JP2004197623A - Combustion control device for gas engine - Google Patents

Combustion control device for gas engine Download PDF

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Publication number
JP2004197623A
JP2004197623A JP2002365936A JP2002365936A JP2004197623A JP 2004197623 A JP2004197623 A JP 2004197623A JP 2002365936 A JP2002365936 A JP 2002365936A JP 2002365936 A JP2002365936 A JP 2002365936A JP 2004197623 A JP2004197623 A JP 2004197623A
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chamber
sub
combustion
gas
control device
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JP3861049B2 (en
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Kengo Tanaka
健吾 田中
Hiroyuki Endo
浩之 遠藤
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Mitsubishi Heavy Industries Ltd
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Mitsubishi Heavy Industries Ltd
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    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/10—Internal combustion engine [ICE] based vehicles
    • Y02T10/12—Improving ICE efficiencies
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/10—Internal combustion engine [ICE] based vehicles
    • Y02T10/30—Use of alternative fuels, e.g. biofuels

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  • Combined Controls Of Internal Combustion Engines (AREA)
  • Ignition Installations For Internal Combustion Engines (AREA)
  • Combustion Methods Of Internal-Combustion Engines (AREA)
  • Fuel-Injection Apparatus (AREA)
  • Output Control And Ontrol Of Special Type Engine (AREA)
  • Control Of Vehicle Engines Or Engines For Specific Uses (AREA)
  • Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)

Abstract

<P>PROBLEM TO BE SOLVED: To substantialize stable combustion over the entire driving region of a gas engine equipped with an ignition plug and a fuel injection valve for oil fuel injection inside a sub chamber, and to improve durability of the ignition plug by preventing deterioration by high temperatures of the ignition plug in high load region of the engine. <P>SOLUTION: The combustion control device for the gas engine is equipped with the ignition plug for igniting and combusting sub chamber gas inside a sub chamber, and the fuel injection valve for injecting oil fuel inside the sub chamber. The device is provided with an electromagnetic valve for opening/closing a sub chamber gas supplying passage, an engine driving state detection means for detecting the driving state of the engine, and a controller for supplying or shutting off fuel gas to the sub chamber by opening/closing the electromagnetic valve according to the detected value of the engine driving state, and controlling operation or shutting down of operation of the ignition plug and shutting down and operating of fuel injection systems including the fuel injection valve. <P>COPYRIGHT: (C)2004,JPO&NCIPI

Description

【０００１】
【発明の属する技術分野】
本発明は、副室内に副室燃料ガスを 強制着火燃焼せしめる点火プラグ及び該副室内に油燃料を噴射する燃料噴射弁を備えて、負荷に応じて点火プラグの作動による副室火花点火燃焼と燃料噴射弁の作動による副室油着火燃焼を切り替えるように構成されたガスエンジンの燃焼制御装置に関する。
【０００２】
【従来の技術】
図４は、副室内に副室燃料ガスを強制着火燃焼せしめる点火プラグを備えて、該副室内の燃焼ガスを主燃焼室内に噴出して主燃焼室内の希薄混合気を着火燃焼せしめるように構成されたガスエンジンの１例を示す。
図４において、７はエンジンのピストン、１は該ピストンの上面に形成された主燃焼室、８はシリンダヘッド、２は該シリンダヘッド８内に設けられた副室、１３は副室口金、０３は該副室口金１３の先端部に穿孔された副室噴口である。
９は吸気ポート、５は該吸気ポート９を開閉する吸気弁、１０は排気ポート、６は該排気ポートを開閉する排気弁である。
【０００３】
１２は前記副室内に副室燃料ガスを供給する副室ガス供給路、１３は該副室ガス供給路１２に設けられて前記副室２側へのガスの流れのみを可能とする逆止弁である。３は該副室２内の副室燃料ガスを強制着火燃焼せしめる点火プラグである。
【０００４】
かかるガスエンジンにおいて、図示しないスロットル弁により流量を制御された空気と主燃料ガスの希薄混合気は、吸気弁５の開弁により吸気ポート９から主燃焼室１に導入され、圧縮行程におけるピストン７の上昇とともに、一部が副室噴口０３を通って副室２内に流入する。
そして、吸気行程中に副室ガス供給路１２から副室２内に供給される副室燃料ガスが主燃焼室１側からの希薄混合気と混合して、着火に適した混合気濃度となった時点で、点火プラグ３からの火花放電により強制着火燃焼されると、その燃焼火炎が副室噴口０３から主燃焼室１に噴出せしめられて主燃焼室１における希薄混合気への安定した着火燃焼が行われる。
【０００５】
また、特許文献１（特開平８−４５６２号公報）には、副室内に着火用の副室ガスを供給する副室ガス供給路と該副室ガス供給路を開閉する副室制御弁とを設けるとともに、該副室内に液体燃料を噴射する燃料噴射弁を設け、通常運転時には燃料噴射弁を非作動にし副室制御弁を開いて高濃度のガス燃料を副室内に導入して着火燃焼せしめ、非常運転時には副室制御弁を閉じてガス燃料を遮断し、燃料噴射弁を作動させて副室内に液体燃料を噴射して着火燃焼せしめることにより、ガス燃料が供給されないときにも燃料噴射弁による副室内への液体燃料の噴射により、エンジンを運転できるように構成されている。
【０００６】
図４に示される従来技術にあっては、副室ガス供給路１２から副室２内に供給される副室燃料ガスが主燃焼室１側からの希薄混合気と混合して、着火に適した混合気濃度となった時点で、点火プラグ３からの火花放電により強制着火燃焼するように構成されており、燃焼火炎が主燃焼室１側に噴出することで該主燃焼室内の希薄混合気への安定した着火燃焼が行われるものの、エンジンの負荷増大にともない、点火プラグ３の温度上昇にともない、該点火プラグ３の高温劣化が進み、該点火プラグ３の耐久性が低下する、という問題があり、高出力化の妨げとなっている。
【０００７】
また、前記特許文献１においては、通常運転時には全運転域において、副室制御弁を開き高濃度のガス燃料を副室内に導入して着火燃焼せしめる技術が開示されているにとどまる。
【特許文献１】
特開平８−４５６２号公報
【０００８】
【発明が解決しようとする課題】
【０００９】
本発明はかかる従来技術に鑑み、副室燃料ガスを強制着火燃焼せしめる点火プラグ及び該副室内に液体燃料を噴射する燃料噴射弁を副室内に備えたガスエンジンにおいて、エンジン高負荷時に従来の点火プラグによる副室火花点火方式から燃料噴射弁による副室油着火方式に切り替えることで、点火プラグの耐久性を確保しつつ高出力化できるガスエンジンの燃焼制御装置を提供することを目的とする。
【００１０】
【課題を解決するための手段】
本発明はかかる課題を解決するため、副室内に燃料ガスを供給する副室ガス供給路、前記燃料ガスを強制着火燃焼せしめる点火プラグ及び液体燃料を噴射する燃料噴射弁を備え、前記副室ガス供給路に該副室ガス供給路を開閉する電磁弁を設けるとともにエンジン運転状態を検出するエンジン運転状態検出手段を設け、低〜中負荷域では副室ガス供給路の電磁弁を開き、点火プラグを作動することで、副室火花点火燃焼を行い、高負荷域では副室ガス供給路の電磁弁を閉じ、燃料噴射弁を作動することで、副室油着火燃焼を行うことを特徴とするガスエンジンの燃焼制御装置を提案する。
【００１１】
かかる発明において、好ましくは、前記コントローラは、前記エンジン運転状態検出手段を発電機負荷とし、発電機負荷が一定値以下のときは前記電磁弁を開いて前記副室へ燃料ガスを供給せしめるとともに前記点火プラグを作動させて前記燃料ガスを点火燃焼せしめ、発電機負荷が前記一定値を超えるときは前記電磁弁を閉じて前記副室への燃料ガスの供給を遮断するとともに、前記点火プラグの作動を遮断し、かつ前記燃料噴射弁を作動させて前記副室内に油燃料を噴射せしめるように構成する。
【００１２】
かかる発明によれば、発電機負荷もしくは、スロットル開度、筒内圧力、吸気圧力等のエンジン運転状態の検出値がコントローラに入力されると、該コントローラにおいては、前記エンジン運転検出手段によりエンジン負荷が一定以下と判断した場合には、前記電磁弁を開いて前記副室へ燃料ガスを供給せしめるとともに点火回路を介して点火プラグを作動させ、副室内に導入された燃料ガスを点火プラグの火花放電により強制着火燃焼せしめる。
かかる点火プラグの火花放電着火により発生した燃焼火炎が副室噴口を通って主燃焼室内に噴出せしめられて該主燃焼室内の希薄混合気への安定燃焼が行われる。
【００１３】
一方、前記コントローラにおいては、前記エンジン運転検出手段によりエンジン負荷が一定以上と判断した場合には、前記電磁弁を閉じて副室内への副室ガスの供給を遮断するとともに、前記点火プラグの作動を遮断し、かつ燃料ポンプからの高圧燃料を燃料噴射弁に供給して該燃料噴射弁を作動させ、副室内に油燃料を噴射せしめる。
【００１４】
かかる発明によれば、低負荷時には、副室ガス供給路の電磁弁を開いて燃料ガスを副室に供給して点火プラグの火花放電により強制着火燃焼せしめ、主燃焼室側に燃焼火炎を発生させることにより、主燃焼室内の希薄混合気に安定して着火燃焼させることができるとともに、油燃料の消費を必要最低限に抑えることができる。
【００１５】
エンジンの高負荷時には、燃料噴射弁から噴射される油燃料が確実に自己着火燃焼せしめられるため、主燃焼室内の希薄混合気への安定着火燃焼を実現できる。従ってこの時、点火プラグによる火花放電を行わないため、高負荷時の点火プラグ温度上昇にともなう高温劣化の問題が回避でき、高出力化が可能となる。
【００１６】
また、かかる発明において、好ましくは、前記点火プラグの電極温度検出器を備え、前記コントローラは前記電磁弁を開いて前記点火プラグ温度検出器から入力される点火プラグの温度が一定温度以上になったとき前記点火プラグの作動を遮断するとともに前記燃料噴射弁を作動させ、副室火花点火方式から副室油着火方式に切り替えるように構成されてなる。
このように構成すれば、点火プラグの温度状態を常時検知してエンジンの運転を行うことにより、該点火プラグの高温劣化を未然に防止できる。
【００１７】
【発明の実施の形態】
以下、本発明を図に示した実施例を用いて詳細に説明する。但し、この実施例に記載されている構成部品の寸法、材質、形状、その相対配置などは特に特定的な記載がない限り、この発明の範囲をそれのみに限定する趣旨ではなく、単なる説明例にすぎない。
【００１８】
図１は本発明の実施例に係るガスエンジンの燃焼制御装置の全体構成図、図２は副室及び主燃焼室周りの要部断面図である。図３は前記燃焼制御装置の制御ブロック図である。
【００１９】
実施例を示す図１〜図２において、７はエンジンのピストン、１は該ピストンの上面に形成された主燃焼室、８はシリンダヘッド、２は該シリンダヘッド８内に設けられた副室、１３は副室口金、０３は該副室口金１３の先端部に穿孔された副室噴口である。
９は吸気ポート、５は該吸気ポート９を開閉する吸気弁、１０は排気ポート、６は該排気ポートを開閉する排気弁、１６は前記吸気ポート９内に設けられて前記主燃焼室１への主燃焼ガス流量を調整するスロットル弁である。
以上の基本構成は、通常のガスエンジンと同様である。
【００２０】
１２は前記副室内に燃料ガスを供給する副室ガス供給路、１３は該副室ガス供給路１２に設けられて前記副室２側へのガスの流れのみを可能とする逆止弁である。３は該副室２内の燃料ガスを点火燃焼せしめる点火プラグ、３ａは該点火プラグ３の点火時期及び点火電圧を制御する点火回路である。
４は前記副室２内に軽油等の油燃料を噴射する燃料噴射弁、３４は燃料ポンプ、３１はコモンレールで、該燃料ポンプ３４において高圧つまり噴射圧に加圧された油燃料をコモンレール３１に蓄圧し、所定のタイミングで該油燃料を燃料通路３２を通して前記燃料噴射弁４に圧送し、該燃料噴射弁４から前記副室２内に噴射するようになっている。
【００２１】
１１は前記副室ガス供給路１２に設けられて該ガス供給路１２を開閉する電磁弁である。２３は前記吸気ポート９内における吸気圧力を検出する吸気圧力検出器である。
２０は該副室ガス供給路１２の電磁弁１１上流側に設けられた差圧制御弁、２２は前記副室ガス供給路１２の副室ガス圧力を検出する副室ガス圧力検出器、２１は差圧検出器であり、該差圧検出器２１において前記副室ガス圧力検出器２２からの副室ガス圧力と前記吸気圧力検出器２３からの吸気圧力との差圧を検出して差圧制御弁２０に入力し、該差圧制御弁２０により前記副室ガス供給路１２の通路面積を前記差圧が一定になるように制御している。
【００２２】
２５は発電機負荷を検出する負荷検出器、２７は前記スロットル弁１５の開度を検出するスロットル開度検出器、２８はエンジンのシリンダ内圧力即ち前記主燃焼室１内の圧力を検出する筒内圧力検出器である。前記負荷検出器２５、スロットル開度検出器２７、筒内圧力検出器２８及び前記吸気圧力検出器２３によりエンジン運転状態検出器を構成する。
２６は前記点火プラグ３の温度を検出する点火プラグ温度検出器である。
【００２３】
２４は後述するような演算、制御を行うコントローラで、該コントローラ２４には、前記負荷検出器２５からのエンジン負荷（エンジン出力）の検出値、スロットル開度検出器２７からのスロットル弁１５の開度の検出値、筒内圧力検出器２８からのシリンダ内圧力の検出値、吸気圧力検出器２３からの吸気ポート９内における吸気圧力の検出値、点火プラグ温度検出器２６からの点火プラグ３の温度検出値等が入力されている。
尚、図示を省略したが、エンジン回転数を検出するエンジン回転数検出器を設置し、該エンジン回転数検出器からのエンジン回転数検出値をエンジン運転状態検出値の１つとして前記コントローラ２に入力する。
【００２４】
かかる構成からなるガスエンジンにおいて、スロットル弁１５により流量を制御された希薄混合気は、吸気弁５の開弁により吸気ポート９から主燃焼室１に導入され、圧縮行程におけるピストン７の上昇とともに副室噴口０３を通って副室２内に流入する。
そして、後述するように、副室ガス供給路１２から供給される燃料ガスが点火プラグ３からの火花放電により強制着火燃焼され、あるいは副室２内に設けた燃料噴射弁４により噴射された油燃料が自己着火燃焼されると、その燃焼火炎が副室噴口０３から主燃焼室１に噴出せしめられて主燃焼室１における希薄混合気が安定して燃焼する。
【００２５】
次に、図３に基づきかかるガスエンジンの燃焼制御装置の動作を説明する。
２４１は負荷設定部で、前記副室２内において副室ガス供給路１２から燃料ガスを導入して点火プラグ３からの火花放電により強制着火燃焼せしめる副室火花点火方式と、副室２内に設けた燃料噴射弁４から油燃料を噴射し自己着火燃焼せしめる副室油着火燃焼とを切り換える発電機負荷が設定されている。
２４３はスロットル開度設定器で、前記副室火花点火方式と副室油着火燃焼とを切り換えるスロットル開度が設定されている。
【００２６】
２４５は筒内圧力設定器で、前記副室火花点火方式と副室油着火燃焼とを切り換えるシリンダ内最高圧力が設定されている。
２４７は吸気圧力設定器で、前記点火プラグによる着火燃焼と液体燃料による着火燃焼とを切り換える副室着火燃焼の切換え吸気圧力が設定されている。
２４９は点火プラグ温度設定部で、前記副室火花点火方式と副室油着火燃焼とを切り換える点火プラグ温度が設定されている。
【００２７】
２４２は負荷比較部で、前記負荷検出器２５からの発電機負荷の検出値Ｌ１と、前記負荷設定部２４１からの副室火花点火方式と副室油着火方式との切換え発電機負荷Ｌ０とを比較し、該発電機負荷の検出値が前記切換え発電機負荷以下（Ｌ１≦Ｌ０）であるかあるいは前記切換え発電機負荷を超えているか（Ｌ１＞Ｌ０）の比較結果を、電磁弁開閉判断部２５３、点火プラグ作動判断部２５４及び燃料噴射系作動判断部２５５に入力する。
【００２８】
２４４はスロットル開度比較部で、前記スロットル開度検出器２７からのスロットル弁１５の開度の検出値（Ｈ１）と、前記スロットル開度設定部２４３からの副室火花点火方式と副室油着火方式との切換えスロットル開度（Ｈ０）とを比較し、該スロットル弁１５の開度の検出値が前記切換えスロットル開度以下（Ｈ１≦Ｈ０）であるかあるいは前記スロットル弁１５の開度の検出値が切換えスロットル開度を超えているか（Ｈ１＞Ｈ０）の比較結果を、電磁弁開閉判断部２５３、点火プラグ作動判断部２５４及び燃料噴射系作動判断部２５５に入力する。
【００２９】
２４６は筒内圧力比較部で、前記筒内圧力検出器２８からのシリンダ内最高圧力の検出値（Ｐ１）と、前記筒内圧力設定部２４５からの副室火花点火方式と副室油着火方式との切換えシリンダ内最高圧力（Ｐ０）とを比較し、該シリンダ内最高圧力の検出値が前記切換えシリンダ内最高圧力以下（Ｐ１≦Ｐ０）であるかあるいは前記シリンダ内最高圧力の検出値が切換えシリンダ内最高圧力を超えているか（Ｐ１＞Ｐ０）の比較結果を、電磁弁開閉判断部２５３、点火プラグ作動判断部２５４及び燃料噴射系作動判断部２５５に入力する。
【００３０】
２４８は吸気圧力比較部で、前記吸気圧力検出器２３からの吸気圧力の検出値（Ｐｓ１）と、前記吸気圧力設定部２４７からの副室火花点火方式と副室油着火方式との切換え吸気圧力（Ｐｓ０）とを比較し、該吸気圧力の検出値が前記切換え吸気圧力以下（Ｐｓ１≦Ｐｓ０）であるかあるいは前記吸気圧力の検出値が切換え吸気圧力を超えているか（Ｐｓ１＞Ｐｓ０）の比較結果を、電磁弁開閉判断部２５３、点火プラグ作動判断部２５４及び燃料噴射系作動判断部２５５に入力する。
【００３１】
２５０は点火プラグ温度比較部で、前記点火プラグ温度検出器２６からの点火プラグ電極温度の検出値（Ｔ１）と、前記点火プラグ温度設定部２４９からの許容点火プラグ温度（Ｔ０）とを比較し、該点火プラグ温度の検出値が前記許容点火プラグ温度以下（Ｔ１≦Ｔ０）であるかあるいは前記点火プラグ温度の検出値が許容点火プラグ温度を超えているか（Ｔ１＞Ｔ０）の比較結果を、電磁弁開閉判断部２５３、点火プラグ作動判断部２５４及び燃料噴射系作動判断部２５５に入力する。
【００３２】
前記負荷比較部２４２における比較結果において発電機負荷の検出値が前記切換え発電機負荷以下（Ｌ１≦Ｌ０）のときには、電磁弁開閉判断部２５３において電磁弁１１に開弁指令を出力して該電磁弁１１を開弁せしめるとともに、点火プラグ作動判断部２５４において点火回路３ａを介して点火プラグ３に火花放電を発生せしめる。
これにより、副室ガス供給路１２からの燃料ガスは電磁弁１１を経て逆止弁１３を押し開けて副室２内に流入し、この燃料ガスが前記点火プラグ３の火花放電により強制着火燃焼せしめられる。
【００３３】
また、前記スロットル開度比較部２４４における比較結果においてスロットル弁１５の開度の検出値が前記切換えスロットル開度以下（Ｈ１≦Ｈ０）のとき、あるいは筒内圧力比較部２４６における比較結果においてシリンダ内最高圧力の検出値が前記切換えシリンダ内最高圧力以下（Ｐ１≦Ｐ０）のとき、あるいは吸気圧力比較部２４８における比較結果において吸気圧力の検出値が前記切換え吸気圧力以下（Ｐ１≦Ｐ０）のときにも、前記発電機負荷の場合を同様に、電磁弁開閉判断部２５３にて電磁弁１１に開弁指令を出力して該電磁弁１１を開弁せしめるとともに、点火プラグ作動判断部２５４にて点火回路３ａを介して点火プラグ３に火花放電を発生し、強制着火燃焼せしめる。
従ってかかる低負荷時には、前記のような点火プラグ３の火花放電着火によって副室２内に導入されている燃料ガスが強制着火燃焼し、その燃焼火炎が副室噴口０３を通って主燃焼室１内に噴出せしめられて該主燃焼室１内の希薄混合気への安定した燃焼が行われる。
【００３４】
一方、前記負荷比較部２４２における比較結果において発電機負荷の検出値が前記切換え発電機負荷を超えている（Ｌ１＞Ｌ０）場合には、燃料噴射系作動判断部２５５にて燃料ポンプ３４及び燃料噴射弁４を含む燃料噴射系に作動指令を出力し、該燃料ポンプ３４からの高圧燃料を燃料噴射弁４に供給して該燃料噴射弁４を作動させ、副室内に油燃料を噴射せしめる。
さらに、これと同時に前記電磁弁１１を閉じて、副室１２内への副室ガスの供給を遮断するとともに、前記点火プラグ３の作動を遮断して火花放電を停止せしめる。
【００３５】
前記スロットル開度比較部２４４における比較結果において前記スロットル弁１５の開度の検出値が切換えスロットル開度を超えている（Ｈ１＞Ｈ０）のとき、あるいは筒内圧力比較部２４６における比較結果においてシリンダ内最高圧力の検出値が前記切換えシリンダ内最高圧力を超えている（Ｐ１＞Ｐ０）とき、あるいは吸気圧力比較部２４８における比較結果において吸気圧力の検出値が前記切換え吸気圧力を超えている（Ｐｓ１＞Ｐｓ０）ときにも、前記エンジン発電機負荷の場合を同様に、燃料噴射系作動判断部２５５にて燃料ポンプ３４及び燃料噴射弁４を含む燃料噴射系に作動指令を出力し、該燃料ポンプ３４からの高圧燃料を燃料噴射弁４に供給して該燃料噴射弁４を作動させ、副室内に油燃料を噴射せしめる。
そして、かかる場合においても、前記電磁弁１１を閉じて、副室１２内への副室ガスの供給を遮断するとともに、前記点火プラグ３の作動を遮断して火花放電を停止せしめる。
【００３６】
従ってかかる高負荷時には、前記低負荷時のように副室２内に供給された燃料ガスに点火プラグ３による火花放電を行うことなく、該副室２内の燃料噴射弁４から噴射される油燃料が自己着火燃焼せしめられる。従って高負荷時に点火プラグ３の温度上昇による高温劣化を回避できる。
【００３７】
また、点火プラグ温度比較部２５０における比較結果において点火プラグ温度の検出値が許容点火プラグ温度を超えている（Ｔ１＞Ｔ０）ときには、電磁弁開閉判断部２５３にて電磁弁１１を閉じて副室２への副室ガスの供給を遮断するとともに、点火プラグ作動判断部２５４にて前記点火プラグの作動を遮断せしめ、燃料噴射弁４を作動させて副室油着火方式に切り替える。
このようにして、点火プラグ３の温度状態を常時検知してエンジンの運転を行うことにより、該点火プラグ３の温度上昇による高温劣化を回避できる。
【００３８】
【発明の効果】
以上記載のごとく本発明によれば、低負荷時には、電磁弁を開いて燃料ガスを副室に供給して点火プラグの火花放電により強制着火燃焼せしめることにより、主燃焼室内の希薄混合気への安定した着火燃焼を行うとともに、油の消費を最小限に抑えることができる。
【００３９】
また、エンジンの高負荷時には、低負荷時のように副室内の副室ガスに点火プラグによる火花放電を行うことなく、副室内に設けた燃料噴射弁から噴射される油燃料を強制着火燃焼せしめ、主燃焼室内の希薄混合気の安定した燃焼を行うことができる。
さらに、高負荷時において点火プラグによる火花放電を停止することにより、該点火プラグの高温劣化を防止でき、該点火プラグの耐久性を向上できる。
【図面の簡単な説明】
【図１】本発明の実施例に係るガスエンジンの燃焼制御装置の全体構成図である。
【図２】副室及び主燃焼室周りの要部断面図である。
【図３】前記燃焼制御装置の制御ブロック図である。
【図４】従来技術を示す図２対応図である。
【符号の説明】
１ 主燃焼室
２ 副室
３ 点火プラグ
３ａ 点火回路
０３ 副室噴口
４ 燃料噴射弁
５ 吸気弁
６ 排気弁
７ ピストン
８ シリンダヘッド
９ 吸気ポート
１０ 排気ポート
１１ 電磁弁
１２ 副室ガス供給路
１３ 逆止弁
１５ スロットル弁
２０ 差圧制御弁
２１ 差圧検出器
２２ 副室ガス圧力検出器
２３ 吸気圧力検出器
２４ コントローラ
２５ 負荷検出器
２６ 点火プラグ温度検出器
２７ スロットル開度検出器
２８ 筒内圧力検出器
３４ 燃料ポンプ[0001]
TECHNICAL FIELD OF THE INVENTION
The present invention includes an ignition plug for forcibly igniting and burning the fuel gas in the sub-chamber in the sub-chamber and a fuel injection valve for injecting oil fuel into the sub-chamber. The present invention relates to a combustion control device for a gas engine configured to switch between sub-chamber oil ignition combustion by operation of a fuel injection valve.
[0002]
[Prior art]
FIG. 4 shows a configuration in which an ignition plug for forcibly igniting and burning fuel gas in the sub-chamber is provided in the sub-chamber, and the combustion gas in the sub-chamber is injected into the main combustion chamber to ignite and burn a lean mixture in the main combustion chamber. 1 shows an example of a gas engine.
4, reference numeral 7 denotes an engine piston, 1 denotes a main combustion chamber formed on the upper surface of the piston, 8 denotes a cylinder head, 2 denotes a sub-chamber provided in the cylinder head 8, 13 denotes a sub-chamber base, 03 Reference numeral denotes a sub-chamber orifice drilled at the tip of the sub-chamber base 13.
9 is an intake port, 5 is an intake valve for opening and closing the intake port 9, 10 is an exhaust port, and 6 is an exhaust valve for opening and closing the exhaust port.
[0003]
Reference numeral 12 denotes a sub-chamber gas supply passage for supplying a sub-chamber fuel gas into the sub-chamber, and reference numeral 13 denotes a check valve provided in the sub-chamber gas supply passage 12 for allowing only gas flow to the sub-chamber 2 side. It is. Reference numeral 3 denotes a spark plug for forcibly igniting and burning the sub-chamber fuel gas in the sub-chamber 2.
[0004]
In such a gas engine, a lean mixture of the air and the main fuel gas whose flow rate is controlled by a throttle valve (not shown) is introduced into the main combustion chamber 1 from an intake port 9 by opening an intake valve 5, and a piston 7 in a compression stroke. With the rise, a part flows into the sub-chamber 2 through the sub-chamber injection port 03.
Then, during the intake stroke, the sub-chamber fuel gas supplied from the sub-chamber gas supply passage 12 into the sub-chamber 2 is mixed with the lean air-fuel mixture from the main combustion chamber 1 side to obtain a mixture concentration suitable for ignition. At this point, when the fuel is forcibly ignited and burned by the spark discharge from the spark plug 3, the combustion flame is ejected from the sub chamber injection port 03 to the main combustion chamber 1 to stably ignite the lean mixture in the main combustion chamber 1. Combustion takes place.
[0005]
Patent Document 1 (Japanese Patent Laid-Open No. 8-4562) discloses a sub-chamber gas supply passage for supplying a sub-chamber gas for ignition into a sub-chamber and a sub-chamber control valve for opening and closing the sub-chamber gas supply passage. A fuel injection valve for injecting liquid fuel is provided in the sub-chamber, and during normal operation, the fuel injection valve is deactivated, the sub-chamber control valve is opened, and high-concentration gas fuel is introduced into the sub-chamber to ignite and burn. During an emergency operation, the sub-chamber control valve is closed to shut off gas fuel, and the fuel injection valve is operated to inject liquid fuel into the sub-chamber to ignite and burn, so that the fuel injection valve can be used even when gas fuel is not supplied. The engine can be operated by injecting liquid fuel into the sub-chamber according to the above.
[0006]
In the prior art shown in FIG. 4, the sub-chamber fuel gas supplied from the sub-chamber gas supply passage 12 into the sub-chamber 2 is mixed with a lean air-fuel mixture from the main combustion chamber 1 to be suitable for ignition. When the air-fuel mixture concentration reaches the predetermined value, the combustion is forcibly ignited by the spark discharge from the ignition plug 3, and the lean air-fuel mixture in the main combustion chamber 1 The ignition plug 3 is stably ignited, but the high temperature deterioration of the ignition plug 3 progresses as the engine load increases and the temperature of the ignition plug 3 rises, and the durability of the ignition plug 3 decreases. And hinders high output.
[0007]
Further, Patent Document 1 merely discloses a technique in which the sub-chamber control valve is opened to introduce high-concentration gas fuel into the sub-chamber and ignite and burn in the entire operation range during normal operation.
[Patent Document 1]
Japanese Patent Application Laid-Open No. 8-4562
[Problems to be solved by the invention]
[0009]
SUMMARY OF THE INVENTION In view of the prior art, the present invention relates to a gas engine having an ignition plug for forcibly igniting and burning fuel gas in a sub-chamber and a fuel injection valve for injecting liquid fuel into the sub-chamber in the sub-chamber. An object of the present invention is to provide a gas engine combustion control device capable of increasing the output while ensuring the durability of a spark plug by switching from a sub-chamber spark ignition system using a plug to a sub-chamber oil ignition system using a fuel injection valve.
[0010]
[Means for Solving the Problems]
In order to solve this problem, the present invention comprises a sub-chamber gas supply passage for supplying fuel gas into the sub-chamber, an ignition plug for forcibly igniting and burning the fuel gas, and a fuel injection valve for injecting liquid fuel, An electromagnetic valve for opening and closing the sub-chamber gas supply passage is provided in the supply passage, and engine operating state detecting means for detecting an engine operation state is provided. In a low to medium load region, the electromagnetic valve of the sub-chamber gas supply passage is opened, and a spark plug is provided. The sub-chamber spark ignition combustion is performed by operating the sub-chamber, and the sub-chamber oil ignition combustion is performed by closing the solenoid valve of the sub-chamber gas supply path and operating the fuel injection valve in a high load region. A combustion control device for a gas engine is proposed.
[0011]
In this invention, preferably, the controller sets the engine operating state detecting means to a generator load, and when the generator load is equal to or less than a predetermined value, opens the solenoid valve to supply fuel gas to the sub chamber and An ignition plug is operated to ignite and burn the fuel gas. When the generator load exceeds the predetermined value, the solenoid valve is closed to shut off the supply of the fuel gas to the sub-chamber and to activate the ignition plug. Is shut off and the fuel injection valve is operated to inject oil fuel into the sub-chamber.
[0012]
According to this invention, when a generator load or a detected value of an engine operation state such as a throttle opening, a cylinder pressure, an intake pressure and the like is input to the controller, the controller detects the engine load by the engine operation detection means. Is determined to be equal to or less than a predetermined value, the solenoid valve is opened to supply fuel gas to the sub-chamber, and the ignition plug is operated via the ignition circuit, so that the fuel gas introduced into the sub-chamber is sparked by the spark plug. Forced ignition and combustion by discharge.
The combustion flame generated by the spark discharge ignition of the spark plug is injected into the main combustion chamber through the sub chamber injection port, and stable combustion to the lean mixture in the main combustion chamber is performed.
[0013]
On the other hand, in the controller, when the engine operation detecting means determines that the engine load is equal to or more than a predetermined value, the controller closes the electromagnetic valve to cut off the supply of the sub-chamber gas to the sub-chamber and activates the ignition plug. And the high pressure fuel from the fuel pump is supplied to the fuel injection valve to operate the fuel injection valve, thereby injecting the oil fuel into the sub chamber.
[0014]
According to this invention, when the load is low, the solenoid valve of the sub-chamber gas supply passage is opened to supply fuel gas to the sub-chamber, thereby forcibly igniting and burning by spark discharge of the ignition plug, and generating a combustion flame on the main combustion chamber side. By doing so, it is possible to stably ignite and burn the lean mixture in the main combustion chamber, and it is possible to minimize the consumption of oil fuel.
[0015]
When the engine is under a high load, the oil fuel injected from the fuel injector is reliably self-ignited and burned, so that stable ignition and combustion of the lean mixture in the main combustion chamber can be realized. Therefore, at this time, since spark discharge is not performed by the spark plug, the problem of high temperature deterioration due to a rise in spark plug temperature under a high load can be avoided, and high output can be achieved.
[0016]
Further, in this invention, preferably, the apparatus further comprises an electrode temperature detector of the ignition plug, wherein the controller opens the solenoid valve and a temperature of the ignition plug input from the ignition plug temperature detector becomes equal to or higher than a certain temperature. At this time, the operation of the ignition plug is interrupted and the fuel injection valve is operated to switch from the sub-chamber spark ignition system to the sub-chamber oil ignition system.
According to this structure, the engine is operated while always detecting the temperature state of the spark plug, whereby the high temperature deterioration of the spark plug can be prevented.
[0017]
BEST MODE FOR CARRYING OUT THE INVENTION
Hereinafter, the present invention will be described in detail using embodiments shown in the drawings. However, unless otherwise specified, the dimensions, materials, shapes, relative arrangements, and the like of the components described in this embodiment are not intended to limit the scope of the present invention thereto, but are merely illustrative examples. It's just
[0018]
FIG. 1 is an overall configuration diagram of a combustion control device of a gas engine according to an embodiment of the present invention, and FIG. 2 is a sectional view of a main part around a sub-chamber and a main combustion chamber. FIG. 3 is a control block diagram of the combustion control device.
[0019]
1 and 2 showing the embodiment, reference numeral 7 denotes a piston of an engine, 1 denotes a main combustion chamber formed on the upper surface of the piston, 8 denotes a cylinder head, 2 denotes a sub-chamber provided in the cylinder head 8, Reference numeral 13 denotes a sub-chamber mouthpiece, and reference numeral 03 denotes a sub-chamber nozzle hole drilled at the tip of the sub-chamber mouthpiece 13.
9 is an intake port, 5 is an intake valve that opens and closes the intake port 9, 10 is an exhaust port, 6 is an exhaust valve that opens and closes the exhaust port, and 16 is provided in the intake port 9 to the main combustion chamber 1. Is a throttle valve for adjusting the flow rate of the main combustion gas.
The above basic configuration is the same as that of a normal gas engine.
[0020]
Reference numeral 12 denotes a sub-chamber gas supply passage for supplying a fuel gas into the sub-chamber, and reference numeral 13 denotes a check valve provided in the sub-chamber gas supply passage 12 so as to allow only gas flow to the sub-chamber 2 side. . Reference numeral 3 denotes an ignition plug for igniting and burning fuel gas in the sub-chamber 2 and reference numeral 3a denotes an ignition circuit for controlling the ignition timing and ignition voltage of the ignition plug 3.
Reference numeral 4 denotes a fuel injection valve for injecting oil fuel such as light oil into the sub-chamber 2, reference numeral 34 denotes a fuel pump, reference numeral 31 denotes a common rail. The pressure is accumulated, and the oil fuel is pressure-fed to the fuel injection valve 4 through the fuel passage 32 at a predetermined timing, and is injected from the fuel injection valve 4 into the sub chamber 2.
[0021]
Reference numeral 11 denotes a solenoid valve provided in the sub-chamber gas supply passage 12 to open and close the gas supply passage 12. An intake pressure detector 23 detects the intake pressure in the intake port 9.
20 is a differential pressure control valve provided on the upstream side of the solenoid valve 11 of the sub-chamber gas supply passage 12, 22 is a sub-chamber gas pressure detector for detecting the sub-chamber gas pressure of the sub-chamber gas supply passage 12, and 21 is A differential pressure detector which detects a differential pressure between a sub-chamber gas pressure from the sub-chamber gas pressure detector 22 and an intake pressure from the intake pressure detector 23 to control the differential pressure. The differential pressure control valve 20 controls the passage area of the sub-chamber gas supply passage 12 so that the differential pressure becomes constant.
[0022]
25 is a load detector for detecting the generator load, 27 is a throttle opening detector for detecting the opening of the throttle valve 15, and 28 is a cylinder for detecting the pressure in the cylinder of the engine, that is, the pressure in the main combustion chamber 1. Internal pressure detector. The load detector 25, the throttle opening detector 27, the in-cylinder pressure detector 28, and the intake pressure detector 23 constitute an engine operating state detector.
Reference numeral 26 denotes a spark plug temperature detector for detecting the temperature of the spark plug 3.
[0023]
Reference numeral 24 denotes a controller for performing calculation and control as described later. The controller 24 includes a detected value of an engine load (engine output) from the load detector 25 and an opening of the throttle valve 15 from a throttle opening detector 27. The detected value of the pressure, the detected value of the cylinder pressure from the in-cylinder pressure detector 28, the detected value of the intake pressure in the intake port 9 from the intake pressure detector 23, and the detection value of the ignition plug 3 from the ignition plug temperature detector 26. A temperature detection value or the like is input.
Although not shown, an engine speed detector for detecting the engine speed is installed, and the detected engine speed value from the engine speed detector is used as one of the engine operating state detected values by the controller 2. input.
[0024]
In the gas engine having such a configuration, the lean air-fuel mixture whose flow rate is controlled by the throttle valve 15 is introduced into the main combustion chamber 1 from the intake port 9 by opening the intake valve 5, and the lean air-fuel mixture is increased with the rise of the piston 7 in the compression stroke. It flows into the sub-chamber 2 through the chamber injection port 03.
As will be described later, the fuel gas supplied from the sub-chamber gas supply passage 12 is forcibly ignited and burned by spark discharge from the ignition plug 3 or the oil injected by the fuel injection valve 4 provided in the sub-chamber 2. When the fuel is self-ignited and combusted, the combustion flame is ejected from the sub chamber injection port 03 into the main combustion chamber 1, and the lean mixture in the main combustion chamber 1 is stably burned.
[0025]
Next, the operation of the gas engine combustion control device will be described with reference to FIG.
Reference numeral 241 denotes a load setting unit. A sub-chamber spark ignition system for introducing fuel gas from the sub-chamber gas supply passage 12 in the sub-chamber 2 and forcibly igniting and burning by spark discharge from the spark plug 3. A generator load for switching between sub chamber oil-ignited combustion in which oil fuel is injected from the provided fuel injection valve 4 and self-ignites and burns is set.
Reference numeral 243 denotes a throttle opening setting device which sets a throttle opening for switching between the sub-chamber spark ignition system and the sub-chamber oil ignition combustion.
[0026]
Reference numeral 245 denotes an in-cylinder pressure setting device which sets a maximum cylinder pressure for switching between the sub-chamber spark ignition system and the sub-chamber oil ignition combustion.
Reference numeral 247 denotes an intake pressure setting device for setting a switching intake pressure for sub chamber ignition combustion for switching between ignition combustion by the ignition plug and ignition combustion by liquid fuel.
Reference numeral 249 denotes an ignition plug temperature setting unit which sets an ignition plug temperature for switching between the sub-chamber spark ignition system and the sub-chamber oil ignition combustion.
[0027]
242 is a load comparison unit, the detection value L 1 of generator load from the load detector 25, switching generator load L 0 between the sub-chamber spark ignition system and the sub-chamber oil ignition system from the load setting unit 241 And a comparison result of whether the detected value of the generator load is equal to or less than the switching generator load (L 1 ≦ L 0 ) or exceeds the switching generator load (L 1 > L 0 ) , An electromagnetic valve open / close determination unit 253, a spark plug operation determination unit 254, and a fuel injection system operation determination unit 255.
[0028]
Reference numeral 244 denotes a throttle opening comparison unit which detects a detection value (H 1 ) of the opening of the throttle valve 15 from the throttle opening detector 27, a sub-chamber spark ignition system from the throttle opening setting unit 243, and a sub-chamber. The switching throttle opening (H 0 ) is compared with the oil ignition system, and the detected value of the opening of the throttle valve 15 is equal to or less than the switching throttle opening (H 1 ≦ H 0 ) or the throttle valve 15 is closed. The comparison result of whether the detected value of the opening of the valve exceeds the switching throttle opening (H 1 > H 0 ) is input to the solenoid valve opening / closing determining section 253, the spark plug operation determining section 254 and the fuel injection system operating determining section 255. I do.
[0029]
Reference numeral 246 denotes an in-cylinder pressure comparison unit which detects a detection value (P 1 ) of the maximum in-cylinder pressure from the in-cylinder pressure detector 28, a sub-chamber spark ignition system and a sub-chamber oil ignition from the in-cylinder pressure setting unit 245. The maximum pressure in the cylinder is compared with the maximum pressure in the cylinder (P 0 ), and the detected value of the maximum pressure in the cylinder is equal to or less than the maximum pressure in the switching cylinder (P 1 ≦ P 0 ) or the maximum pressure in the cylinder is The comparison result of whether the detected value exceeds the maximum pressure in the switching cylinder (P 1 > P 0 ) is input to the solenoid valve opening / closing determination unit 253, the spark plug operation determination unit 254, and the fuel injection system operation determination unit 255.
[0030]
Reference numeral 248 denotes an intake pressure comparison unit which detects a detected value (P s1 ) of the intake pressure from the intake pressure detector 23 and switches between a sub-chamber spark ignition system and a sub-chamber oil ignition system from the intake pressure setting unit 247. The detected pressure is compared with the pressure (P s0 ) to determine whether the detected value of the intake pressure is equal to or less than the switching intake pressure (P s1 ≦ P s0 ) or whether the detected value of the intake pressure exceeds the switching intake pressure (P s1). > P s0 ) is input to the solenoid valve opening / closing determination unit 253, the spark plug operation determination unit 254, and the fuel injection system operation determination unit 255.
[0031]
Reference numeral 250 denotes an ignition plug temperature comparison unit which compares the detected value (T 1 ) of the ignition plug electrode temperature from the ignition plug temperature detector 26 with the allowable ignition plug temperature (T 0 ) from the ignition plug temperature setting unit 249. In comparison, whether the detected value of the spark plug temperature is equal to or lower than the allowable spark plug temperature (T 1 ≦ T 0 ) or whether the detected value of the spark plug temperature exceeds the allowable spark plug temperature (T 1 > T 0) ) Is input to the solenoid valve opening / closing determination unit 253, the spark plug operation determination unit 254, and the fuel injection system operation determination unit 255.
[0032]
When the detected value of the generator load is equal to or less than the switching generator load (L 1 ≦ L 0 ) in the comparison result of the load comparing section 242, the solenoid valve opening / closing determining section 253 outputs a valve opening command to the solenoid valve 11. The electromagnetic valve 11 is opened, and a spark discharge is generated in the spark plug 3 via the ignition circuit 3a in the spark plug operation determining unit 254.
Thereby, the fuel gas from the sub-chamber gas supply passage 12 pushes open the check valve 13 via the solenoid valve 11 and flows into the sub-chamber 2, and this fuel gas is forcibly ignited and burned by the spark discharge of the ignition plug 3. I'm sick.
[0033]
When the detected value of the opening of the throttle valve 15 is equal to or less than the switching throttle opening (H 1 ≦ H 0 ) in the comparison result of the throttle opening comparing section 244, or in the comparison result of the in-cylinder pressure comparing section 246, When the detected value of the cylinder maximum pressure is equal to or less than the switching cylinder maximum pressure (P 1 ≦ P 0 ), or in the comparison result of the intake pressure comparing section 248, the detected value of the intake pressure is equal to or less than the switched intake pressure (P 1 ≦ Also in the case of P 0 ), similarly to the case of the generator load, the solenoid valve open / close determination unit 253 outputs a valve opening command to the solenoid valve 11 to open the solenoid valve 11 and activate the ignition plug. A spark discharge is generated in the ignition plug 3 via the ignition circuit 3a by the determination unit 254, and forced ignition combustion is performed.
Therefore, at such a low load, the fuel gas introduced into the sub-chamber 2 is forcibly ignited and burned by the spark discharge ignition of the ignition plug 3 as described above, and the combustion flame passes through the sub-chamber injection port 03 and the main combustion chamber 1. Stable combustion of the lean mixture in the main combustion chamber 1 is performed.
[0034]
On the other hand, if the detected value of the generator load exceeds the switching generator load (L 1 > L 0 ) as a result of the comparison by the load comparison unit 242, the fuel injection system operation determination unit 255 determines the fuel pump 34. And outputs an operation command to a fuel injection system including the fuel injection valve 4, supplies high-pressure fuel from the fuel pump 34 to the fuel injection valve 4, operates the fuel injection valve 4, and injects oil fuel into the sub chamber. Let me know.
Further, at the same time, the solenoid valve 11 is closed to shut off the supply of the sub-chamber gas into the sub-chamber 12, and also to shut off the operation of the ignition plug 3 to stop the spark discharge.
[0035]
When the detected value of the opening degree of the throttle valve 15 exceeds the switching throttle opening degree (H 1 > H 0 ) in the comparison result in the throttle opening degree comparing section 244, or the comparison result in the in-cylinder pressure comparing section 246 When the detected value of the maximum pressure in the cylinder exceeds the maximum pressure in the switching cylinder (P 1 > P 0 ), or in the comparison result in the intake pressure comparing section 248, the detected value of the intake pressure exceeds the switched intake pressure. (P s1 > P s0 ), the fuel injection system operation determination unit 255 similarly sends an operation command to the fuel injection system including the fuel pump 34 and the fuel injection valve 4 in the case of the engine generator load. Then, high-pressure fuel from the fuel pump 34 is supplied to the fuel injection valve 4 to operate the fuel injection valve 4 to inject oil fuel into the sub chamber.
In this case as well, the electromagnetic valve 11 is closed to shut off the supply of the sub-chamber gas into the sub-chamber 12, and to stop the spark plug 3 to stop the spark discharge.
[0036]
Therefore, at the time of such a high load, the oil injected from the fuel injection valve 4 in the sub-chamber 2 does not perform the spark discharge by the spark plug 3 on the fuel gas supplied into the sub-chamber 2 as in the case of the low load. The fuel is allowed to self-ignite and burn. Therefore, it is possible to avoid high-temperature deterioration due to a rise in the temperature of the ignition plug 3 at a high load.
[0037]
When the detected value of the spark plug temperature exceeds the allowable spark plug temperature in the comparison result of the spark plug temperature comparing section 250 (T 1 > T 0 ), the solenoid valve 11 is closed by the solenoid valve open / close determining section 253. The supply of the sub-chamber gas to the sub-chamber 2 is cut off, and the operation of the ignition plug is cut off by the spark plug operation judging section 254, and the fuel injection valve 4 is operated to switch to the sub-chamber oil ignition system.
In this way, by always detecting the temperature state of the ignition plug 3 and operating the engine, it is possible to avoid high-temperature deterioration due to a rise in the temperature of the ignition plug 3.
[0038]
【The invention's effect】
As described above, according to the present invention, when the load is low, the solenoid valve is opened, fuel gas is supplied to the sub chamber, and forced ignition combustion is performed by spark discharge of the ignition plug, so that the lean air-fuel mixture in the main combustion chamber is discharged. Stable ignition combustion can be performed, and oil consumption can be minimized.
[0039]
Also, when the engine is under a high load, the oil fuel injected from the fuel injection valve provided in the sub-chamber is forcibly ignited and burned without performing spark discharge by spark plugs in the sub-chamber gas in the sub-chamber as in the case of a low load. Thus, stable combustion of the lean mixture in the main combustion chamber can be performed.
Further, by stopping the spark discharge by the spark plug at the time of high load, deterioration of the spark plug at a high temperature can be prevented, and the durability of the spark plug can be improved.
[Brief description of the drawings]
FIG. 1 is an overall configuration diagram of a combustion control device for a gas engine according to an embodiment of the present invention.
FIG. 2 is a sectional view of a main part around a sub-chamber and a main combustion chamber.
FIG. 3 is a control block diagram of the combustion control device.
FIG. 4 is a diagram corresponding to FIG. 2 showing a conventional technique.
[Explanation of symbols]
DESCRIPTION OF SYMBOLS 1 Main combustion chamber 2 Sub chamber 3 Spark plug 3a Ignition circuit 03 Sub chamber injection port 4 Fuel injection valve 5 Intake valve 6 Exhaust valve 7 Piston 8 Cylinder head 9 Intake port 10 Exhaust port 11 Solenoid valve 12 Sub chamber gas supply path 13 Check Valve 15 Throttle valve 20 Differential pressure control valve 21 Differential pressure detector 22 Sub chamber gas pressure detector 23 Intake pressure detector 24 Controller 25 Load detector 26 Spark plug temperature detector 27 Throttle opening detector 28 In-cylinder pressure detector 34 Fuel Pump

Claims (6)

副室内に燃料ガスを供給する副室ガス供給路、前記燃料ガスを強制着火燃焼せしめる点火プラグ及び液体燃料を噴射する燃料噴射弁を備え、前記副室ガス供給路に該副室ガス供給路を開閉する電磁弁を設けるとともにエンジン運転状態を検出するエンジン運転状態検出手段を設け、低〜中負荷域では副室ガス供給路の電磁弁を開き、点火プラグを作動することで、副室火花点火燃焼を行い、高負荷域では副室ガス供給路の電磁弁を閉じ、燃料噴射弁を作動することで、副室油着火燃焼を行うことを特徴とするガスエンジンの燃焼制御装置。A sub-chamber gas supply passage for supplying fuel gas into the sub-chamber, an ignition plug for forcibly igniting and burning the fuel gas, and a fuel injection valve for injecting liquid fuel; An electromagnetic valve that opens and closes and an engine operating state detecting unit that detects an engine operating state are provided. In a low to medium load range, the electromagnetic valve of the sub chamber gas supply path is opened and a spark plug is operated to activate the sub chamber spark ignition. A combustion control device for a gas engine, wherein combustion is performed, and in a high load region, an electromagnetic valve of a sub-chamber gas supply passage is closed and a fuel injection valve is operated to perform sub-chamber oil ignition combustion. 前記燃焼制御装置は、発電機負荷をエンジン運転状態検出手段として用い、発電機負荷が規定のしきい値以下の場合は副室火花点火燃焼、しきい値を超える場合は副室油着火燃焼を行うことを特徴とする請求項１記載のガスエンジンの燃焼制御装置。The combustion control device uses the generator load as engine operating state detection means, and performs sub-chamber spark ignition combustion when the generator load is equal to or less than a predetermined threshold, and performs sub-chamber oil ignition combustion when the generator load exceeds the threshold. The combustion control device for a gas engine according to claim 1, wherein the control is performed. 前記燃焼制御装置は、スロットル開度をエンジン運転状態検出手段として用い、スロットル開度が規定のしきい値以下の場合は副室火花点火燃焼、しきい値を超える場合は副室油着火燃焼を行うことを特徴とする請求項１記載のガスエンジンの燃焼制御装置。The combustion control device uses the throttle opening as engine operating state detection means, and performs sub-chamber spark ignition combustion when the throttle opening is equal to or less than a predetermined threshold, and performs sub-chamber oil ignition combustion when the throttle opening exceeds the threshold. The combustion control device for a gas engine according to claim 1, wherein the control is performed. 前記燃焼制御装置は、吸気圧力をエンジン運転状態検出手段として用い、吸気圧力が規定のしきい値以下の場合は副室火花点火燃焼、しきい値を超える場合は副室油着火燃焼を行うことを特徴とする請求項１記載のガスエンジンの燃焼制御装置。The combustion control device uses the intake pressure as engine operating state detection means, and performs sub-chamber spark ignition combustion when the intake pressure is equal to or less than a predetermined threshold, and performs sub-chamber oil ignition combustion when the intake pressure exceeds the threshold. The combustion control device for a gas engine according to claim 1, wherein: 前記燃焼制御装置は、筒内圧力をエンジン運転状態検出手段として用い、筒内圧力の最大値が規定のしきい値以下の場合は副室火花点火燃焼、しきい値を超える場合は副室油着火燃焼を行うことを特徴とする請求項１記載のガスエンジンの燃焼制御装置。The combustion control device uses the in-cylinder pressure as an engine operating state detecting means. When the maximum value of the in-cylinder pressure is equal to or less than a predetermined threshold value, the sub-chamber spark ignition combustion is performed. The combustion control device for a gas engine according to claim 1, wherein ignition combustion is performed. 前記燃焼制御装置は、点火プラグ温度をエンジン運転状態検出手段として用い、点火プラグ温度が規定のしきい値以下の場合は副室火花点火燃焼、しきい値を超える場合は副室油着火燃焼を行うことを特徴とする請求項１記載のガスエンジンの燃焼制御装置。The combustion control device uses the spark plug temperature as engine operating state detection means, and performs sub-chamber spark ignition combustion when the spark plug temperature is equal to or lower than a predetermined threshold, and performs sub-chamber oil ignition combustion when the spark plug temperature exceeds the threshold. The combustion control device for a gas engine according to claim 1, wherein the control is performed.
JP2002365936A 2002-12-17 2002-12-17 Gas engine combustion control device Expired - Fee Related JP3861049B2 (en)

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Publication number Priority date Publication date Assignee Title
JP2006112339A (en) * 2004-10-15 2006-04-27 Mitsubishi Heavy Ind Ltd Ignition device for gas engine
JP2010265835A (en) * 2009-05-15 2010-11-25 Osaka Gas Co Ltd Sub-chamber type engine
JP2012202233A (en) * 2011-03-23 2012-10-22 Osaka Gas Co Ltd Engine system
JP2013133815A (en) * 2011-12-27 2013-07-08 Honda Motor Co Ltd Control device for compression-ignition internal combustion engine
CN104508275A (en) * 2013-03-22 2015-04-08 川崎重工业株式会社 Fuel supply controlling device for prechamber gas engines
EP2372135A4 (en) * 2008-12-26 2015-10-14 Mitsubishi Heavy Ind Ltd Gas engine

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JPH06221193A (en) * 1993-01-29 1994-08-09 Mazda Motor Corp Gas fuel feed engine
JPH084562A (en) * 1994-06-17 1996-01-09 Isuzu Ceramics Kenkyusho:Kk Multi-fuel engine
JPH11324805A (en) * 1998-05-14 1999-11-26 Niigata Eng Co Ltd Precombustion chamber type gas engine
JP2002061523A (en) * 2000-08-17 2002-02-28 Niigata Eng Co Ltd Starting device for pilot ignition gas engine

Cited By (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2006112339A (en) * 2004-10-15 2006-04-27 Mitsubishi Heavy Ind Ltd Ignition device for gas engine
EP2372135A4 (en) * 2008-12-26 2015-10-14 Mitsubishi Heavy Ind Ltd Gas engine
JP2010265835A (en) * 2009-05-15 2010-11-25 Osaka Gas Co Ltd Sub-chamber type engine
JP2012202233A (en) * 2011-03-23 2012-10-22 Osaka Gas Co Ltd Engine system
JP2013133815A (en) * 2011-12-27 2013-07-08 Honda Motor Co Ltd Control device for compression-ignition internal combustion engine
CN104508275A (en) * 2013-03-22 2015-04-08 川崎重工业株式会社 Fuel supply controlling device for prechamber gas engines

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