CN100436785C - 用于氢添加内燃机的控制装置 - Google Patents

用于氢添加内燃机的控制装置 Download PDF

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CN100436785C
CN100436785C CNB2005800180732A CN200580018073A CN100436785C CN 100436785 C CN100436785 C CN 100436785C CN B2005800180732 A CNB2005800180732 A CN B2005800180732A CN 200580018073 A CN200580018073 A CN 200580018073A CN 100436785 C CN100436785 C CN 100436785C
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伊藤泰志
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    • F02M25/00—Engine-pertinent apparatus for adding non-fuel substances or small quantities of secondary fuel to combustion-air, main fuel or fuel-air mixture
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    • Y10S123/00—Internal-combustion engines
    • Y10S123/12—Hydrogen

Abstract

本发明公开了一种用于氢添加内燃机的控制系统，该内燃机使用碳氢燃料和氢气作为燃烧燃料。该控制系统包括：用于吸收在用于存储碳氢燃料的箱(34)中产生的燃料蒸气的罐(52)；用于在预定状况下将燃料蒸气排入氢添加内燃机的进气口(18)的排出VSV(66)；用于设定氢气添加到碳氢燃料的比率的氢添加比率设置装置；和当燃料蒸气被排入进气口(18)时用于增加氢气添加比率的氢气添加比率调整装置。

Description

用于氢添加内燃机的控制装置
技术领域
本发明涉及一种用于氢添加内燃机的控制装置(控制系统)。
背景技术
已知当除汽油之外供给氢气时，使用汽油作为燃料的内燃机减少排气中氮氧化物(NOx)的量。例如，日本专利申请未审定公开No.2004-116398中公开的技术，确定氢添加比率从而减少NOx排放量，并且通过根据确定的比率喷射汽油和氢而操作内燃机。
[专利文献1]
日本专利申请未审定公开No.2004-116398
[专利文献2]
日本专利申请未审定公开No.平6-200805
然而，如果内燃机包括用于吸收汽油箱内的蒸发燃料(燃料蒸气)的罐，则从该罐排入进气通道的蒸发燃料的量不能被精确地控制。因此，即使当供给有氢气时，产生不稳定燃烧。
精确控制发动机气缸中的空燃比非常困难，尤其是当大量的蒸发燃料从罐被排入进气通道时。因此，空燃比可能朝稀(lean)侧或浓(rich)侧变化。因而产生不稳定燃烧，由此导致排放和运行性能恶化。
发明内容
本发明为解决上述问题而作出。本发明的目的在于，当由罐吸收的蒸发燃料被排入既供给有汽油又供给有氢气的内燃机中时，维持稳定燃烧。
根据本发明的第一方面，提供了一种用于氢添加内燃机的控制系统，所述内燃机使用碳氢燃料和氢气作为燃烧燃料，所述控制系统包括罐、排出(驱除，purge)装置、氢添加比率设置装置以及氢气添加比率调整装置。所述罐吸收在用于存储所述碳氢燃料的箱内产生的燃料蒸气。所述排出装置在预定状况下将所述燃料蒸气排入所述氢添加内燃机的进气通道。所述氢添加比率设置装置设定氢气添加到所述碳氢燃料的比率。当所述燃料蒸气被排入所述进气通道时所述氢气添加比率调整装置增加所述氢气添加比率。
当燃料蒸气被排入进气通道时，本发明的第一方面增加氢气添加比率。因此可以抑止气缸内的燃烧状态由于燃料蒸气排出而恶化。结果，在燃料蒸气排出期间能够获得良好的排放和运行性能。
根据本发明的第二方面，提供了一种用于氢添加内燃机的控制系统，该控制系统如上所述进行了改进，其中当排入所述进气通道的燃料蒸气的量不小于预定值时，所述氢气添加比率调整装置增加所述氢气添加比率。
当排入进气通道的燃料蒸气的量不小于预定值时，本发明的第二方面增加氢气添加比率。因此在燃料蒸气排出量非常小并且燃烧状态不受燃料蒸气排出太大影响的情况下，可以抑止氢的使用。
从以下说明中本发明的其它和进一步的目的、特征和优点将更加明显。
附图说明
图1示出根据本发明一实施例配备氢添加内燃机的系统的结构；
图2示出由根据第一实施例的系统执行的处理步骤。
具体实施方式
下面参照附图说明本发明的实施例。附图中相同的部件标以相同的附图标记，且不再重复说明。本发明并不限于以下说明的实施例。
图1示出根据本发明的一实施例配备氢添加内燃机10的系统的结构。内燃机10的气缸容纳在气缸中往复运动的活塞12。内燃机10还包括气缸盖14。在活塞12和气缸盖14之间形成燃烧室16。燃烧室16与进气口18和排气口20连通。进气口18和排气口20分别设有进气门22和排气门24。
进气口18设有向进气口18内喷射汽油的汽油喷射阀26。进气口18还设有向进气口18喷射氢的氢燃料口喷射阀28。
汽油喷射阀26经由汽油供给管32与汽油箱34连通。汽油供给管32设有位于汽油喷射阀26和汽油箱34之间的泵36。泵36能够产生预定压力以向汽油喷射阀26供给汽油。汽油喷射阀26在接收到从外部提供的驱动信号时开启，并向进气口18喷射一定量的汽油。喷射到进气口18的汽油量随汽油喷射阀26开启的时间而变化。
根据本实施例的系统包括存储高温下气体状态的氢的氢箱38。氢箱38与氢供给管40连通。氢供给管40与氢燃料口喷射阀28连通。根据本实施例的系统使用从外部填充入氢箱38的氢气，作为将要供给到氢燃料口喷射阀28的氢燃料。然而，本发明并不限于使用这样的氢燃料。一种替换方案是使用包含高浓度氢并且在车辆内产生或从外部供给的富氢气体。
氢供给管40设有调整器44。当采用这种结构时，在压力通过调整器44而减小预定量的同时，氢箱38内的氢被供给到氢燃料口喷射阀28。因此，当氢燃料口喷射阀28由于接收到从外部供给的驱动信号而开启时，氢燃料口喷射阀28向进气口18喷射氢。氢喷射量随氢燃料口喷射阀28开启的时间而变化。
此外，氢供给管40设有位于调整器44和氢燃料口喷射阀28之间的燃料压力传感器48。燃料压力传感器48根据供给到氢燃料口喷射阀28的氢的压力而产生输出。根据本实施例的系统根据由燃料压力传感器48产生的输出控制调整器44。因此，即使当从氢箱38供给的氢的压力变化时，氢能够在稳定的压力下供给到氢燃料口喷射阀28。
根据本实施例的系统包括ECU 50。为了使ECU 50能够把握内燃机10的工作状态，ECU 50不仅连接到上述燃料压力传感器48，而且连接到用于爆震检测的KCS传感器和用于检测例如节气门开度、发动机转速、排气温度、冷却水温度、润滑油温度和催化剂床温度等的各种其它传感器(未示出)。ECU 50还连接到诸如上述汽油喷射阀26、氢燃料口喷射阀28、泵36、调整器44以及后述排出VSV 66等的致动器。当采用这种结构时，ECU 50能够根据内燃机10的工作状态任意地选择喷射阀以喷射燃料，并根据各种传感器的输出驱动致动器。
如图1所示，汽油箱34经由蒸气通道50与罐52连通。罐52设有与蒸气通道50连接的蒸气口54、用于大气导入的大气口56以及与下文中描述的排出通道58连通的排出口60。罐52的内部充填有用于吸收从蒸气口54流入的蒸发燃料的活性炭64。如图1所示，蒸气口54和排出口60位于相对于活性炭64的同一侧。同时，大气口56布置在上述蒸气口54和排出口60的相对侧，从而活性炭64夹在大气口56与上述蒸气口54和排出口60之间。
排出通道58与内燃机10的进气口18连通。在排出通道58中间设置有排出VSV 66以控制排出通道58的导通状态。排出VSV 66与ECU 50连接。排出VSV 66的开启/关闭状态根据从ECU 50提供的驱动信号而被占空地控制。当内燃机10工作时，内燃机10的进气负压被导入排出通道58的内部。当在这样的状态期间排出VSV 66开启时，进气负压到达罐52的排出口60。结果，空气从大气口56流入排出口60。当发生这样的空气流动时，由活性炭64吸收的燃料发生脱离(desorbed)。因此，当在内燃机工作期间排出VSV 66适当地开启时，根据本实施例的系统使得由罐52吸收的燃料被适当地排入内燃机10的进气口18。
当排出VSV 66开启以将燃料蒸气排入进气口18时，进入气缸(进入燃烧室16)的汽油的量变化从而在气缸内产生不稳定燃烧。因而，尤其当发动机怠速或在轻载下工作时排放和运行性能可能恶化。
因此，如果当排出VSV 66开启以将燃料蒸气排入进气口18时排出量大于预定值，则根据本实施例的系统确保来自氢燃料口喷射阀28的氢喷射量比通常值大。从而即使当在燃料蒸气排出期间空燃比变化时，也可以通过增加氢添加比率改进可燃性和火焰传播。因此，即使在燃料蒸气排出期间也可以改进气缸内的燃烧状态，减少NOx排放量，并提供良好的运行性能。
下面参照图2中的流程图说明由根据本实施例的系统执行的处理步骤。首先，执行步骤S1以判断在当前工作状态下由罐52吸收的燃料蒸气是否被排入进气口18。更具体地，执行步骤S1以根据排出VSV 66的开启/关闭状态判断燃料蒸气是否被排入进气口18。如果燃料蒸气被排出，则流程转到步骤S2。另一方面，如果燃料蒸气没有被排出，则流程转到步骤S4。
步骤S2被执行为判断排出产生的燃料量与流入燃烧室16的汽油燃料的量之比是否不小于预定值。换句话说，该步骤被执行为判断来自罐52的燃料蒸气排出量是否不小于预定值。燃料蒸气排出量能够由例如用于来自汽油喷射阀26的燃料喷射量的反馈修正值确定。如果大量的燃料蒸气被从罐52排入进气口18，则执行空燃比反馈控制以确保来自汽油喷射阀26的燃料喷射量比通常值小。因此，排出量能够根据用于汽油喷射量的反馈修正值而确定。
此外，燃料蒸气排出量能够根据进气口18的负压和用于控制排出VSV66的占空比而确定。例如，当执行过渡操作时，对来自汽油喷射阀26的燃料喷射量的反馈控制可能相对于来自罐52的排出量延迟。因此优选考虑上述反馈修正值、进气口18的负压以及负荷比而确定燃料排出量。
如果在步骤S2中获得的判断结果表明从罐52排入进气口18的燃料蒸气排出量不小于预定值，则流程转到步骤S3。另一方面，如果燃料蒸气排出量小于预定值，则流程转到步骤S4。
当流程转到步骤S3时——其中燃料蒸气排出量较大，由限定排出量和氢添加比率之间关系的图谱计算氢添加比率。在这种情况下，排出量越大，则氢添加比率设定得越大。这确保了在燃料蒸气排出期间产生稳定的燃烧。
另一方面，当流程转到步骤S4时——其中燃料蒸气量为零或较小，由通常的图谱计算氢添加比率。在步骤S3和S4中计算出的氢添加比率表示氢气燃烧能量与发动机负载率之比。
在步骤S3或步骤S4完成后，流程转到步骤S5。步骤S5被执行为根据在步骤S3或步骤S4确定的氢添加比率确定来自氢燃料喷射阀28的实际氢添加量。更具体地，通过由加速踏板开度和发动机转速确定负载率，将该负载率乘以在步骤S3或步骤S4确定的氢添加比率，再将获得的结果乘以预定系数，确定氢添加量。然后内燃机10根据所确定的氢添加量工作。
当大量的燃料蒸气从罐52排入进气口18时，本实施例能够执行如上所述的控制以提供比通常值大的氢添加比率。结果，本实施例可以抑止气缸内燃烧状态由于燃料蒸气排出而变得不稳定。结果，在燃料蒸气排出期间能够获得良好的排放和运行性能。

Claims (2)

1.一种用于氢添加内燃机的控制装置，所述内燃机使用碳氢燃料和氢气作为燃烧燃料，所述控制装置包括：
用于吸收在用于存储所述碳氢燃料的箱内产生的燃料蒸气的罐；
用于在预定状况下将所述燃料蒸气排入所述氢添加内燃机的进气通道的排出装置；
用于设定氢气添加到所述碳氢燃料的比率的氢添加比率设置装置；和
当所述燃料蒸气被排入所述进气通道时用于增加所述氢气添加比率的氢气添加比率调整装置。
2.根据权利要求1所述的用于氢添加内燃机的控制装置，其特征在于，当排入所述进气通道的燃料蒸气的量不小于预定值时，所述氢气添加比率调整装置增加所述氢气添加比率。
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