JP5563881B2 - Fuel supply device - Google Patents

Description

  The present invention relates to a fuel supply device that supplies fuel to an internal combustion engine.

  Conventionally, fuel supplied to an internal combustion engine contains a very small amount of metal ions as impurities, while a fatty acid such as oleic acid is added as a lubricant. For this reason, a salt reaction may occur between the metal ions and the fatty acid in the fuel, and a fatty acid metal salt may be generated. Since the fatty acid metal salt is generally insoluble in fuel, for example, the fatty acid metal salt may deposit on the sliding portion of the injector and cause malfunction.

  Therefore, in the fuel supply device, a technique is known in which a metal ion removing means for removing metal ions in the fuel is arranged in a fuel supply path from the fuel tank to the injector (see, for example, Patent Document 1). According to the fuel supply apparatus of Patent Document 1, for example, a chelate resin is used as a metal ion capturing material, or an anode and a cathode are arranged in a fuel flow path and the metal ions are attracted to the cathode to electrochemically metal. Ions are removed.

By the way, the removal efficiency by the metal ion removing means largely depends on the fluidity of the fuel. That is, the higher the kinematic viscosity and the lower the fluidity of the fuel, the lower the dispersibility and permeability of the fuel in the metal ion removing means and the lower the removal efficiency.
Therefore, even when a fuel having a high kinematic viscosity is used, it is necessary to sufficiently remove metal ions by the metal ion removing means.

JP 2006-105092 A

  The present invention has been made to solve the above-described problems, and its object is to sufficiently remove metal ions by a metal ion removing means even when a fuel having a high kinematic viscosity is used in a fuel supply device. There is to do.

[Means of Claim 1]
The fuel supply device according to claim 1 supplies fuel to an internal combustion engine of a vehicle, and includes a metal ion removing unit that removes metal ions contained in the fuel, a temperature detecting unit that detects the temperature of the fuel, A heating unit that heats the fuel, a cooling unit that cools the fuel, and a control unit that operates the heating unit and the cooling unit according to the detected value of the fuel temperature detected by the temperature detection unit.
Further, the metal ion removing means is an ion exchange resin or a chelate resin, and the control means stores an upper limit value for the detected value of the fuel temperature, and the heating means so that the detected value of the fuel temperature is equal to or lower than the upper limit value. And operate the cooling means. The upper limit value is set based on the peak temperature that is the fuel temperature at which the metal ion removal rate is maximized in the correlation between the fuel temperature and the metal ion removal rate.

  Thus, by using the fuel temperature as a measure of the fuel kinematic viscosity, when the temperature of the fuel is considered to be low and the kinematic viscosity is high, the fuel can be heated to increase the temperature and the fuel kinematic viscosity can be decreased. For this reason, even when using fuel with high kinematic viscosity, fluidity | liquidity can be improved and a metal ion removal means can fully remove a metal ion.

Also, ion exchange resins and chelate resins tend to desorb + ions from ion exchange groups and chelate forming groups at high temperatures. For this reason, even if the fuel temperature is increased roughly in order to reduce the fuel kinematic viscosity, the metal ion removal rate shows a peak at a specific temperature and decreases at a temperature higher than the specific temperature.

Therefore, based on the peak temperature that is the fuel temperature at which the metal ion removal rate is maximized in the correlation between the fuel temperature and the metal ion removal rate, the upper limit value of the fuel temperature is set and the fuel temperature is controlled to be equal to or lower than the upper limit value. As a result, it is possible to optimize the metal ion removal rate by appropriately reducing the fuel kinematic viscosity while suppressing the elimination of + ions from the ion exchange group or chelate-forming group.
Further, since the base resin such as an ion exchange resin or a chelate resin deteriorates as the temperature increases, the means of claim 1 is also effective in suppressing the deterioration of the base resin.

[Means of claim 2 ]
The fuel supply apparatus according to claim 2 includes kinematic viscosity detecting means for detecting the kinematic viscosity of the fuel, and the control means stores an upper limit value for the detected value of the fuel kinematic viscosity, and the detected value of the fuel kinematic viscosity. The heating means is operated so that is below the upper limit.
As fuel varieties, there are varieties for cold regions, varieties mixed with vegetable oil, and the like, and the correlation between fuel temperature and fuel kinematic viscosity varies depending on the type. Therefore, the fuel kinematic viscosity is controlled below the upper limit value so that the fuel kinematic viscosity can be directly detected. As a result, fluidity failure due to insufficient heating can be reliably resolved regardless of the type of fuel used.

[Means of claim 3 ]
According to a third aspect of the present invention , the fuel supply apparatus includes a traveling wind introduction path that guides the traveling wind to the metal ion removing unit, and an open / close door that opens and closes the traveling wind introduction path with respect to the metal ion removing unit. And a control means starts or stops cooling of the metal ion removal means by driving | running | working wind by operating an opening-and-closing door.
The traveling wind can be used as a cooling medium with a simple configuration. Therefore, by adopting the means of claim 3 , the metal ion removing means can be cooled with a simple configuration.

It is a block diagram of a fuel supply apparatus (Example 1). (A) is a correlation diagram of fuel temperature and fuel kinematic viscosity, (b) is a correlation diagram of fuel temperature and metal ion removal rate (Example 1). 3 is a flowchart showing a control method by the fuel supply device (Example 1). (Example 2) which is a principal part block diagram of a fuel supply apparatus. (A) is a correlation diagram of fuel temperature and fuel kinematic viscosity, (b) is a correlation diagram of fuel temperature and metal ion removal rate (modification).

The fuel supply device according to the first embodiment supplies fuel to an internal combustion engine of a vehicle, and includes metal ion removing means for removing metal ions contained in the fuel, temperature detecting means for detecting the temperature of the fuel, and fuel. A heating means for heating, a cooling means for cooling the fuel, and a control means for operating the heating means and the cooling means in accordance with the detected value of the fuel temperature detected by the temperature detecting means.

Moreover, metallic ion removal means is ion-exchange resin or chelate resin. The control means stores an upper limit value for the detected value of the fuel temperature, and operates the heating means and the cooling means so that the detected value of the fuel temperature is equal to or lower than the upper limit value. The upper limit value is set based on the peak temperature that is the fuel temperature at which the metal ion removal rate is maximized in the correlation between the fuel temperature and the metal ion removal rate.
Furthermore, the fuel supply apparatus of Embodiment 1 includes kinematic viscosity detection means for detecting the kinematic viscosity of the fuel, and the control means stores an upper limit value for the detected value of the fuel kinematic viscosity, and the detected value of the fuel kinematic viscosity. The heating means is operated so that is below the upper limit.

  The fuel supply apparatus according to the second embodiment includes a traveling wind introduction path that guides traveling wind to the metal ion removing unit, and an open / close door that opens and closes the traveling wind introduction path with respect to the metal ion removing unit. And a control means starts or stops cooling of the metal ion removal means by driving | running | working wind by operating an opening-and-closing door.

[Configuration of Example 1]
The configuration of the fuel supply device 1 of the first embodiment will be described with reference to the drawings.
The fuel supply device 1 supplies fuel to an internal combustion engine 2 of a vehicle. For example, as shown in FIG. 1, a supply pump 4 that pumps up fuel from a fuel tank 3 and discharges it at high pressure, and a supply pump 4 A common rail 5 for accumulating discharged fuel in a high pressure state, and an injector 6 mounted on each cylinder of the internal combustion engine 2 and receiving fuel distribution from the common rail 5 to inject fuel into the cylinder. A fuel supply path 7 is formed through the supply pump 4 and the common rail 5 to the injector 6, and fuel is injected and supplied from the injector 6 to the internal combustion engine 2.

  The fuel supply device 1 includes an electronic control unit (hereinafter referred to as an ECU) 8 that controls the supply pump 4, the injector 6, and the like. The ECU 8 includes a well-known microcomputer having a CPU and the like, and a supply pump. 4 and various drive circuits for supplying power to the injector 6 and the like.

  The supply pump 4 is, for example, disposed in a low-pressure pump 11 that pumps fuel from the fuel tank 3, a high-pressure pump 12 that discharges the fuel pumped up by the low-pressure pump 11, and a flow path from the low-pressure pump 11 to the high-pressure pump 12. It comprises a metering valve 13 for metering the fuel sucked into the high-pressure pump 12 and the like. The supply pump 4 varies the discharge amount by controlling the opening of the metering valve 13 by the ECU 8. In addition, a filter 14 for removing foreign substances contained in the fuel is disposed in the fuel supply path 7 between the fuel tank 3 and the low-pressure pump 11, and the fuel from which foreign substances have been removed is supplied to the supply pump 4.

  The injector 6 is, for example, opened by energizing an electromagnetic solenoid (not shown) and injecting high-pressure fuel, and energization of the electromagnetic solenoid is controlled by the ECU 8. The injection timing and the injection amount by the injector 6 are controlled by energization control to the electromagnetic solenoid, and surplus fuel that has not been injected is returned from the injector 6 to the fuel tank 3.

  Here, various fuel chambers into which high-pressure fuel is introduced from the common rail 5 are formed in the injector 6, for example, a valve body (not shown) that opens and closes a nozzle hole (not shown). In addition, the members related to the start and stop of the fuel injection are displaced in the injector 6 while maintaining these fuel chambers in a high pressure state. For this reason, these members form a sliding portion or the like having a narrow clearance. If the fatty acid metal salt is deposited on such a sliding portion or the like, the injector 6 may malfunction.

  That is, the fuel supplied to the internal combustion engine 2 contains a trace amount of metal ions as impurities, while a fatty acid such as oleic acid is added as a lubricant. For this reason, a salt reaction may occur between the metal ions and the fatty acid in the fuel, and a fatty acid metal salt may be generated. And since a fatty acid metal salt is generally insoluble in fuel, if it deposits on the sliding portion of the injector 6 or the like, it may cause a malfunction.

When fuel is injected by the injector 6 through the common rail 5, the fuel pressure in the fuel chamber becomes a high pressure exceeding 100 MPa, so that the clearance in the sliding portion or the like needs to be extremely narrow. Therefore, when the fatty acid metal salt is deposited on the sliding portion or the like that forms such a narrow clearance, the possibility of causing the malfunction of the injector 6 becomes higher.
Therefore, the fuel supply device 1 includes metal ion removing means 16 that removes metal ions contained in the fuel, and actively removes metal ions.

  The metal ion removing means 16 is a packed bed filled with ion exchange resin or chelate resin particles, or a support layer made of fibers carrying ion exchange resin or chelate resin particles, and the like. A metal ion is captured by an ion exchange reaction or a chelate formation reaction.

Further, the metal ion removal rate by the metal ion removing means 16 greatly depends on the fuel temperature and the fuel kinematic viscosity.
That is, as shown in FIG. 2A, the fuel temperature and the fuel kinematic viscosity have different correlations depending on the type of fuel. It decreases functionally. For this reason, as the fuel temperature increases, the fuel kinematic viscosity decreases and the fluidity of the fuel increases, so that the dispersibility and permeability of the fuel in the metal ion removing means 16 are improved.

  In addition, ion exchange resins and chelate resins easily desorb + ions from ion exchange groups and chelate forming groups (hereinafter, ion exchange groups and chelate forming groups may be collectively referred to as active groups) at high temperatures. Therefore, when the fuel temperature is increased vaguely in order to reduce the fuel kinematic viscosity, the metal ion trapping function of the metal ion removing means 16 is lowered.

  Therefore, the correlation between the fuel temperature and the metal ion removal rate differs depending on the fuel type as shown in FIG. 2 (b), but the metal ion removal rate has a peak at a specific temperature in any type. (Hereinafter, the temperature at which the metal ion removal rate shows a peak is referred to as a peak temperature). Note that the peak temperature is lower for the varieties having low fuel kinematic viscosity and high fluidity at the same fuel temperature.

  That is, on the lower temperature side than the peak temperature, the influence of a decrease in fuel kinematic viscosity (an improvement in fuel fluidity) due to an increase in fuel temperature is significant, and the metal ion removal rate improves with an increase in fuel temperature. On the higher temperature side than the peak temperature, the influence of the metal ion scavenging function of the metal ion removing means 16 due to the increase in fuel temperature (progress of desorption of + ions from the active group) is significant, and the metal ion removal rate Decreases with increasing fuel temperature.

  In addition, the correlation line between the fuel temperature and the metal ion removal rate differs for each product type, but these correlation lines increase so that the difference between product types becomes smaller as the fuel temperature increases, and the product with a lower peak temperature. The correlation line is unified into one correlation line in order.

  In other words, on the lower temperature side than the peak temperature, the main factor governing the metal ion removal rate is the fuel kinematic viscosity, and the correlation between the fuel temperature and the fuel kinematic viscosity varies depending on the type, and the difference in the fuel kinematic viscosity varies between types. Smaller with increasing temperature. For this reason, the metal ion removal rate on the lower temperature side than the peak temperature increases so that the difference between the types decreases as the fuel temperature increases. On the lower temperature side than the peak temperature, a one-to-one correspondence is established between the fuel kinematic viscosity and the metal ion removal rate regardless of the type of fuel.

  On the higher temperature side than the peak temperature, the main factor governing the metal ion removal rate is the desorption of + ions from the active group, and the desorption of + ions from the active group has little correlation with the fuel type. For this reason, the metal ion removal rate on the higher temperature side than the peak temperature does not differ between varieties as the fuel temperature rises, and decreases as a single correlation line. On the higher temperature side than the peak temperature, there is a substantially one-to-one correspondence between the fuel temperature and the metal ion removal rate regardless of the fuel kinematic viscosity and fuel type.

  In order to mitigate the influence of the fuel temperature and the fuel kinematic viscosity on the metal ion removal rate as described above, the fuel supply device 1 detects the fuel temperature by the heating means 18 for heating the fuel, the cooling means 19 for cooling the fuel. The ECU 8 includes a temperature detection unit 20 for detecting the fuel temperature and a kinematic viscosity detection unit 21 for detecting the fuel kinematic viscosity. The ECU 8 detects the fuel temperature detected by the temperature detection unit 20 and the fuel dynamics detected by the kinematic viscosity detection unit 21. It is provided to operate the heating means 18 and the cooling means 19 in accordance with the detected viscosity value.

The heating means 18 is, for example, a well-known heater that generates heat by energization, and is set to turn on / off energization by a command signal from the ECU 8.
The cooling means 19 uses, for example, engine cooling water as a cooling medium, and is a heat exchange device that exchanges heat between the engine cooling water and the fuel. It is set to turn on and off the flow of engine cooling water.
The temperature detection means 20 and the kinematic viscosity detection means 21 are well-known sensor devices.

Further, the ECU 8 executes the operation of the heating means 18 and the cooling means 19 based on the detected value of the fuel kinematic viscosity and the detected value of the fuel temperature according to the following method.
First, the ECU 8 stores an upper limit value ηmax for the detected value of the fuel kinematic viscosity, and operates the heating means 18 so that the detected value of the fuel kinematic viscosity is equal to or lower than the upper limit value ηmax. The ECU 8 stores an upper limit value Tmax for the detected fuel temperature value, and operates the heating unit 18 and the cooling unit 19 so that the detected fuel temperature value is equal to or lower than the upper limit value Tmax.

  Here, the upper limit value ηmax is set as a numerical value at which the metal ion removal rate is equal to or higher than a predetermined reference value. Note that on the lower temperature side than the peak temperature, there is an almost one-to-one correspondence between the fuel kinematic viscosity and the metal ion removal rate regardless of the fuel temperature and the fuel type, so the upper limit value ηmax is the fuel type. It is not necessary to set for each, but can be set as a single numerical value.

Further, the fuel temperature when the fuel kinematic viscosity reaches the upper limit value ηmax is different for each fuel type, and the lower the fuel kinematic viscosity at the same temperature, the lower the fuel kinematic viscosity reaches the upper limit value ηmax. For this reason, as for the fuel temperature when the metal ion removal rate reaches the reference value, the metal ion removal rate reaches the reference value at a lower temperature as the fuel kinematic viscosity is lower at the same fuel temperature.
Further, the upper limit value Tmax is set, for example, as a numerical value of the peak temperature of the product having the highest fluidity (that is, the numerical value of the lowest peak temperature).

  The metal ion removing means 16, the heating means 18, the cooling means 19, the temperature detection means 20, and the kinematic viscosity detection means 21 are arranged from upstream to downstream in the fuel supply path 7 between the fuel tank 3 and the filter 14. The heating means 18, the cooling means 19, the temperature detection means 20, the kinematic viscosity detection means 21, and the metal ion removal means 16 are incorporated in this order.

[Control Method of Example 1]
A control method by the fuel supply apparatus 1 according to the first embodiment will be described based on a flowchart shown in FIG.
First, in step S1, the fuel kinematic viscosity is detected by the kinematic viscosity detecting means 21, and in step S2, it is determined whether or not the detected value of the fuel kinematic viscosity is equal to or lower than the upper limit value ηmax. If the detected value is larger than the upper limit value ηmax (NO), the process proceeds to step S3. If the detected value is equal to or lower than the upper limit value ηmax (YES), the process proceeds to step S4.

  In step S3, the heating means 18 is turned on and the cooling means 19 is turned off, and the process returns to step S1. As a result, the fuel heated by the heating means 18 flows into the metal ion removing means 16, and the fuel flowing into the metal ion removing means 16 decreases in kinematic viscosity and increases in fluidity. As a result, if the detected value of the fuel kinematic viscosity is equal to or lower than the upper limit value ηmax (if YES is determined in step S2), the process proceeds to step S4.

  In step S4, the fuel temperature is detected by the temperature detecting means 20, and in step S5, it is determined whether or not the detected value of the fuel temperature is equal to or lower than the upper limit value Tmax. If the detected value is larger than the upper limit value Tmax (NO), the process proceeds to step S6. If the detected value is equal to or lower than the upper limit value Tmax (YES), the process proceeds to step S7.

In step S6, the heating means 18 is turned off and the cooling means 19 is turned on, and the process returns to step S4. As a result, the fuel cooled by the cooling means 19 flows into the metal ion removing means 16, and the fuel flowing into the metal ion removing means 16 has a temperature that can suppress the + ion desorption from the active group. Be controlled. As a result, if the detected value of the fuel temperature is equal to or lower than the upper limit value Tmax (if YES is determined in step S5), the process proceeds to step S7.
In step S7, both the heating means 18 and the cooling means 19 are turned off.

  By the above control method, the fuel flowing into the metal ion removing means 16 is controlled so that the correlation between the fuel temperature and the metal ion removal rate is included in, for example, the region α shown in FIG. That is, the fuel flowing into the metal ion removing means 16 is controlled to a temperature at which + ion desorption from the active group can be suppressed while the fluidity is optimally maintained with respect to the metal ion removal rate.

[Effect of Example 1]
The fuel supply apparatus 1 according to the first embodiment includes a metal ion removing unit 16 that removes metal ions contained in a fuel, a heating unit 18 that heats the fuel, a cooling unit 19 that cools the fuel, and a temperature at which the fuel temperature is detected. The ECU 8 includes a detecting unit 20 and a kinematic viscosity detecting unit 21 that detects the fuel kinematic viscosity, and the ECU 8 operates the heating unit 18 and the cooling unit 19 in accordance with the detected value of the fuel temperature and the detected value of the fuel kinematic viscosity. Is provided.

  Thereby, when the fuel temperature is low and the fuel kinematic viscosity is high, the heating means 18 can be turned on to raise the fuel temperature and lower the fuel kinematic viscosity. For this reason, even when using fuel varieties having a high fuel kinematic viscosity and poor fluidity, the fluidity is reliably increased, and the fuel is sufficiently dispersed and permeated into the metal ion removing means 16 to remove metal ions. be able to.

When the fuel temperature is high and the desorption of + ions proceeds from the active group, the cooling means 19 can be turned on to lower the fuel temperature and suppress the desorption of + ions from the active group. For this reason, the fall of the metal ion capture function of the metal ion removal means 16 by the rise in fuel temperature can be prevented reliably.
In addition, since the base resin such as an ion exchange resin or a chelate resin deteriorates as the temperature increases, control of the fuel temperature by operating the cooling means 19 is also effective in suppressing the deterioration of the base resin.

Furthermore, since the correlation between the metal ion removal rate and the fuel temperature is controlled to a constant region α, the fuel kinematic viscosity is also controlled to a certain numerical range, so that the fuel temperature and the fuel kinematic viscosity are expected to fluctuate. No injection correction control is required.
In addition, since increase in fuel kinematic viscosity, wax precipitation, and the like can be reliably prevented, clogging of the filter can be suppressed.

[Example 2]
As shown in FIG. 4, the fuel supply device 1 according to the second embodiment opens and closes the traveling wind introduction path 24 that guides the traveling wind to the metal ion removing unit 16 and the traveling wind introduction path 24 with respect to the metal ion removing unit 16. An opening / closing door 25 is provided. The ECU 8 is provided so as to start or stop the cooling of the metal ion removing means 16 by the traveling wind by operating the open / close door 25. Further, the metal ion removing means 16 is provided with heat radiating fins 26, and the cooling of the metal ion removing means 16 by the traveling wind can be promoted by the heat radiating fins 26.

  The traveling wind can be used as a cooling medium with a simple configuration. Therefore, when the fuel or metal ion removal means 16 becomes high temperature due to the atmosphere outside the vehicle or the heat generation of the internal combustion engine 2, the fuel and metal ions are not affected by the cooling means 19 but with a simple configuration using traveling wind. The removal means 16 can be cooled. When the outside air temperature becomes low such as in winter, the open / close door 25 is closed in order to prevent an increase in fuel kinematic viscosity, wax precipitation, and the like due to supercooling.

[Modification]
The mode of the fuel supply device 1 is not limited to the first and second embodiments, and various modifications can be considered. For example, according to the fuel supply device 1 of the first and second embodiments, the ECU 8 turns the heating unit 18 on and off according to the detected value of the fuel kinematic viscosity, but the heating unit 18 is changed according to the detected value of the fuel temperature. You may make it turn on and off.

That is, there is a correlation shown in FIG. 2 (a) or FIG. 5 (a) between the fuel temperature and the fuel kinematic viscosity, so that the fuel temperature can be used as a measure of the fuel kinematic viscosity.
When the heating unit 18 is turned on / off according to the detected value of the fuel temperature, the lower limit value Tmin of the fuel temperature serving as a reference for turning on the heating unit 18 is, for example, a type having the lowest fluidity as shown in FIG. It can be set as a numerical value of the fuel temperature when the fuel kinematic viscosity becomes the upper limit value ηmax. Then, the correlation between the metal ion removal rate and the fuel temperature is controlled to the region β occupying the high temperature portion of the region α.

  Further, according to the fuel supply device 1 of the first and second embodiments, the fuel is supplied to the injector 6 through the common rail 5, but the fuel is supplied from the supply pump 4 to the injector 6 without going through the common rail 5. You may do it.

  In addition, according to the fuel supply device 1 of the first and second embodiments, the metering valve 13 of the supply pump 4 is arranged in the flow path from the low pressure pump 11 to the high pressure pump 12 and supplies the fuel sucked into the high pressure pump 12. By metering, the discharge amount of the supply pump 4 can be varied, but by arranging a metering valve 13 on the downstream side of the high pressure pump 12, the fuel discharged from the high pressure pump 12 is metered. The discharge amount of the supply pump 4 may be varied.

  Further, according to the fuel supply device 1 of the first and second embodiments, the injector 6 is opened by energizing the electromagnetic solenoid to inject high-pressure fuel. However, the injector 6 is connected to the piezo element. It is good also as what injects a high voltage | pressure fuel by opening a valve by voltage application.

DESCRIPTION OF SYMBOLS 1 Fuel supply apparatus 2 Internal combustion engine 8 ECU (control means)
16 Metal ion removing means 18 Heating means 19 Cooling means 20 Temperature detecting means 21 Kinematic viscosity detecting means 24 Traveling wind introduction path 25 Opening and closing door ηmax Upper limit value Tmax for detected value of fuel kinematic viscosity Upper limit value for detected value of fuel temperature

Claims (3)

In a fuel supply device for supplying fuel to an internal combustion engine of a vehicle,
Metal ion removing means for removing metal ions contained in the fuel;
Temperature detecting means for detecting the temperature of the fuel;
Heating means for heating the fuel;
Cooling means for cooling the fuel;
Control means for operating the heating means and the cooling means according to the detected value of the fuel temperature detected by the temperature detection means ,
The metal ion removing means is an ion exchange resin or a chelate resin,
The control means stores an upper limit value for the detected value of the fuel temperature, operates the heating means and the cooling means so that the detected value of the fuel temperature is equal to or lower than the upper limit value,
The upper limit value is set based on a peak temperature that is a fuel temperature at which the metal ion removal rate is maximized in the correlation between the fuel temperature and the metal ion removal rate . The fuel supply device according to claim 1,
Kinematic viscosity detection means for detecting the kinematic viscosity of the fuel,
The control means stores an upper limit value for the detected value of the fuel kinematic viscosity, and operates the heating means so that the detected value of the fuel kinematic viscosity is equal to or lower than the upper limit value. . The fuel supply device according to claim 1 or 2,
A traveling wind introduction path for guiding the traveling wind to the metal ion removing means;
An open / close door that opens and closes the traveling wind introduction path with respect to the metal ion removing means,
The fuel supply apparatus according to claim 1, wherein the control means starts or stops cooling of the metal ion removing means by traveling wind by operating the opening / closing door .

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