JP2012102632A - Internal combustion engine system - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide an internal combustion engine system having wide stable operation range of PCCI combustion.SOLUTION: The internal combustion system 1 comprises a diesel engine 10 which burns light oil, a fuel injector 43 which supplies the light oil, a hydrogen containing gas adding means (a hydrogen injector 53) which adds hydrogen, an EGR gas adding means (an EGR valve 61) which adds exhaust gas of the diesel engine 10 to an intake system as EGR gas, a blow-by gas adding means (a blow-by gas valve 71) which adds blow-by gas of the diesel engine 10 to the intake system, a cylinder pressure sensor 21 which detects a measured cylinder pressure of the diesel engine 10, a target cylinder pressure calculation means (an ECU 90) which calculates a target cylinder pressure of the diesel engine 10, and a PCCI combustion control means (an ECU 90) which controls PCCI combustion by controlling the fuel injection means, hydrogen containing gas adding means and the EGR gas adding means so as to make deviation between the measured cylinder pressure and the target cylinder pressure "zero".

Description

  The present invention relates to an internal combustion engine system including an internal combustion engine to which a hydrogen-containing gas containing hydrogen is added.

Diesel engines have higher thermal efficiency than gasoline engines and are attracting attention as an effective means for reducing CO ₂ . In such a diesel engine, for example, diffusion combustion is employed in which air taken into a cylinder (combustion chamber, cylinder) is compressed, fuel (light oil) is injected into the compressed air, and combustion is performed by self-ignition. .
However, in diffusion combustion, due to non-uniform spray combustion, a fuel-rich region and a high-temperature region are locally formed, and many emissions (NOx, PM (Particulate Matter)) are contained in the exhaust gas. There is a case that it will be.

Therefore, in order to improve this, the present inventors have proposed PCCI combustion (Premixed Charge Compression Ignition, premixed combustion) that reduces emissions while maintaining good fuel efficiency (see Patent Document 1). PCCI combustion is a method of diluting an air-fuel mixture during the ignition delay time (time from fuel injection to ignition) with respect to the diffusion combustion described above, and thus diluting the air-fuel mixture (premixing) before ignition. Qi) is a compression ignition.
Specifically, by adding a small amount of hydrogen with low ignitability and high fuel robustness to the intake air, we propose a technology that stabilizes PCCI combustion while shortening the ignition delay time and advancing PCCI combustion. is doing. The fuel is injected at a timing delayed from the standard timing of the internal combustion engine (for example, top dead center, 0 °) (ATDC (After Top Dead Center) injection).

JP 2009-216041 A

  The inventor of the present application has conducted further research on stabilization of PCCI combustion. When EGR (Exhaust Gas Recirculation) gas is added in addition to hydrogen, the thermal efficiency is improved while further suppressing fluctuations in ignitability and combustibility. The knowledge that it can be obtained is obtained (Japanese Patent Application No. 2010-112552, unpublished).

  In view of the above, the present invention has an object to provide an internal combustion engine system that can stably achieve advanced PCCI combustion, that is, a wide stable operation range of PCCI combustion. .

  As means for solving the above-mentioned problems, the present invention provides an internal combustion engine for burning fuel, a fuel supply means for supplying fuel to the internal combustion engine, and a hydrogen-containing gas for adding a hydrogen-containing gas containing hydrogen to the internal combustion engine. Gas adding means, EGR gas adding means for adding exhaust gas of the internal combustion engine as EGR gas to the intake system, blow-by gas adding means for adding blow-by gas of the internal combustion engine to the intake system, and a measurement cylinder of the internal combustion engine An in-cylinder pressure sensor for detecting an internal pressure; a target in-cylinder pressure calculating unit for calculating a target in-cylinder pressure of the internal combustion engine; an actually measured in-cylinder pressure detected by the in-cylinder pressure sensor; and a target in-cylinder pressure calculated by the target in-cylinder pressure calculating unit. The PCCI combustion is controlled by controlling at least one of the fuel injection means, the hydrogen-containing gas addition means, and the EGR gas addition means so that the deviation from A PCCI combustion control means for controlling a combustion engine system comprising: a.

Here, the hydrogen-containing gas includes high-purity hydrogen and a reformed gas containing hydrogen.
According to such an internal combustion engine system, since blow-by gas is added together with hydrogen and EGR gas, advanced PCCI combustion can be realized stably, and the stable operation range of PCCI combustion can be widened. The advanced PCCI combustion means that the time between the fuel injection timing and the maximum in-cylinder pressure (maximum heat generation rate) executed after being delayed from the engine standard (for example, top dead center) is shortened, and the ignition delay time is shortened. It means to become.

  This is because the main component of the blow-by gas is the fuel mixture, the vapor or mist of oil (so-called engine oil), and since the blow-by gas is formed from hydrocarbons in this way, the blow-by gas assists the ignition of hydrogen, This is thought to be due to the fact that, when hydrogen is added, it has a large effect on combustion and has the property of suppressing cycle fluctuations.

Further, according to such an internal combustion engine system, the target in-cylinder pressure calculating means calculates the target in-cylinder pressure of the internal combustion engine.
Then, the PCCI combustion control means controls (feedback control) at least one of the fuel injection means, the hydrogen-containing gas addition means, and the EGR gas addition means so that the deviation between the actually measured cylinder pressure and the target cylinder pressure becomes zero. Therefore, the advanced PCCI combustion can be realized more stably.

  In the internal combustion engine system, it is preferable that the hydrogen-containing gas addition unit includes a reformer that reforms fuel to generate hydrogen or a reformed gas containing hydrogen.

  According to such an internal combustion engine system, it is possible to reform the fuel and generate a reformed gas (hydrogen-containing gas) containing hydrogen or hydrogen by the hydrogen-containing gas addition means including the reformer.

  In the internal combustion engine system, the control means is required for the internal combustion engine and an actual torque actually generated by the internal combustion engine calculated based on an integral value (volume integral value) of the actually measured in-cylinder pressure. It is preferable to control at least one of the fuel injection unit, the hydrogen-containing gas addition unit, and the EGR gas addition unit so that the deviation from the target torque becomes zero.

  According to such an internal combustion engine system, the control means controls at least one of the fuel injection means, the hydrogen-containing gas addition means, and the EGR gas addition means so that the deviation between the actual torque and the target torque becomes zero ( (Feedback control), the advanced PCCI combustion can be realized more stably.

  In the internal combustion engine system, the fuel supply means includes a fuel injector that injects fuel by being electronically controlled, and the hydrogen-containing gas addition means is hydrogen that injects hydrogen-containing gas by being electronically controlled. It is preferable to provide a containing gas injector.

  According to such an internal combustion engine system, the fuel injection time (injection amount) and the injection timing (injection timing) can be controlled with high accuracy by the fuel injector. Further, the hydrogen-containing gas injector can control the injection time (injection amount) and injection timing (injection timing) of the hydrogen-containing gas with high accuracy.

  ADVANTAGE OF THE INVENTION According to this invention, the internal combustion engine system with a wide stable operation area | region of PCCI combustion can be provided.

It is a block diagram of the internal combustion engine system which concerns on this embodiment. It is a flowchart which shows operation | movement of the internal combustion engine system which concerns on this embodiment. It is a map which shows the relationship between an engine speed, the target torque (load) of an engine, and hydrogen addition amount. (A) is a conceptual diagram of correction | amendment of fuel injection time, (b) is a conceptual diagram of correction | amendment of fuel injection timing. It is a conceptual diagram of correction | amendment of the opening degree (EGR rate) of an EGR valve. It is the graph which concerns on the Example which added blowby gas, (a) shows the relationship between a crank angle and cylinder pressure, (b) has shown the relationship between a crank angle and a heat release rate. It is a graph which concerns on the comparative example which does not add blowby gas, (a) shows the relationship between a crank angle and a cylinder internal pressure, (b) has shown the relationship between a crank angle and a heat release rate. It is a graph which shows the relationship between the number of cycles and the crank angle of the maximum heat release rate, (a) shows the Example which added blowby gas, (b) The comparative example which does not add blowby gas. It is a graph which shows the relationship between hydrogenation density | concentration (vol%) and thermal efficiency (eta) i. It is a graph which shows the relationship between hydrogenation density | concentration (vol%) and a combustion fluctuation rate (COOVIMEP (%)).

  Hereinafter, an embodiment of the present invention will be described with reference to FIGS.

≪Configuration of internal combustion engine system≫
An internal combustion engine system 1 according to this embodiment shown in FIG. 1 is mounted on a vehicle (not shown).
The internal combustion engine system 1 includes a diesel engine 10 (internal combustion engine) that burns light oil (fuel), an in-cylinder pressure sensor 21 that detects an in-cylinder pressure of the diesel engine 10, and a fuel supply system (fuel) that supplies the diesel engine 10 with light oil. Supply means), a hydrogen addition system for adding hydrogen (hydrogen-containing gas) to the diesel engine 10 (hydrogen-containing gas addition means), and an EGR system for circulating a part of the exhaust gas as EGR gas to the intake system and circulating the exhaust gas (EGR gas addition means), blow-by gas addition system (blow-by gas addition means) for adding blow-by gas of the diesel engine 10 to the intake system, and ECU 90 (Electronic Control Unit, electronic control device) which is a control means for electronic control of these ) And.

<Diesel engine>
The diesel engine 10 is an engine that repeatedly performs suction, compression, combustion (expansion), and exhaust to perform PCCI combustion.
The diesel engine 10 includes a cylinder block 11 in which a cylinder 11a (cylinder) is formed, a piston 12 that reciprocates in the cylinder 11a, a cylinder head 13 in which an intake port 13a and an exhaust port 13b are formed, An intake valve 14 provided in the intake port 13a, an exhaust valve 15 provided in the exhaust port 13b, and a crankcase 16 are provided.

The diesel engine 10 self-ignites by compressing light oil injected into the cylinder 11a and does not include a spark plug.
Further, for simplicity, only one cylinder 11a is shown in FIG. 1, but the number of cylinders 11a, the arrangement of the cylinders 11a, and the displacement of the diesel engine 10 can be freely changed.

An intake pipe 13c is connected to the intake port 13a. When the diesel engine 10 is operated, air outside the vehicle is naturally sucked and passes through the intake pipe 13c toward the intake port 13a.
An exhaust pipe 13d is connected to the exhaust port 13b. The exhaust gas from the diesel engine 10 is discharged outside the vehicle through the exhaust pipe 13d.

  The intake valve 14 and the exhaust valve 15 are configured to cooperate with the crankshaft via a timing chain (timing belt). Therefore, the open / close states of the intake valve 14 and the exhaust valve 15 correspond to the crank angle.

  The crankcase 16 is attached to the lower part of the cylinder block 11. In the crankcase 16, blow-by gas is accumulated.

<In-cylinder pressure sensor, etc.>
The in-cylinder pressure sensor 21 is attached above the cylinder 11a, detects the actually measured in-cylinder pressure (pressure in the cylinder 11a), and outputs it to the ECU 90.

  The crank angle sensor 22 detects the angle (crank angle) of a crankshaft (not shown) and outputs it to the ECU 90. The ECU 90 calculates the current rotation speed of the crankshaft (the rotation speed of the diesel engine 10) based on the crank angle. Further, the ECU 90 detects (predicts) the open / closed states of the intake valve 14 and the exhaust valve 15 linked to the crankshaft based on the crank angle.

<Fuel supply system>
The fuel supply system includes a fuel tank 41 that stores light oil, a fuel pump 42 that pumps light oil, and a fuel injector 43 that injects light oil.
The fuel tank 41 is connected to the fuel injector 43 via a pipe 41a, a fuel pump 42, and a pipe 42a. When the fuel pump 42 operates according to a command from the ECU 90, the light oil in the fuel tank 41 is pumped to the fuel injector 43.

  The fuel injector 43 is attached to the cylinder head 13 and, when operated (opened) in accordance with a command from the ECU 90, the light oil is directly injected into the cylinder 11a. However, the injection position is not limited to this, and may be configured to be injected into the intake port 13a.

  The fuel injector 43 is a linear solenoid type normally closed electromagnetic valve electronically controlled by the ECU 90. As a result, the fuel injector 43 is opened / closed with high accuracy in accordance with a command from the ECU 90, so that the light oil injection amount, injection timing, and injection time are controlled with high accuracy.

<Hydrogenation system>
The hydrogen addition system includes a hydrogen tank 51 in which hydrogen is sealed at a high pressure, a regulator 52 (pressure reducing valve) for reducing the pressure of hydrogen to an appropriate pressure, and a hydrogen injector 53.
The hydrogen tank 51 is connected to the hydrogen injector 53 via a pipe 51a, a regulator 52, and a pipe 52a. Then, the hydrogen in the hydrogen tank 51 is supplied to the hydrogen injector 53 after being depressurized by the regulator 52.

  The regulator 52 incorporates an actuator that operates in accordance with an ECU 90 command, and is configured to control the secondary side pressure thereof. Thereby, the hydrogen injection pressure in the hydrogen injector 53 is controlled.

The hydrogen injector 53 is attached to the cylinder head 13, and when operated (opened) according to a command from the ECU 90, hydrogen is injected into the intake port 13a.
Similarly to the fuel injector 43, the hydrogen injector 53 is a linear solenoid type normally closed solenoid valve. As a result, the hydrogen injector 53 is opened / closed with high accuracy in accordance with a command from the ECU 90, so that the hydrogen injection amount, injection timing, and injection time are controlled with high accuracy.

<EGR system>
The EGR system includes an EGR valve 61 that is a flow rate control valve capable of controlling the flow rate of EGR gas returned to the intake system.

  The middle of the exhaust pipe 13d is connected to the intake pipe 13c via the pipe 61a, the EGR valve 61, and the pipe 61b. Further, the opening degree of the EGR valve 61 is controlled by the ECU 90, whereby the EGR rate (the addition ratio of EGR gas) is controlled.

<Blow-by gas addition system>
The blow-by gas addition system is a means for circulating the blow-by gas, and includes a blow-by gas valve 71 that is a flow rate control valve capable of controlling the flow rate of the blow-by gas.

The crankcase 16 is connected to the intake pipe 13c via a pipe 71a, a blow-by gas valve 71, and a pipe 71b. Further, the opening degree of the blow-by gas valve 71 is controlled by the ECU 90, whereby the blow-by gas rate (blow-by gas addition ratio) is controlled.
Note that the upstream end of the pipe 71a may be connected to an oil pan.

<Accelerator opening sensor>
The accelerator opening sensor 81 detects the accelerator opening (throttle opening) and outputs it to the ECU 90.

<ECU>
The ECU 90 is a control device that electronically controls the internal combustion engine system 1 and includes a CPU, a ROM, a RAM, various interfaces, an electronic circuit, and the like, and exhibits various functions according to programs stored therein. Then, various devices are controlled to control PCCI (Premixed Charge Compression Ignition) combustion.

<ECU—Target cylinder pressure calculation function>
The ECU 90 (target in-cylinder pressure calculation means) calculates a target in-cylinder pressure based on the target torque and a function for calculating a target torque required for the diesel engine 10 based on the accelerator opening and the engine speed by map search. And a function for calculating.

<ECU-PCCI combustion control function>
The ECU 90 (PCCI combustion control means) has a function of controlling PCCI combustion.
That is, the ECU 90 has a function of controlling the fuel injector 43 by calculating the injection time and injection timing of light oil based on the accelerator opening and the engine speed (target torque) by map search.
Specifically, for example, the injection timing is determined to be a timing at which the thermal efficiency η of the diesel engine 10 becomes larger and (dP / dθ) max becomes smaller. Note that (dP / dθ) max is the maximum value of the pressure increase rate (dP / dθ) of the in-cylinder pressure per unit crank angle. When (dP / dθ) max is reduced, the noise and vibration of the diesel engine 10 are reduced. Get smaller.

  Further, the ECU 90 has a function of controlling the hydrogen injector 53 by calculating the hydrogen injection time, the injection timing, and the injection pressure based on the accelerator opening and the engine speed (target torque) by map search. .

  Further, the ECU 90 has a function of controlling the opening degree (EGR rate) of the EGR valve 61 so that the slow combustion is performed based on the exhaust gas temperature, that is, the exhaust gas temperature does not become too high.

≪Operation of internal combustion engine system≫
Next, the operation of the internal combustion engine system 1 will be described with reference to FIG.
The control processing shown in FIG. 2 is repeated for each cycle (intake, compression, combustion / expansion, exhaust) based on the crank angle.
In addition, although the case where blow-by gas is added at 4 ± 2 (vol%) with respect to new air is illustrated here, it may be configured to be appropriately controlled.

In step S101, the ECU 90 calculates the target torque (necessary torque, load) required for the diesel engine 10 in the current cycle based on the accelerator opening required in the current cycle and the actual engine speed in the current cycle. Calculate by map search.
In the map to be referred to, the target torque increases as the accelerator opening and the engine speed increase.

In step S102, the ECU 90 calculates the target in-cylinder pressure requested in the combustion stroke of the current cycle by map search based on the target torque calculated in step S101.
In the map to be referred to, the target in-cylinder pressure increases as the target torque increases.

  In step S <b> 103, the ECU 90 detects the actually measured in-cylinder pressure actually generated in the current cycle via the in-cylinder pressure sensor 21.

In step S104, the ECU 90 determines whether or not the target in-cylinder pressure calculated in step S102 is equal to the actually measured in-cylinder pressure detected in step S103.
When it is determined that the target in-cylinder pressure and the actually measured in-cylinder pressure are equal (S104 / Yes), the processing of the ECU 90 proceeds to step S105. On the other hand, when it is determined that the target in-cylinder pressure is not equal to the actually measured in-cylinder pressure (No in S104), the process of the ECU 90 proceeds to step S106.

<Next cycle-Normal PCCI combustion control>
In step S105, the ECU 90 normally executes PCCI combustion control in the next cycle.
That is, the ECU 90 calculates the target torque required in the next cycle by map search based on the accelerator opening (throttle opening) and the engine speed. In the map to be referred to, the target torque increases as the accelerator opening and the engine speed increase.
Then, the ECU 90 calculates the fuel injection time and the fuel injection timing by map search based on the target torque. In the map to be referred to, when the target torque increases, the fuel injection time becomes longer and the fuel injection timing becomes earlier.

  Further, the ECU 90 maps the hydrogen injection time, the hydrogen injection timing, and the hydrogen injection pressure on the basis of the engine speed and the target torque so that the ignition delay time is equal to or longer than a predetermined time and (dP / dθ) max decreases. It is calculated by searching (see FIG. 3).

  Further, the ECU 90 calculates the opening degree of the EGR valve 61 based on (dP / dθ) max by map search so that the slow combustion is performed in the next cycle.

  The ECU 90 controls (1) the fuel injector 43 according to the fuel injection time and fuel injection timing, and (2) controls the hydrogen injector 53 and the regulator 52 according to the hydrogen injection time, hydrogen injection timing, and hydrogen injection pressure, (3) The EGR valve 61 is controlled according to the opening degree of the EGR valve 61, and the PCCI combustion control is normally executed in the next cycle.

  Thereafter, the processing of the ECU 90 returns to the start through a return.

<Current cycle-correction value calculation>
In step S106, the ECU 90 causes the measured in-cylinder pressure in the next cycle to become the target in-cylinder pressure in the next cycle in the next cycle of PCCI combustion (so that the deviation between the measured in-cylinder pressure and the target in-cylinder pressure becomes zero). Based on the deviation between the measured in-cylinder pressure (for example, the maximum measured in-cylinder pressure) and the target in-cylinder pressure (for example, the maximum target in-cylinder pressure) in this cycle, (1) the fuel injection time, the fuel injection timing, and (2) the EGR valve 61 A correction value for the opening is calculated.

  Each correction value may be calculated so that a deviation between “actual torque actually generated in the current cycle” and “target torque in the current cycle” becomes zero. Incidentally, the “actual torque actually generated in the current cycle” is obtained by volume integration (integration by crank angle) of the actually measured in-cylinder pressure.

(1) Correction value of fuel injection time and fuel injection timing For example, as shown in FIG. 4A, when the maximum measured in-cylinder pressure is smaller than the maximum target in-cylinder pressure, the correction value of the fuel injection time is The fuel injection time is calculated to be longer.
On the other hand, when the maximum actually measured target in-cylinder pressure is larger than the maximum target in-cylinder pressure, the fuel injection time in the next cycle is calculated to be short.

Further, as shown in FIG. 4B, when the generation timing of the maximum actually measured in-cylinder pressure is earlier than the generation timing of the maximum target in-cylinder pressure, the correction value of the fuel injection timing is set so that the fuel injection timing in the next cycle is delayed. Calculated.
On the other hand, when the generation timing of the maximum actually measured in-cylinder pressure is later than the generation timing of the maximum target in-cylinder pressure, the fuel injection timing correction value is calculated so that the fuel injection timing in the next cycle is advanced.

(2) Correction value of opening degree of EGR valve 61 For example, as shown in FIG. 5, when the generation timing of the maximum actually measured cylinder pressure is earlier than the generation timing of the maximum target cylinder pressure, the correction value of the opening degree of the EGR valve 61 Is calculated so as to increase the opening of the EGR valve 61 in the next cycle.
On the other hand, when the generation timing of the maximum actually measured in-cylinder pressure is later than the generation timing of the maximum target in-cylinder pressure, the correction value of the opening degree of the EGR valve 61 is calculated so that the opening degree of the EGR valve 61 in the next cycle becomes small. .

<Next time-PCCI combustion control after correction>
In step S107, in the next cycle, the ECU 90 executes the corrected PCCI combustion control.
Specifically, the fuel injection time, the fuel injection timing, and the opening degree of the EGR valve 61 calculated in the same manner as in step S105 are corrected with the correction values calculated in step S106.
Then, the fuel injector 43 and the like are controlled according to the corrected fuel injection time and the like, and the corrected PCCI combustion control is executed.

  Thereafter, the processing of the ECU 90 returns to the start through a return.

≪Effect of internal combustion engine system≫
According to such an internal combustion engine system 1, the following effects are obtained.

As an embodiment of the present invention, as shown in FIGS. 6 (a), 6 (b), and 8 (a), by adding hydrogen, blow-by gas, and EGR gas, in-cylinder pressure (MPa) and heat The waveform (peak) of the occurrence rate (J / deg) can be advanced to widen the stable operation region of PCCI combustion.
Further, since the in-cylinder pressure and the heat generation rate all advance, heat loss due to slow combustion, NOx reduction, and (dP / dθ) max can be reduced.
6 to 10, the light oil injection timing is 2 (deg. ATDC), the hydrogen addition amount is 4 (vol%), the EGR gas addition amount is 0 (vol%), and the blow-by gas addition amount is 4 (vol). %) And the total calorific value Q is 1.0 (kJ / cycle).

  This is because the main component of blow-by gas is fuel mixture, oil (engine oil) vapor or mist, so blow-by gas assists in ignition of hydrogen and has a large effect on combustion when hydrogen is added. This is considered to have a function of suppressing the above.

Further, as shown in FIG. 9, when blowby gas is added, the influence of the hydrogenation concentration (vol%) on the thermal efficiency is reduced, that is, the thermal efficiency η with respect to the hydrogenation concentration (vol%) is substantially constant and stable.
Furthermore, as shown in FIG. 10, when blow-by gas is added, the combustion fluctuation rate (COV IMEP (%)) with respect to the hydrogen addition concentration (vol%) is stabilized within 2%. That is, the combustion robustness by hydrogenation can be improved. Hydrogen is difficult to ignite and has a high fuel speed.

  On the other hand, as a comparative example of the present invention, as shown in FIGS. 7 (a), 7 (b), and 8 (b), when only hydrogen is added without adding blowby gas, only a part of the cycles are obtained. A cycle in which the angle is advanced and a portion of the pole is advanced and a cycle in which the angle is not advanced are mixed, so that roughly two heat generation regions are formed.

Then, since two heat generation regions are formed in this way, as shown in FIG. 9, the influence of the hydrogenation concentration (vol%) on the thermal efficiency becomes large, that is, the hydrogenation concentration (vol%). ), The thermal efficiency tends to fluctuate.
Further, as shown in FIG. 10, the combustion fluctuation rate (COV IMEP) with respect to the hydrogen addition concentration (vol%) becomes unstable.

≪Modification≫
As mentioned above, although one Embodiment of this invention was described, this invention is not limited to this, For example, it can change as follows.

  In the above-described embodiment, the hydrogen-containing gas addition unit has been exemplified to include the hydrogen tank 51, the hydrogen injector 53, and the like. Instead, the hydrogen-containing gas addition unit is modified to include hydrogen generated by reforming light oil (fuel). The structure which adds a quality gas (hydrogen containing gas) may be sufficient.

  In this configuration, the hydrogen-containing gas addition means includes a reformer that reforms the fuel to generate a reformed gas containing hydrogen, a pump that pumps the reformed gas, and a reformer that injects the reformed gas containing hydrogen. And a quality gas injector (hydrogen-containing gas injector).

  And the reformer is based on a known technique, and the reforming reaction is (1) a steam reforming method, (2) a partial oxidation method, and (3) a combination of a steam reforming method and a partial oxidation method. It is configured to be generated based on at least one of an autothermal reforming method and (4) a method in which a gas generated by rich combustion of the internal combustion engine is subjected to a water gas shift reaction.

  In the above-described embodiment, the case where the fuel (diesel fuel) is light oil is exemplified, but the type is not limited thereto. For example, biodiesel fuel, DME (Dimethyl ether), GTL (gas to liquids), a mixed fuel in which these are mixed with light oil can be used. Note that hydrocarbons contained in light oil and GTL are, for example, alkanes, alkenes, alkynes, aromatic compounds, alcohols, aldehydes, and esters. The biodiesel fuel is, for example, ethanol, fatty acid methyl ester, hydrogenated biodiesel fuel, or the like.

In the above-described embodiment, in step S106 in FIG. 2, correction values for (1) fuel injection time, fuel injection timing, and (2) opening degree of the EGR valve 61 are calculated and corrected in the next cycle. However, a configuration may be adopted in which correction values are calculated for at least one and corrected in the next cycle.
In addition to these, in step S106 of FIG. 2, correction values of “hydrogen injection time, hydrogen injection timing, hydrogen injection pressure” and / or “blow-by gas addition amount” are calculated and corrected in the next cycle. It is good also as composition to do. Note that when blowby gas is added, hydrogen ignition is assisted and the ignition delay time is shortened.For example, when the measured ignition delay time is shorter than the target ignition delay time, the correction value is set so that the amount of blowby gas added is reduced. Calculated.

1 Internal combustion engine system 10 Diesel engine (internal combustion engine)
11a Cylinder 21 In-cylinder pressure sensor 41 Fuel tank (fuel supply means)
42 Fuel pump (fuel supply means)
43 Fuel injector (fuel supply means)
51 Hydrogen tank (means for adding hydrogen-containing gas)
52 Regulator (means for adding hydrogen-containing gas)
53 Hydrogen injector (means for adding hydrogen-containing gas)
61 EGR valve (EGR gas addition means)
71 Blow-by gas valve (Blow-by gas adding means)
90 ECU (target cylinder pressure calculation means, PCCI combustion control means)

Claims (4)

An internal combustion engine that burns fuel;
Fuel supply means for supplying fuel to the internal combustion engine;
A hydrogen-containing gas addition means for adding a hydrogen-containing gas containing hydrogen to the internal combustion engine;
EGR gas addition means for adding the exhaust gas of the internal combustion engine as EGR gas to the intake system;
Blow-by gas addition means for adding blow-by gas of the internal combustion engine to the intake system;
A cylinder pressure sensor for detecting a measured cylinder pressure of the internal combustion engine;
Target cylinder pressure calculating means for calculating a target cylinder pressure of the internal combustion engine;
The fuel injection means, the hydrogen-containing gas addition means, and the EGR gas addition so that the deviation between the actually measured cylinder pressure detected by the cylinder pressure sensor and the target cylinder pressure calculated by the target cylinder pressure calculation means becomes zero. PCCI combustion control means for controlling PCCI combustion by controlling at least one of the means;
An internal combustion engine system comprising: The internal combustion engine system according to claim 1, wherein the hydrogen-containing gas addition unit includes a reformer that reforms fuel to generate hydrogen or a reformed gas containing hydrogen. The control means is configured so that a deviation between an actual torque actually generated in the internal combustion engine calculated based on an integral value of the actually measured in-cylinder pressure and a target torque required for the internal combustion engine becomes zero. The internal combustion engine system according to claim 1 or 2, wherein at least one of fuel injection means, the hydrogen-containing gas addition means, and the EGR gas addition means is controlled. The fuel supply means includes a fuel injector that injects fuel by electronic control,
The internal combustion engine system according to any one of claims 1 to 3, wherein the hydrogen-containing gas addition unit includes a hydrogen-containing gas injector that injects a hydrogen-containing gas by electronic control.

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