Internal combustion engine system, moving body, and method for supplying fuel to fuel consumption device

Abstract

A processing circuit of an internal combustion engine system is configured to perform: first control of a control valve system and a compressor so as to supply gas from a fuel storage source to an internal combustion engine and pressurize the gas from the fuel storage source and fill the gas into a charging tank; and performing a second control of controlling the valve system in a form of supplying the fuel gas from the charging tank to the internal combustion engine.

Description

Technical Field

[0001] The present disclosure relates to an internal combustion engine system, a mobile object, and a method of supplying fuel to a fuel consuming device. Background Art

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

[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 is continuously consumed due to the operation of the internal combustion engine, the internal pressure of the fuel tank will eventually drop below a specified value. In this case, the gas in the fuel tank cannot be properly supplied to the internal combustion engine, and the fuel tank is considered to be empty even if there is gas remaining.

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

[0006] Means of solving the problem: According to one aspect of the present disclosure, an internal combustion engine system comprises: a fuel storage source including at least one fuel tank storing gas in a compressed state; a main flow channel connecting the fuel storage source to the internal combustion engine; a charging tank; a charging flow channel connecting the fuel storage source to the charging tank; a compressor pressurizing the gas in the charging flow channel in the direction of the charging tank; a secondary flow channel connecting the charging tank to the internal combustion engine; a valve system for opening and closing the main flow channel, the charging flow channel, and the secondary flow channel respectively; and a processing circuit configured to control the valve system and the compressor. The processing circuit is configured to perform: a first control to control the valve system and the compressor in the form of supplying gas from the fuel storage source to the internal combustion engine while pressurizing and filling the gas from the fuel storage source into the charging tank; and a second control to control the valve system in the form of supplying gas from the charging tank to the internal combustion engine.

[0007] According to one aspect of the present disclosure, a method for supplying fuel to a fuel consuming device includes: supplying gas from a fuel storage source to the fuel consuming device while pressurizing the gas from the fuel storage source through a compressor and filling it into a charging tank; and when the gas in the charging tank reaches a specified upper limit pressure value, stopping the supply of gas from the fuel storage source to the fuel consuming device and supplying the gas from the charging tank to the fuel consuming device until a specified lower limit pressure value is reached.

[0008] Effect of the invention: According to one aspect of the present disclosure, even if the pressure of the fuel gas in the fuel storage source drops, the fuel gas can be pressurized by the compressor and filled in the charging tank, and then supplied from the charging tank to the internal combustion engine or the fuel consuming device. Therefore, the fuel gas that can be supplied to the internal combustion engine or the fuel consuming device can be increased. In addition, since the fuel gas is pressurized and filled into the charging tank from the fuel storage source while the fuel gas is supplied from the fuel storage source to the internal combustion engine or the fuel consuming device, the time for supplying the fuel gas from the fuel storage source to the internal combustion engine or the fuel consuming device can be effectively utilized to operate the compressor. Therefore, the working opportunities of the compressor can be increased, thereby reducing the compression amount per unit time of the compressor. Therefore, the compressor can be miniaturized and the required power of the compressor can be reduced. BRIEF DESCRIPTION OF THE DRAWINGS

[0009] Figure 1 is a block diagram of a mobile body provided with an internal combustion engine system according to a first embodiment; Figure 2 Yes Description Figure 1 A flow chart of the control of the system; Figure 3 It is shown Figure 1 A timing diagram of the status of each tank of the system; Figure 4 is a block diagram of an internal combustion engine system of a modified example; Figure 5 is a block diagram of an internal combustion engine system according to a second embodiment; Figure 6 illustrate Figure 5 A flow chart of the control of the system; Figure 7 It is shown Figure 5 A timing diagram of the status of each tank of the system. DETAILED DESCRIPTION

[0010] Hereinafter, embodiments will be described with reference to the drawings.

[0011] (First embodiment) Figure 1 1 is a block diagram of a mobile object V provided with the internal combustion engine system 1 according to the first embodiment. Figure 1As described above, the internal combustion engine system 1 is mounted on a mobile body V. The mobile body V may be a manned vehicle or an unmanned vehicle. The mobile body V is, for example, a vehicle having drive wheels W. In the mobile body V, the driving force generated by the internal combustion engine E of the internal combustion engine system 1 is transmitted to the drive wheels W via a transmission T. The mobile body V may be, for example, a two-wheeled vehicle, a three-wheeled vehicle, a four-wheeled vehicle, a railway vehicle, etc. The drive wheels W are an example of a propulsion generator that generates a propulsion force by the driving force generated by the internal combustion engine E of the internal combustion engine system 1. The mobile body V may also be a ship, an aircraft, etc. In this case, the propulsion generator may be a propeller or a fan.

[0012] The internal combustion engine system 1 is provided with a fuel storage source 2. The fuel storage source 2 stores the fuel gas in a compressed state. Specifically, the fuel storage source 2 includes: a first fuel tank 11, a second fuel tank 12, a third fuel tank 13 and a fourth fuel tank 14. These fuel tanks 11 to 14 store the fuel gas in a compressed state. The internal pressure of the fuel tanks 11 to 14 in a full tank state is higher than the standard atmospheric pressure (0.1 MPa), specifically, it is sufficiently higher than the fuel injection pressure required by the internal combustion engine E. The internal pressure of the fuel tanks 11 to 14 in a full tank state is, for example, 70 MPa. The fuel gas is, for example, hydrogen. Compared with carbon-based fuels, hydrogen requires a larger amount of fuel to obtain the same output in the internal combustion engine E, and the remaining amount of the fuel gas in each fuel tank 11 to 14 is easy to decrease quickly. In addition, the fuel gas can be any other type of fuel gas such as hydrocarbon fuel as long as it includes fuel that vaporizes in the tank storage state.

[0013] The internal combustion engine system 1 includes an internal combustion engine E. The internal combustion engine E burns the gas supplied from the fuel storage source 2, converts the combustion energy into rotational energy and outputs it as a driving force. The internal combustion engine E is an example of a fuel consumption device. The internal combustion engine E is, for example, a direct injection engine. In the present embodiment, the internal combustion engine E is a reciprocating engine. At this time, the internal combustion engine E explodes the gas in the cylinder, and the expansion of the gas in the cylinder generates the reciprocating motion of the piston. The reciprocating motion of the piston is converted into the rotational motion of the crankshaft of the internal combustion engine E and outputted.

[0014] It is necessary to supply the internal combustion engine E with a fuel gas of a prescribed fuel injection pressure that is higher than the standard atmospheric pressure (0.1 MPa). The required pressure of the fuel gas supplied to the direct injection engine is higher than the required pressure of the fuel gas supplied to the non-direct injection engine. In the direct injection engine, when the gas in the combustion chamber of the cylinder becomes compressed due to the piston, the fuel gas is directly supplied to the combustion chamber. When the direct injection engine is used as the internal combustion engine E, it is necessary to supply the internal combustion engine E with a fuel gas having a pressure of, for example, 10 MPa or more from the fuel storage source.

[0015] Therefore, if the flow path from the fuel storage source to the fuel injection device of the internal combustion engine is a simple structure, when the pressure of the fuel gas in the fuel storage source is less than 10 MPa, the fuel gas cannot be injected from the fuel injection device in the internal combustion engine, and the fuel storage source 2 is regarded as an empty tank state. That is, if the flow path from the fuel storage source to the fuel injection device of the internal combustion engine is a simple structure, the amount of gas remaining in the fuel storage source when the fuel storage source is regarded as an empty tank state increases. However, according to the internal combustion engine system 1 of the present embodiment, as described later, the gas of the fuel storage source 2 is used as much as possible for supply to the internal combustion engine E, so the gas of the fuel storage source 2 is effectively used.

[0016] The internal combustion engine system 1 includes a main flow channel 3 that connects the fuel storage source 2 to the internal combustion engine E. Specifically, the main flow channel 3 includes: a first main flow channel 15, a second main flow channel 16, a third main flow channel 17, and a fourth main flow channel 18. The first main flow channel 15 connects the first fuel tank 11 to the internal combustion engine E. The second main flow channel 16 connects the second fuel tank 12 to the internal combustion engine E. The third main flow channel 17 connects the third fuel tank 13 to the internal combustion engine E. The fourth main flow channel 18 connects the fourth fuel tank 14 to the internal combustion engine E. In the present embodiment, the first to fourth main flow channels 15 to 18 merge with each other on the way to the internal combustion engine E. That is, the downstream portions of the first to fourth main flow channels 15 to 18 are made common. The internal combustion engine E is connected to a common flow channel portion 3a of the main flow channel 3 formed by making the downstream portions of the first to fourth main flow channels 15 to 18 common.

[0017] The internal combustion engine system 1 includes a charging tank 4. The volume of the charging tank 4 is not particularly limited, but is smaller than the volume of each of the fuel tanks 11 to 14 in the present embodiment. In the present embodiment, the charging tank 4 is smaller than each of the fuel tanks 11 to 14. The maximum allowable internal pressure of the charging tank 4 is smaller than the maximum allowable internal pressure of the fuel tanks 11 to 14. The internal combustion engine system 1 includes a charging flow channel 5. The charging flow channel 5 includes: a first charging flow channel 41, a second charging flow channel 42 and a third charging flow channel 43. The first charging flow channel 41 connects the first fuel tank 11 to the charging tank 4. The second charging flow channel 42 connects the second fuel tank 12 to the charging tank 4. The third charging flow channel 43 connects the third fuel tank 13 to the charging tank 4. The fourth fuel tank 14 is not connected to the charging tank 4.

[0018] In the present embodiment, the downstream portions of the first to third charging flow channels 41 to 43 are made common. The first to third charging flow channels 41 to 43 merge with each other on the way to the charging tank 4. That is, the charging tank 4 is connected with a common flow channel portion 5a of the charging flow channel 5 formed by making the downstream portions of the first to third charging flow channels 41 to 43 common. A compressor 6 is provided on the common flow channel portion 5a of the charging flow channel 5. That is, the compressor 6 pressurizes the fuel gas flowing from the first to third fuel tank valves 11 to 13 to the charging flow channel 5 in the direction of the charging tank 4. The fuel gas pressurized by the compressor 6 is temporarily stored in the charging tank 4. The compressor 6 is not particularly limited, but can be, for example, a reciprocating pump, a diaphragm pump, a booster pump, a Roots pump, or a plunger pump.

[0019] In the present embodiment, the compressor 6 is driven by the energy generated by the internal combustion engine E. The compressor 6 is mechanically driven by the internal combustion engine E. In the present embodiment, the rotational power of the rotating member that rotates along with the driving of the internal combustion engine E is provided to the compressor 6 as a driving force. The rotating member of the internal combustion engine E may be a rotating shaft such as a crankshaft, a camshaft, and a balance shaft. In addition, the rotating member that provides the driving force to the compressor 6 may also be a shaft of a transmission T connected to the internal combustion engine E.

[0020] The rotational power generated by the internal combustion engine E is transmitted to the compressor 6 via the power transmission path 61. The power transmission path 61 is an example of an energy transmission path that transmits the energy generated by the internal combustion engine E as rotational power to the compressor 6. The power transmission path 61 may include at least one of a shaft, a gear mechanism, a pulley mechanism, and a sprocket mechanism. A clutch 62 is provided in the power transmission path 61. The clutch 62 connects and disconnects the power transmission path 61. The clutch 62 is an example of an energy transmission selector that connects and disconnects the energy transmission path. The clutch 62 is driven by the actuator 63. That is, the clutch 62 is controlled by controlling the actuator 63, and as a result, the compressor 6 is controlled. The actuator 63 may be, for example, a hydraulic actuator or an electric actuator.

[0021] The internal combustion engine system 1 is provided with a secondary flow channel 7. The secondary flow channel 7 connects the charging tank 4 to the internal combustion engine E. Specifically, the secondary flow channel 7 includes a bridge flow channel 7a that connects the common flow channel portion 5a of the charging flow channel 5 and the common flow channel portion 3a of the main flow channel 3. In the common flow channel portion 5a of the charging flow channel 5a, a portion downstream of a confluence point P1 between the bridge flow channel 7a and the common flow channel portion 5a of the charging flow channel 5 also serves as a part of the secondary flow channel 7. In the common flow channel portion 3a of the main flow channel 3, a portion downstream of a confluence point P2 between the bridge flow channel 7a and the common flow channel portion 3a of the main flow channel 3 also serves as a part of the secondary flow channel 7. The fuel gas of the charging tank 4 can be supplied to the internal combustion engine E via a portion downstream of the confluence point P1 in the common flow channel portion 5a of the charging flow channel 5a, the bridge flow channel 7a, and a portion downstream of the confluence point P2 in the common flow channel portion 3a of the main flow channel 3.

[0022] The internal combustion engine system 1 is provided with a valve system 8. The valve system 8 opens and closes the main flow channel 3, the charging flow channel 5, and the secondary flow channel 7, respectively. The structure of the valve system 8 is not limited to a specific form. That is, the valve system 8 can adopt various forms as long as it is a system that can open and close the main flow channel 3, the charging flow channel 5, and the secondary flow channel 7, respectively. As an example, the valve system 8 has a first fuel tank valve 21, a second fuel tank valve 22, a third fuel tank valve 23, a fourth fuel tank valve 24, a charging tank valve 25, check valves 26 to 28, stop valves 29, 31, a pressure reducing valve 30, and a pressure relief valve 32. The first fuel tank valve 21, the second fuel tank valve 22, the third fuel tank valve 23, the fourth fuel tank valve 24, the charging tank valve 25, and the stop valves 29, 31 are, for example, electrically controllable solenoid valves.

[0023] The first fuel tank valve 21 moves between a closed state in which the port of the first fuel tank 11 is closed, a first open state in which the port of the first fuel tank 11 is connected to the first main flow channel 15 and the port of the first fuel tank 11 is not connected to the first filling flow channel 41, and a second open state in which the port of the first fuel tank 11 is connected to the first filling flow channel 41 and the port of the first fuel tank 11 is not connected to the first main flow channel 15.

[0024] The second fuel tank valve 22 moves between a closed state in which the port of the second fuel tank 12 is closed, a first open state in which the port of the second fuel tank 12 is connected to the second main flow channel 16 and the port of the second fuel tank 12 is not connected to the second filling flow channel 42, and a second open state in which the port of the second fuel tank 12 is connected to the second filling flow channel 42 and the port of the second fuel tank 12 is not connected to the second main flow channel 16.

[0025] The third fuel tank valve 23 operates between a closed state in which the port of the third fuel tank 13 is closed, a first open state in which the port of the third fuel tank 13 is connected to the third main flow channel 17 and the port of the third fuel tank 13 is not connected to the third filling flow channel 43, and a second open state in which the port of the third fuel tank 13 is connected to the third filling flow channel 43 and the port of the third fuel tank 13 is not connected to the third main flow channel 17.

[0026] The first to third fuel tank valves 21 to 23 may be, for example, three-way valves. Alternatively, the first fuel tank valve 21 may include an on-off valve that enables the port of the first fuel tank 11 to communicate with the first main flow channel 15 and an on-off valve that enables the port of the first fuel tank 11 to communicate with the first charging flow channel 41. Similarly, the second to third fuel tank valves 22 to 23 may include two on-off valves.

[0027] The fourth fuel tank valve 24 operates between a closed state in which the port of the fourth fuel tank 14 is closed and an open state in which the port of the fourth fuel tank 14 is connected to the fourth main flow channel 18. The charging tank valve 25 operates between a closed state in which the port of the charging tank 4 is closed and an open state in which the port of the charging tank 4 is connected to the charging flow channel 5.

[0028] The check valves 26 and 27 allow flow in the main flow channel 3 in the direction toward the internal combustion engine E, and prevent flow in the opposite direction. Specifically, the check valve 26 allows flow in the main flow channel 3 from the first fuel tank 11 and the second fuel tank 12 in the direction toward the internal combustion engine E, and prevents flow in the main flow channel 3 in the direction toward the first fuel tank 11 and the second fuel tank 12. The check valve 27 allows flow in the main flow channel 3 from the third fuel tank 13 and the fourth fuel tank 14 in the direction toward the internal combustion engine E, and prevents flow in the main flow channel 3 in the direction toward the third fuel tank 13 and the fourth fuel tank 14.

[0029] The check valve 28 is provided in the common flow channel portion 5a of the charging flow channel 5. Specifically, the check valve 28 is provided in a portion between the confluence point P1 of the bridge flow channel 7a of the secondary flow channel 7 and the common flow channel portion 5a of the charging flow channel 5 and the compressor 6. The check valve 28 allows the flow in the charging flow channel 5 from the first fuel tank 11, the second fuel tank 12, and the third fuel tank 13 to the charging tank 4, and prevents the reverse flow.

[0030] The stop valve 29 opens and closes the bridge flow passage 7a of the secondary flow passage 7. That is, when the stop valve 29 is opened, the gas in the charging tank 4 can be supplied to the common flow passage portion 3a of the primary flow passage 3 via the secondary flow passage 7.

[0031] The pressure reducing valve 30 is provided in the common flow passage portion 3a of the main flow passage 3. Specifically, the pressure reducing valve 30 is provided in the downstream portion of the confluence point P2 of the bridge portion 7a of the secondary flow passage 7 and the common flow passage portion 3a of the main flow passage 3. The pressure reducing valve 30 reduces the pressure of the gas in the main flow passage 3 to a prescribed pressure suitable for the internal combustion engine E. The pressure reducing valve 30 maintains the pressure on the downstream side of the pressure reducing valve 30 in the main flow passage 3 at a prescribed fuel injection pressure (for example, 10 MPa) of the internal combustion engine E. The pressure reducing valve 30 is a valve that opens a bypass passage connecting the upstream side and the downstream side when the pressure on the downstream side of the internal flow passage is lower than the fuel injection pressure. The pressure reducing valve 30 closes the bypass passage when the pressure exceeds the fuel injection pressure. In this way, the pressure of the gas flowing on the downstream side of the pressure reducing valve 30 is reduced compared with the gas flowing on the upstream side of the pressure reducing valve 30 in a manner that the pressure of the gas supplied from the main flow passage 3 to the internal combustion engine E is maintained at the prescribed fuel injection pressure.

[0032] The shut-off valve 31 opens and closes the downstream portion of the pressure reducing valve 30 in the common flow channel portion 3a of the main flow channel 3. The shut-off valve 31 can cut off the supply of fuel gas from the main flow channel 3 to the internal combustion engine E in an emergency, etc., and is arranged in the downstream portion of the pressure reducing valve 30 in the main flow channel 3. When the pressure of the portion between the pressure reducing valve 30 and the shut-off valve 31 in the common flow channel portion 3a of the main flow channel 3 exceeds the prescribed pressure relief pressure, the pressure relief valve 32 discharges the fuel gas in the common flow channel portion 3a of the main flow channel 3 to the hydrogen recovery machine or the outside. Alternatively, the discharge point of the pressure relief valve 32 may be a portion of the entire flow channel of the internal combustion engine system 1 where the pressure is set to a lower level. Alternatively, there may be no pressure relief valve 32.

[0033] The first fuel tank pressure sensor 35 detects the pressure of the gas stored in the first fuel tank 11. The second fuel tank pressure sensor 36 detects the pressure of the gas stored in the second fuel tank 12. The third fuel tank pressure sensor 37 detects the pressure of the gas stored in the third fuel tank 13. The fourth fuel tank pressure sensor 38 detects the pressure of the gas stored in the fourth fuel tank 14. The charging tank pressure sensor 39 detects the pressure of the gas stored in the charging tank 4.

[0034] The internal combustion engine system 1 has a structure for supplying gas to the first to fourth fuel tanks 11 to 14. Specifically, a first supply flow channel 51 is connected to a portion of the first main flow channel 15 and the second main flow channel 16 that is connected to each other and is upstream of the check valve 26. A supply port 52 is provided at the end of the first supply flow channel 51. The first supply flow channel 51 is provided with a check valve 53 that allows flow from the supply port 52 to the first fuel tank 11 and the second fuel tank 12 and prevents flow in the reverse direction.

[0035] A second supply flow channel 54 is connected to a portion upstream of the check valve 27 in the common portion of the third main flow channel 17 and the fourth main flow channel 18. A supply port 55 is provided at the end of the second supply flow channel 54. A check valve 56 is provided on the second supply flow channel 54 to allow flow from the supply port 55 to the third fuel tank 13 and the fourth fuel tank 14 and to prevent flow in the reverse direction. In addition, a structure may be provided in which gas can be supplied from one supply port to the first to fourth fuel tanks 11 to 14, or a supply port may be provided corresponding to each of the fuel tanks 11 to 14.

[0036] The internal combustion engine system 1 includes a controller 9. The controller 9 controls the valve system 8 and the actuator 63 based on the detection signals of the sensors 21 to 25. The controller 9 has a processing circuit 19. The controller 9 includes, for example, 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. A structure in which the processor executes a program read from the system memory is an example of the processing circuit 19.

[0037] Figure 2 Yes Description Figure 1 Flow chart of control of system 1. Figure 3 It is shown Figure 1 The timing diagram of the state of each tank 11 to 15 of the system 1 is shown below. Figure 1 The structure and Figure 3 The timing diagram and follow Figure 2 The flowchart of the processing of the processing circuit 19 of the controller 9 is described. First, the processing circuit 19 substitutes "1" into the variable n, which is a natural number corresponding to the number of the fuel tank (step S1). The processing circuit 19 performs "normal control" to supply the gas in the nth fuel tank, that is, the first fuel tank 11, to the internal combustion engine E (step S2: Figure 3 The normal control is to supply the gas from the nth fuel tank to the internal combustion engine E in a state where the charging flow path 5 is closed when the pressure of the gas stored in the nth fuel tank is equal to or higher than the upper limit pressure value of the charging tank 4.

[0038] Specifically, the processing circuit 19 controls the second to fourth fuel tank valves 22 to 24 to be in a closed state. At the same time, the processing circuit 19 controls the first fuel tank valve 21 to be in the first open state in which the port of the first fuel tank 11 is connected to the first main flow channel 15 and the port of the first fuel tank 11 is disconnected from the first charging flow channel 41. At this time, the processing circuit 19 closes the stop valve 29 and opens the stop valve 31, and at the same time cuts off the clutch 62 to stop the compressor 6. As a result, the gas from the first fuel tank 11 is supplied to the internal combustion engine E in a state in which the charging flow channel 5 is closed.

[0039] The processing circuit 19 determines whether the internal pressure of the first fuel tank 11 detected by the first fuel tank pressure sensor 35 is less than the specified upper limit pressure value of the charging tank 4 (for example, 18 MPa) (step S3). In addition, the upper limit pressure value is set to a value higher than the required pressure value of the fuel gas supplied to the internal combustion engine E. In addition, the upper limit pressure value may also be set to a value lower than the pressure resistance value of the charging tank 4. When it is determined that the internal pressure of the first fuel tank 11 is not less than the upper limit pressure value of the charging tank 4 (step S3: N), the process returns to step S2.

[0040] When it is determined that the internal pressure of the first fuel tank 11 is lower than the upper limit pressure value of the charging tank 4 (step S3: Y), the processing circuit 19 executes the "first control" (step S4: Figure 3 The first control is to control the valve system 8 and the compressor 6 in such a way that the gas from the second fuel tank 12 is supplied to the internal combustion engine E while the gas from the first fuel tank 11 is pressurized and filled into the charging tank 4. Thus, the first fuel tank 11 and the second fuel tank 12 are responsible for the work respectively, and it is easy to balance the supply of fuel to the internal combustion engine E and the filling of fuel into the charging tank 4. In addition, since the gas in the first fuel tank 11 after the pressure reduction is pressurized by the compressor 6, the compression capacity required of the compressor 6 can be lower than that in the case of pressurizing the high-pressure gas.

[0041] Specifically, the processing circuit 19 opens the charging tank valve 25, controls the first fuel tank valve 21 to the second open state in which the port of the first fuel tank 11 is connected to the first charging flow channel 41 and the port of the first fuel tank 11 is not connected to the first main flow channel 15, and controls the actuator 63 in the form of connecting the clutch 62 to operate the compressor 6. As a result, the gas from the first fuel tank 11 is pressurized by the compressor 6 and filled in the charging tank 4. In addition, it is also possible to switch the connection and disconnection between the first fuel tank 11 and the charging tank 4 through the first fuel tank valve 21 instead of switching the connection and disconnection between the first fuel tank 11 and the charging tank 4 through the charging tank valve 25. At this time, the port of the charging tank 4 can remain open.

[0042] At the same time, the processing circuit 19 controls the second fuel tank valve 22 to the second open state so that the port of the second fuel tank 12 communicates with the first main flow channel 15 and the port of the second fuel tank 12 does not communicate with the second charging flow channel 42. Thus, the gas in the (n+1)th fuel tank, that is, the second fuel tank 12, is supplied to the internal combustion engine E.

[0043] In addition, in the case of allowing the supply of fuel to the running internal combustion engine E to be temporarily stopped for an instant, the start of the communication between the first fuel tank 11 and the charging tank 4 and the start of the supply of fuel from the second fuel tank 12 to the internal combustion engine E may not be completely simultaneous. For example, it is also possible to block the communication of the first fuel tank 21 to the first main flow channel 15, then start the communication of the second fuel tank 12 to the second main flow channel 16, and then start the communication from the first fuel tank 11 to the charging tank 4.

[0044] The processing circuit 19 determines whether the internal pressure of the charging tank 4 detected by the charging tank pressure sensor 39 has reached the upper limit pressure value (for example, 18 MPa) (step S5). In addition, the upper limit pressure value of step S5 and the upper limit pressure value of step S3 may be different from each other. When it is determined that the internal pressure of the charging tank 4 has not reached the upper limit pressure value (step S5: N), the process returns to step S4.

[0045] When it is determined that the internal pressure of the charging tank 4 reaches the upper limit pressure value (step S5: Y), the processing circuit 19 executes the "second control" (step S6: Figure 3 The second control is to control the valve system 8 in the form of supplying the gas from the charging tank 4 to the internal combustion engine E. In the present embodiment, during the execution of the second control, the supply of gas from the fuel storage source 2 to the internal combustion engine E is stopped. Specifically, the processing circuit 19 controls the actuator 63 in the form of cutting off the clutch 62 so that the compressor 6 becomes non-driven, so that the first fuel tank valve 21 and the second fuel tank valve 22 are closed, and the charging tank valve 25 and the stop valve 29 are opened to supply the gas from the charging tank 4 to the internal combustion engine E. In addition, in the case of allowing the fuel supply to the running internal combustion engine E to be temporarily stopped for an instant, the switching actions of the valves may not be performed completely simultaneously with each other.

[0046] The second control is executed shortly after the first control. Therefore, the gas filled in the charging tank 4 will be quickly used to supply the internal combustion engine E, increasing the utilization opportunity of the charging tank 4. In addition, the second control may not be executed shortly after the first control. For example, the following control may be interposed between the first control and the second control: the first fuel tank valve 21 and the charging tank valve 25 are closed, the compressor 6 is non-driven, and the second fuel tank valve 22 is in the first open state in the form of supplying gas from the second fuel tank 12 to the internal combustion engine E.

[0047] The processing circuit 19 determines whether the internal pressure of the charging tank 4 detected by the charging tank pressure sensor 39 has reached a predetermined lower limit pressure value (e.g., 10 MPa) (step S7). In addition, the lower limit pressure value corresponds to the lower limit of the pressure required to supply the fuel gas to the internal combustion engine E. When it is determined that the internal pressure of the charging tank 4 has not reached the lower limit pressure value (step S7: N), the process returns to step S6.

[0048] When it is determined that the internal pressure of the filling tank 4 reaches the lower limit pressure value (step S7: Y), the processing circuit 19 determines whether the internal pressure of the nth fuel tank, i.e., the first fuel tank 11, is less than the specified limit empty tank pressure value (for example, 3 MPa) (step S8). The limit empty tank pressure value may also be referred to as the first empty tank pressure value. The limit empty tank pressure value may be a critical pressure value at which the gas can be pressurized by the compressor 6 and filled into the filling tank 4. When it is determined that the internal pressure of the first fuel tank 11 is not less than the limit empty tank pressure value (for example, 3 MPa) (step S8: N), the process returns to step S4 ( Figure 3 That is, the processing circuit 19 performs the switching control of alternately repeating the first control and the second control during a predetermined period in the process of the first fuel tank 11 changing from the non-empty tank state to the extreme empty tank state.

[0049] When it is determined that the internal pressure of the first fuel tank 11 is less than the limit empty tank pressure value (for example, 3MPa) (step S8: Y), the processing circuit 19 increments the variable n from "1" to "2" (step S9). The processing circuit 19 determines whether the variable n is greater than "3" (step S10). When it is determined that the variable n is not greater than "3" (step S10: N), it returns to step S2. That is, the processing circuit 19 performs normal control to supply the gas of the nth fuel tank, i.e., the second fuel tank 12, to the internal combustion engine E on the basis of closing the first fuel tank valve 21 and the charging tank valve 25 and non-driving the compressor 6 (step S2: Figure 3 at the moment t5).

[0050] In this way, the normal control of step S2 and the switching control of steps S4 to S8 are repeated with the update of the variable n. Then, when it is determined that the variable n is greater than "3" (step S10: Y), the processing circuit 19 controls the valve system 8 in such a way that the gas in the nth fuel tank, i.e., the fourth fuel tank 14, is supplied to the internal combustion engine E (step S11: Figure 3 Specifically, the processing circuit 19 controls the actuator 63 to disconnect the clutch 62 so that the compressor 6 is in a non-driven state, closes the first to third fuel tank valves 21 to 23 and the shutoff valve 29, and opens the fourth fuel tank valve 24.

[0051] The processing circuit 19 determines whether the internal pressure of the nth fuel tank, i.e., the fourth fuel tank 14, is less than the normal empty tank pressure value (e.g., 10 MPa) (step S12). The normal empty tank pressure value may also be referred to as the second empty tank pressure value. The normal empty tank pressure value is a value greater than the limit empty tank pressure value, and is equivalent to the required pressure value of the fuel gas supplied to the internal combustion engine E. When it is determined that the internal pressure of the fourth fuel tank 14 is not less than the normal empty tank pressure value (e.g., 10 MPa) (step S12: N), the process returns to step S11. When it is determined that the internal pressure of the fourth fuel tank 14 is less than the normal empty tank pressure value (e.g., 10 MPa) (step S12: Y), the processing circuit 19 closes the fourth fuel tank valve 24 to stop the internal combustion engine E.

[0052] In addition, Figure 2 When the power of the internal combustion engine system 1 is turned off during the process, the processing circuit 19 stores the latest status of the process progress in advance, and then continues from the current position of the process when the power is turned on.

[0053] According to the structure described above, even if the pressure of the gas in any of the first to third fuel tanks 11 to 13 drops, the gas can be pressurized by the compressor 6 and filled in the charging tank 4, and supplied from the charging tank 4 to the internal combustion engine E. Therefore, the gas that can be supplied to the internal combustion engine E can be increased, and the cruising distance of the mobile body V can be extended.

[0054] Furthermore, since the charging tank 4 is pressurized and filled with gas from the nth fuel tank (for example, the first fuel tank 11) while the gas is supplied from the (n+1)th fuel tank (for example, the second fuel tank 12) to the internal combustion engine E, the time during which the gas is supplied from the (n+1)th fuel tank 12 to the internal combustion engine E can be effectively utilized to operate the compressor 6. Therefore, the operating opportunities of the compressor 6 can be increased, thereby reducing the compression amount per unit time of the compressor 6. Therefore, the compressor 6 can be miniaturized and the required power of the compressor 6 can be reduced.

[0055] Furthermore, by performing the switching control of alternately repeating the first control and the second control, the filling of the fuel tank 4 with gas and the supply of the fuel tank 4 with gas to the internal combustion engine E are performed multiple times. Therefore, it is not necessary to increase the upper limit pressure value or volume of the fuel tank 4 with pressure. Therefore, it is possible to eliminate the need to increase the pressure resistance performance or volume of the fuel tank 4.

[0056] In addition, in the aforementioned embodiment, the energy transmission path for transmitting the energy generated by the internal combustion engine E to the compressor 6 is a mechanical energy path such as the power transmission path 61, but it may also be a hydraulic energy path. When the energy transmission path is a hydraulic path, an oil control valve may be used as an energy transmission selector instead of the clutch 62. In addition, in the aforementioned embodiment, the number of fuel tanks constituting the fuel storage source is four, but it may also be two to three or five or more, or it may be one as in the second embodiment described later.

[0057] The fourth fuel tank 14 may also be connected to the charging tank 4. In this case, the remaining gas in the fourth fuel tank 14 can be used for combustion in the internal combustion engine E if the pressure is increased by the compressor. Furthermore, even if the fourth fuel tank 14 is consumed earlier than the other fuel tanks 11 to 13, the remaining amount of gas that is not consumed and remains in the fourth fuel tank 14 can be reduced.

[0058] The clutch 62 and the actuator 63 may also be omitted. In this case, even during a period when the gas in the charging flow channel 5 does not need to be compressed, when the pressure on the downstream side of the compressor 6 exceeds a specified value, a pressure relief valve may be provided in the charging flow channel 5 to discharge the gas on the downstream side of the compressor 6 to the upstream side of the compressor 6.

[0059] In order to prevent insufficient supply of fuel to the internal combustion engine E when switching among the normal control, the first control, and the second control, an accumulator may be provided on the upstream side of the pressure reducing valve 30 .

[0060] Figure 4 FIG. 1 is a block diagram of an internal combustion engine system 101 of a modified example. In addition, the same reference numerals are used for the same structures as those in the above-mentioned embodiment, and the description thereof is omitted. Figure 4 As shown, the internal combustion engine system 101 of the modified example does not have a structure for transmitting the power of the internal combustion engine E to the compressor 6. Instead, the internal combustion engine system 101 includes an electric motor M as a drive source different from the internal combustion engine E. The electric motor M functions as a compressor drive source and is connected to the compressor 6 in order to drive the compressor 6. The processing circuit 19 is configured to control the electric motor M to drive the compressor 6.

[0061] The processing circuit 19 can control the compressor 6 without being affected by the driving state of the internal combustion engine E. That is, the driving force provided to the compressor 6 can be set regardless of the output of the internal combustion engine E, thereby improving the controllability of the compressor 6. For example, the compressor 6 can be easily stopped when the driving of the compressor 6 is not required. In addition, the other structures are the same as those in the above-mentioned embodiment, so the description is omitted.

[0062] (Second embodiment) Figure 52 is a block diagram of an internal combustion engine system 201 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 5 As shown, the internal combustion engine system 201 of the second embodiment has only one fuel tank 11 as a fuel storage source 202. The controller 209 has a processing circuit 219. The valve system 208 has fuel tank valves 251, 252, a charging tank valve 25, check valves 26, 28, stop valves 29, 31, a pressure reducing valve 30, and a pressure relief valve 32.

[0063] The fuel tank valves 251 and 252 are electrically controllable solenoid valves. The fuel tank valve 251 operates between a closed state in which the port of the fuel tank 11 is closed and an open state in which the port of the fuel tank 11 is connected to the main flow channel 203. The fuel tank valve 252 operates between a closed state in which the port of the fuel tank 11 is closed and an open state in which the port of the fuel tank 11 is connected to the charging flow channel 205.

[0064] The hardware structure of the controller 209 is the same as that of the controller 9 of the first embodiment, but since the number of fuel tanks 11 constituting the fuel storage source 202 is one, the control content of the processing circuit 219 of the second embodiment is different from that of the processing circuit 19 of the first embodiment.

[0065] Figure 6 For explanation Figure 5 Flow chart of control of system 201. Figure 7 To show Figure 5 The timing diagram of each tank state of the system 201 is shown below. Figure 5 The structure and Figure 7 The timing diagram is as follows Figure 6 The flowchart of FIG. 2 illustrates the processing of the processing circuit 219 of the controller 209. First, the processing circuit 219 performs normal control to supply the gas in the fuel tank 11 to the internal combustion engine E (step S21: Figure 7 The normal control is that when the pressure of the gas stored in the fuel tank 11 is equal to or higher than the upper limit pressure value of the charging tank 4, the gas from the fuel tank 11 is supplied to the internal combustion engine E with the charging flow path 5 closed.

[0066] Specifically, the processing circuit 219 controls the fuel tank valve 251 to be in an open state so that the port of the fuel tank 11 communicates with the main flow channel 203, and controls the fuel tank valve 252 to be in an open state so that the port of the fuel tank 11 communicates with the charging flow channel 205. At this time, the processing circuit 219 closes the stop valve 29 and opens the stop valve 31, and at the same time stops the compressor 6 by stopping the electric motor M.

[0067] The processing circuit 219 determines whether the internal pressure of the fuel tank 11 detected by the fuel tank pressure sensor 35 is less than the prescribed upper limit pressure value (e.g., 18 MPa) of the charging tank 4 (step S22). When it is determined that the internal pressure of the fuel tank 11 is not less than the upper limit pressure value of the charging tank 4 (step S22: N), the process returns to step S21.

[0068] When it is determined that the internal pressure of the fuel tank 11 is lower than the upper limit pressure value of the charging tank 4 (step S22: Y), the processing circuit 219 executes the "first control" (step S23: Figure 7 The first control is to control the valve system 208 and the compressor 6 so that the gas from the fuel tank 11 is supplied to the internal combustion engine E and the gas from the fuel tank 11 is pressurized and filled in the charging tank 4.

[0069] Specifically, the processing circuit 219 opens the charging tank valve 25, opens the fuel tank valve 251 in a manner that the port of the fuel tank 11 is connected to the main flow channel 203, opens the fuel tank valve 252 in a manner that the port of the fuel tank 11 is connected to the charging flow channel 205, and drives the electric motor M to operate the compressor 6. As a result, the gas from the fuel tank 11 is pressurized by the compressor 6 and filled in the charging tank 4, and the gas in the fuel tank 11 is supplied to the internal combustion engine E.

[0070] The processing circuit 219 determines whether the internal pressure of the charging tank 4 detected by the charging tank pressure sensor 39 has reached the upper limit pressure value (for example, 18 MPa) (step S24). In addition, the upper limit pressure value of step S24 may be different from the upper limit pressure value of step S22. When it is determined that the internal pressure of the charging tank 4 has not reached the upper limit pressure value (step S4: N), the process returns to step S23.

[0071] When it is determined that the internal pressure of the charging tank 4 reaches the upper limit pressure value (step S24: Y), the processing circuit 219 executes the "second control" (step S25: Figure 7 The second control is to control the valve system 208 in a manner that the gas from the charging tank 4 is supplied to the internal combustion engine E. In this embodiment, during the execution of the second control, the supply of gas from the fuel tank 11 to the internal combustion engine E is stopped. Specifically, the processing circuit 219 stops the electric motor M to stop the compressor 6, so that the fuel tank valve 251 is in a closed state, and opens the fuel tank valve 251, the charging tank valve 25 and the stop valve 29 to supply the gas from the charging tank 4 to the internal combustion engine E.

[0072] In addition, the supply of gas from the fuel tank 11 to the internal combustion engine E may not be stopped during the execution of the second control. That is, the supply of gas from the charge tank 4 to the internal combustion engine E and the supply of gas from the fuel tank 11 to the internal combustion engine E may also be configured.

[0073] The processing circuit 219 determines whether the internal pressure of the charging tank 4 detected by the charging tank pressure sensor 39 has reached a predetermined lower pressure limit value (e.g., 10 MPa) (step S26). When it is determined that the internal pressure of the charging tank 4 has not reached the lower pressure limit value (step S26: N), the process returns to step S25.

[0074] When it is determined that the internal pressure of the filling tank 4 reaches the lower limit pressure value (step S26: Y), the processing circuit 219 determines whether the internal pressure of the fuel tank 11 is less than the specified empty tank pressure value (for example, 3 MPa) (step S8). The empty tank pressure value is a critical pressure value that can pressurize the gas through the compressor 6 and fill it into the filling tank 4. When it is determined that the internal pressure of the fuel tank 11 is not less than the empty tank pressure value (for example, 3 MPa) (step S27: N), return to step S23 ( Figure 7 That is, the processing circuit 219 performs the switching control of alternately repeating the first control and the second control.

[0075] When it is determined that the internal pressure of the fuel tank 11 is less than the empty tank pressure value (for example, 3 MPa) (step S27: Y), the processing circuit 219 closes the fuel tank valves 251, 252 and the charging tank valve 25 and stops the internal combustion engine E ( Figure 7 at the moment t5).

[0076] According to the structure described above, even if the pressure of the gas in the fuel tank 11 drops, the gas can be pressurized by the compressor 6 and filled in the charging tank 4, and supplied from the charging tank 4 to the internal combustion engine E. Therefore, the gas that can be supplied to the internal combustion engine E can be increased, and the cruising distance of the mobile body V can be extended.

[0077] Furthermore, since the fuel tank 4 is pressurized and filled with gas from the fuel tank 11 while the gas is supplied from the fuel tank 11 to the internal combustion engine E, the time during which the gas is supplied from the fuel tank 11 to the internal combustion engine E can be effectively utilized to operate the compressor 6. Therefore, the operating opportunities of the compressor 6 can be increased and the compression amount per unit time of the compressor 6 can be reduced. Therefore, the compressor 6 can be miniaturized and the required power of the compressor 6 can be reduced.

[0078] Furthermore, the switching control of alternately repeating the first control and the second control is performed, and the filling of the fuel tank 4 with gas and the supply of the fuel tank 4 with gas to the internal combustion engine E are performed multiple times. Therefore, the upper limit pressure value or volume of the gas pressurized and filled in the fuel tank 4 does not need to be increased. Therefore, the need to increase the pressure resistance performance or volume of the fuel tank 4 can be eliminated.

[0079] In addition, the technology disclosed in the present invention is not limited to the aforementioned embodiments. The present system can be well applied to mobile bodies that require miniaturization, but is not limited to this. For example, the present system can also be applied to fixed objects such as fixed equipment. The structure of the flow channel and valve system of each embodiment is only an example. Again, for example, an internal combustion engine E is exemplified as a fuel consumption device that supplies fuel gas from a fuel storage source, but the fuel consumption device may also be another device (for example, a fuel cell).

[0080] It is also possible to interpose a pressure reducing valve in the flow passage between the fuel storage source 2, 202 and the compressor 6, and the pressure reducing valve reduces the pressure until it is less than the upper limit pressure value of the charging tank 4. At this time, it is also possible to control the gas from the fuel storage source 2, 202 to be pressurized and filled into the charging tank 4 through the compressor 6 in parallel with the supply of gas from the fuel storage source 2, 202 to the internal combustion engine E, instead of the normal control. In addition, whether the internal pressure of the charging tank 4 reaches the upper limit pressure value can also be determined based on information other than the detection value of the pressure sensor. For example, it is also possible to determine whether the internal pressure of the charging tank 4 reaches the upper limit pressure value based on at least one of the working time of the compressor 6, the detection value of the flow meter, and the detection value of the temperature sensor.

[0081] By controlling the supply of gas to the last fuel tank (the fourth fuel tank 14) in the first embodiment as in the second embodiment, the amount of gas remaining in the last fuel tank (the fourth fuel tank 14) without being used can be reduced. Figure 2 The control shown in FIG. 3 is an example, and other controls are also possible. For example, after the gas in the first fuel tank 11 and the second fuel tank 12 is supplied to the internal combustion engine E, while the gas in the third fuel tank 13 is supplied to the internal combustion engine E, the gas in both the first fuel tank 11 and the second fuel tank 12 is compressed by the compressor 6 and filled into the charging tank 4.

[0082] 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.

[0083] The functions of the 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 FPGA (Field Programmable Gate Array), 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.

[0084] The following items are disclosures of preferred embodiments.

[0085] [Item 1] An internal combustion engine system, comprising: a fuel storage source including at least one fuel tank storing fuel gas in a compressed state; a main flow passage connecting the fuel storage source to an internal combustion engine; Filling tank; a charging flow channel connecting the fuel storage source to the charging tank; A compressor for pressurizing the gas in the charging flow channel toward the charging tank; a secondary flow passage connecting the charging tank to the internal combustion engine; a valve system for opening and closing the main flow channel, the filling flow channel, and the secondary flow channel respectively; and a processing circuit configured to control the valve system and the compressor, The processing circuit is configured to perform: performing a first control of controlling the valve system and the compressor in such a manner that the gas from the fuel storage source is supplied to the internal combustion engine and the gas from the fuel storage source is pressurized and filled in the charging tank, and A second control of controlling the valve system is performed in such a manner that the gas from the charging tank is supplied to the internal combustion engine.

[0086] According to this structure, even if the pressure of the gas in the fuel storage source drops, the gas can be pressurized by the compressor and filled in the charging tank, and then supplied from the charging tank to the internal combustion engine. Therefore, the gas that can be supplied to the internal combustion engine can be increased. In addition, since the gas is pressurized and filled in the charging tank from the fuel storage source while the gas is supplied from the fuel storage source to the internal combustion engine, the time for supplying the gas from the fuel storage source to the internal combustion engine can be effectively utilized to operate the compressor. Therefore. The working opportunities of the compressor can be increased and the compression amount per unit time of the compressor can be reduced. Therefore, the compressor can be miniaturized and the power required for the compressor can be reduced.

[0087] [Item 2] According to the internal combustion engine system described in item 1, the processing circuit is configured to execute a switching control of alternately repeating the first control and the second control.

[0088] According to this structure, filling the charging tank with gas and supplying the gas from the charging tank to the internal combustion engine are carried out in multiple times. Therefore, the upper limit pressure value or volume of the gas pressurized and filled in the charging tank can be kept constant. Therefore, the need to increase the pressure resistance or volume of the charging tank can be eliminated.

[0089] [Item 3] According to the internal combustion engine system described in item 1 or 2, the processing circuit is configured to execute the second control when it is determined that the pressure of the gas filled in the charging tank has reached a predetermined upper limit pressure value.

[0090] According to this structure, when it is determined that the upper limit pressure value has been reached, the gas filled in the charging tank is used to supply the internal combustion engine, thereby increasing the time during which the pressure in the charging tank is less than the upper limit value. Therefore, the operation of the compressor in a state where the upper limit pressure value is exceeded can be reduced, thereby reducing the compression capacity required as a compressor.

[0091] [Item 4] The internal combustion engine system according to any one of items 1 to 3, The at least one fuel tank includes a first fuel tank and a second fuel tank, The main flow channel includes: a first main flow channel connecting the first fuel tank to the internal combustion engine; and a second main flow channel connecting the second fuel tank to the internal combustion engine. The charging channel includes a first charging channel connecting the first fuel tank and the charging tank, In the first control, the valve system and the compressor are controlled so that the gas from the second fuel tank is supplied to the internal combustion engine and the gas from the first fuel tank is pressurized and filled in the charging tank.

[0092] According to this configuration, the first fuel tank and the second fuel tank each perform their respective functions, and it is possible to easily balance the supply of fuel to the internal combustion engine and the filling of the fuel into the charging tank.

[0093] [Item 5] According to the internal combustion engine system of item 4, the first control is executed when it is determined that the pressure of the gas stored in the first fuel tank is lower than the upper limit pressure value of the charging tank.

[0094] According to this structure, the decompressed gas in the first fuel tank can be appropriately filled into the charging tank through the compressor and used for supply to the internal combustion engine. The decompressed gas is pressurized by the compressor, thereby reducing the compression capacity required of the compressor compared to the case where the pressurized gas is further pressurized.

[0095] [Item 6] According to the internal combustion engine system of any one of items 1 to 5, the internal combustion engine is a direct injection engine.

[0096] The required pressure of the gas supplied to the direct injection engine is higher than the required pressure of the gas supplied to the indirect injection engine. Therefore, in the absence of a charging tank and a compressor, more gas remains in the fuel storage source when the fuel storage source is considered to be in an empty tank state. However, according to the present internal combustion engine system, the gas of the fuel storage source is used for supply to the internal combustion engine as much as possible through the charging tank and the compressor, so the gas of the fuel storage source can be effectively used.

[0097] [Item 7] The internal combustion engine system according to any one of items 1 to 6, further comprising: an energy transmission path for transmitting energy generated by the internal combustion engine as rotational power to the compressor; An energy transfer selector that connects and disconnects the energy transfer path; and an actuator driving the energy transfer selector, The processing circuit is configured to control the actuator to drive the compressor.

[0098] According to this configuration, energy efficiency can be improved with a simple structure.

[0099] [Item 8] The internal combustion engine system according to any one of items 1 to 7, The device further comprises: a compressor driving source which is a driving source different from the internal combustion engine and drives the compressor; The processing circuit is configured to control the compressor driving source to drive the compressor.

[0100] According to this structure, the compressor can be controlled without being affected by the driving state of the internal combustion engine. That is, the driving force provided to the compressor can be set regardless of the output of the internal combustion engine, thereby improving the controllability of the compressor. For example, the compressor can be stopped when the drive of the compressor is not required. Therefore, the compressor control corresponding to the situation can be easily achieved.

[0101] [Item 9] According to the internal combustion engine system according to any one of items 1 to 8, the fuel gas is hydrogen.

[0102] Compared with carbon-based fuels, hydrogen requires a larger amount of fuel to obtain the same output in an internal combustion engine. In other words, the consumption of hydrogen per unit time in the tank is greater than that of carbon-based fuels. According to the internal combustion engine system, the amount of fuel gas in the fuel tank that can be effectively supplied to the internal combustion engine can be increased. As a result, the effect of effective utilization of hydrogen, which is consumed in large quantities, can be significantly improved.

[0103] [Item 10] A mobile body comprising: the internal combustion engine system according to any one of items 1 to 9; and a propulsion force generator that generates a propulsion force using a driving force generated by the internal combustion engine.

[0104] According to this configuration, the amount of gas that can be supplied to the internal combustion engine can be increased during the period from when the fuel storage source is filled with gas to when it is refilled, thereby extending the cruising distance of the mobile body.

[0105] [Item 11] A method for supplying fuel to a fuel consuming device, comprising: Supplying the fuel gas from the fuel storage source to the fuel consumption device, while pressurizing the fuel gas from the fuel storage source through the compressor and filling the charging tank; and When the gas in the charging tank reaches a specified upper pressure limit, the supply of gas from the fuel storage source to the fuel consuming device is stopped and the gas from the charging tank is supplied to the fuel consuming device until the specified lower pressure limit is reached.

[0106] According to this method, even if the pressure of the gas in the fuel storage source drops, the gas can be pressurized by the compressor and filled in the charging tank, and then supplied from the charging tank to the internal combustion engine. Therefore. The gas that can be supplied to the fuel consuming device can be increased. In addition, since the gas is pressurized and filled in the charging tank from the fuel storage source while the gas is supplied from the fuel storage source to the fuel consuming device, the time for supplying the gas from the fuel storage source to the fuel consuming device can be effectively utilized to operate the compressor. Therefore, it can help to increase the working opportunities of the compressor and reduce the compression amount of the compressor per unit time. In addition, when the gas in the charging tank reaches a specified upper limit pressure value, the supply of gas from the fuel storage source to the fuel consuming device is stopped and the supply of gas from the charging tank to the fuel consuming device is prioritized, thereby reducing the operation of the compressor in a state where the upper limit pressure value is exceeded, thereby reducing the compression capacity required as a compressor.

[0107] Explanation of symbols: 1, 101, 201 Internal combustion engine systems; 2. 202 fuel storage source; 3, 203 main stream; 4 Filling tank; 5,205 filling flow channel; 6. Compressor; 7 secondary flow channel; 8. 208 valve system; 9, 209 controller; 11 First Fuel Tank; 12 Second fuel tank; 15 first main channel; 16 Second main channel; 19, 219 processing loop; 41 first filling flow channel; 42 second filling flow channel; 61 Power transfer path (energy transfer path); 62 Clutch (power delivery selector); 63 Actuator; E Internal combustion engine (fuel consuming device); V mobile body; M electric motor (drive source); W Driving wheels (propulsion generators).

Claims

1. An internal combustion engine system, characterized in that: have: a fuel storage source including at least one fuel tank storing fuel gas in a compressed state; a main flow passage connecting the fuel storage source to an internal combustion engine; Filling tank; a charging flow channel connecting the fuel storage source to the charging tank; A compressor for pressurizing the gas in the charging flow channel toward the charging tank; a secondary flow passage connecting the charging tank to the internal combustion engine; a valve system for opening and closing the main flow channel, the filling flow channel, and the secondary flow channel respectively; and a processing circuit configured to control the valve system and the compressor, The processing circuit is configured to perform: performing a first control of controlling the valve system and the compressor in a manner that the gas from the fuel storage source is supplied to the internal combustion engine and the gas from the fuel storage source is pressurized and filled in the charging tank; and A second control of controlling the valve system is performed in such a manner that the gas from the charging tank is supplied to the internal combustion engine.

2. The internal combustion engine system according to claim 1, characterized in that: The processing circuit is configured to execute switching control for alternately repeating the first control and the second control.

3. The internal combustion engine system according to claim 1 or 2, characterized in that: The processing circuit is configured to execute the second control when it is determined that the pressure of the gas filled in the charging tank has reached a predetermined upper limit pressure value.

4. The internal combustion engine system according to any one of claims 1 to 3, characterized in that: The at least one fuel tank includes a first fuel tank and a second fuel tank, The main flow channel includes: a first main flow channel connecting the first fuel tank to the internal combustion engine; and a second main flow channel connecting the second fuel tank to the internal combustion engine. The charging channel includes a first charging channel connecting the first fuel tank and the charging tank, In the first control, the valve system and the compressor are controlled so that the gas from the second fuel tank is supplied to the internal combustion engine and the gas from the first fuel tank is pressurized and filled in the charging tank.

5. The internal combustion engine system according to claim 4, characterized in that: The first control is executed when it is determined that the pressure of the gas stored in the first fuel tank is lower than the upper limit pressure value of the charging tank.

6. The internal combustion engine system according to any one of claims 1 to 5, characterized in that: The internal combustion engine is a direct injection engine.

7. The internal combustion engine system according to any one of claims 1 to 6, characterized in that: It also includes: an energy transmission path for transmitting energy generated by the internal combustion engine to the compressor as rotational power; an energy transfer selector for connecting and disconnecting the energy transfer path; and an actuator driving the energy transfer selector, The processing circuit is configured to control the actuator to drive the compressor.

8. The internal combustion engine system according to any one of claims 1 to 7, characterized in that: further comprising: a compressor driving source that is a driving source different from the internal combustion engine and drives the compressor, The processing circuit is configured to control the compressor driving source to drive the compressor.

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 mobile object, characterized in that: have: The internal combustion engine system according to any one of claims 1 to 9; and A propulsion force generator generates a propulsion force by the driving force generated by the internal combustion engine.

11. A method for supplying fuel to a fuel consuming device, characterized in that: include: The gas from the fuel storage source is supplied to the fuel consumption device, and the gas from the fuel storage source is pressurized by a compressor and filled into a charging tank; and When the gas in the charging tank reaches a specified upper pressure limit, the supply of gas from the fuel storage source to the fuel consuming device is stopped and the gas from the charging tank is supplied to the fuel consuming device until the specified lower pressure limit is reached.

Images