply apparatus of the present invention, it is preferable that the vacuum pump is arranged so that a part or all of the separator is hidden behind the vacuum pump when viewed from the upstream side of the air path of the vehicle .

  According to the fuel supply apparatus of the said structure, it arrange | positions so that a vacuum pump may function as a wind-proof member which shields a separator at least partially from the air which flows so that it may wrap around to the downstream of a 1st fuel tank. Thereby, the temperature of each of a separator and a vacuum pump is adjusted or maintained in a suitable range from a viewpoint of each control of the fuel separation performance by a separator, and the suction performance by a vacuum pump.

  In the fuel supply apparatus of the present invention, the separator, the condenser, and the first fuel tank are integrated so that a part or all of the condenser is exposed to the upstream side of the air path, and the air is collected. It is preferable to arrange in the route.

  According to the fuel supply apparatus of the said structure, the condenser is arrange | positioned so that heat may be exchanged efficiently with the air which flows through an air path. Thereby, the temperature of the condenser is adjusted or maintained in an appropriate range from the viewpoint of controlling the fuel condensation performance by the condenser.

  The fuel supply apparatus of the present invention further includes a cooler for cooling the second fuel recovered from the separator, and a part or all of the cooler is exposed to the upstream side of the air path. As described above, it is preferable that the separator, the cooler, and the first fuel tank are integrated and disposed in the air path.

  According to the fuel supply apparatus of the said structure, the cooler is arrange | positioned so that heat may be exchanged efficiently with the air which flows through an air path. Thereby, from the viewpoint of controlling the cooling performance of the second fuel by the cooler, the temperature of the cooler is adjusted or maintained within an appropriate range.

  The fuel supply device of the present invention further includes a canister configured to occlude a high octane number component generated from the first fuel or the raw fuel, and a part of the canister as viewed from the upstream side of the air path or It is preferable that the separator, the canister, and the first fuel tank are integrated and disposed in the air path so that the whole is hidden by the first fuel tank.

  According to the fuel supply apparatus having such a configuration, the first fuel tank is disposed so as to function as a windproof member that at least partially blocks the canister from the air flowing through the air path. Thereby, from the viewpoint of controlling the occlusion performance of the high-octane component and the like by the canister, the amount of heat taken from the canister or the temperature of the separator is adjusted or maintained in an appropriate range by heat exchange with the air flowing through the air path.

In the fuel supply apparatus of the present invention, it is preferable that the canister is arranged so that a part or all of the separator is hidden behind the canister when viewed from the upstream side of the air path of the vehicle .

  According to the fuel supply apparatus of the said structure, it arrange | positions so that a canister may function as a wind-proof member which shields a separator at least partially from the air which flows so that it may wrap around to the downstream of a 1st fuel tank. Thereby, the temperature of each of a separator and a canister is adjusted or maintained in a suitable range from a viewpoint of each control of the fuel separation performance by a separator, and occlusion performance, such as a high octane component by a canister.

The structure explanatory view of the fuel supply device as a 1st embodiment of the present invention. Explanatory drawing regarding negative pressure control processing (1st Embodiment). Structure explanatory drawing of the fuel supply apparatus as 2nd Embodiment of this invention. Explanatory drawing regarding negative pressure control processing (2nd Embodiment). Explanatory drawing regarding the integration | stacking aspect of the component of a fuel supply apparatus. Explanatory drawing regarding the arrangement | positioning aspect of the component of a fuel supply apparatus. Explanatory drawing regarding the relationship between arrangement | positioning of the said component, and the airflow of an air path.

(First embodiment)
(Configuration) The fuel supply apparatus according to the first embodiment of the present invention shown in FIG. 1 includes a raw fuel tank 10, a separator 20, a condenser 30, a first fuel tank 40, and a canister 50. ECU (electronic control unit (control device)) 70. The fuel supply device is mounted on the vehicle, and is configured to supply fuel to the internal combustion engine 60 that is also mounted on the vehicle.

The raw fuel tank 10, the normal or commercial gasoline supplied through the oil supply port is stored as the raw fuel F _0. The raw fuel F ₀ stored in the raw fuel tank 10 is boosted to a specified atmospheric pressure by the high pressure supply pump 12 and then supplied to the internal combustion engine 60. The raw fuel tank 10 is provided with a concentration sensor for measuring the concentration C ₂ of the high octane component of the raw fuel F ₀ . When the high octane component is an alcohol such as ethanol, a concentration sensor is constituted by a sensor described in, for example, Japanese Patent Laid-Open No. 05-080014 or Japanese Patent Laid-Open No. 06-027073.

The raw fuel F ₀ is boosted to a specified pressure by the high-pressure supply pump 12, heated in the heater 16, and then fed into the separator 20. When the raw fuel tank 10 and the heater 16 are shut off by the three-way valve 14, the raw fuel F ₀ is returned to the raw fuel tank 10 via the radiator (cooler) 26 without passing through the separator 20. The heater 16 includes a heat exchanger that exchanges heat between the cooling water of the internal combustion engine 60 and the raw fuel. The heater 16 may be constituted by an electric heater instead of or in addition to this.

When the raw fuel F ₀ stored in the raw fuel tank 10 evaporates, an evaporated fuel V containing hydrocarbons and ethanol is generated. The evaporated fuel V is supplied from the raw fuel tank 10 to the canister 50.

The separator 20 is configured to separate the raw fuel F ₀ into a first fuel F ₁ and a second fuel F ₂ according to a pervaporation method (PV (pervaporation)). The separator 20 includes a separation membrane 21 that selectively permeates a high-octane component in raw fuel (gasoline), and a high-pressure chamber 22 and a low-pressure chamber 24 that are separated by the separation membrane 21 (not shown). .

The first fuel F ₁ is a high-octane fuel having a higher content of high-octane components than the raw fuel F ₀ and is, for example, an alcohol such as ethanol. The second fuel F ₂ is a low-octane fuel having a lower content of high-octane components than the raw fuel F ₀ .

Specifically, the high-pressure and high-pressure raw fuel F ₀ is supplied to the high-pressure chamber 22 of the separator 20, while the low-pressure chamber 24 is maintained in a negative pressure state, so that it is contained in the raw fuel F ₀ . The high octane number component that has passed through the separation membrane 21 is leached into the low pressure chamber 24. As the amount of the high octane number component of the raw fuel F ₀ increases, the octane number of the permeate fluid increases. For this reason, the first fuel F ₁ containing a large number of high octane components from the low pressure side of the separation membrane 21 and having a higher octane number than the raw fuel F ₀ can be recovered.

The first fuel F ₁ flowing out from the separator 20 is stored in the first fuel tank 40. The first fuel tank 40 is provided with a concentration sensor for measuring the concentration C ₁ of the high octane component of the first fuel F ₁ .

On the other hand, since the amount of high octane number component contained in the raw fuel F ₀ flowing through the high pressure chamber 22 decreases as it becomes downstream, the second fuel F ₂ having a low high octane number component content and lower octane number than the raw fuel F ₀ is obtained. It remains in the high pressure chamber 22. The second fuel F ₂ flowing out from the separator 20 is supplied to the raw fuel tank 10 after being cooled in the radiator 26.

The temperature of the separation membrane 21, the temperature and supply amount of the raw fuel F _0, the operating conditions of the separator 20, such as air pressure and air pressure of the low pressure chamber 24 in the high pressure chamber 22 (negative pressure) is controlled. Thereby, the separation speed or the recovery amount of the first fuel F ₁ and the second fuel F ₂ by the separator 20 changes.

For example, the temperature of the separation membrane 21 can be adjusted by controlling the temperature of the raw fuel F ₀ supplied to the separator 20 by the heater 16. Furthermore, the pressure in the low pressure chamber 24 can be adjusted by the pressure reduction of the condenser 30 by the operation of the vacuum pump 36.

In addition, after supplying with respect to the 2nd fuel tank (not shown) separate from the raw fuel tank 10, you may store in this 2nd fuel tank. Further, the second fuel F ₂ stored in the second fuel tank may be supplied to the internal combustion engine 60 instead of the raw fuel F ₀ .

Condenser (negative pressure tank) 30 is provided in the middle of the recovery path connecting the low-pressure chamber 24 of the separator 20 and the first fuel tank 40, and is configured to condense the first fuel F _1. The condenser 30 is configured by, for example, an air-cooled or water-cooled tank or reservoir.

The condenser 30 is connected to the suction side of a vacuum pump (negative pressure pump) 36. The operation of the vacuum pump 36 is controlled inside the condenser 30 is in a negative pressure state, it may be a low-pressure state than the first vapor pressure of the fuel F _1. The evaporated fuel V containing alcohol such as ethanol generated by the evaporation of the first fuel F ₁ is supplied to the first fuel tank 40 and the like by the operation of the vacuum pump 36. The condenser 30 is provided with an atmospheric pressure sensor for measuring the internal atmospheric pressure.

  A primary recovery path that connects the separator 20 and the condenser 30 is provided with a first opening / closing mechanism 31 that opens and closes the path. When the first opening / closing mechanism 31 is opened, the low pressure chamber 24 of the separator 20 and the condenser 30 are communicated with each other, and when the first opening / closing mechanism 31 is closed, the separator 20 and the condenser 30 are shut off. .

  A secondary recovery path that connects the condenser 30 and the first fuel tank 40 is provided with a second opening / closing mechanism 32 that opens and closes the path. When the second opening / closing mechanism 32 is opened, the condenser 30 and the first fuel tank 40 are communicated with each other, and when the second opening / closing mechanism 32 is closed, the condenser 30 and the first fuel tank 40 are shut off. .

  The condenser 30 and the first fuel tank 40 are connected by a first evaporative fuel path that is separate from the secondary recovery path, and a third opening / closing mechanism 33 is provided in the first evaporative fuel path. By opening the third opening / closing mechanism 33, the evaporated fuel V filling the first fuel tank 40 is introduced into the condenser 30.

The condenser 30 and the first fuel tank 40 are connected through a second evaporative fuel path different from the first evaporative fuel path, and a fourth open / close mechanism 34 and a vacuum pump 36 are provided in the second evaporative fuel path. Yes. When the fourth opening / closing mechanism 34 is opened and the vacuum pump 36 is operated, the evaporated fuel V is introduced from the condenser 30 into the first fuel F ₁ stored in the first fuel tank 40.

The first fuel tank 40 stores the first fuel F ₁ separated from the raw fuel F ₀ by the separator 20. The first fuel F ₁ stored in the first fuel tank 40 is supplied to the internal combustion engine 60 after being pressurized to a specified atmospheric pressure by the high-pressure supply pump 42.

When the first fuel F ₁ stored in the first fuel tank 40 evaporates, an evaporated fuel V containing alcohol such as ethanol is generated. The first fuel tank 40 and the canister 50 are connected, and a fifth opening / closing mechanism 44 is provided in the connection path. When the fifth opening / closing mechanism 44 is opened, the evaporated fuel V is supplied from the first fuel tank 40 to the canister 50 through the connection path.

  The first fuel tank 40 is provided with an atmospheric pressure sensor (not shown) for measuring the internal atmospheric pressure.

  Each of the opening / closing mechanisms 31 to 34 and 44 is configured by, for example, an electromagnetic valve.

The canister 50 contains an adsorbent such as activated carbon, and in addition to alcohol contained in the evaporated fuel V derived from the raw fuel F ₀ , hydrocarbons are adsorbed by the adsorbent. Thereby, the evaporated fuel V can be separated into alcohol and hydrocarbons and other components such as nitrogen.

  The separated air containing nitrogen or the like is discharged from the canister 50 to the outside of the vehicle. On the other hand, when the internal combustion engine 60 is operated and the intake pipe 61 is in a negative pressure state, alcohol and hydrocarbons adsorbed by the adsorbent in the canister 50 are supplied to the intake pipe 61 on the downstream side of the throttle valve 613, and It burns after being introduced into the combustion chamber. The discharge path connected to the canister 50 is provided with a flow rate adjusting valve 52 for adjusting the flow rate of the evaporated fuel V in the discharge path.

Even if the canister 50 is heated by the condensation heat of the first fuel F ₁ generated in the condenser 30, the temperature of the canister 50 is maintained in a temperature range that can sufficiently exhibit the adsorption performance of the evaporated fuel V. Good. For example, the flow path of the medium may be configured such that the canister 50 is heated by the cooling medium of the condenser 30.

  An intake pipe 61 connected to the combustion chamber of the internal combustion engine 60 is provided with an intake valve 611, a fuel injection device 612, and a throttle valve 613. When the intake valve 611 is opened, the intake pipe 61 and the combustion chamber communicate with each other, and when the intake valve 611 is closed, the intake pipe 61 and the combustion chamber are shut off. The throttle valve 613 is configured to adjust the intake air amount of the internal combustion engine 60.

The fuel injection device 612 is disposed between the intake valve 611 and the throttle valve 613 so as to selectively inject _one of the raw fuel F ₀ and the first fuel F ₁ into each cylinder of the internal combustion engine 60. It is configured. Note that the fuel injection device 612 may be configured to inject both the raw fuel F ₀ and the first fuel F ₁ simultaneously into the respective cylinders of the internal combustion engine 60 at a specified mixture ratio. A mixed gas of air sucked into the intake pipe 61 and fuel injected from the fuel injection device 612 is introduced from the intake pipe 61 into the combustion chamber of each cylinder.

When the second fuel tank is provided, the fuel injector 612 selectively selects _{one of} the first fuel F ₁ and the second fuel F ₂ , or both of them at the specified mixing ratio at the same time. You may comprise so that it may inject with respect to each cylinder.

  The intake pipe 61 is provided with a turbocharger 65, a venturi gas mixer 651, and a purge pump 652 on the upstream side of the throttle valve 613. The evaporated fuel V can be supplied from the canister 50 to the intake pipe 61 via the purge pump 652 and the turbocharger 65.

  The internal combustion engine 60 may be a naturally aspirated engine instead of the engine with the turbocharger 65. In this case, the evaporated fuel V may be supplied from the canister 50 to the intake pipe 61 on the downstream side of the throttle valve 613 through a purge control valve (not shown).

  Further, the evaporated fuel V may be directly supplied from the condenser 30 to the intake pipe 61 by the venturi gas mixer 651. Further, the evaporated fuel V may be directly supplied from the first fuel tank 40 to the intake pipe 61 of the internal combustion engine 60.

  The control device 70 is configured by a programmable computer. The control device 70 detects the state of the fuel supply device, such as a concentration sensor provided in the raw fuel tank 10, a concentration sensor provided in the first fuel tank 40, and a pressure sensor provided in the condenser 30. The output signals of various sensors are input. The output signal of the sensor and the calculation processing result obtained based on the output signal are stored in a storage device that constitutes the control device 70.

  The control device 70 is programmed to execute “negative pressure control processing” and the like. In addition to fuel injection control and ignition timing control of the internal combustion engine 60, the control device 70 adjusts the operating conditions of the separator 20, adjustment of fuel supplied to the internal combustion engine 60, operation control of each pump, and each valve. It is programmed to execute arithmetic processing necessary for opening / closing or adjusting the opening degree.

  “Programmed” means that an arithmetic processing unit such as a CPU, which is a component of a computer, reads out software in addition to necessary information from a memory or recording medium such as a ROM or a RAM, It means that it is comprised so that an arithmetic processing may be performed according to.

(Negative pressure control processing (first embodiment))
The “negative pressure control process” is repeatedly executed by the control device 70 in accordance with the procedure described below.

  As shown in FIG. 2A, a vacuum is generated in a primary state in which the fourth opening / closing mechanism 34 is open while the first opening / closing mechanism 31, the second opening / closing mechanism 32, and the third opening / closing mechanism 33 are closed. As the pump 36 operates, the condenser 30 is depressurized.

In the primary state, when the internal pressure P of the condenser 30 reaches the first negative pressure P ₁ or less, the first opening / closing mechanism 31 is opened, and the operation of the vacuum pump 36 is stopped. Thereby, as shown in FIG. 2B, the first opening / closing mechanism 31 is opened, while the second opening / closing mechanism 32, the third opening / closing mechanism 33, and the fourth opening / closing mechanism 34 are closed. A “secondary state” is realized.

In the secondary state, the first fuel F ₁ and the second fuel F ₂ separation is initiated by the separator 20, the first fuel F ₁ of the gas phase is supplied to the condenser 30 from the separator 20 ( (See FIG. 2 (b) black arrow). At least a part of the first fuel F _{1 in} the gas phase is stored after being condensed (phase transition from the gas phase to the liquid phase) in the condenser 30 in a negative pressure and cooled state. Further, by stopping the vacuum pump 36, the evaporated fuel V increases in the condenser 30, and the internal pressure of the condenser 30 increases.

When the internal pressure P of the condenser 30 reaches or exceeds the second negative pressure P ₂ higher than the first negative pressure P ₁ , the first opening / closing mechanism 31 is closed, while the second opening / closing mechanism 32 and the third opening / closing mechanism 33. Is opened. Thereby, as shown in FIG. 2C, the first opening / closing mechanism 31 and the fourth opening / closing mechanism 34 are closed, while the second opening / closing mechanism 32 and the third opening / closing mechanism 33 are opened. A “tertiary state” is realized.

When the third opening / closing mechanism 33 is opened, the evaporated fuel V is supplied to the condenser 30 from the first fuel tank 40, and the condenser 30 is boosted to the same pressure as the first fuel tank 40 (FIG. 2 (c) ) See white arrow). When the first opening / closing mechanism 31 is closed, the separation of the first fuel F ₁ and the second fuel F _{2 by} the separator 20 is stopped. When the second opening / closing mechanism 32 is opened, the first fuel F ₁ stored in the condenser 30 is supplied to the first fuel tank 40 (see the black arrow in FIG. 2C).

  When a specified time (for example, 10 [s]) has elapsed since the tertiary state is realized, the second opening / closing mechanism 32 and the third opening / closing mechanism 33 are both closed, while the fourth opening / closing mechanism 34 is opened. The next state is realized and the operation of the vacuum pump 36 is started (see FIG. 2A).

In the primary state, the evaporated fuel V (gas) is supplied from the condenser 30 to the first fuel tank 40 (see the white arrow in FIG. 2A), and the internal pressure P of the condenser 30 decreases. The evaporated fuel V causes bubbling of the first fuel F ₁ in the first fuel tank 40, and at least a part of the evaporated fuel V in the bubbles can be taken into the first fuel F ₁ in the liquid phase state. First fuel F ₁ is two-phase state in the first fuel tank 40 - is in the (gas phase liquid phase), the first fuel tank 40 is boosted by the fuel vapor V is supplied from the condenser 30. The evaporated fuel V may be supplied from the condenser 30 to the space where the evaporated fuel V is also filled in the first fuel tank 40.

  Further, the ECU 70 determines whether or not the condition for opening the first fuel tank 40 is satisfied during the execution of the negative pressure control process. As the “open condition”, a condition that the measured atmospheric pressure of the first fuel tank 40 is equal to or higher than a threshold value, a condition that a vehicle acceleration request exceeds the threshold value, or a combination condition thereof can be adopted.

  When it is determined that the opening condition is satisfied, as shown in FIG. 2D, a “quaternary state” in which the fifth opening / closing mechanism 44 is opened is realized. At this time, for example, the first opening / closing mechanism 31, the second opening / closing mechanism 32, the third opening / closing mechanism 33, and the fourth opening / closing mechanism 34 are closed. In the quaternary state, the evaporated fuel V is discharged from the first fuel tank 40 and then supplied to the internal combustion engine 60 through the intake pipe 61.

(Second Embodiment)
(Configuration) The fuel supply device as the second embodiment of the present invention shown in FIG. 3 has the same configuration as the fuel supply device as the first embodiment of the present invention shown in FIG. The same reference numerals are used for the common configuration, and the description is omitted.

  In 2nd Embodiment, the 3rd opening / closing mechanism 33 is provided in the path | route which connects the condenser 30 and external air atmosphere (regardless of the inside and outside of a vehicle), and by opening the 3rd opening / closing mechanism 33, it becomes a condenser. It is configured so that outside air is introduced. A third opening / closing mechanism 33 is provided in a path connecting the condenser 30 and the canister 50 as an air source, and the third opening / closing mechanism 33 is opened to condense the evaporated fuel V adsorbed on the canister 50. It may be configured to be introduced into the vessel 30.

  A vacuum pump 36 is provided in a path connecting the condenser 30 and the canister 50. The path is connected to a path connecting the canister 50 and the low pressure chamber 24 of the separator 20. The fourth opening / closing mechanism 34 and the fifth opening / closing mechanism 44 shown in FIG. 1 are omitted.

(Negative pressure control processing (second embodiment))
As shown in FIG. 4A, the vacuum pump 36 operates in the “primary state” in which the first opening / closing mechanism 31, the second opening / closing mechanism 32, and the third opening / closing mechanism 33 are closed. The vessel 30 is depressurized.

In the primary state, when the internal pressure P of the condenser 30 reaches the first negative pressure P ₁ or less, the first opening / closing mechanism 31 is opened and the vacuum pump 36 is opened as shown in FIG. Is stopped. Thus, a “secondary state” is realized in which the first opening / closing mechanism 31 is opened while the second opening / closing mechanism 32 and the third opening / closing mechanism 33 are closed.

In the secondary state, the first fuel F ₁ and the second fuel F ₂ separation is initiated by the separator 20, the first fuel F ₁ of the gas phase is supplied to the condenser 30 from the separator 20 ( FIG. 4B (see white arrow). At least a part of the first fuel F _{1 in} the gas phase is stored after being condensed (phase transition from the gas phase to the liquid phase) in the condenser 30 in a negative pressure and cooled state. Further, by stopping the vacuum pump 36, the evaporated fuel V increases in the condenser 30, and the internal pressure of the condenser 30 increases.

When the internal pressure P of the condenser 30 reaches a second negative pressure P ₂ higher than the first negative pressure P ₁ , the first opening / closing mechanism 31 is closed as shown in FIG. 4C. On the other hand, the second opening / closing mechanism 32 and the third opening / closing mechanism 33 are opened. Thus, a “tertiary state” is realized in which the first opening / closing mechanism 31 is closed and the second opening / closing mechanism 32 and the third opening / closing mechanism 33 are opened.

  When a specified time (for example, 10 [s]) has elapsed since the tertiary state is realized, the primary state is realized again by closing both the second opening / closing mechanism 32 and the third opening / closing mechanism 33, and The operation of the vacuum pump 36 is started (see FIG. 4A).

(Arrangement of components of fuel supply device)
The components of the fuel supply device are integrated and disposed in the air path so that a part or all of the following conditions 1 to 8 including at least condition 1 is satisfied. The air path communicates with outside air such as a floor tunnel, and is constituted by an arbitrary space in which air flows when the vehicle is traveling or moving. At least one of a gap (air layer) and a heat insulating material (heat insulating layer) is interposed between the constituent elements. The heat insulation layer may be comprised by the connection member of components.

  (Condition 1) A part or all of the separator 20 is hidden in the first fuel tank 40 when viewed from the upstream side of the air path.

  (Condition 2) A part or all of the vacuum pump 36 is hidden in the first fuel tank 40 when viewed from the upstream side of the air path.

  (Condition 3) The vacuum pump 36 is disposed beside the separator 20.

  (Condition 4) Part or all of the condenser 30 is exposed to the upstream side of the air path.

  (Condition 5) The condenser 30 is disposed beside the separator 20.

  (Condition 6) Part or all of the radiator (cooler) 26 is exposed to the upstream side of the air path.

  (Condition 7) Part or all of the canister 50 is hidden in the first fuel tank 40 when viewed from the upstream side of the air path.

  (Condition 8) The canister 50 is disposed beside the separator 20.

(Example)
For example, as shown in FIG. 5, the heater 16, the separator 20, the radiator 26, the condenser 30, the vacuum pump 36, the first fuel tank 40 and the canister 50 are integrated, and all of the conditions 1 to 8 are satisfied. It is arranged in the air path of the vehicle so as to be satisfied.

  5 is a rear side of the raw fuel tank 10 mounted on the rear part of the vehicle, as shown in FIG. 6, for example, as shown in FIG. It is arranged in a space communicating with. The internal combustion engine 60 and the ECU 70 are mounted on the front portion of the vehicle. In this case, as shown in FIG. 7, the set is exposed to the air (see arrows) flowing from the upstream side of the air path including the space below the raw fuel tank 10 as a whole. The direction of the air flow corresponds to the line-of-sight direction when viewed from the upstream side of the air path.

  Here, as viewed from the upstream side of the air path, all of the separator 20, part of the vacuum pump 36 and all of the canister 50 are hidden in the first fuel tank 40, so that the conditions 1, 2 and 7 are satisfied. ing. That is, the first fuel tank 40 is disposed so as to function as a windproof member or a shielding member that at least partially shields each of the separator 20, the vacuum pump 36, and the canister 50 from the air flowing through the air path (FIGS. 5 to 5). (See FIG. 7).

  Thus, from the viewpoint of control of the fuel separation performance by the separator 20, the decompression performance of the condenser 30 by the vacuum pump 36, and the occlusion performance of the high octane component by the canister 50, the heat exchange with the air flowing through the air path The amount of heat or temperature taken away is adjusted or maintained within a suitable range.

On the other hand, as described above, the cooling efficiency of the first fuel tank 40 can be maintained or improved by heat exchange between the air and the first fuel tank 40 that functions as a windproof member. Therefore, the supply amount of the evaporated fuel V from the first fuel tank 40 to the canister 50 (see FIGS. 1 and 3) is controlled within a range where the canister 50 can be occluded. That is, from the viewpoint of effective use of the first fuel F ₁ (high octane number fuel) or the high octane number component in the gas phase, the temperature of the first fuel F ₁ or the internal pressure of the first fuel tank 40 corresponding to the temperature is appropriate. Adjusted or maintained within a certain range.

  Further, since each of the condenser 30, the vacuum pump 36 and the canister 50 is disposed beside the separator 20, the conditions 3, 5 and 8 are satisfied. That is, the vacuum pump 36, the condenser 30, and the canister 50 are arranged so as to function as a windproof member that at least partially blocks the separator 20 from the air flowing so as to go around the downstream side of the first fuel tank 40. Thereby, from the viewpoint of performance control of the separator 20 and the vacuum pump 36 disposed so as to surround the separator 20, the temperature of each component such as the separator 20 is adjusted or maintained within an appropriate range.

Furthermore, since all of the radiator 26 and a part of the condenser 30 are exposed to the upstream side of the air path, the conditions 4 and 6 are satisfied. That is, each of the condenser 30 and the radiator 26 is arranged to efficiently exchange heat with the air flowing through the air path. Thus, from the viewpoint of controlling the fuel condensing performance by the condenser 30 and controlling the cooling performance of the second fuel F ₂ by the radiator 26, the respective temperatures of the condenser 30 and the radiator 26 are adjusted or maintained within appropriate ranges. Is done.

  All of the heater 16 is also exposed to the upstream side of the air path. Each component is shown in a simplified shape of a substantially rectangular parallelepiped, but at least one of its shape, size, and aspect ratio may be changed. One or both of the positions and postures (relative positions and postures with respect to the air path) of each component mounted on the vehicle may be changed as a requirement that at least the condition 1 is satisfied.

  Of the heater 16, the separator 20, the radiator 26, the condenser 30, the vacuum pump 36, the first fuel tank 40 and the canister 50, only some components including at least the separator 20 and the first fuel tank 40 are included. They may be integrated and placed in the air path.

  If it is configured to be mounted on the vehicle in a state where a part or front part of the components is assembled in advance, the manufacturing cost of the vehicle including the fuel supply device can be reduced. From the viewpoint of easy maintenance, the separator 20 may be configured to be detachable independently.

DESCRIPTION OF SYMBOLS 10 ... Raw fuel tank, 20 ... Separator, 21 ... Separation membrane, 30 ... Condenser, 31 ... First opening / closing mechanism, 32 ... Second opening / closing mechanism, 33 ... Third opening / closing mechanism, 36 ... Vacuum pump, 40 ... No. 1 fuel tank, 50 ... canister, 60 ... internal combustion engine, 70 ... ECU (control device).

Claims (7)

A first fuel that is mounted on a vehicle and separated from the raw fuel and contains a higher octane number component than the raw fuel, and a second fuel that contains a lower octane number component than the raw fuel, or the A device for supplying raw fuel to an internal combustion engine selectively or simultaneously at a specified mixture ratio,
A high pressure chamber and a low pressure chamber are separated through a separation membrane, and the raw fuel is separated from the first fuel and the second fuel by the separation membrane in a state where the low pressure chamber is maintained at a lower pressure than the high pressure chamber. A separator configured such that the first fuel is recovered from the low-pressure chamber side and the second fuel is recovered from the high-pressure chamber side;
A condenser connected to the low pressure chamber of the separator;
A first fuel tank connected to the condenser and configured to store the first fuel;
A vacuum pump configured to depressurize the interior of the condenser,
The separator and the first fuel tank are integrated and arranged in the air path so that a part or all of the separator is hidden in the first fuel tank when viewed from the upstream side of the air path of the vehicle,
The first fuel tank is configured such that air flowing through the air path of the vehicle flows into the first fuel tank from below or obliquely below on the downstream side of the raw fuel tank that stores the raw fuel in the air path of the vehicle. Placed in
The fuel supply device, wherein the separator is configured to be removable. The fuel supply device according to claim 1, wherein
The separator, the vacuum pump, and the first fuel tank are integrated and arranged in the air path so that part or all of the vacuum pump is hidden in the first fuel tank when viewed from the upstream side of the air path. The fuel supply apparatus characterized by the above-mentioned. The fuel supply device according to claim 2, wherein
The fuel supply apparatus, wherein the vacuum pump is arranged so that a part or all of the separator is hidden behind the vacuum pump when viewed from the upstream side of the air path of the vehicle. In the fuel supply device according to any one of claims 1 to 3,
The separator, the condenser and the first fuel tank are integrated and arranged in the air path so that a part or all of the condenser is exposed to the upstream side of the air path. A fuel supply device. In the fuel supply device according to any one of claims 1 to 4 ,
A cooler for cooling the second fuel recovered from the separator;
The separator, the cooler, and the first fuel tank are integrated and arranged in the air path so that a part or all of the cooler is exposed to the upstream side of the air path. A fuel supply device. In the fuel supply device according to any one of claims 1 to 5 ,
A canister configured to occlude a high octane component generated from the first fuel or the raw fuel;
The separator, the canister, and the first fuel tank are integrated and arranged in the air path so that a part or all of the canister is hidden in the first fuel tank when viewed from the upstream side of the air path. The fuel supply apparatus characterized by the above-mentioned. The fuel supply device according to claim 6 , wherein
The fuel supply device, wherein the canister is arranged so that a part or all of the separator is hidden behind the canister when viewed from the upstream side of the air path of the vehicle.

Images