JP2010133301A - Method of controlling fuel injection of bi-fuel internal combustion engine - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a bi-fuel internal combustion engine in which combustion is stabilized in transition where a throttle opening degree or its change rate, or an engine intake air amount or its change rate becomes not less than a preset value. <P>SOLUTION: A method of controlling a fuel injection of a bi-fuel internal combustion engine 10 performs, during a gaseous fuel operation in which the gaseous fuel is injected into each cylinder with an amount according to an operating condition of the internal combustion engine 10 for every predetermined crank angle, when an engine rotating speed is not higher than a given value, and when the throttle opening degree or its change rate, or the engine intake air amount or its change rate becomes not less than the preset value, immediately switching to a liquid fuel operation in which liquid fuel is injected into each cylinder for a given period of time, and then resuming the gaseous fuel operation. <P>COPYRIGHT: (C)2010,JPO&INPIT

Description

  The present invention relates to a fuel injection control method for a bi-fuel internal combustion engine.

As a bi-fuel internal combustion engine, as described in Patent Document 1, a liquid fuel injection valve that supplies liquid fuel such as gasoline and a gas fuel injection valve that supplies gas fuel such as CNG (compressed natural gas) are controlled. There is a fuel that can supply liquid fuel or gas fuel to each cylinder of a multi-cylinder internal combustion engine. In the prior art, liquid fuel operation is performed at the time of start-up, and switching to gas fuel operation is performed when the coolant temperature of the internal combustion engine exceeds a certain value.
JP 6-43814

  In the liquid fuel operation of the bi-fuel internal combustion engine, the liquid fuel in an amount corresponding to the operation state of the internal combustion engine is synchronously injected into each cylinder at every predetermined crank angle, and the change rate of the throttle opening becomes a certain value or more. When it is detected that the engine is in a transient state, liquid fuel is injected into each cylinder asynchronously regardless of the crank angle based on the transient state. At this time, with respect to the change in the throttle opening t (FIG. 4C), the excess air ratio λ of the internal combustion engine is accelerated without delay as shown in FIG. 4A, and the air-fuel ratio becomes rich. The acceleration G is stably accelerated as shown in FIG.

  However, when a gas fuel injection valve retrofitted to the internal combustion engine, for example, is arranged far from the combustion chamber, the specific gravity of the gas is low, so that the injected gas fuel has a time delay until it reaches the combustion chamber, The excess air ratio λ of the internal combustion engine becomes transient as shown by P1 in FIG. 4 (A) and the combustion of the gas fuel becomes unstable. It is not accelerated as indicated by P1 in FIG. In order to compensate for this overlean, the gas fuel injected asynchronously at the time of transition also reaches the combustion chamber with a delay from the injection, and the excess air ratio λ of the internal combustion engine is overrun as shown at P2 in FIG. As a result of the richness and unstable combustion of the gas fuel, the vehicle acceleration G fluctuates as indicated by P2 in FIG.

  In the control of the bi-fuel system that is retrofitted with a gas fuel injection valve, various correction factors that are determined according to the operating state during the liquid fuel injection valve opening energization time of the basic injection signal of the gasoline ECU (first ECU described later) To calculate the gas fuel injection valve opening energization time. During gas operation, the above-mentioned acceleration failure is inevitable because the gas fuel is injected from the gas fuel injection valve during this gas fuel injection valve opening energization time regardless of synchronous or asynchronous injection under all operating conditions.

  An object of the present invention is to stabilize combustion in a bi-fuel internal combustion engine at the time of transition when the throttle opening degree or its opening change rate, or the intake air amount of the engine or its change rate becomes a certain value or more.

  According to a first aspect of the present invention, a liquid fuel injection valve that supplies liquid fuel and a gas fuel injection valve that supplies gas fuel are controlled, and any one of the liquid fuel and the gas fuel is supplied to each cylinder of the multi-cylinder internal combustion engine. In the fuel injection control method of a bi-fuel internal combustion engine that enables supply to the engine, the rotation of the engine during the gas fuel operation in which the amount of gas fuel corresponding to the operation state of the internal combustion engine is synchronously injected into each cylinder at every predetermined crank angle. When the speed is below a certain value and the throttle opening or its rate of change of opening, or the amount of intake air of the engine or its rate of change exceeds a certain value, liquid fuel is injected into each cylinder immediately over a certain period of time. The operation is switched to the liquid fuel operation and then returned to the gas fuel operation.

  According to a second aspect of the invention, in the first aspect of the invention, when an asynchronous injection signal for injecting fuel to each cylinder at a timing unrelated to the crank angle is captured during the gas fuel operation, the operation is immediately switched to the liquid fuel operation. Thereafter, liquid fuel in an amount corresponding to the operating state of the internal combustion engine is synchronously injected into each cylinder at a predetermined crank angle for a certain period of time, and then returned to the gas fuel operation.

(Claim 1)
(a) In a bi-fuel internal combustion engine, an amount of gas fuel corresponding to the operation state of the internal combustion engine is injected into each cylinder at a predetermined crank timing (so-called synchronous injection). Liquid fuel operation for injecting liquid fuel into each cylinder immediately for a certain period of time when the throttle opening or the rate of change of its opening, or the amount of intake air of the engine or its rate of change is greater than a certain value. And then return to the gas fuel operation.

  Therefore, for example, even if the gas fuel injection valve retrofitted to the internal combustion engine is disposed farther from the combustion chamber than the liquid fuel injection valve and the specific gravity of the gas fuel is lower than that of the liquid fuel, the liquid fuel injection valve The injected liquid fuel reaches the combustion chamber without delay, and the excess air ratio λ of the internal combustion engine becomes transiently rich as shown in FIG. 3A, and this liquid fuel is immediately stable for a certain time. As a result, the vehicle acceleration G is stably accelerated as shown in FIG.

  This means that when the vehicle is running at low speed and low load (for example, throttle opening 1/6 or less) and low rotation (for example, 1400 rpm or less), the throttle valve is suddenly opened to increase the intake air amount of the engine and increase the engine output. This is particularly useful at the time of starting acceleration to be increased.

(Claim 2)
(b) The liquid fuel operation during the transition of (a) above injects liquid fuel into each cylinder asynchronously regardless of the crank angle, and for a certain period of time after the asynchronous injection, internal combustion is performed at each predetermined crank angle for each cylinder. An amount of liquid fuel corresponding to the operating state of the engine is synchronously injected. As a result, the liquid fuel increased by the asynchronous injection at the time of the transition (a) reaches the combustion chamber immediately without delay, and the excess air ratio λ of the internal combustion engine is transiently rich as shown in FIG. As a result, the liquid fuel immediately burns stably for a certain period of time. As a result, the vehicle acceleration G is stably accelerated as shown in FIG.

  (c) A bi-fuel internal combustion engine in which a liquid fuel injection valve and a first ECU that electrically controls the operation thereof are attached to the internal combustion engine, and a gas fuel injection valve and a second ECU that electromagnetically controls the operation of the internal combustion engine are retrofitted. When the engine speed is below a certain value and the throttle opening or its opening change rate, or when the engine intake air amount or its change rate exceeds a certain value, the intake system of each cylinder has no relation to the crank angle. In the case of generating an asynchronous injection signal for injecting fuel at the timing of the above, during the gas fuel operation in which an amount of gas fuel corresponding to the operating state of the internal combustion engine is injected into each cylinder at a predetermined crank angle, On the condition that the second ECU has captured the asynchronous injection signal generated by the 1ECU, the second ECU immediately switches over to a liquid fuel operation in which liquid fuel is injected into each cylinder over a certain period of time. After it may be made to return to the gas fuel operation.

  FIG. 1 is a schematic diagram showing a bi-fuel internal combustion engine, FIG. 2 is a schematic diagram showing a fuel injection switching relationship according to the present invention, FIG. 3 is a schematic diagram showing an operating state of the bi-fuel internal combustion engine according to the present invention, and FIG. It is a schematic diagram which shows the driving | running state of the bi-fuel internal combustion engine by.

A multi-cylinder bi-fuel internal combustion engine 10 shown in FIG. 1 is provided with a throttle valve 11 linked to an accelerator pedal in an intake system, and a surge tank 12 on the downstream side thereof. The intake manifold 12A communicating with the surge tank 12 is provided with a liquid fuel (gasoline) injection valve 14, and a gas fuel (CNG) injection valve that is retrofitted, for example, at a position farther from the combustion chamber than the liquid fuel injection valve 14 in the intake manifold 12A. 15 is provided. In the exhaust system, an O ₂ sensor 16 for measuring the oxygen concentration in the exhaust gas is disposed upstream of the three-way catalyst in the exhaust muffler. The O ₂ sensor 16 outputs a voltage signal v corresponding to the oxygen concentration.

  The bi-fuel internal combustion engine 10 includes a first ECU (electronic control unit) 20 and, for example, a second ECU (electronic control unit) 30 attached later. The two ECUs 20 and 30 may be combined into one.

The input interface of the first ECU 20 includes an intake pressure signal a output from the intake pressure sensor 13 in the surge tank 12, a cylinder discrimination signal c 1 output from the cam position sensor 17, and a crank angle reference output from the crank position sensor 18. A signal c2 and a rotational speed signal N, a throttle opening signal t output from a throttle sensor 19 that detects the opening amount of the throttle valve 11, a water temperature signal w output from a water temperature sensor 101 that detects a cooling water temperature of the internal combustion engine 10, A voltage signal v output from the O ₂ sensor 16, an intake air amount signal q output from the air flow meter 102, and the like are input. From the output interface of the first ECU 20, a gas fuel injection signal f1 for the gas fuel injection valve 15, a basic injection signal f serving as a basis for determining the liquid fuel injection signal f2 for the liquid fuel injection valve 14, and the spark plug 10A are determined. Ignition pulse signal etc. are output.

  The first ECU 20 uses the intake pressure signal a output from the intake pressure sensor 13 and the rotation speed signal N output from the crank position sensor 18 as main information, and various correction coefficients determined according to the operating condition of the internal combustion engine 10. The basic injection time is calculated to determine the fuel injection valve opening energization time T1, the liquid energization valve 14 is controlled using the determined energization time, and the fuel corresponding to the load of the internal combustion engine 10 is supplied to the liquid fuel injection valve. A program for injecting once every two crank rotations (synchronous injection) per cylinder at a predetermined crank angle timing is built in the intake system of each cylinder from 14. Further, the first ECU 20 has the rotational speed of the internal combustion engine 10 output from the crank position sensor 18 equal to or lower than a certain value, and the opening change rate of the throttle opening output from the throttle sensor 19 or output from the air flow meter 100. Asynchronous injection for injecting fuel into the intake system of each cylinder immediately at a timing independent of the crank angle and injecting fuel (asynchronous injection) according to the rate of change at the time of transition when the intake air amount of the engine or the rate of change is more than a certain value A program for generating a signal is also incorporated in the same manner as in synchronous injection.

  The above-described synchronous injection and asynchronous injection fuel injection valve opening energization time T1 calculated by the first ECU 20 is based on the premise that the fuel is liquid fuel.

  The basic injection signal f in FIG. 2 indicates the above-described synchronous injection signal (fa) and asynchronous injection signal (fb).

The second ECU 30 is provided in correspondence with, for example, the retrofitting of the gas fuel injection valve 15. The intake pressure signal a from the intake pressure sensor 13, the cylinder discrimination signal c 1 from the cam position sensor 17, and the crank position are provided. Crank angle reference signal c 2 from sensor 18, rotation speed signal N, throttle opening signal t from throttle sensor 19, water temperature signal w from water temperature sensor 101, voltage signal v from O ₂ sensor 16, output from air flow meter 102 Various operation signals of the internal combustion engine 10 such as the intake air amount signal q to be input are input to the input interface, the current operation state of the internal combustion engine 10 is determined based on the input information, and this operation state of the internal combustion engine 10 is determined. Accordingly, by using the basic injection signal f output from the first ECU 20 and the fuel injection valve opening energization time T1. Thus, a program for calculating the gas fuel injection valve opening energization time T2 and a program for switching control of the liquid fuel injection valve 14 and the gas fuel injection valve 15 as follows are incorporated.

(1) During normal operation of the internal combustion engine 10 When the second ECU 30 determines that the operation state of the internal combustion engine 10 is in the normal operation state, the second ECU 30 opens the fuel injection valve and the basic injection signal f output from the first ECU 20. The gas fuel operation for driving the gas fuel injection valve 15 is performed using the energization time T1.

  That is, the second ECU 30 drives the gas fuel injection valve 15 of each cylinder with the synchronous injection signal (fa) in the basic injection signal f output from the first ECU 20.

  At this time, the second ECU 30 corrects the fuel injection valve opening energization time T1 for the liquid fuel output by the first ECU 20 with various correction coefficients determined according to the operating state of the internal combustion engine 10, and the gas fuel injection valve opening energization time. T2 is calculated, and the gas fuel injection valve 15 is controlled to open according to the gas fuel injection valve opening energization time T2.

  Accordingly, the second ECU 30 controls the driving of the gas fuel injection valve 15 as described above with the gas fuel injection signal f1 shown in FIG. 2, and the amount corresponding to the operating state of the internal combustion engine 10 for each predetermined crank angle for each cylinder. The gas fuel is synchronously injected.

(2) During transient operation of the internal combustion engine 10 The rotational speed of the internal combustion engine 10 output from the crank position sensor 18 by the second ECU 30 is equal to or less than a predetermined value, and the throttle opening output from the throttle sensor 19 or the rate of change in opening thereof. Alternatively, when it is determined that the engine has entered a transient operation state in which the amount of intake air of the engine output from the air flow meter 102 or the rate of change thereof is greater than a certain value, the second ECU 30 outputs the basic injection signal described above. Using f and the fuel injection valve opening energization time T1, the operation is immediately switched to the liquid fuel operation for driving the liquid fuel injection valve 14 over a certain period of time.

  That is, the second ECU 30 uses the asynchronous injection signal (fb) in the basic injection signal f output from the first ECU 20 and the synchronous injection signal (fa) following the asynchronous injection signal (fb) to liquid fuel injection valves 14 of each cylinder. Is driven (liquid fuel injection signal f2 in FIG. 2).

  At this time, the second ECU 30 uses the fuel injection valve opening energization time T1 for the liquid fuel output from the first ECU 20 as it is, and controls the liquid fuel injection valve 14 to open according to the fuel injection valve opening energization time T1.

  When a certain time has elapsed after the liquid fuel injection, the second ECU 30 returns to the gas fuel operation (1) using the gas fuel injection valve 15.

According to the present embodiment, the following operational effects can be obtained.
(a) In the bi-fuel internal combustion engine 10, during the gas fuel operation in which an amount of gas fuel corresponding to the operation state of the internal combustion engine 10 is synchronously injected to each cylinder at a predetermined crank angle, the engine rotation speed is a certain value or less. In a liquid fuel operation in which liquid fuel is injected into each cylinder immediately over a certain period of time when the throttle opening or its opening change rate, or the intake air amount of the engine or its change rate exceeds a certain value. After switching, the gas fuel operation is resumed.

  Therefore, for example, even if the gas fuel injection valve 15 retrofitted to the internal combustion engine 10 is disposed farther from the combustion chamber than the liquid fuel injection valve 14 and the specific gravity of the gas fuel is lower than that of the liquid fuel, at the time of the transient, the liquid The liquid fuel injected from the fuel injection valve 14 reaches the combustion chamber without delay, and the excess air ratio λ of the internal combustion engine 10 becomes transiently rich as shown in FIG. As a result, the vehicle acceleration G is stably accelerated as shown in FIG. 3B.

  This means that the throttle valve 11 is suddenly opened to increase the intake air amount of the engine from a low load (for example, throttle opening 1/6 or less) and low rotation (for example, 1400 rpm or less) at a low speed. This is particularly useful at the time of starting acceleration to increase the engine speed.

  (b) The liquid fuel operation during the transition of (a) above injects liquid fuel into each cylinder asynchronously regardless of the crank angle, and for a certain period of time after the asynchronous injection, internal combustion is performed at each predetermined crank angle for each cylinder. An amount of liquid fuel corresponding to the operating state of the engine 10 is synchronously injected. As a result, as in the case (a), the excess air ratio λ of the internal combustion engine 10 becomes transiently rich as shown in FIG. 3A, and this liquid fuel immediately and stably burns for a certain period of time. G is stably accelerated as shown in FIG.

  (c) It is a bi-fuel internal combustion engine in which a liquid fuel injection valve 14 and a first ECU 20 that electrically controls the operation thereof are preceded by an internal combustion engine 10 and a gas ECU 15 and a second ECU 30 that electromagnetically controls the operation thereof are retrofitted. When the engine speed is below a certain value and the throttle opening or the rate of change in opening thereof, or the amount of intake air in the engine or the rate of change above a certain value, the first ECU 20 In the case of generating an asynchronous injection signal for injecting fuel at a timing unrelated to the angle, the gas fuel operation in which an amount of gas fuel corresponding to the operating state of the internal combustion engine 10 is injected into each cylinder at a predetermined crank angle. On the condition that the asynchronous injection signal generated by the first ECU 20 is captured by the second ECU 30, the second ECU 30 immediately applies a liquid to each cylinder over a certain period of time. Switched to the liquid fuel operation for injecting fuel, it can then also be made to return to the gas fuel operation.

  The embodiment of the present invention has been described in detail with reference to the drawings. However, the specific configuration of the present invention is not limited to this embodiment, and even if there is a design change or the like without departing from the gist of the present invention. It is included in the present invention.

FIG. 1 is a schematic diagram showing a bi-fuel internal combustion engine. FIG. 2 is a schematic diagram showing an injection fuel switching relationship according to the present invention. FIG. 3 is a schematic view showing an operating state of the bi-fuel internal combustion engine according to the present invention. FIG. 4 is a schematic diagram showing an operating state of a bi-fuel internal combustion engine according to the prior art.

Explanation of symbols

DESCRIPTION OF SYMBOLS 10 Bi-fuel internal combustion engine 11 Throttle valve 14 Liquid fuel injection valve 15 Gas fuel injection valve 20 1ECU (electronic control unit)
30 Second ECU (Electronic Control Device)

Claims (2)

A bi-fuel that controls a liquid fuel injection valve that supplies liquid fuel and a gas fuel injection valve that supplies gas fuel, and can supply either liquid fuel or gas fuel to each cylinder of a multi-cylinder internal combustion engine. In a fuel injection control method for an internal combustion engine,
During gas fuel operation in which an amount of gas fuel corresponding to the operation state of the internal combustion engine is injected into each cylinder at a predetermined crank angle, the engine rotational speed is equal to or less than a certain value, and the throttle opening or the rate of change in opening thereof, Alternatively, when the intake air amount of the engine or the rate of change thereof exceeds a certain value, the operation is immediately switched over to a liquid fuel operation in which liquid fuel is injected into each cylinder over a certain period of time, and then returned to the gas fuel operation. A fuel injection control method for a bi-fuel internal combustion engine.   In the liquid fuel operation, liquid fuel is injected into each cylinder asynchronously irrespective of the crank angle, and an amount of liquid corresponding to the operating state of the internal combustion engine for each predetermined crank angle for a predetermined time after the asynchronous injection. The fuel injection control method for a bi-fuel internal combustion engine according to claim 1, wherein the fuel is injected synchronously.

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