Internal combustion engine system, vehicle provided with same, and gas supply method

Abstract

An internal combustion engine system is provided with: an internal combustion engine; at least one fuel tank for storing fuel gas in a compressed state; a gas pipe connecting the fuel tank and the internal combustion engine; and a pressure pump which is connected to the fuel gas piping and which pressurizes the fuel gas in the fuel tank or the fuel gas piping.

Description

Technical Field

[0001] The present disclosure relates to an internal combustion engine system, a vehicle equipped with the internal combustion engine system, and a gas supply method. Background Art

[0002] Patent Document 1 discloses an internal combustion engine that generates driving force by burning hydrogen gas supplied from a high-pressure hydrogen tank via a pressure reducing valve as fuel.

[0003] Prior art literature: Patent Literature: Patent document 1: Japanese Patent Application Publication No. 2021-173182. Summary of the invention

[0004] Problems to be solved by the invention: If the gas in the fuel tank continues to be consumed due to the operation of the internal combustion engine, the internal pressure of the fuel tank will eventually drop below a predetermined value. In this state, the gas in the fuel tank cannot be properly supplied to the internal combustion engine, which is considered to be fuel depletion.

[0005] Therefore, an object of one aspect of the present disclosure is to increase the amount of fuel gas supplied to an internal combustion engine.

[0006] Means of solving the problem: An internal combustion engine system according to one aspect of the present disclosure comprises: an internal combustion engine; at least one fuel tank storing gas in a compressed state; a gas piping connecting the fuel tank to the internal combustion engine; and a pressure pump connected to the gas piping for pressurizing the gas in the fuel tank or in the gas piping.

[0007] A transportation tool according to one aspect of the present disclosure includes the internal combustion engine system and moves by a driving force generated by the internal combustion engine system.

[0008] A gas supply method according to one aspect of the present disclosure includes: supplying the gas of the flow channel with higher pressure among two flow channels to a gas consumption source; pressurizing the gas of the flow channel with lower pressure among the two flow channels by a pressure pump; and supplying the pressurized gas to the gas consumption source.

[0009] Effect of the invention: According to one aspect of the present disclosure, even if the pressure of the gas in the fuel tank drops, the gas can be pressurized by the pressure pump. Therefore, even when the internal pressure of the fuel tank drops, the gas can be supplied to the consumption source. BRIEF DESCRIPTION OF THE DRAWINGS

[0010] Figure 1 is a block diagram of an internal combustion engine system of a vehicle according to a first embodiment; Figure 2 Yes Description Figure 1 A flow chart of the control of the system; Figure 3 yes Figure 1 Block diagram of each ECU of a vehicle; Figure 4 is a block diagram of an internal combustion engine system according to a second embodiment; Figure 5 Yes Description Figure 4 A flow chart of the control of the system; Figure 6 is a block diagram of an internal combustion engine system according to a third embodiment; Figure 7 is a block diagram of an internal combustion engine system according to a fourth embodiment; Figure 8 is a block diagram of an internal combustion engine system according to a fifth embodiment; Fig. 9 is a block diagram of an internal combustion engine system according to a sixth embodiment; Fig.10 is a block diagram of an internal combustion engine system according to a seventh embodiment. DETAILED DESCRIPTION

[0011] Hereinafter, embodiments will be described with reference to the drawings.

[0012] (First embodiment) Figure 1 is a block diagram of an internal combustion engine system 10 according to the first embodiment. Figure 1 As shown, the internal combustion engine system 10 includes: an internal combustion engine E, a first fuel tank 21, a second fuel tank 22, a booster pump 23, an auxiliary tank 24, a gas piping 25, a valve system 26, a first fuel tank pressure sensor 27, a second fuel tank pressure sensor 28, an auxiliary tank pressure sensor 29, a pressure reducing valve 47, a stop valve 48, a fuel ECU 50, etc. The gas piping 25 and the valve system 26 constitute a fuel supply circuit system. The gas piping 25 and the booster pump 23 constitute a fuel supply device. In the present embodiment, the internal combustion engine system 10 is mounted on a vehicle 1. The vehicle 1 is not particularly limited, and may include, for example, a motorized two-wheeled vehicle, a motorized three-wheeled vehicle, an off-road four-wheeled vehicle, a ship, an aircraft, a railway vehicle, etc. The vehicle 1 generates a propulsion force through the driving force generated by the internal combustion engine system 10, thereby moving.

[0013] The internal combustion engine E burns fuel gas, and converts the combustion energy into rotational energy and outputs it. In the present embodiment, the internal combustion engine is a reciprocating engine. At this time, the internal combustion engine causes the fuel gas to explode in the cylinder, and generates the reciprocating motion of the piston by the expansion of the gas in the cylinder. The internal combustion engine converts the reciprocating motion of the piston into the rotational motion of the crankshaft and outputs it. The fuel gas burned by the internal combustion engine E is, for example, hydrogen. That is, the internal combustion engine E is a hydrogen consumption source. The internal combustion engine E needs to be supplied with hydrogen at a prescribed fuel injection pressure that is higher than the standard atmospheric pressure (0.1 MPa). When a direct injection engine that supplies fuel gas when the gas in the cylinder is in a compressed state due to the piston is used as the internal combustion engine E, the internal combustion engine E needs to be supplied with hydrogen compressed to, for example, more than 10 MPa.

[0014] The first fuel tank 21 and the second fuel tank 22 have the same structure. The first fuel tank 21 and the second fuel tank 22 store hydrogen as fuel gas in a compressed state. The internal pressure of the first fuel tank 21 and the second fuel tank 22 in a full tank state is higher than the standard atmospheric pressure (0.1 MPa), specifically, is sufficiently higher than the fuel injection pressure required by the internal combustion engine E. The internal pressure of the first fuel tank 21 and the second fuel tank 22 in a full tank state is higher than the opening pressure of the regulator provided in the tanks 21 and 22. For example, the pressure of the hydrogen filled in the fuel tank is set to 70 MPa.

[0015] The pressure pump 23 is capable of pressurizing the hydrogen gas flowing out from the outlet port of the first fuel tank 21 or the second fuel tank 22 to the piping. The auxiliary tank 24 stores the hydrogen gas pressurized by the pressure pump 23. In the present embodiment, the auxiliary tank 24 is smaller than each fuel tank. The pressure pump 23 can adopt a known structure as long as it can pressurize to a pressure exceeding the fuel injection pressure required by the internal combustion engine E. For example, the pressure pump can be implemented by a reciprocating pump, a diaphragm pump, etc. that utilizes the reciprocating motion of the piston. The pressure pump 23 can also be implemented by a booster pump, a Roots pump, a plunger pump, etc. that utilizes the rotational motion of the shaft.

[0016] In the present embodiment, the pressure pump 23 is driven by the energy generated by the internal combustion engine E. The pressure pump 23 is mechanically driven by the internal combustion engine E. In the present embodiment, the rotational power of the rotating component that rotates along with the driving of the internal combustion engine is provided as the driving force of the pressure pump 23. The rotating component of the internal combustion engine can be a rotating shaft such as a crankshaft, a camshaft, a balance shaft, etc. The rotating component that provides driving force to the pressure pump 23 can also be an output shaft of a speed changer connected to the internal combustion engine. For example, the pressure pump 23 can also be connected to the rotating component of the internal combustion engine E via a power transmission structure 38. The power transmission structure 38 can include a gear mechanism, a pulley mechanism, or a sprocket mechanism. The pressure pump 23 can also be directly connected to the crankshaft of the internal combustion engine E.

[0017] The pressure pump 23 may also be provided with a rotational power of a Roots pump or the like as a driving force. At this time, the pressure pump 23 pressurizes the hydrogen gas sucked in from the suction port and discharges it from the discharge port by the rotational driving force provided by the power transmission structure 38 or the rotating member. The pressure pump 23 may also be a pressure pump provided with a reciprocating power as a driving force like a reciprocating pump. At this time, the pressure pump 23 is provided with a reciprocating power converted from the rotational driving force via a cam mechanism, thereby pressurizing the hydrogen gas sucked in from the suction port and discharging it from the discharge port. Specifically, a cam head may be provided on the crankshaft to convert the rotation of the cam into a reciprocating motion so that the piston reciprocates.

[0018] In the present embodiment, a clutch 39 that can be driven by an actuator is interposed in the power transmission path between the crankshaft of the internal combustion engine E and the booster pump 23. That is, the clutch 39 is configured to be controllable by the fuel ECU 50. A pressure relief valve 99 may also be provided on the discharge side of the booster pump 23. At this time, when the pressure in the channel on the discharge side of the booster pump 23 exceeds a preset pressure relief pressure, the pressure relief valve 99 connects the channel on the discharge side of the booster pump 23 and the channel on the suction side of the booster pump 23. Thus, the pressure of the channel on the discharge side of the booster pump 23 can be prevented from exceeding the pressure relief pressure. For example, the pressure relief pressure is set to be higher than the prescribed fuel injection pressure of the internal combustion engine E and lower than the upper filling limit pressure of the fuel tanks 21 and 22. In addition, both the pressure relief valve 99 and the clutch 39 may be provided, or only one of the pressure relief valve 99 and the clutch 39 may be provided.

[0019] The gas pipe 25 connects the first fuel tank 21 and the second fuel tank 22 to the internal combustion engine E. The gas pipe 25 includes a main supply pipe 30, a first auxiliary supply pipe 31, a second auxiliary supply pipe 32, a main pressurizing pipe 33, a first auxiliary pressurizing pipe 34, a second auxiliary pressurizing pipe 35, and an auxiliary pipe 36. The main supply pipe 30 is connected to the first auxiliary supply pipe 34 and the second auxiliary supply pipe 35 at a first connection point P1. The main supply pipe 30 extends from the first connection point P1 to the fuel injector 98 of the internal combustion engine E. The first auxiliary supply pipe 31 connects the first fuel tank 21 to the main supply pipe 30. In other words, the first auxiliary supply pipe 31 is arranged from the first fuel tank 21 to the first connection point P1. The second auxiliary supply pipe 32 connects the second fuel tank 22 to the main supply pipe 30. In other words, the second auxiliary supply pipe 32 is arranged from the second fuel tank 22 to the first connection point P1. That is, the first sub-supply pipe 31 and the second sub-supply pipe 32 are branched toward the tanks 21 and 22 , respectively, at the first connection point P1 that is the upstream end of the main supply pipe 30 .

[0020] The first auxiliary pressurization pipe 34 is connected to the middle part of the first auxiliary supply pipe 31 at the third connection point P3. The second auxiliary pressurization pipe 35 is connected to the middle part of the second auxiliary supply pipe 32 at the fourth connection point P4. The first auxiliary pressurization pipe 34 and the second auxiliary pressurization pipe 35 are connected to the main pressurization pipe 33 at the second connection point P2. In other words, the first auxiliary pressurization pipe 34 extends from the third connection point P3 to the second confluence point P2, and the second auxiliary pressurization pipe 35 extends from the fourth connection point P4 to the second connection point P2. The main pressurization pipe 33 connects the second connection point P with the inlet port of the auxiliary tank 24. The pressurizing pump 23 is interposed in the middle part of the main pressurization pipe 33. The suction port of the pressurizing pump 23 is connected to the portion of the main pressurization pipe 33 extending from the second connection point P2. The discharge port of the pressurizing pump 23 is connected to the portion of the main pressurization pipe 33 that faces the auxiliary tank 24. The first auxiliary pressurization pipe 34 and the second auxiliary pressurization pipe 35 are respectively branched toward the tanks 21 and 22 at the second connection point P2 which is the upstream end of the main pressurization pipe 33. The auxiliary pipe 36 connects the auxiliary tank 24 and the main supply pipe 30. The auxiliary pipe 36 is arranged from the outlet port of the auxiliary tank 24 to the confluence connection point K of the main supply pipe 30. The confluence connection point K is arranged on the downstream side of the first connection point P1 and on the upstream side of the pressure reducing valve 47.

[0021] The flow passages of the first auxiliary supply pipe 31 and the main supply pipe 30 constitute a first internal combustion engine direction flow passage A1 (21, 31, P1, 30) from the first fuel tank 21 toward the internal combustion engine E. The flow passages of the second auxiliary supply pipe 32 and the main supply pipe 30 constitute a second internal combustion engine direction flow passage A2 (22, 32, P1, 30) from the second fuel tank 22 toward the internal combustion engine E. The flow passages of the first auxiliary supply pipe 31, the first auxiliary pressurizing pipe 34, and the main pressurizing pipe 33 constitute a first pump direction flow passage B1 (21, 31, P3, 34, P2, 33, 36, K, 30) from the first fuel tank 21 to the internal combustion engine E via the pressurizing pump 23. The flow paths of the second sub-supply pipe 32 , the second sub-pressurizing pipe 35 , and the main pressurizing pipe 33 constitute a second pump direction flow path B2 ( 22 , 32 , P4 , 34 , P2 , 33 , 36 , K, 30 ) from the second fuel tank 22 to the internal combustion engine via the pressurizing pump 23 .

[0022] The valve system 26 includes a first fuel tank opening and closing valve 41, a second fuel tank opening and closing valve 42, a first switching valve 43, a second switching valve 44, and an auxiliary tank opening and closing valve 45. Each valve 41 to 45 is an electrically controllable solenoid valve. The first fuel tank opening and closing valve 41 is provided at the first fuel tank 21 and opens and closes the outlet port of the first fuel tank 21. The second fuel tank opening and closing valve 42 is provided at the second fuel tank 22 and opens and closes the outlet port of the second fuel tank 22.

[0023] The first switching valve 43 is a three-way valve disposed at the connection point P3 of the first auxiliary pressurizing pipe 34 relative to the first auxiliary supply pipe 31. The second switching valve 44 is a three-way valve disposed at the connection point P4 of the second auxiliary pressurizing pipe 35 relative to the second auxiliary supply pipe 32. The auxiliary tank opening and closing valve 45 is disposed at the outlet port of the auxiliary tank 24. In addition, a check valve that allows flow from the auxiliary tank 24 to the main supply pipe 30 via the auxiliary pipe 36 and prevents reverse flow may be provided in the middle part of the auxiliary pipe 36 instead of the auxiliary tank opening and closing valve 45. In other words, the check valve opens the passage of the auxiliary pipe 36 when the pressure on the side of the confluence connection K is lower than the pressure on the side of the auxiliary tank 24. On the other hand, the check valve closes the passage of the auxiliary pipe 36 when the pressure at the confluence connection K is higher than the pressure of the auxiliary tank 24.

[0024] The valve system 26 can switch between a state where the first fuel tank 21 is in communication with the first internal combustion engine direction flow passage A1 and a state where the first fuel tank 21 is in communication with the first pump direction flow passage B1 by the operation of the first switching valve 43. The valve system 26 can switch between a state where the second fuel tank 22 is in communication with the second internal combustion engine direction flow passage A2 and a state where the second fuel tank 22 is in communication with the second pump direction flow passage B2 by the operation of the second switching valve 44. In this way, the valve system 26 switches the flow passages between the first fuel tank 21, the pressure pump 23 and the gas piping 25, and switches the flow passages between the second fuel tank 22, the pressure pump 23 and the gas piping 25. In other words, the gas piping 25 has the flow passages A1 and A2 that lead from the fuel tanks 21 and 22 to the internal combustion engine E without passing through the pressure pump 23, and the flow passages B1 and B2 that lead from the fuel tanks 21 and 22 to the internal combustion engine E via the pressure pump 23, and these flow passages are configured to be switchable with each other by the valve system 26. Alternatively, these flow channels may have some common parts.

[0025] The first fuel tank pressure sensor 27 detects the pressure of hydrogen gas stored in the first fuel tank 21. The second fuel tank pressure sensor 28 detects the pressure of hydrogen gas stored in the second fuel tank 22. The auxiliary tank pressure sensor 29 detects the pressure of hydrogen gas stored in the auxiliary tank 24.

[0026] The pressure reducing valve 47 is arranged in the main supply piping 30 on a side closer to the internal combustion engine E than the confluence connection point K of the auxiliary piping 36 with respect to the main supply piping 30, that is, on the downstream side. The booster pump 23 and the auxiliary tank 24 are arranged on the upstream side of the pressure reducing valve 47. The pressure reducing valve 47 maintains the pressure on the downstream side of the pressure reducing valve 47 in the main supply piping 30 at the prescribed fuel injection pressure of the internal combustion engine E. When the pressure on the downstream side of the pressure reducing valve 47 is lower than the fuel injection pressure, the bypass passage connecting the upstream side and the downstream side is opened. When the pressure exceeds the fuel injection pressure, the pressure reducing valve 47 closes the bypass passage. In this way, the pressure of the hydrogen gas flowing on the downstream side of the pressure reducing valve 47 is reduced compared with the pressure of the hydrogen gas flowing on the upstream side of the pressure reducing valve 47 in such a manner that the pressure of the hydrogen gas supplied from the main supply piping 30 to the internal combustion engine E is maintained at the prescribed injection pressure. The shutoff valve 48 is disposed on the main supply pipe 30 on the downstream side of the pressure reducing valve 47 so as to shut off the supply of hydrogen gas from the main supply pipe 30 to the internal combustion engine E in an emergency or the like.

[0027] The fuel ECU 50 controls the valve system 26 and the clutch 39 based on the detection signals of the sensors 27 to 29. The fuel ECU 50 includes: a processor, a system memory, and a storage memory. The processor includes, for example, a central processing unit (CPU). The system memory is, for example, a RAM. The storage memory may include a ROM. The storage memory may include a hard disk, a flash memory, or a combination thereof. The storage memory stores a program. The structure in which the processor executes the program read from the system memory is an example of a first processing loop.

[0028] Figure 2 Yes Description Figure 1 Flow chart of the control of the system. Figure 1 The structure according to Figure 2 The fuel ECU 50 controls the valve system 26 in such a way that the hydrogen in the first fuel tank 21 and the hydrogen in the second fuel tank 22 are unequally reduced. For example, the fuel ECU 50 controls the valve system 26 in such a way that the hydrogen in either the first fuel tank 21 or the second fuel tank 22 is consumed preferentially.

[0029] During the operation of the internal combustion engine E, the fuel ECU 50 controls the valve system 26 so that the hydrogen gas flowing in the flow passages with higher pressure in the first auxiliary supply pipe 31 and the second auxiliary supply pipe 32 is supplied to the internal combustion engine E without passing through the pressure pump 23 (step S1). Here, it is assumed that the pressure of the first auxiliary supply pipe 31 is higher than the pressure of the second auxiliary supply pipe 32. That is, it is assumed that the internal pressure of the first fuel tank 21 is higher than the internal pressure of the second fuel tank 22. At this time, the fuel ECU 50 controls the first switching valve 43 in the state where the first fuel tank on-off valve 41 is opened, so as to open the flow passage A1 from the first auxiliary supply pipe 31 to the main supply pipe 30 and close the flow passage B1 from the first auxiliary supply pipe 31 to the first auxiliary pressure pipe 34.

[0030] Thus, the hydrogen gas in the first fuel tank 21 reaches the pressure reducing valve 47 through the main supply piping 30. The hydrogen gas is reduced in pressure by the pressure reducing valve 47 to a pressure suitable for injection to the internal combustion engine E, and is supplied to the internal combustion engine E. In addition, in step S1, it is preferred that the fuel ECU 50 performs control to close the auxiliary tank opening and closing valve 45 before opening the opening and closing valve 41. In this way, it is possible to prevent the high-pressure hydrogen gas from the fuel tank 21 from flowing back toward the auxiliary tank 24 via the confluence connection K. In addition, it is preferred that the fuel ECU 50 performs switching control of the opening and closing valve 43 before opening the opening and closing valve 41. In this way, it is possible to prevent the high-pressure hydrogen gas from the first fuel tank 21 from flowing to the main pressurizing piping 33. Similarly, in order to prevent the high-pressure hydrogen gas from the first fuel tank 21 from flowing to the second fuel tank 22, the fuel ECU 50 may perform switching control of the second fuel tank opening and closing valve 44 before opening the opening and closing valve 41.

[0031] The fuel ECU 50 determines whether the internal pressure of the tank with the lower internal pressure between the first fuel tank 21 and the second fuel tank 22 is less than the prescribed lower limit value L based on the detection signals of the first fuel tank pressure sensor 27 and the second fuel tank pressure sensor 28 (step S2). As described above, it is assumed that the internal pressure of the second fuel tank 22 is lower than the internal pressure of the first fuel tank 21. At this time, the fuel ECU 50 determines whether the internal pressure of the second fuel tank 22 is less than the prescribed lower limit value L based on the detection signal of the second fuel tank pressure sensor 28. For example, the lower limit value L is set to a value equal to or greater than the prescribed fuel injection pressure of the internal combustion engine E.

[0032] If the internal pressure of the second fuel tank 22 is not less than the lower limit value L (step S2: N), the fuel ECU 50 returns to step S1. When the internal pressure of the first fuel tank 21 and the second fuel tank 22 is greater than the lower limit value L, the fuel ECU 50 maintains the state of closing the second on-off valve 42 and controls the clutch 39 to the disconnected state. On the other hand, if the internal pressure of the second fuel tank 22 is less than the lower limit value L (step S2: Y), the fuel ECU 50 controls the valve system 26 and the clutch 39 to pressurize the hydrogen gas in the second fuel tank 22 toward the auxiliary tank 24 (step S3).

[0033] Specifically, in step S3, the fuel ECU 50 controls the second switching valve 44 in the form of closing the flow path A2 from the second auxiliary supply piping 32 toward the main supply piping 30 and opening the flow path B2 from the second auxiliary supply piping 32 toward the second auxiliary pressurization piping 35. At this time, the fuel ECU 50 closes the auxiliary tank opening and closing valve 45 and puts the clutch 39 into an engaged state. In addition, in step S3, it is preferred that the fuel ECU 50 performs the flow path switching control of the second fuel tank opening and closing valve 44 before the release control of the opening and closing valve 42. In this way, it is possible to prevent the high-pressure hydrogen from the fuel tank 22 from flowing into the main pressurization piping 33. The order of step S1 and step S2 may also be reversed. By setting the flow paths separately in this way, the hydrogen in the first fuel tank 21 is used as fuel to operate the internal combustion engine.

[0034] At this time, the pressure pump 23 driven by the internal combustion engine E pressurizes the hydrogen gas from the second fuel tank 22, and the pressurized hydrogen gas is filled in the auxiliary tank 24. That is, the fuel ECU 50 controls the valve system 26 in such a manner that the hydrogen gas from the first fuel tank 21 is supplied to the internal combustion engine E, and when the internal combustion engine E is running, the hydrogen gas from the second fuel tank 22 is pressurized by the pressure pump 23.

[0035] The fuel ECU 50 determines whether the internal pressure of the auxiliary tank 24 is greater than or equal to a predetermined threshold value T1 based on the detection signal of the auxiliary tank pressure sensor 29 (step S4). The threshold value T1 is set to a pressure higher than the predetermined fuel injection pressure of the internal combustion engine E. For example, the threshold value T1 is set to a value greater than the lower limit value L of the internal pressure of the fuel tanks 21 and 22. For example, the threshold value T1 may also be set to a pressure higher than the internal pressure of the first fuel tank 21 detected by the first fuel tank pressure sensor 27. The threshold value T2 is set to be less than the allowable pressure of the gas piping 25 or the auxiliary tank 24. If the internal pressure of the auxiliary tank 24 is not greater than or equal to the threshold value T1 (step S4: N), the fuel ECU 50 maintains the state of closing the auxiliary tank opening and closing valve 45 and returns to step S3 (step S5). That is, the hydrogen gas from the second fuel tank 22 is continuously filled into the auxiliary tank 24 while being pressurized by the pressure pump 23.

[0036] If the internal pressure of the auxiliary tank 24 is equal to or higher than the threshold value T1 (step S4: Y), the fuel ECU 50 opens the auxiliary tank opening and closing valve 45 (step S6). As a result, the hydrogen gas in the auxiliary tank 24 can be supplied to the main supply pipe 30 via the auxiliary pipe 36. That is, the hydrogen gas pressurized by the pressure pump 23 can be supplied to the internal combustion engine E. Alternatively, in step S5, the clutch 39 may be disconnected to stop the operation of the pressure pump 23.

[0037] The fuel ECU 50 may change the threshold value T1 according to the internal pressure of the higher internal pressure tank of the first fuel tank 21 and the second fuel tank 22. For example, the fuel ECU 50 may decrease the threshold value T1 when the internal pressure of the higher internal pressure tank of the first fuel tank 21 and the second fuel tank 22 decreases.

[0038] Figure 3 yes Figure 1 The block diagram of each ECU 50 to 54 of the vehicle 1 is shown in FIG. Figure 3 As shown, the vehicle 1 includes a fuel ECU 50 and at least one other ECU. The at least one other ECU controls a device different from the valve system 26. Alternatively, the at least one other ECU may be, for example, a controller that controls the behavior of the vehicle 1. Alternatively, the at least one other ECU may be a controller of the internal combustion engine E. Alternatively, the at least one other ECU may be a controller that comprehensively controls the vehicle 1.

[0039] The at least one other ECU includes, for example, at least one of an engine ECU 51, a vehicle ECU 52, a navigation ECU 53, and an instrument ECU 54. The engine ECU 51 controls a throttle device 61, a fuel injector 62, and an ignition device 63 in order to control the internal combustion engine E. The vehicle ECU 52 controls a braking device 64 for ABS or CBS, and controls a steering device 65 for assisting driving. The navigation ECU 53 communicates with a satellite positioning system and outputs guidance on a driving route, etc., on a user interface 66. The instrument ECU 54 displays information (for example, vehicle speed, engine speed, etc.) obtained from a detection signal of a sensor mounted on the vehicle 1 on a user interface 67. In each of the ECUs 51 to 54, a structure in which a processor executes a program read from a system memory is an example of a second processing loop. Each ECU 50 to 54 can be connected to each other for information communication.

[0040] Alternatively, the engine ECU 51 changes the engine control based on the information provided from the fuel ECU 50. For example, when the fuel ECU 50 determines that the internal pressure of the first fuel tank 21 and the internal pressure of the second fuel tank 22 are both less than the lower limit value L, the output suppression mode instruction may be sent to the engine ECU 51. Alternatively, when the fuel ECU 50 determines that the total remaining amount of hydrogen in the first fuel tank 21 and the second fuel tank 22 is less than a specified value based on the detection signals of the first fuel tank pressure sensor 27 and the second fuel tank pressure sensor 28, the fuel ECU 50 sends an energy-saving mode instruction for suppressing hydrogen consumption to the engine ECU 51.

[0041] Conversely, the control of the fuel ECU 50 may be changed based on the information provided from the engine ECU 51. For example, when the fuel ECU 50 receives information from the engine ECU 51 that the vehicle is traveling in a mode with high fuel consumption while the two fuel tanks 21 and 22 are fully filled with hydrogen, the valve system 26 may be controlled so that hydrogen from the two fuel tanks 21 and 22 is supplied to the internal combustion engine E in order to compensate for the insufficient fuel supply caused by the insufficient pressure of the hydrogen.

[0042] Alternatively, the engine ECU 51 and the fuel ECU 50 receive the remaining distance to the destination from the navigation ECU 53 and establish a fuel consumption plan based on the remaining distance. Alternatively, the engine ECU 51 controls the vehicle to reduce the degree of consumption suppression in order to extend the cruising range when the pressure pump 23 is performing hydrogen pressurization compared to when the pressure pump 23 is not performing hydrogen pressurization. Alternatively, the meter ECU 54 displays information indicating that the pressure pump 23 is performing pressurization on the user interface 67 to prompt the driver.

[0043] (Second embodiment) Figure 4 2 is a block diagram of an internal combustion engine system 110 according to the second embodiment. In addition, the same symbols are used for the same structures as those in the first embodiment, and the description thereof is omitted. Figure 4 As shown, the internal combustion engine system 110 includes an accumulator 124 as a substitute for the assist tank 24 of the first embodiment. The gas pipe 125 includes a main pressurizing pipe 133 connected to the main supply pipe 30. The accumulator 124 accumulates pressure energy of hydrogen gas pressurized by a pressurizing pump.

[0044] The pressurizing pump 23 is disposed on the main pressurizing pipe 133. The accumulator 124 is connected to the downstream side of the pressurizing pump 23. That is, the accumulator 124 is connected to a portion of the main pressurizing pipe 133 downstream of the pressurizing pump 23. The accumulator 124 is provided with an accumulator pressure sensor 129 for detecting the internal pressure of the accumulator 124.

[0045] A check valve 145 is disposed on the downstream side of the accumulator 124 in the main pressurizing pipe 133. The check valve 145 allows the flow from the main pressurizing pipe 133 to the main supply pipe 30 and prevents the reverse flow. A check valve 146 is disposed on the upstream side of the pressurizing pump 23 in the main pressurizing pipe 133. The check valve 146 allows the flow from the first fuel tank opening and closing valve 41 or the first switching valve 43 to the pressurizing pump 23 and prevents the reverse flow. In addition, the check valve 146 may be omitted.

[0046] Figure 5 Yes Description Figure 4 Flow chart of the control of the system. Figure 4 The structure according to Figure 5 The process is described below. Figure 5 Steps S1 and S2 are due to Figure 2 Since steps S1 and S2 are the same, the description thereof is omitted. In the internal combustion engine system 110, since there is no auxiliary tank opening and closing valve 45, there is no control of the auxiliary tank opening and closing valve 45. In addition, Figure 5 Step S3 is the same as Figure 2 The same as step S3.

[0047] The fuel ECU 150 determines whether the internal pressure of the accumulator 124 is above a predetermined upper limit value H based on the detection signal of the accumulator pressure sensor 129 (step S11). The upper limit value H is set, for example, to the pressure limit of the accumulator 124 or a value close thereto. If the internal pressure of the accumulator 124 is less than the upper limit value H (step S11: N), the fuel ECU 150 returns to step S1. That is, the hydrogen gas from the second fuel tank 22 is continuously pressurized in the accumulator 124 by the pressure pump 23. If the internal pressure of the accumulator 124 is above the upper limit value H (step S11: Y), the fuel ECU 50 disconnects the clutch 39 (step S12). In addition, the other structures are the same as those of the first embodiment described above, so the description is omitted.

[0048] By using the accumulator 124, it is easier to suppress the pressure fluctuation of hydrogen gas on the upstream side of the pressure reducing valve 47, and even if a sudden consumption of hydrogen gas occurs during a rapid acceleration operation, it is easier to prevent insufficient fuel supply due to insufficient pressure. In addition, by using the accumulator 124, it is possible to suppress the fluctuation of the discharge pressure caused by the booster pump 23, and it is easier to increase the options of the selected booster pump 23. For example, by using the accumulator 124, it is easier to suppress the pressure pulsation generated by the reciprocating booster pump 23. In addition, by accumulating pressure energy in the accumulator 124, it is possible to reduce the hydrogen gas pressurization amount required per unit time by the booster pump 23, and it is easier to seek miniaturization of the booster pump 23.

[0049] (Third Embodiment) Figure 6 2 is a block diagram of an internal combustion engine system 210 according to the third embodiment. In addition, the same symbols are used for the same structures as those in the first or second embodiment, and the description thereof is omitted. Figure 6 As shown, in the internal combustion engine system 210, the pressure pump 23 is driven by an actuator M instead of the internal combustion engine E. The actuator M may be, for example, an electric motor or a hydraulic motor.

[0050] In the main supply piping 30, a check valve 245 is arranged at a position upstream of the connection point of the main pressurizing piping 133 with respect to the main supply piping 30. The check valve 245 allows the flow from the first auxiliary supply piping 31 and the second auxiliary supply piping 32 toward the pressure reducing valve 47 and prevents the reverse flow. In addition, the check valve 245 may be omitted. The accumulator 224 is connected to the downstream side of the pressure reducing valve 47 in the main supply piping 30. Thus, the pulsation of the flow path between the pressure reducing valve 47 and the internal combustion engine E is suppressed. In addition, the accumulator 124 may be arranged between the check valve 245 and the pressure reducing valve 47.

[0051] When the fuel ECU 250 determines that the internal pressure of the second fuel tank 22 is less than the lower limit value L, the actuator M is driven to pressurize the hydrogen gas from the second fuel tank 22 in the pressurizing pump 23. Alternatively, when the internal pressure of the first fuel tank 21 is sufficient, the fuel ECU 250 stops the actuator M. In addition, the other structures are the same as those of the first or second embodiment, and thus the description thereof is omitted.

[0052] In this embodiment, the pressure pump 23 can be driven regardless of the driving of the internal combustion engine E. Thus, for example, even during the period when the driving of the internal combustion engine E is stopped, the hydrogen gas can be pressurized. On the contrary, when the pressure of the hydrogen gas is sufficiently high, the driving of the pressure pump 23 can be stopped without the need for pressurization. In addition, by providing the accumulator 224, even if the pressure on the upstream side of the pressure reducing valve 47 increases or decreases, the influence on the downstream side can be suppressed.

[0053] (Fourth Embodiment) Figure 7 2 is a block diagram of an internal combustion engine system 310 according to a fourth embodiment. In addition, the same reference numerals are used for the same structures as those in any of the first to third embodiments, and the description thereof is omitted. Figure 7 As shown, in the internal combustion engine system 310 , the first auxiliary pressurizing pipe 334 is provided independently from the first auxiliary supply pipe 31 , and the second auxiliary pressurizing pipe 335 is provided independently from the second auxiliary supply pipe 32 .

[0054] The first auxiliary pressurizing pipe 334 is provided with a first opening and closing valve 343, and the second auxiliary pressurizing pipe 335 is provided with a second opening and closing valve 344. The main supply pipe 30 is provided with a check valve 245 that allows flow from the first fuel tank 21 and the second fuel tank 22 toward the pressure reducing valve 47 and blocks flow in the reverse direction. The check valve 245 may be omitted.

[0055] When the fuel ECU 350 determines that the internal pressure of the second fuel tank 22, which has the lower internal pressure of the first fuel tank 21 and the second fuel tank 22, is less than the lower limit value L, the fuel ECU 350 closes the second fuel tank opening and closing valve 42 and opens the second opening and closing valve 344. At this time, the fuel ECU 350 closes the auxiliary tank opening and closing valve 45 and puts the clutch 39 into the engaged state. As described above, the pressure pump 23 driven by the internal combustion engine E pressurizes the hydrogen from the second fuel tank 22, and the pressurized hydrogen is filled in the auxiliary tank 24. In addition, the other structures are the same as any of the first to third embodiments described above, so the description is omitted. In this embodiment, the desired flow path can be formed without using a three-way valve.

[0056] (Fifth Embodiment) Figure 8 4 is a block diagram of an internal combustion engine system 410 according to the fifth embodiment. In addition, the same reference numerals are used for the common configurations with any of the first to fourth embodiments, and the description thereof is omitted. Figure 8 As shown, in the internal combustion engine system 410 , the pressure pump 23 is arranged in the main supply pipe 30 .

[0057] When the fuel ECU 450 determines that the internal pressures of the first fuel tank 21 and the second fuel tank 22 are higher than the lower limit value L, the actuator M is not driven to idle the pressurizing pump 23 , and the hydrogen flowing in the main supply pipe 30 flows through the pressurizing pump 23 .

[0058] When the fuel ECU 450 determines that the internal pressure of the second fuel tank 22, which has a lower internal pressure than the first fuel tank 21 and the second fuel tank 22, is less than the lower limit value L, it closes the first fuel tank opening and closing valve 41 and opens the second fuel tank opening and closing valve 42, drives the actuator M, and pressurizes the hydrogen flowing in the main supply piping 30 through the pressure pump 23.

[0059] In addition, when the fuel ECU 450 determines that the pressure of the hydrogen gas flowing in the main supply piping 30 is lower than the lower limit value L in the state where both the first fuel tank opening and closing valve 41 and the second fuel tank opening and closing valve 42 are opened, the actuator M is driven to pressurize the hydrogen gas flowing in the main supply piping 30 through the pressure pump 23. The pressure of the hydrogen gas flowing in the main supply piping 30 may be detected by a pressure sensor provided in the main supply piping 30, or may be estimated from the pressures of the first fuel tank 21 and the second fuel tank 22 and the opening degrees of the first fuel tank opening and closing valve 41 and the second fuel tank opening and closing valve 42. In addition, the other structures are the same as any of the first to fourth embodiments described above, and thus the description thereof is omitted.

[0060] (Sixth Embodiment) Fig. 92 is a block diagram of an internal combustion engine system 510 according to the sixth embodiment. In addition, the same reference numerals are used for the common configurations with any of the first to fifth embodiments, and the description thereof is omitted. Fig. 9 As shown, in the internal combustion engine system 510, the volume of the hydrogen storage space of the first fuel tank 521 and the second fuel tank 522 can be changed. For example, the first fuel tank 521 and the second fuel tank 522 have pistons 571 and 572, respectively.

[0061] The piston 571 of the first fuel tank 521 divides the internal space of the first fuel tank 521 into a hydrogen chamber F1 and a back pressure chamber G1. The piston 572 of the second fuel tank 522 divides the internal space of the second fuel tank 522 into a hydrogen chamber F2 and a back pressure chamber G2. The back pressure chamber G1 and the back pressure chamber G2 are connected to a fluid supply source 575 via a fluid pipe 576. That is, the respective volumes of the hydrogen chambers F1 and F2 are changed by the displacement of the pistons 571 and 572.

[0062] The pressure pump 23 is arranged on the fluid piping 576. The fluid piping 576 branches toward the back pressure chamber G1 and the back pressure chamber G2 on the downstream side of the pressure pump 23. The first opening and closing valve 543 is arranged on the branch portion of the fluid piping 576 toward the back pressure chamber G1. The second opening and closing valve 544 is arranged on the branch portion of the fluid piping 576 toward the back pressure chamber G2.

[0063] When the fuel ECU 550 determines that the pressure of the hydrogen chamber F1 of the first fuel tank 521 is less than the lower limit value L based on the detection signal of the first fuel tank pressure sensor 27, the clutch 39 is switched to the engaged state and the first on-off valve 543 is opened. As a result, the fluid pressurized by the pressure pump 23 flows into the back pressure chamber G1 and the piston 571 moves, and the pressure of the hydrogen chamber F1 increases. This is also the case for the second fuel tank 522. In addition, the other structures are the same as any of the first to fifth embodiments described above, so the description is omitted.

[0064] (Seventh Embodiment) Fig.10 6 is a block diagram of an internal combustion engine system 610 according to the seventh embodiment. In addition, the same symbols are used for the same structures as those in the first embodiment, and the description thereof is omitted. Fig.10 As shown, the first fuel tank 21 and the second fuel tank 22 are connected to each other via a communication pipe 677 .

[0065] When the fuel ECU 650 determines that the internal pressure of the second fuel tank 22 is less than the lower limit value L based on the detection signal of the second fuel tank pressure sensor 28, the clutch 39 is engaged. As a result, the hydrogen gas flowing out from the second fuel tank 22 to the communication pipe 677 is pressurized, and the pressurized hydrogen gas is supplied to the first fuel tank 21. In addition, the other structures are the same as any of the first to sixth embodiments described above, so the description is omitted.

[0066] In addition, the technology disclosed in the present invention is not limited to the aforementioned embodiments. The internal combustion engine E may be a direct injection engine that injects fuel gas into the cylinder, but may also be a port injection engine that injects fuel gas into the intake port. The internal combustion engine E may also be a supercharged engine that compresses air through a supercharger and supplies it into the cylinder. When the internal combustion engine E is a supercharged direct injection engine, it is necessary to supply hydrogen with a higher injection pressure than a non-supercharged engine.

[0067] For example, the hydrogen consumption source may be a fuel cell that generates electricity by a chemical reaction of fuel gas and oxygen via a catalyst, instead of the internal combustion engine E. Other combustible fuel gases may be used instead of hydrogen. The fuel gas may also be a hydrocarbon fuel gas, specifically methane gas, propane gas, or ammonia gas. From the viewpoint of suppressing carbon dioxide generated by combustion, it is preferred to use hydrogen as the fuel gas for the internal combustion engine E.

[0068] The internal combustion engine system may also include only one or more than three fuel tanks instead of two fuel tanks. The multiple fuel tanks may have the same structure, thereby reducing the number of parts. In addition, the multiple fuel tanks may have different structures. For example, two types of tanks may be used: a tank with a structure suitable for pressurization and a tank with a structure suitable for storage.

[0069] The fluid circuit described in the embodiment can be appropriately changed. For example, an embodiment without an auxiliary tank or an accumulator can be adopted. As described above, the booster pump 23 can also be driven by the energy generated by the internal combustion engine E. In addition, the booster pump 23 can also be a structure driven by power generated by a driving source different from the internal combustion engine E. For example, an embodiment in which the booster pump 23 is driven by an electric motor different from the internal combustion engine E can also be adopted.

[0070] Regardless of the structure of the embodiment, in order to make the pressure of the pressurized hydrogen gas below the specified value, both the pressure relief valve 99 and the clutch 39 can be set, or only one of the pressure relief valve 99 and the clutch 39 can be set. The first fuel tank opening and closing valve 41, the second fuel tank opening and closing valve 42, and the auxiliary tank opening and closing valve 45 are arranged at the outlet ports of the tanks 21, 22, and 24, but can also be arranged in the flow channel on the downstream side of the outlet port of the tank instead of the outlet port. For example, each fuel tank opening and closing valve 41, 42 can also be set at a position between the outlet port of the corresponding tank 21, 22 and the corresponding switching valve 43, 44. The auxiliary tank opening and closing valve 45 can also be set at a position between the outlet port of the auxiliary tank 24 and the confluence connection position K.

[0071] Two opening and closing valves can also be used to replace the switching valves 43 and 44 respectively to achieve the same function. In addition to setting the auxiliary tank opening and closing valve 45 at the outlet port, an opening and closing valve can also be set at the inlet port. As a result, the passage of the inlet port can be closed when the pressure of the hydrogen in the auxiliary tank 24 becomes a high pressure state. Thus, by closing both the inlet port and the outlet port of the auxiliary tank 24, the backflow of hydrogen from the auxiliary tank 24 can be prevented. In addition, in order to prevent backflow, a one-way valve for preventing backflow can also be provided to replace the auxiliary tank opening and closing valve 45. At this time, the one-way valve can be arranged between the booster pump 23 and the auxiliary tank 24, between the auxiliary tank 24 and the confluence connection K, between the first connection P1 and the confluence connection K, etc.

[0072] These flow passages may form a partially shared part or may not form a partially shared part. Even if the pressure of the hydrogen gas in the fuel tanks 21 and 22 is not less than the lower limit, the hydrogen gas may be pressurized by the booster pump. The booster pump 23 may also be driven by energy converted from the mechanical energy generated by the internal combustion engine E, instead of being driven by the mechanical energy generated by the internal combustion engine E. For example, the energy to drive the actuator M may also be driven by electrical energy or hydraulic energy converted from the mechanical energy generated by the internal combustion engine E. That is, as a driving source of the booster pump 23, a motor driven by electrical energy generated by the internal combustion engine E may also be used. In addition, the booster pump 23 may also be a fluid pump driven by fluid energy generated by the internal combustion engine E. As a driving source of the booster pump 23, an internal combustion engine E or an actuator M is exemplified, but in any of the aforementioned embodiments, the internal combustion engine E and the actuator M may replace each other. The aforementioned internal combustion engine systems are not limited to being mounted on vehicles, but may also be fixed internal combustion engine systems installed in factories, etc.

[0073] By configuring the clutch 39, if pressurization is not required, the clutch 39 can be controlled to cut off the transmission of rotational power to the pressure pump 23. In this way, the energy loss caused by the driving of the pressure pump 23 when pressurization is not required can be suppressed. The power is transmitted by the power transmission structure 38, so that the pressure pump 23 and the internal combustion engine E can be arranged at positions separated from each other. In this way, the pressure pump 23 can be arranged at a position that is not easily affected by the heat caused by the combustion of the internal combustion engine E. In addition, the configuration freedom of the pressure pump 23 can be improved.

[0074] On the contrary, the power transmission structure 38 may not be used, and the power of the rotating component may be directly provided to the boosting pump 23. Based on this, the number of components can be reduced, and the energy loss involved in the power transmission can be reduced, so that the boosting pump 23 and the internal combustion engine E can be made into an intensive structure. For example, the input shaft of the boosting pump 23 may be directly connected to the crankshaft of the internal combustion engine E. By driving the boosting pump 23 in this way, the structure can be simplified compared to the case where a power conversion structure is provided between the internal combustion engine E and the boosting pump 23. Alternatively, a cam for driving the boosting pump 23 may be provided on the camshaft for driving the intake and exhaust valves of the internal combustion engine E. In this way, a conversion structure for converting the rotational motion of the internal combustion engine E into reciprocating motion may be utilized.

[0075] When the hydrogen gas pressurized by the pressure pump 23 is directly supplied to the internal combustion engine E, the pressure pulsation caused by the pressure pump 23 can be reduced by providing the auxiliary tank 24 and the accumulator 124, and the hydrogen gas with the pressure fluctuation suppressed can be supplied to the internal combustion engine E. The auxiliary tank 24 is smaller than the fuel tanks 21 and 22, so it is easy to be arranged at a position close to the pressure pump 23. The auxiliary tank 24 can be any size that can temporarily store hydrogen gas, and by being smaller than the fuel tanks 21 and 22, it is possible to prevent the overall enlargement of the internal combustion engine system. Alternatively, the auxiliary tank 24 can be loaded and unloaded from the gas piping 25, and has a connection interface structure that can be exchanged with the fuel tanks 21 and 22. Thus, when the pressurized hydrogen gas is filled in the auxiliary tank 24, it can be exchanged with either of the fuel tanks 21 and 22. In addition, the auxiliary tank 24 can also be formed in the same shape as the fuel tanks 21 and 22. Thus, the number of components as the valve system 26 can be reduced.

[0076] According to the above structure, by pressurizing the low-pressure fuel gas, the low-pressure hydrogen can be effectively utilized, and the hydrogen consumption source can be operated for a long time. For example, during the period when the high-pressure hydrogen is supplied to the hydrogen consumption source, by pressurizing the low-pressure hydrogen, the hydrogen can be supplied to the consumption source even during the pressurization period. In this way, the supply delay caused by the pressurization is prevented, and the period during which the fuel can be continuously supplied can be easily extended.

[0077] As described above, the embodiments are described in this application as disclosed technical examples. However, the technology disclosed in the present invention is not limited thereto, and may also be applied to embodiments in which appropriate changes, substitutions, additions, omissions, etc. have been made. Furthermore, the various structural elements described in the embodiments may be combined to form new embodiments. For example, a part of the structure or method in one embodiment may be used in other embodiments, and a part of the structure in the embodiment may be separated from other structures in other embodiments and extracted arbitrarily. Furthermore, the structural elements recorded in the attached drawings and detailed descriptions include not only the structural elements necessary to solve the technical problem, but also the structural elements that are not necessary to solve the technical problem in order to illustrate the technology.

[0078] The functions of the control elements disclosed in this specification can be performed by using a circuit or processing circuit, which includes a general-purpose processor, a special-purpose processor, an integrated circuit, an ASIC (Application Specific Integrated Circuits), an existing circuit and / or a combination thereof, which is configured or programmed to perform the disclosed functions. The processor is considered to be a processing circuit or circuit because it includes transistors and other circuits. In the present disclosure, an electrical circuit, unit or device is hardware that performs the listed functions or is programmed to perform the listed functions. The hardware may be the hardware disclosed herein, or it may be other known hardware that is programmed or configured to perform the listed functions. If the hardware is a processor that is considered to be a circuit, the circuit, device or unit is a combination of hardware and software, and the software is used to constitute the hardware and / or processor. The following items are respectively disclosed in preferred embodiments.

[0079] [Item 1] An internal combustion engine system comprising: internal combustion engine; at least one fuel tank storing the fuel gas in a compressed state; A gas pipe connecting the fuel tank to the internal combustion engine; and A pressure pump pressurizes the gas in the fuel tank or the gas pipe.

[0080] According to this structure, even if the pressure of the gas in the fuel tank drops, the gas can be pressurized by the booster pump. Therefore, when the internal pressure of the fuel tank drops, the remaining gas can be supplied to the internal combustion engine. As a result, the supply amount of gas can be increased. In this way, the gas consumed by combustion in the internal combustion engine can be increased among the gas stored in the fuel tank. As a result, for example, the operating time of the internal combustion engine can be increased, the frequency of gas replenishment can be reduced, and convenience can be improved. In this embodiment, it can be applied to a direct injection engine or a supercharged engine in which the fuel injection pressure becomes high pressure.

[0081] [Item 2] The internal combustion engine system according to item 1 further comprises: a pressure reducing valve disposed in the gas pipe and reducing the pressure of the gas to a predetermined value or less, wherein the pressure pump pressurizes the gas located upstream of the pressure reducing valve.

[0082] According to this structure, the gas passing through the pressure reducing valve is supplied to the internal combustion engine, thereby being able to supply the gas at a pressure suitable for combustion to the internal combustion engine. In addition, the pressure pump pressurizes the gas located on the upstream side of the pressure reducing valve, and the pressure reducing valve is responsible for regulating the pressure of the gas. The pressure pump only needs to pressurize the gas in a form that does not exceed the specified value, and there is no need to perform fine pressure regulation. Therefore, the pressure pump can be easily controlled.

[0083] [Item 3] According to the internal combustion engine system of item 1 or 2, the booster pump is driven by energy generated by the internal combustion engine.

[0084] According to this configuration, the pressure pump is driven by utilizing the energy generated by the internal combustion engine, so the system can be simplified. For example, the number of system components can be reduced compared to a case where a drive source for driving the pressure pump is separately provided.

[0085] [Item 4] According to the internal combustion engine system of item 3, the booster pump is mechanically driven by the internal combustion engine.

[0086] According to this structure, energy efficiency can be improved with a simple structure. Specifically, the booster pump is driven by mechanical energy directly output by the internal combustion engine. Thus, compared with the case where the mechanical energy output by the internal combustion engine is converted into electrical energy or fluid energy to drive the booster pump, there is no energy lost during energy conversion, so that efficiency can be improved, and no conversion device is required. In addition, for example, by directly inputting rotational power to the booster pump from a rotating component that is driven to rotate with the drive of the internal combustion engine, a simplified structure can be further achieved.

[0087] [Item 5] The internal combustion engine system according to any one of items 1 to 4, further comprising: an accumulator connected to the gas pipe.

[0088] According to this structure, the size of the boosting pump can be prevented. Specifically, the gas pressurized by the boosting pump can be stored in the accumulator. Therefore, when the gas is consumed by the internal combustion engine, the burden on the boosting pump can be reduced by releasing the gas stored in the accumulator. In this way, by reducing the capacity required for the boosting pump, the size of the boosting pump can be prevented.

[0089] [Item 6] The internal combustion engine system according to any one of items 1 to 5, The gas piping includes: an internal combustion engine direction flow passage from the fuel tank toward the internal combustion engine; and a pump direction flow passage from the fuel tank toward the pressure pump. The internal combustion engine system further comprises: a valve system operable between a state in which the fuel tank is in communication with the engine-direction flow passage and a state in which the fuel tank is in communication with the pump-direction flow passage; and A processing circuit is configured to control the valve system.

[0090] According to this structure, the state in which the gas in the fuel tank is supplied to the internal combustion engine and the state in which the gas in the fuel tank is supplied to the pressure pump can be switched. Thus, the gas can be supplied and pressurized according to the situation. For example, when the pressure of the gas in the fuel tank is sufficiently high, the gas can be supplied to the internal combustion engine using the internal combustion engine direction flow passage instead of the pressure pump. In addition, by using the pressure pump to pressurize the gas in the pump direction flow passage, the gas of the pressure suitable for supplying to the internal combustion engine can be provided.

[0091] [Item 7] The internal combustion engine system according to item 6, The at least one fuel tank includes a first fuel tank and a second fuel tank, The processing circuit is composed of: determining whether the internal pressure of the first fuel tank or the second fuel tank is lower, The valve system is controlled to guide the gas supplied from the fuel tank with a lower internal pressure between the first fuel tank and the second fuel tank to the pressure pump.

[0092] According to this structure, by pressurizing the gas in the low-pressure fuel tank, it can be effectively used as fuel for the internal combustion engine. For example, it is also possible to be configured to increase the pressure of the gas in the fuel tank with a lower internal pressure in parallel while seeking to supply the gas to the internal combustion engine using the fuel tank with a higher internal pressure. As a result, even in the process of pressurizing the gas with a lower internal pressure to a pressure suitable for supply, it is possible to supply fuel to the internal combustion engine E. As a result, supply delays caused by pressurization are prevented, and the period during which fuel can be continuously supplied can be easily extended. In addition, gas can be supplied from multiple fuel tanks to one pressurizing pump, thereby reducing the number of components compared to the case where a separate pressurizing pump is provided on each of the multiple fuel tanks.

[0093] [Item 8] The internal combustion engine system according to item 6 or 7, The processing circuit is composed of: determining whether the internal pressure of the fuel tank is less than a prescribed lower limit value, The valve system is controlled to be in a state where the gas in the fuel tank whose internal pressure is less than a predetermined lower limit value is guided to the pressure pump.

[0094] According to this structure, it is possible to prevent the gas with a high internal pressure from being pressurized by the pressure pump, thereby improving the operating efficiency of the pressure pump. The gas in the fuel tank can be effectively used for combustion in the internal combustion engine.

[0095] [Item 9] The internal combustion engine system according to any one of items 1 to 8, The fuel gas is hydrogen.

[0096] According to this structure, hydrogen is a larger amount of fuel required to obtain the same output in an internal combustion engine than carbon-based fuels. In other words, the consumption of hydrogen per unit time in the tank is larger than that of carbon-based fuels. According to the above system, the amount of fuel in the fuel tank that is effectively supplied to the internal combustion engine can be increased. As a result, the effect of effective utilization of hydrogen, which is more likely to be consumed, can be significantly improved.

[0097] [Item 10] A vehicle comprising the internal combustion engine system according to any one of items 1 to 9, and moving by the driving force generated by the internal combustion engine system.

[0098] According to this structure, the movable distance of the vehicle can be increased. Specifically, the amount of gas in the fuel tank that can be supplied to the internal combustion engine can be increased between the time of compressing and filling the fuel tank with gas and refilling. In this way, the cruising distance of the vehicle can be increased with the increase in the amount of gas supplied to the internal combustion engine. For example, this effect can be made more significant when there are few facilities for refilling gas.

[0099] [Item 11] The means of transport described in item 10, The internal combustion engine system further comprises: a valve system for switching a flow path between the fuel tank, the booster pump, and the gas pipe; and a first processing circuit configured to control the valve system, The vehicle further comprises a second processing circuit configured to control a device different from the valve system. The first processing circuit and the second processing circuit are communicably connected to each other.

[0100] According to this structure, the processing of the other of the first and second processing circuits can be changed based on the information of one of the first and second processing circuits, and a high degree of control of the vehicle can be achieved. For example, by controlling the flow path of the valve system based on the information related to different devices, the pressure control of the gas corresponding to the conditions of different devices can be performed. As a result, for example, it is easy to properly maintain the pressurization timing or pressurization amount of the gas. In addition, by controlling different devices based on the information related to the valve system, the movement of the vehicle can be controlled according to the valve system. As a result, for example, it is easy to properly maintain the movement of the vehicle according to the pressure state of the gas.

[0101] [Item 12] A hydrogen supply method, comprising: supplying hydrogen from the flow channel with a higher pressure among the two flow channels to a hydrogen consumption source; Pressurizing the hydrogen gas in the flow channel with lower pressure among the two flow channels by means of a pressure pump; and The pressurized hydrogen gas is supplied to the hydrogen gas consumption source.

[0102] [Item 13] A fuel supply device, comprising: Gas piping connecting the fuel tank to the internal combustion engine; and A pressure pump pressurizes the gas in the fuel tank or the gas pipe.

[0103] [Item 14] A fuel supply circuit system, comprising: a first flow passage connecting the fuel tank to a suction port of a pressure pump and connecting a discharge port of the pressure pump to the internal combustion engine; a second flow passage connecting the fuel tank to the internal combustion engine without via the pressurizing pump; and A valve system for switching between a state in which the fuel tank is in communication with the first flow passage and a state in which the fuel tank is in communication with the second flow passage.

[0104] Explanation of symbols: 1. Means of transportation; 10, 110, 210, 310, 410, 510, 610 Internal combustion engine systems; 21, 521 First Fuel Tank; 22, 522 Second Fuel Tank; 23. Booster pump; 24 auxiliary tanks; 25, 125 gas piping; 26 valve system; 47 Pressure reducing valve; 50, 150, 250, 350, 450, 550, 650 fuel ECU (first processing loop); 51 engine ECU (second processing loop); 52 vehicle ECU (second processing loop); 53 Navigation ECU (second processing loop); 61 Throttle device (device distinct from valve system); 62 Fuel injectors (devices distinct from valve systems); 63 Ignition device (device distinct from valve system); 64 Braking device (device distinct from valve system); 65 Steering gear (devices other than valve systems); 66 User interface (device distinct from the valve system); 124 Accumulator; A1 first internal combustion engine direction flow passage; A2 second internal combustion engine direction flow passage; B1 first pump direction flow channel; B2 Second pump direction flow channel; E Internal combustion engine.

Claims

1. An internal combustion engine system, characterized in that: have: internal combustion engine; at least one fuel tank storing the fuel gas in a compressed state; A gas pipe connecting the fuel tank to the internal combustion engine; and A pressure pump pressurizes the gas in the fuel tank or the gas pipe.

2. The internal combustion engine system according to claim 1, characterized in that: The device further comprises: a pressure reducing valve disposed on the gas pipe and configured to reduce the pressure of the gas to a value below a predetermined value; The pressure pump pressurizes the gas located on the upstream side of the pressure reducing valve.

3. The internal combustion engine system according to claim 1 or 2, characterized in that: The boost pump is driven by energy generated by the internal combustion engine.

4. The internal combustion engine system according to claim 3, characterized in that: The boost pump is mechanically driven by the internal combustion engine.

5. The internal combustion engine system according to any one of claims 1 to 4, characterized in that: The invention further comprises an accumulator connected to the gas pipe.

6. The internal combustion engine system according to any one of claims 1 to 5, characterized in that: The gas piping includes: an internal combustion engine direction flow passage from the fuel tank toward the internal combustion engine; and a pump direction flow passage from the fuel tank toward the pressure pump. The internal combustion engine system further comprises: a valve system operable between a state in which the fuel tank is in communication with the engine-direction flow passage and a state in which the fuel tank is in communication with the pump-direction flow passage; and A processing circuit is configured to control the valve system.

7. The internal combustion engine system according to claim 6, characterized in that: The at least one fuel tank includes a first fuel tank and a second fuel tank, The processing circuit is composed of: determining whether the internal pressure of the first fuel tank or the second fuel tank is lower, The valve system is controlled so as to guide the gas in the fuel tank having the lower internal pressure of the first fuel tank and the second fuel tank to the pressure pump.

8. The internal combustion engine system according to claim 6 or 7, characterized in that: The processing circuit is composed of: determining whether the internal pressure of the fuel tank is less than a prescribed lower limit value, The valve system is controlled to be in a state where the gas in the fuel tank whose internal pressure is less than a predetermined lower limit value is guided to the pressure pump.

9. The internal combustion engine system according to any one of claims 1 to 8, characterized in that: The fuel gas is hydrogen.

10. A means of transport, characterized in that: The device comprises the internal combustion engine system according to any one of claims 1 to 9, and moves by the driving force generated by the internal combustion engine system.

11. The vehicle according to claim 10, characterized in that: The internal combustion engine system further comprises: a valve system for switching a flow path between the fuel tank, the booster pump, and the gas pipe; and a first processing circuit configured to control the valve system, The vehicle further comprises a second processing circuit configured to control a device different from the valve system. The first processing circuit and the second processing circuit are communicably connected to each other.

12. A gas supply method, characterized in that: include: Supplying the gas of the flow channel with higher pressure among the two flow channels to the gas consumption source; Pressurizing the gas in the flow channel with lower pressure among the two flow channels by means of a pressure pump; and The pressurized gas is supplied to the gas consumption source.

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