JP2013204449A - Fuel injection system - Google Patents

Fuel injection system Download PDF

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JP2013204449A
JP2013204449A JP2012071910A JP2012071910A JP2013204449A JP 2013204449 A JP2013204449 A JP 2013204449A JP 2012071910 A JP2012071910 A JP 2012071910A JP 2012071910 A JP2012071910 A JP 2012071910A JP 2013204449 A JP2013204449 A JP 2013204449A
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valve
fuel injection
pressure
energization
gas
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JP5827587B2 (en
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Tomotaka Furusu
智敬 古巣
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Keihin Corp
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Keihin Corp
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Priority to PCT/JP2013/053847 priority patent/WO2013145930A1/en
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    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D19/00—Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures
    • F02D19/06—Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures peculiar to engines working with pluralities of fuels, e.g. alternatively with light and heavy fuel oil, other than engines indifferent to the fuel consumed
    • F02D19/0639—Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures peculiar to engines working with pluralities of fuels, e.g. alternatively with light and heavy fuel oil, other than engines indifferent to the fuel consumed characterised by the type of fuels
    • F02D19/0642—Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures peculiar to engines working with pluralities of fuels, e.g. alternatively with light and heavy fuel oil, other than engines indifferent to the fuel consumed characterised by the type of fuels at least one fuel being gaseous, the other fuels being gaseous or liquid at standard conditions
    • F02D19/0647—Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures peculiar to engines working with pluralities of fuels, e.g. alternatively with light and heavy fuel oil, other than engines indifferent to the fuel consumed characterised by the type of fuels at least one fuel being gaseous, the other fuels being gaseous or liquid at standard conditions the gaseous fuel being liquefied petroleum gas [LPG], liquefied natural gas [LNG], compressed natural gas [CNG] or dimethyl ether [DME]
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D19/00—Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures
    • F02D19/02—Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures peculiar to engines working with gaseous fuels
    • F02D19/026—Measuring or estimating parameters related to the fuel supply system
    • F02D19/027—Determining the fuel pressure, temperature or volume flow, the fuel tank fill level or a valve position
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D19/00—Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures
    • F02D19/06—Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures peculiar to engines working with pluralities of fuels, e.g. alternatively with light and heavy fuel oil, other than engines indifferent to the fuel consumed
    • F02D19/0602—Control of components of the fuel supply system
    • F02D19/0607—Control of components of the fuel supply system to adjust the fuel mass or volume flow
    • F02D19/061—Control of components of the fuel supply system to adjust the fuel mass or volume flow by controlling fuel injectors
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/0025—Controlling engines characterised by use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/0025—Controlling engines characterised by use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures
    • F02D41/0027—Controlling engines characterised by use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures the fuel being gaseous
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/02—Circuit arrangements for generating control signals
    • F02D41/04—Introducing corrections for particular operating conditions
    • F02D41/06—Introducing corrections for particular operating conditions for engine starting or warming up
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/02—Circuit arrangements for generating control signals
    • F02D41/04—Introducing corrections for particular operating conditions
    • F02D41/06—Introducing corrections for particular operating conditions for engine starting or warming up
    • F02D41/062—Introducing corrections for particular operating conditions for engine starting or warming up for starting
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/22—Safety or indicating devices for abnormal conditions
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M21/00—Apparatus for supplying engines with non-liquid fuels, e.g. gaseous fuels stored in liquid form
    • F02M21/02—Apparatus for supplying engines with non-liquid fuels, e.g. gaseous fuels stored in liquid form for gaseous fuels
    • F02M21/0218—Details on the gaseous fuel supply system, e.g. tanks, valves, pipes, pumps, rails, injectors or mixers
    • F02M21/023—Valves; Pressure or flow regulators in the fuel supply or return system
    • F02M21/0242—Shut-off valves; Check valves; Safety valves; Pressure relief valves
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/22—Safety or indicating devices for abnormal conditions
    • F02D2041/224—Diagnosis of the fuel system
    • F02D2041/225—Leakage detection
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D2200/00—Input parameters for engine control
    • F02D2200/02—Input parameters for engine control the parameters being related to the engine
    • F02D2200/06—Fuel or fuel supply system parameters
    • F02D2200/0602—Fuel pressure
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M21/00—Apparatus for supplying engines with non-liquid fuels, e.g. gaseous fuels stored in liquid form
    • F02M21/02—Apparatus for supplying engines with non-liquid fuels, e.g. gaseous fuels stored in liquid form for gaseous fuels
    • F02M21/0218—Details on the gaseous fuel supply system, e.g. tanks, valves, pipes, pumps, rails, injectors or mixers
    • F02M21/023—Valves; Pressure or flow regulators in the fuel supply or return system
    • F02M21/0239—Pressure or flow regulators therefor
    • 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
    • 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
    • Y02T10/40—Engine management systems

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Oil, Petroleum & Natural Gas (AREA)
  • Chemical Kinetics & Catalysis (AREA)
  • General Chemical & Material Sciences (AREA)
  • Output Control And Ontrol Of Special Type Engine (AREA)
  • Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)

Abstract

PROBLEM TO BE SOLVED: To avoid engine misfire caused by shortage of fuel supply without giving a user a discomfort feeling in engine start by using gas fuel, when a cutoff valve of so-called kick pilot structure is used.SOLUTION: In engine start by using gas fuel, application of current to a cutoff valve is started and gas fuel injection by a current application control of a gas fuel injection valve is started. Since the current application of the cutoff valve has been started, and when it is determined that a second valving element of the cutoff valve is not opened after it is determined that a gas fuel tank is filled with the gas fuel based on high-pressure pipe pressure recognized from an output signal of a pressure sensor, the gas fuel injection is switched to liquid fuel injection by the current application control of the liquid fuel injection valve.

Description

本発明は、燃料噴射システムに関する。  The present invention relates to a fuel injection system.

近年では、車両の燃費性能を向上させる技術として、ガソリン等の液体燃料と圧縮天然ガス（ＣＮＧ）等の気体燃料とを選択的に切替えて単一エンジンに供給するバイフューエルシステムが注目されている。このバイフューエルシステムでは、ガス燃料を使用する場合、ガスタンクに充填された高圧のガス燃料をレギュレータによって所望の圧力まで減圧した後、ガス燃料専用の燃料噴射弁に供給することが一般的である。   In recent years, a bi-fuel system that selectively switches between liquid fuel such as gasoline and gaseous fuel such as compressed natural gas (CNG) and supplies it to a single engine has attracted attention as a technology for improving the fuel efficiency of vehicles. . In this bi-fuel system, when gas fuel is used, the high-pressure gas fuel filled in the gas tank is generally decompressed to a desired pressure by a regulator and then supplied to a fuel injection valve dedicated to the gas fuel.

ガスタンクからレギュレータに至るガス燃料配管には電磁式の遮断弁が介挿されており、この遮断弁の開閉状態を制御装置によって制御することで、ガス燃料の供給開始と停止の切替えが可能である。この遮断弁の一つとして、通電時に先行して開弁するパイロットバルブと、その開弁後に上流下流間の差圧低下によって開弁するメインバルブとを有する、いわゆるキックパイロット構造の遮断弁が知られている。   An electromagnetic shut-off valve is inserted in the gas fuel pipe from the gas tank to the regulator. By controlling the open / close state of the shut-off valve with a control device, the gas fuel supply can be switched between start and stop. . As one of the shut-off valves, there is a so-called kick pilot shut-off valve that has a pilot valve that opens in advance when energized, and a main valve that opens after the valve is opened due to a differential pressure drop between upstream and downstream. It has been.

このようなキックパイロット構造の遮断弁を用いた場合、遮断弁の通電後、メインバルブが開弁する前にガス燃料噴射を開始すると、遮断弁の上流下流間の差圧が低下せず、メインバルブが閉弁状態のままとなり、ガス燃料の供給不足に陥る虞（エンジン失火の虞）がある。   When such a kick pilot structure shut-off valve is used, if gas fuel injection is started after the shut-off valve is energized and before the main valve is opened, the differential pressure between the upstream and downstream of the shut-off valve does not decrease, and the main valve There is a risk that the valve will remain closed and gas fuel supply will be insufficient (engine misfire may occur).

このような問題に対して、下記特許文献１には、遮断弁の上流側の燃料圧力（第１燃料圧力）とレギュレータの下流側の燃料圧力（第２燃料圧力）とに応じて、遮断弁の通電開始時期からガス燃料噴射開始時期までの遅延時間を設定し、遮断弁の通電開始からその遅延時間の経過後（メインバルブが開くと予想される時間の経過後）にガス燃料噴射を開始する技術が記載されている。   In order to solve such a problem, the following Patent Document 1 discloses a shutoff valve in accordance with a fuel pressure upstream of the shutoff valve (first fuel pressure) and a fuel pressure downstream of the regulator (second fuel pressure). Set the delay time from the start of energization to the start of gas fuel injection, and start the gas fuel injection after the delay time elapses from the start of energization of the shutoff valve (after the time when the main valve is expected to open) The technology to do is described.

特開２０１１−２０２６１５号公報JP 2011-202615 A

上記従来技術では、遮断弁の通電開始から遅延時間の経過を待ってガス燃料噴射によるエンジン始動を行うため、ユーザから観るとイグニションオン操作から運転準備が完了するまでの時間が長くなり、ユーザに不快感を与える要因となる。特に、ガスタンク内のガス燃料残量が少ない状態で遮断弁を閉じてエンジンを停止し、ガスタンクへのガス燃料充填後にガス燃料でのエンジン始動を行う場合、遮断弁の通電開始時点における遮断弁の上流側と下流側の差圧が著しく大きくなるため、設定される遅延時間がより一層長くなる。   In the above prior art, since the engine is started by gas fuel injection after the delay time has elapsed since the start of energization of the shutoff valve, it takes a long time from the ignition-on operation to the completion of operation preparation when viewed from the user. It becomes a factor giving discomfort. In particular, when shutting off the shut-off valve with the gas fuel remaining in the gas tank low and stopping the engine, and starting the engine with gas fuel after filling the gas tank with gas fuel, Since the differential pressure between the upstream side and the downstream side is significantly increased, the set delay time is further increased.

本発明は、上述した事情に鑑みてなされたものであり、いわゆるキックパイロット構造の遮断弁を用いた場合において、気体燃料によるエンジン始動時にユーザに不快感を与えることなく、燃料供給不足によるエンジン失火を回避することの可能な燃料噴射システムを提供することを目的とする。  The present invention has been made in view of the above-described circumstances. When a so-called kick pilot structure shut-off valve is used, the engine misfire due to insufficient fuel supply without causing discomfort to the user when starting the engine with gaseous fuel. It is an object of the present invention to provide a fuel injection system capable of avoiding the above.

上記目的を達成するために、本発明では、燃料噴射システムに係る第１の解決手段として、液体燃料タンクから液体燃料の供給を受ける液体燃料噴射弁と、気体燃料タンクからレギュレータを介して気体燃料の供給を受ける気体燃料噴射弁と、前記気体燃料タンクから前記レギュレータに至る気体燃料配管に介挿され、通電時に先行して開弁する第１の弁体及びその開弁後に上流下流間の差圧低下によって開弁する第２の弁体を有する遮断弁と、前記液体燃料噴射弁、前記気体燃料噴射弁及び前記遮断弁の通電制御を行う制御装置と、を備えた燃料噴射システムであって、前記遮断弁から前記レギュレータに至る気体燃料配管の圧力を高圧配管圧力として検出し、その検出結果を示す信号を前記制御装置に出力する圧力センサを備え、前記制御装置は、前記気体燃料によるエンジン始動時において、前記遮断弁への通電を開始すると共に前記気体燃料噴射弁の通電制御による気体燃料噴射を開始し、前記遮断弁の通電開始以降、前記圧力センサの出力信号から認識した前記高圧配管圧力に基づいて、前記気体燃料タンクに前記気体燃料が充填済みであると判断した後、前記第２の弁体が開弁していないと判断した場合に、前記液体燃料噴射弁の通電制御による液体燃料噴射に切替える、という手段を採用する。  In order to achieve the above object, in the present invention, as a first solution means for a fuel injection system, a liquid fuel injection valve that receives supply of liquid fuel from a liquid fuel tank, and a gas fuel from a gas fuel tank via a regulator Between the gas fuel injection valve that is supplied with the gas, the first valve body that is inserted in the gas fuel piping from the gas fuel tank to the regulator, and opens in advance when energized, and the difference between the upstream and downstream after the valve opening A fuel injection system comprising: a shutoff valve having a second valve body that opens due to a pressure drop; and a control device that controls energization of the liquid fuel injection valve, the gaseous fuel injection valve, and the shutoff valve. A pressure sensor that detects a pressure of the gaseous fuel pipe from the shutoff valve to the regulator as a high-pressure pipe pressure, and outputs a signal indicating the detection result to the control device; The apparatus starts energization of the shutoff valve and starts gaseous fuel injection by energization control of the gaseous fuel injection valve at the time of engine start with the gaseous fuel. After determining that the gaseous fuel has been filled in the gaseous fuel tank based on the high-pressure piping pressure recognized from the output signal, when determining that the second valve element is not opened, A means of switching to liquid fuel injection by energization control of the liquid fuel injection valve is adopted.

また、本発明では、燃料噴射システムに係る第２の解決手段として、上記第１の解決手段において、前記制御装置は、前記遮断弁の通電開始時点での前記高圧配管圧力が閾値以下の場合に、前記遮断弁の通電開始以降、前記高圧配管圧力が前記遮断弁の通電開始時点の値から所定値以上上昇したかを監視し、前記所定値以上上昇した場合に前記気体燃料タンクに前記気体燃料が充填済みであると判断する、という手段を採用する。  Further, in the present invention, as a second solving means relating to the fuel injection system, in the first solving means, the control device may be configured such that the high-pressure piping pressure at the start of energization of the shutoff valve is equal to or less than a threshold value. After the start of energization of the shut-off valve, it is monitored whether the high-pressure pipe pressure has risen by a predetermined value or more from the value at the start of energization of the shut-off valve. Is adopted to determine that is filled.

また、本発明では、燃料噴射システムに係る第３の解決手段として、上記第１または第２の解決手段において、前記制御装置は、前記気体燃料タンクに前記気体燃料が充填済みであると判断した後、前記高圧配管圧力が一定以上の傾きで下降した場合に、前記第２の弁体が開弁していないと判断する、という手段を採用する。  In the present invention, as the third solving means relating to the fuel injection system, in the first or second solving means, the control device determines that the gaseous fuel has been filled in the gaseous fuel tank. Thereafter, when the high-pressure piping pressure drops with a certain inclination or more, a means is adopted in which it is determined that the second valve body is not opened.

また、本発明では、燃料噴射システムに係る第４の解決手段として、上記第１〜第３のいずれか１つの解決手段において、前記制御装置は、前記液体燃料噴射弁の通電制御による液体燃料噴射に切替えた後、前記高圧配管圧力が前記液体燃料噴射に切替えた時点の値から上昇して安定化した場合に、前記第２の弁体が開弁したと判断して前記気体燃料噴射弁の通電制御による気体燃料噴射に再度切替える、という手段を採用する。  In the present invention, as a fourth solving means related to the fuel injection system, in any one of the first to third solving means, the control device is configured to perform liquid fuel injection by energization control of the liquid fuel injection valve. When the pressure of the high-pressure pipe rises and stabilizes from the value at the time of switching to the liquid fuel injection, it is determined that the second valve body has opened and the gas fuel injection valve A means of switching again to gaseous fuel injection by energization control is adopted.

また、本発明では、燃料噴射システムに係る第５の解決手段として、上記第１〜第４のいずれか１つの解決手段において、前記制御装置は、エンジン回転数が所定値以下の場合に前記エンジン始動時と判断して、前記遮断弁への通電を開始すると共に前記気体燃料噴射弁の通電制御による気体燃料噴射を開始する、という手段を採用する。   Further, in the present invention, as a fifth solving means relating to the fuel injection system, in any one of the first to fourth solving means, the control device is configured such that the engine speed is less than or equal to a predetermined value. A means is adopted in which it is determined at the time of start that the energization to the shutoff valve is started and the gas fuel injection by the energization control of the gas fuel injection valve is started.

また、本発明では、燃料噴射システムに係る第６の解決手段として、上記第１〜第５のいずれか１つの解決手段において、前記制御装置は、前記液体燃料噴射弁の通電時間を規定する第１パルス信号を出力する第１制御装置と、液体燃料噴射時には前記第１制御装置から入力される前記第１パルス信号を前記液体燃料噴射弁に出力する一方、気体燃料噴射時には前記第１パルス信号を基に前記気体燃料噴射弁の通電時間を規定する第２パルス信号を生成して前記気体燃料噴射弁に出力する第２制御装置と、を含み、前記第２制御装置が、前記気体燃料によるエンジン始動時において、前記遮断弁への通電を開始すると共に前記第２パルス信号を前記気体燃料噴射弁に出力することで前記気体燃料噴射を開始し、前記遮断弁の通電開始以降、前記圧力センサの出力信号から認識した前記高圧配管圧力に基づいて、前記気体燃料タンクに前記気体燃料が充填済みであると判断した後、前記第２の弁体が開弁していないと判断した場合に、前記第２パルス信号の出力を停止して前記第１パルス信号を前記液体燃料噴射弁に出力することで前記液体燃料噴射に切替える、という手段を採用する。   Further, in the present invention, as a sixth solving means relating to the fuel injection system, in any one of the first to fifth solving means, the control device defines the energization time of the liquid fuel injection valve. A first control device that outputs a one-pulse signal, and the first pulse signal that is input from the first control device during liquid fuel injection is output to the liquid fuel injection valve, while the first pulse signal is output during gaseous fuel injection. And a second control device that generates a second pulse signal that defines the energization time of the gaseous fuel injection valve and outputs the second pulse signal to the gaseous fuel injection valve, and the second control device uses the gaseous fuel. At the time of engine start, energization to the shutoff valve is started and the second pulse signal is output to the gaseous fuel injection valve to start the gaseous fuel injection. When it is determined that the second valve element is not opened after determining that the gaseous fuel has been filled in the gaseous fuel tank based on the high-pressure piping pressure recognized from the output signal of the pressure sensor In addition, means for stopping the output of the second pulse signal and switching the liquid fuel injection by outputting the first pulse signal to the liquid fuel injection valve is adopted.

本発明では、気体燃料によるエンジン始動時において、いわゆるキックパイロット構造の遮断弁への通電を開始すると共に気体燃料噴射弁の通電制御による気体燃料噴射を開始するので、イグニションオン操作から運転準備が完了するまでの時間が短くなり、ユーザに不快感を与えることを防止できる。
また、本発明では、遮断弁の通電開始以降、高圧配管圧力を基に気体燃料タンクに気体燃料が充填済みである（つまり、遮断弁の上流側と下流側の差圧が著しく大きく、燃料供給不足によるエンジン失火の発生可能性が高い）と判断した後、遮断弁の第２の弁体が開弁していないと判断した場合に、液体燃料噴射弁の通電制御による液体燃料噴射に切替えるので、遮断弁の第２の弁体が開弁しなくともエンジンに燃料（液体燃料）が供給されてエンジン失火を回避することができる。
従って、本発明によれば、いわゆるキックパイロット構造の遮断弁を用いた場合において、気体燃料によるエンジン始動時にユーザに不快感を与えることなく、燃料供給不足によるエンジン失火を回避することが可能となる。 In the present invention, at the time of engine start with gaseous fuel, energization to the so-called kick pilot structure shut-off valve is started and gaseous fuel injection by energization control of the gaseous fuel injection valve is started, so preparation for operation is completed from the ignition-on operation. It is possible to prevent the user from feeling uncomfortable by shortening the time required to do so.
Further, in the present invention, the gas fuel tank has been filled with gaseous fuel based on the high-pressure piping pressure since the start of energization of the shut-off valve (that is, the differential pressure between the upstream side and the downstream side of the shut-off valve is extremely large, When it is determined that the second valve body of the shutoff valve is not opened after the determination that the engine misfire due to the shortage is high), the liquid fuel injection is switched to the liquid fuel injection by the energization control of the liquid fuel injection valve. Even if the second valve body of the shut-off valve does not open, fuel (liquid fuel) is supplied to the engine, and engine misfire can be avoided.
Therefore, according to the present invention, when a so-called kick pilot structure shut-off valve is used, engine misfire due to insufficient fuel supply can be avoided without causing discomfort to the user when starting the engine with gaseous fuel. .

本実施形態に係る燃料噴射システムＡの概略構成図である。It is a schematic structure figure of fuel injection system A concerning this embodiment. ２ｎｄ−ＥＣＵ４が、ガス噴射モード時に一定周期で繰り返し実施するガス燃料始動制御の処理手順を示すフローチャートである。It is a flowchart which shows the process sequence of gas fuel starting control which 2nd-ECU4 repeatedly implements with a fixed period at the time of gas injection mode. ユーザによるイグニションオン操作以降における、ガス燃料消費量と、エンジン回転数と、高圧配管圧力Ｐｆ０との時間的変化を示したタイミングチャートである。6 is a timing chart showing temporal changes in gas fuel consumption, engine speed, and high-pressure piping pressure Pf0 after an ignition-on operation by a user.

以下、本発明の一実施形態について、図面を参照しながら説明する。
図１は、本実施形態に係る燃料噴射システムＡの概略構成図である。この燃料噴射システムＡは、液体燃料（例えばガソリン）と気体燃料（例えば圧縮天然ガス）とを選択的に切替えて単一エンジン（図示省略）に供給するバイフューエルシステムであり、液体燃料供給系１と、気体燃料供給系２と、１ｓｔ−ＥＣＵ（Electronic Control Unit）３と、２ｎｄ−ＥＣＵ４と、燃料切替スイッチ５とから構成されている。 Hereinafter, an embodiment of the present invention will be described with reference to the drawings.
FIG. 1 is a schematic configuration diagram of a fuel injection system A according to the present embodiment. The fuel injection system A is a bi-fuel system that selectively switches between liquid fuel (for example, gasoline) and gaseous fuel (for example, compressed natural gas) and supplies it to a single engine (not shown). And a gaseous fuel supply system 2, a 1st-ECU (Electronic Control Unit) 3, a 2nd-ECU 4, and a fuel changeover switch 5.

液体燃料供給系１は、ガソリンタンク１１（液体燃料タンク）と、ガソリン供給パイプ１２と、ガソリンインジェクタ１３（液体燃料噴射弁）とから構成されている。ガソリンタンク１１は、液体燃料としてガソリンを貯蔵する耐腐食性容器であり、ガソリンを吸い上げてガソリン供給パイプ１２へ送出するポンプ及びレギュレータ（図示省略）などを内蔵している。  The liquid fuel supply system 1 includes a gasoline tank 11 (liquid fuel tank), a gasoline supply pipe 12, and a gasoline injector 13 (liquid fuel injection valve). The gasoline tank 11 is a corrosion-resistant container that stores gasoline as liquid fuel, and has a built-in pump and regulator (not shown) that sucks the gasoline and sends it to the gasoline supply pipe 12.

ガソリン供給パイプ１２は、ガソリンタンク１１からガソリンインジェクタ１３へガソリンを配送するための配管である。ガソリンインジェクタ１３は、例えばエンジンの吸気ポートに向けて噴射口が露出するように吸気管に装着された電磁弁（例えばソレノイドバルブ等）であり、２ｎｄ−ＥＣＵ４から入力されるガソリンパルス信号に応じて所定量のガソリンを噴射する。  The gasoline supply pipe 12 is a pipe for delivering gasoline from the gasoline tank 11 to the gasoline injector 13. The gasoline injector 13 is an electromagnetic valve (for example, a solenoid valve) mounted on the intake pipe so that the injection port is exposed toward the intake port of the engine, for example, and corresponds to a gasoline pulse signal input from the 2nd-ECU 4. A predetermined amount of gasoline is injected.

気体燃料供給系２は、ガスタンク２１（気体燃料タンク）と、高圧ガス供給パイプ２２と、遮断弁２３と、レギュレータ２４と、低圧ガス供給パイプ２５と、ガスインジェクタ２６（気体燃料噴射弁）と、圧力センサ２７とから構成されている。  The gaseous fuel supply system 2 includes a gas tank 21 (gaseous fuel tank), a high pressure gas supply pipe 22, a shutoff valve 23, a regulator 24, a low pressure gas supply pipe 25, a gas injector 26 (gaseous fuel injection valve), And a pressure sensor 27.

ガスタンク２１は、気体燃料として圧縮天然ガス（ＣＮＧ）が充填された高耐圧容器である。高圧ガス供給パイプ２２は、ガスタンク２１からレギュレータ２４へ高圧のガス燃料を配送するための高耐圧配管である。遮断弁２３は、ガスタンク２１からレギュレータ２４に至る気体燃料配管、つまり高圧ガス供給パイプ２２に介挿されたキックパイロット構造の遮断弁であり、２ｎｄ−ＥＣＵ４から入力される遮断弁駆動信号に応じて開弁動作及び閉弁動作を行うことで、ガスタンク２１からのガス燃料の供給開始と停止を切替える役割を担っている。  The gas tank 21 is a high pressure vessel filled with compressed natural gas (CNG) as gaseous fuel. The high-pressure gas supply pipe 22 is a high-pressure pipe for delivering high-pressure gas fuel from the gas tank 21 to the regulator 24. The shut-off valve 23 is a shut-off valve having a kick pilot structure inserted in a gas fuel pipe extending from the gas tank 21 to the regulator 24, that is, a high-pressure gas supply pipe 22, according to a shut-off valve drive signal input from the 2nd-ECU 4. By performing the valve opening operation and the valve closing operation, it plays a role of switching the start and stop of the supply of gas fuel from the gas tank 21.

なお、このようなキックパイロット構造の遮断弁２３は、通電時に先行して開弁するパイロットバルブ（第１の弁体）と、その開弁後に上流下流間の差圧低下によって開弁するメインバルブ（第２の弁体）とを有している（特開２０１１−２０２６１５号公報の段落０００５〜０００７及び図１２参照）。  The shut-off valve 23 having such a kick pilot structure includes a pilot valve (first valve body) that opens in advance when energized, and a main valve that opens after the valve is opened due to a difference in pressure difference between upstream and downstream. (Refer to paragraphs 0005 to 0007 and FIG. 12 of JP 2011-202615 A).

レギュレータ２４は、遮断弁２３の下流側に配置された減圧弁であり、遮断弁２３の開弁時にガスタンク２１から供給される高圧のガス燃料を所望の圧力まで減圧して低圧ガス供給パイプ２５へ送出する。低圧ガス供給パイプ２５は、レギュレータ２４からガスインジェクタ２６へ低圧のガス燃料を配送するための低耐圧配管である。ガスインジェクタ２６は、例えばエンジンの吸気ポートに向けて噴射口が露出するように吸気管に装着された電磁弁であり、２ｎｄ−ＥＣＵ４から入力されるガスパルス信号に応じて所定量のガス燃料を噴射する。  The regulator 24 is a pressure reducing valve disposed on the downstream side of the shutoff valve 23, and decompresses the high pressure gas fuel supplied from the gas tank 21 to a desired pressure when the shutoff valve 23 is opened to the low pressure gas supply pipe 25. Send it out. The low-pressure gas supply pipe 25 is a low-pressure piping for delivering low-pressure gas fuel from the regulator 24 to the gas injector 26. The gas injector 26 is an electromagnetic valve attached to the intake pipe so that, for example, the injection port is exposed toward the intake port of the engine, and injects a predetermined amount of gas fuel according to a gas pulse signal input from the 2nd-ECU 4. To do.

圧力センサ２７は、遮断弁２３の下流側であって且つレギュレータ２４の上流側、つまり遮断弁２３からレギュレータ２４に至る高圧ガス供給パイプ２２の圧力を高圧配管圧力Ｐｆ０として検出し、その検出結果を示す信号を２ｎｄ−ＥＣＵ４に出力する。  The pressure sensor 27 detects the pressure of the high-pressure gas supply pipe 22 downstream of the shut-off valve 23 and upstream of the regulator 24, that is, from the shut-off valve 23 to the regulator 24 as the high-pressure pipe pressure Pf0, and the detection result is The signal shown is output to the 2nd-ECU 4.

１ｓｔ−ＥＣＵ３（第１制御装置）は、各種センサ（図示省略）から入力されるエンジン運転状態を示す各種センサ信号に基づいてガソリン噴射量を算出すると共に、そのガソリン噴射量を得るために必要なガソリンインジェクタ１３の通電時間（以下、ガソリンインジェクタ通電時間と称す）を算出し、パルス幅がガソリンインジェクタ通電時間に設定されたガソリンパルス信号（液体燃料噴射弁の通電時間を規定する第１パルス信号）を生成して２ｎｄ−ＥＣＵ４に出力する。  The 1st-ECU 3 (first control device) calculates the gasoline injection amount based on various sensor signals indicating engine operation states input from various sensors (not shown), and is necessary for obtaining the gasoline injection amount. Gasoline pulse signal (first pulse signal that defines the energization time of the liquid fuel injection valve) in which the energization time of the gasoline injector 13 (hereinafter referred to as the gasoline injector energization time) is calculated and the pulse width is set to the gasoline injector energization time. Is output to the 2nd-ECU 4.

２ｎｄ−ＥＣＵ４（第２制御装置）は、圧力センサ２７の出力信号と、１ｓｔ−ＥＣＵ３から出力されるガソリンパルス信号と、燃料切替スイッチ５から入力される燃料切替信号とに基づいて、ガソリンインジェクタ１３、ガスインジェクタ２６及び遮断弁２３の通電制御を行う。この２ｎｄ−ＥＣＵ４は、燃料切替スイッチ５から入力される燃料切替信号を基に使用燃料としてガソリンが選択されていると認識した場合にはガソリン噴射モードとなる一方、使用燃料としてガス燃料が選択されていると認識した場合にはガス燃料噴射モードとなる。  The 2nd-ECU 4 (second control device) is connected to the gasoline injector 13 based on the output signal of the pressure sensor 27, the gasoline pulse signal output from the 1st-ECU 3, and the fuel switching signal input from the fuel selector switch 5. Then, energization control of the gas injector 26 and the shutoff valve 23 is performed. When the 2nd-ECU 4 recognizes that gasoline is selected as the fuel to be used based on the fuel switching signal input from the fuel selector switch 5, the 2nd-ECU 4 enters the gasoline injection mode, while the gas fuel is selected as the fuel to be used. When it is recognized that the gas fuel injection is in progress, the gas fuel injection mode is set.

２ｎｄ−ＥＣＵ４は、ガソリン噴射モード時において、１ｓｔ−ＥＣＵ３から入力されるガソリンパルス信号をそのままガソリンインジェクタ１３に出力する。また、２ｎｄ−ＥＣＵ４は、ガス燃料噴射モード時において、遮断弁２３を開弁させてガスタンク２１からガスインジェクタ２６へのガス燃料の供給を開始すると共に、１ｓｔ−ＥＣＵ３から入力されるガソリンパルス信号に基づいてガスインジェクタ２６の通電時間（以下、ガスインジェクタ通電時間と称す）を算出し、パルス幅がガスインジェクタ通電時間に設定されたガスパルス信号（気体燃料噴射弁の通電時間を規定する第２パルス信号）を生成してガスインジェクタ２６に出力する。  The 2nd-ECU 4 outputs the gasoline pulse signal input from the 1st-ECU 3 to the gasoline injector 13 as it is in the gasoline injection mode. Further, in the gas fuel injection mode, the 2nd-ECU 4 opens the shut-off valve 23 to start the supply of gas fuel from the gas tank 21 to the gas injector 26 and outputs a gasoline pulse signal input from the 1st-ECU 3. On the basis of this, the energization time of the gas injector 26 (hereinafter referred to as the gas injector energization time) is calculated, and a gas pulse signal whose pulse width is set to the gas injector energization time (second pulse signal defining the energization time of the gas fuel injection valve) ) And output to the gas injector 26.

さらに、詳細は後述するが、２ｎｄ−ＥＣＵ４は、本実施形態における特徴的な機能として、ガス燃料によるエンジン始動時において、遮断弁２３への通電を開始すると共にガスインジェクタ２６の通電制御によるガス燃料噴射を開始し、遮断弁２３の通電開始以降、圧力センサ２７の出力信号から認識した高圧配管圧力Ｐｆ０に基づいて、ガスタンク２１にガス燃料が充填済みであると判断した後、遮断弁２３のメインバルブが開弁していないと判断した場合に、ガソリンインジェクタ１３の通電制御によるガソリン噴射に切替える機能を有している。  Further, as will be described later in detail, the 2nd-ECU 4 starts the energization of the shutoff valve 23 and the gas fuel by the energization control of the gas injector 26 at the time of engine start by the gas fuel as a characteristic function in the present embodiment. After the injection is started and the energization of the shutoff valve 23 is started, it is determined that the gas tank 21 has been filled with gas fuel based on the high pressure piping pressure Pf0 recognized from the output signal of the pressure sensor 27, and then the main of the shutoff valve 23 is When it is determined that the valve is not opened, it has a function of switching to gasoline injection by energization control of the gasoline injector 13.

燃料切替スイッチ５は、ユーザの手動操作によって燃料の切替えを可能とするスイッチであり、そのスイッチの状態、つまり使用燃料としてガソリンが選択されているのか、或いはガスが選択されているのかを示す燃料切替信号を２ｎｄ−ＥＣＵ４に出力する。  The fuel change-over switch 5 is a switch that enables the fuel to be changed by a manual operation of the user, and indicates the state of the switch, that is, a fuel that indicates whether gasoline is selected as the fuel to be used or whether gas is selected. A switching signal is output to the 2nd-ECU 4.

次に、上記のように構成された燃料噴射システムＡの動作、特にガス燃料によるエンジン始動時の動作について説明する。
ユーザによるイグニションオン操作によって、バッテリから電源電圧が供給されると、１ｓｔ−ＥＣＵ３及び２ｎｄ−ＥＣＵ４が起動する。２ｎｄ−ＥＣＵ４は、起動後に燃料切替スイッチ５から入力される燃料切替信号に基づいて、使用燃料としてガス燃料が選択されていると認識するとガス燃料噴射モードとなる。 Next, the operation of the fuel injection system A configured as described above, particularly the operation when starting the engine with gas fuel will be described.
When the power supply voltage is supplied from the battery by the ignition-on operation by the user, the 1st-ECU 3 and the 2nd-ECU 4 are activated. When the 2nd-ECU 4 recognizes that the gas fuel is selected as the fuel to be used based on the fuel switching signal input from the fuel switching switch 5 after the activation, the 2nd-ECU 4 enters the gas fuel injection mode.

一方、１ｓｔ−ＥＣＵ３は、起動後に、燃料切替スイッチ５の状態に関係なく、エンジン運転状態に応じたガソリンパルス信号を２ｎｄ−ＥＣＵ４に出力する。４サイクルエンジンの場合、クランク軸が２回転する間に１回の燃料噴射を実施する必要があるので、クランク軸が２回転する毎に、１ｓｔ−ＥＣＵ３から２ｎｄ−ＥＣＵ４へガソリンパルス信号が１回出力されることになる。  On the other hand, the 1st-ECU 3 outputs a gasoline pulse signal corresponding to the engine operating state to the 2nd-ECU 4 after activation, regardless of the state of the fuel switch 5. In the case of a four-cycle engine, it is necessary to perform fuel injection once while the crankshaft rotates twice. Therefore, every time the crankshaft rotates twice, a gasoline pulse signal is sent from the 1st-ECU 3 to the 2nd-ECU 4 once. Will be output.

図２は、２ｎｄ−ＥＣＵ４が、ガス燃料噴射モード時に実施するガス燃料始動制御の処理手順を示すフローチャートである。図３は、ユーザによるイグニションオン操作以降における、ガス燃料消費量と、エンジン回転数と、高圧配管圧力Ｐｆ０との時間的変化を示したタイミングチャートである。  FIG. 2 is a flowchart showing the procedure of gas fuel start control performed by the 2nd-ECU 4 in the gas fuel injection mode. FIG. 3 is a timing chart showing temporal changes in gas fuel consumption, engine speed, and high-pressure piping pressure Pf0 after the ignition-on operation by the user.

図２に示すように、２ｎｄ−ＥＣＵ４は、ガス燃料始動制御を開始すると、まず、エンジン回転数に基づいてエンジン始動時か否かを判断する（ステップＳ１）。ここで、不図示のクランクセンサから出力されるクランクパルス信号（クランク軸が所定角度回転するのに要する時間を１周期とするパルス信号）が２ｎｄ−ＥＣＵ４に入力されており（図１参照）、２ｎｄ−ＥＣＵ４は、このクランクパルス信号からエンジン回転数を算出する。そして、２ｎｄ−ＥＣＵ４は、エンジン回転数が所定値以下（例えば４００ｒｐｍ以下）の場合にエンジン始動時であると判断する。  As shown in FIG. 2, when the 2nd-ECU 4 starts the gas fuel start control, it first determines whether or not the engine is starting based on the engine speed (step S1). Here, a crank pulse signal output from a crank sensor (not shown) (a pulse signal having a period required for the crankshaft to rotate by a predetermined angle) is input to the 2nd-ECU 4 (see FIG. 1). The 2nd-ECU 4 calculates the engine speed from this crank pulse signal. And 2nd-ECU4 judges that it is at the time of engine starting, when an engine speed is below a predetermined value (for example, 400 rpm or less).

２ｎｄ−ＥＣＵ４は、上記ステップＳ１にて「Ｙｅｓ」の場合（つまりエンジン始動時であると判断した場合）、遮断弁２３への通電を開始すると共にガスインジェクタ２６の通電制御によるガス燃料噴射を開始し（つまり１ｓｔ−ＥＣＵ３からガソリンパルス信号が入力される度にガスパルス信号を生成してガスインジェクタ２６に出力することでガス燃料噴射を開始し）、遮断弁２３の通電開始時点（図３の時刻ｔ１参照）での高圧配管圧力Ｐｆ０が閾値（例えば４ＭＰａ）以下か否かを判断する（ステップＳ２）。  The 2nd-ECU 4 starts energization to the shutoff valve 23 and starts gas fuel injection by energization control of the gas injector 26 when “Yes” is determined in step S1 (that is, when it is determined that the engine is started). (In other words, each time a gasoline pulse signal is input from the 1st-ECU 3, a gas pulse signal is generated and output to the gas injector 26 to start gas fuel injection), and the energization start time of the shutoff valve 23 (time of FIG. 3). It is determined whether or not the high-pressure piping pressure Pf0 at t1) is equal to or lower than a threshold value (for example, 4 MPa) (step S2).

ここで、前述のように、ガスタンク２１内のガス燃料残量が少ない状態で遮断弁２３を閉じてエンジンを停止し、ガスタンク２１へのガス燃料充填後にガス燃料でのエンジン始動を行う場合、遮断弁２３の通電開始時点における遮断弁２３の上流側と下流側の差圧が著しく大きくなる。つまり、遮断弁２３の通電開始時点では、遮断弁２３の上流側の圧力は、ガス燃料充填後のガスタンク２１内の圧力と等しいが、遮断弁２３の下流側の圧力（高圧配管圧力Ｐｆ０）は、前回、エンジン停止した時のガス燃料残量が少ない状態でのガスタンク２１内の圧力と等しい。  Here, as described above, when the gas fuel in the gas tank 21 is low, the shut-off valve 23 is closed to stop the engine, and after the gas fuel is filled in the gas tank 21, the engine is started with gas fuel. The differential pressure between the upstream side and the downstream side of the shut-off valve 23 at the start of energization of the valve 23 is significantly increased. That is, at the start of energization of the shut-off valve 23, the pressure on the upstream side of the shut-off valve 23 is equal to the pressure in the gas tank 21 after gas fuel filling, but the pressure on the downstream side of the shut-off valve 23 (high-pressure piping pressure Pf0) is This is equal to the pressure in the gas tank 21 when the remaining amount of gas fuel is low when the engine is stopped last time.

遮断弁２３の通電を開始すると、パイロットバルブが先行して開弁するが、遮断弁２３の通電直後では、上記のように遮断弁２３の上流側と下流側の差圧が大きいため、メインバルブは開弁しない。このような状態でメインバルブが開弁する前にガス燃料噴射を開始する（特にエンジン始動直後からユーザがアクセル全開操作を行うなど）と、遮断弁２３の上流下流間の差圧が一向に低下せず、メインバルブが閉弁状態のままとなり、ガス燃料の供給不足に陥る虞（エンジン失火の虞）がある。   When energization of the shut-off valve 23 is started, the pilot valve is opened in advance. However, immediately after energization of the shut-off valve 23, the differential pressure between the upstream side and the downstream side of the shut-off valve 23 is large as described above. Does not open. If gas fuel injection is started before the main valve opens in such a state (especially when the user fully opens the accelerator immediately after the engine is started), the differential pressure between the upstream and downstream of the shutoff valve 23 decreases. Therefore, the main valve may remain closed and there may be a shortage of gas fuel supply (the risk of engine misfire).

上記ステップＳ２において遮断弁２３の通電開始時点での高圧配管圧力Ｐｆ０が閾値以下か否かを判断する理由は、今回のエンジン始動前にガスタンク２１にガス燃料が充填された可能性があるかを確認するためである。ガスタンク２１にガス燃料が充填された可能性があれば（高圧配管圧力Ｐｆ０が閾値以下であれば）、上記のように燃料供給不足によるエンジン失火が発生する可能性があるので、以下で説明するようなエンジン失火防止用の処理（ガソリン噴射への切替え）を実施する必要がある。   The reason why it is determined in step S2 whether the high-pressure piping pressure Pf0 at the start of energization of the shutoff valve 23 is equal to or less than the threshold value is whether there is a possibility that the gas tank 21 has been filled with gas fuel before the engine is started this time. This is to confirm. If there is a possibility that the gas tank 21 is filled with gaseous fuel (if the high-pressure piping pressure Pf0 is equal to or lower than the threshold value), there is a possibility that the engine misfire occurs due to insufficient fuel supply as described above. It is necessary to carry out such an engine misfire prevention process (switching to gasoline injection).

ただし、ステップＳ２の処理だけでは、あくまでガスタンク２１にガス燃料が充填された可能性があることしか判断できず、ガスタンク２１にガス燃料が確実に充填されたと断定することはできない。なぜなら、ガスタンク２１にガス燃料を充填した後にガス燃料でのエンジン始動を行う場合と、ガスタンク２１にガス燃料を充填せずにガス燃料でのエンジン始動を行う場合とでは、遮断弁２３の通電開始時点での高圧配管圧力Ｐｆ０は同じだからである。   However, only the process of step S2 can only determine that the gas tank 21 may be filled with gas fuel, and cannot determine that the gas tank 21 is reliably filled with gas fuel. This is because when the engine is started with gas fuel after the gas tank 21 is filled with gas fuel and when the engine is started with gas fuel without filling the gas tank 21 with gas fuel, the shutoff valve 23 starts energization. This is because the high-pressure piping pressure Pf0 at the time is the same.

そこで、２ｎｄ−ＥＣＵ４は、上記ステップＳ２にて「Ｙｅｓ」の場合、つまり遮断弁２３の通電開始時点での高圧配管圧力Ｐｆ０が閾値以下の場合（ガスタンク２１にガス燃料が充填された可能性がある場合）、遮断弁２３の通電開始以降、高圧配管圧力Ｐｆ０が遮断弁２３の通電開始時点の値から所定値以上上昇したかを監視する（ステップＳ３）。   Therefore, the 2nd-ECU 4 determines “Yes” in step S2, that is, if the high-pressure piping pressure Pf0 at the start of energization of the shutoff valve 23 is equal to or lower than the threshold value (the gas tank 21 may be filled with gas fuel). If there is, after the start of energization of the shut-off valve 23, it is monitored whether the high-pressure pipe pressure Pf0 has increased by a predetermined value or more from the value at the start of energization of the shut-off valve 23 (step S3).

ガスタンク２１にガス燃料を充填した後にガス燃料でのエンジン始動を行った場合、遮断弁２３の通電開始以降、パイロットバルブは開いているので、高圧配管圧力Ｐｆ０は遮断弁２３の通電開始時点の値から上昇するはずである（図３の時刻ｔ１以降参照）。つまり、２ｎｄ−ＥＣＵ４は、遮断弁２３の通電開始以降、高圧配管圧力Ｐｆ０が遮断弁２３の通電開始時点の値から所定値以上上昇した場合に、初めて、ガスタンク２１にガス燃料が充填済みであると判断するのである。   When the gas fuel is filled in the gas tank 21 and the engine is started with gas fuel, since the pilot valve is open after the start of energization of the shutoff valve 23, the high-pressure piping pressure Pf0 is a value at the time of start of energization of the shutoff valve 23. (See after time t1 in FIG. 3). That is, after the energization of the shutoff valve 23 is started, the 2nd-ECU 4 is filled with gas fuel in the gas tank 21 for the first time only when the high-pressure pipe pressure Pf0 increases by a predetermined value or more from the value at the start of energization of the shutoff valve 23 It is judged.

続いて、２ｎｄ−ＥＣＵ４は、上記ステップＳ３にて「Ｙｅｓ」の場合、つまり高圧配管圧力Ｐｆ０が遮断弁２３の通電開始時点の値から所定値以上上昇してガスタンク２１にガス燃料が充填済みであると判断した場合（図３の時刻ｔ２参照）、高圧配管圧力Ｐｆ０が一定以上の傾きで下降したかを監視する（ステップＳ４）。   Subsequently, in the case of “Yes” in step S <b> 3, that is, the 2nd-ECU 4, that is, the high-pressure piping pressure Pf <b> 0 has increased by a predetermined value or more from the value at the start of energization of the shut-off valve 23, If it is determined that there is any (see time t2 in FIG. 3), it is monitored whether the high-pressure piping pressure Pf0 has fallen with a certain slope or more (step S4).

上記のように、ガスタンク２１にガス燃料が充填済みである場合には、遮断弁２３の通電開始以降、高圧配管圧力Ｐｆ０は遮断弁２３の通電開始時点の値から上昇するはずであるが、その後、メインバルブが開弁する前に、例えばエンジン始動直後からユーザがアクセル全開操作を行うなどして、ガスインジェクタ２６から大量のガス燃料が噴射されると、高圧配管圧力Ｐｆ０は大きな傾きで下降するため、結局、遮断弁２３の上流下流間の差圧が低下せず、メインバルブは開弁しない（図３の時刻ｔ２以降参照）。   As described above, when the gas tank 21 is already filled with gas fuel, the high-pressure pipe pressure Pf0 should increase from the value at the start of energization of the shut-off valve 23 after the start of energization of the shut-off valve 23. When a large amount of gas fuel is injected from the gas injector 26, for example, when the user fully opens the accelerator immediately after starting the engine before the main valve opens, the high pressure piping pressure Pf0 decreases with a large inclination. Therefore, eventually, the differential pressure between the upstream and downstream of the shutoff valve 23 does not decrease, and the main valve does not open (see time t2 and thereafter in FIG. 3).

つまり、２ｎｄ−ＥＣＵ４は、ガスタンク２１にガス燃料が充填済みであると判断した後、高圧配管圧力Ｐｆ０が一定以上の傾きで下降した場合に、遮断弁２３のメインバルブが開弁していないと判断する。遮断弁２３のメインバルブが開弁しない状態で、ガス燃料噴射を継続すると、燃料供給不足によるエンジン失火が発生する可能性が最大限に高まることになる。   That is, the 2nd-ECU 4 determines that the main valve of the shut-off valve 23 has not been opened when the high pressure piping pressure Pf0 is lowered with a certain inclination after determining that the gas tank 21 has been filled with gas fuel. to decide. If gas fuel injection is continued in a state where the main valve of the shutoff valve 23 is not opened, the possibility of engine misfire due to insufficient fuel supply is maximized.

そこで、２ｎｄ−ＥＣＵ４は、上記ステップＳ４にて「Ｙｅｓ」の場合、つまり高圧配管圧力Ｐｆ０が一定以上の傾きで下降した場合、遮断弁２３のメインバルブが開弁していないと判断して（図３の時刻ｔ３参照）、ガソリンインジェクタ１３の通電制御によるガソリン噴射に切替える（ステップＳ５）。   Therefore, the 2nd-ECU 4 determines that the main valve of the shut-off valve 23 is not opened when “Yes” in the above step S4, that is, when the high-pressure piping pressure Pf0 drops with a certain slope or more ( The time is switched to gasoline injection by energization control of the gasoline injector 13 (see time t3 in FIG. 3) (step S5).

つまり、２ｎｄ−ＥＣＵ４は、ガスインジェクタ２６へのガスパルス信号の出力を停止して、１ｓｔ−ＥＣＵ３から入力されるガソリンパルス信号をそのままガソリンインジェクタ１３に出力することにより、ガス燃料噴射からガソリン噴射に切替える。これにより、燃料供給不足によるエンジン失火を回避することができる。   That is, the 2nd-ECU 4 stops the output of the gas pulse signal to the gas injector 26 and outputs the gasoline pulse signal input from the 1st-ECU 3 to the gasoline injector 13 as it is, thereby switching from gas fuel injection to gasoline injection. . Thereby, engine misfire due to insufficient fuel supply can be avoided.

続いて、２ｎｄ−ＥＣＵ４は、上記のようにガソリンインジェクタ１３の通電制御によるガソリン噴射に切替えた後、高圧配管圧力Ｐｆ０がガソリン噴射に切替えた時点の値から上昇して安定化したかを監視する（ステップＳ６）。   Subsequently, the 2nd-ECU 4 monitors whether the high-pressure piping pressure Pf0 has increased from the value at the time of switching to the gasoline injection and then stabilized after switching to the gasoline injection by the energization control of the gasoline injector 13 as described above. (Step S6).

ガス燃料噴射からガソリン噴射に切替えても、遮断弁２３への通電は停止していないので、高圧配管圧力Ｐｆ０はガソリン噴射に切替えた時点の値から徐々に上昇し、最終的には安定化する（遮断弁２３の上流側の圧力と等しくなる）はずである（図３の時刻ｔ３以降参照）。このように、高圧配管圧力Ｐｆ０が安定化した段階で、遮断弁２３のメインバルブは開弁したと判断することができる。このように遮断弁２３のメインバルブが開弁した状態では、もはやガソリン噴射によるエンジン運転を継続する必要はない。   Even when the gas fuel injection is switched to the gasoline injection, the energization to the shutoff valve 23 is not stopped, so the high-pressure piping pressure Pf0 gradually increases from the value at the time of switching to the gasoline injection and finally stabilizes. (It should be equal to the pressure on the upstream side of the shutoff valve 23) (see after time t3 in FIG. 3). Thus, it can be determined that the main valve of the shut-off valve 23 has been opened when the high-pressure pipe pressure Pf0 has stabilized. When the main valve of the shutoff valve 23 is thus opened, it is no longer necessary to continue the engine operation by gasoline injection.

そこで、２ｎｄ−ＥＣＵ４は、上記ステップＳ６にて「Ｎｏ」の場合には、遮断弁２３のメインバルブが未だ開弁していないと判断して、ステップＳ６の処理を繰り返して高圧配管圧力Ｐｆ０の監視を継続するが、上記ステップＳ６にて「Ｙｅｓ」の場合には、遮断弁２３のメインバルブが開弁したと判断して（図３の時刻ｔ４参照）、ガスインジェクタ２６の通電制御によるガス燃料噴射に再度切替える（ステップＳ７）。   Therefore, if “No” in step S6, the 2nd-ECU 4 determines that the main valve of the shutoff valve 23 has not yet been opened, and repeats the process of step S6 to set the high-pressure pipe pressure Pf0. Monitoring is continued, but if “Yes” in step S6, it is determined that the main valve of the shut-off valve 23 has been opened (see time t4 in FIG. 3), and the gas by the energization control of the gas injector 26 is determined. It switches to fuel injection again (step S7).

なお、上記ステップＳ１にて「Ｎｏ」の場合（エンジン始動時ではない場合）、上記ステップＳ２にて「Ｎｏ」の場合（エンジン始動前にガスタンク２１にガス燃料が充填された可能性がない場合）、上記ステップＳ３にて「Ｎｏ」の場合（エンジン始動前にガスタンク２１にガス燃料が充填されなかったと断定できる場合）、或いは、上記ステップＳ４にて「Ｎｏ」の場合（遮断弁２３の通電開始以降、正常にメインバルブが開弁したと判断できる場合）には、ガソリン噴射への切替えを行う必要がない。   In the case of “No” in step S1 (not when the engine is started), in the case of “No” in step S2 (when there is no possibility that the gas tank 21 has been filled with gas fuel before the engine is started). ), If “No” in step S3 (when it can be determined that the gas tank 21 has not been filled with gas fuel before starting the engine), or if “No” in step S4 (energization of the shut-off valve 23) If it can be determined that the main valve has normally opened after the start), there is no need to switch to gasoline injection.

そこで、２ｎｄ−ＥＣＵ４は、上記ステップＳ１、Ｓ２、Ｓ３或いはＳ４にて「Ｎｏ」の場合には、ガスインジェクタ２６の通電制御によるガス燃料噴射（つまりガス燃料によるエンジン運転）を継続する（ステップＳ８）。   Therefore, the 2nd-ECU 4 continues the gas fuel injection (that is, the engine operation by the gas fuel) by the energization control of the gas injector 26 when the answer is “No” in Step S1, S2, S3 or S4 (Step S8). ).

以上のように、本実施形態では、ガス燃料によるエンジン始動時において、キックパイロット構造の遮断弁２３への通電を開始すると共にガスインジェクタ２６の通電制御によるガス燃料噴射を開始するので、ユーザによるイグニションオン操作から運転準備が完了するまでの時間が短くなり、ユーザに不快感を与えることを防止できる。   As described above, in this embodiment, at the time of engine start with gas fuel, energization to the shut-off valve 23 of the kick pilot structure is started and gas fuel injection by energization control of the gas injector 26 is started. The time from the on operation to the completion of driving preparation is shortened, and it is possible to prevent the user from feeling uncomfortable.

また、本実施形態では、遮断弁２３の通電開始以降、高圧配管圧力Ｐｆ０を基にガスタンク２１にガス燃料が充填済みである（つまり、遮断弁２３の上流側と下流側の差圧が著しく大きく、燃料供給不足によるエンジン失火の発生可能性が高い）と判断した後、遮断弁２３のメインバルブが開弁していないと判断した場合に、ガソリンインジェクタ１３の通電制御によるガソリン噴射に切替えるので、遮断弁２３のメインバルブが開弁しなくともエンジンにガソリンが供給されてエンジン失火を回避することができる。  In the present embodiment, since the gas tank 21 has been filled with gas fuel based on the high-pressure piping pressure Pf0 since the start of energization of the shut-off valve 23 (that is, the differential pressure between the upstream side and the downstream side of the shut-off valve 23 is extremely large). When it is determined that the main valve of the shutoff valve 23 is not opened after the determination that the engine misfire due to insufficient fuel supply is high), the gasoline injection is switched to the gasoline injection by the energization control of the gasoline injector 13, Even if the main valve of the shut-off valve 23 is not opened, gasoline can be supplied to the engine to avoid engine misfire.

従って、本実施形態によれば、いわゆるキックパイロット構造の遮断弁２３を用いた場合において、ガス燃料によるエンジン始動時にユーザに不快感を与えることなく、燃料供給不足によるエンジン失火を回避することが可能となる。   Therefore, according to this embodiment, when the shut-off valve 23 having a so-called kick pilot structure is used, it is possible to avoid engine misfire due to insufficient fuel supply without causing discomfort to the user when starting the engine with gas fuel. It becomes.

なお、本発明は上記実施形態に限定されず、本発明の趣旨を逸脱しない範囲において実施形態を変更しても良いことは勿論である。例えば、ＣＮＧ以外の気体燃料とガソリン以外の液体燃料とを選択的に切替えて単一エンジンに供給するバイフューエルシステムにも本発明を適用することができる。また、１ｓｔ−ＥＣＵ３と２ｎｄ−ＥＣＵ４との２つのＥＣＵの機能を１つのＥＣＵに統合するような構成を採用しても良い。   In addition, this invention is not limited to the said embodiment, Of course, you may change embodiment in the range which does not deviate from the meaning of this invention. For example, the present invention can be applied to a bi-fuel system that selectively switches a gaseous fuel other than CNG and a liquid fuel other than gasoline and supplies the fuel to a single engine. Moreover, you may employ | adopt the structure which integrates the function of two ECUs, 1st-ECU3 and 2nd-ECU4, into one ECU.

Ａ…燃料噴射システム、１…液体燃料供給系、２…気体燃料供給系、３…１ｓｔ−ＥＣＵ（第１制御装置）、４…２ｎｄ−ＥＣＵ（第２制御装置）、５…燃料切替スイッチ、１３…ガソリンインジェクタ（液体燃料噴射弁）、２３…遮断弁、２６…ガスインジェクタ（気体燃料噴射弁）、２７…圧力センサ   A ... fuel injection system, 1 ... liquid fuel supply system, 2 ... gaseous fuel supply system, 3 ... 1st-ECU (first control device), 4 ... 2nd-ECU (second control device), 5 ... fuel changeover switch, DESCRIPTION OF SYMBOLS 13 ... Gasoline injector (liquid fuel injection valve), 23 ... Shut-off valve, 26 ... Gas injector (gaseous fuel injection valve), 27 ... Pressure sensor

Claims (6)

液体燃料タンクから液体燃料の供給を受ける液体燃料噴射弁と、
気体燃料タンクからレギュレータを介して気体燃料の供給を受ける気体燃料噴射弁と、
前記気体燃料タンクから前記レギュレータに至る気体燃料配管に介挿され、通電時に先行して開弁する第１の弁体及びその開弁後に上流下流間の差圧低下によって開弁する第２の弁体を有する遮断弁と、
前記液体燃料噴射弁、前記気体燃料噴射弁及び前記遮断弁の通電制御を行う制御装置と、を備えた燃料噴射システムであって、
前記遮断弁から前記レギュレータに至る気体燃料配管の圧力を高圧配管圧力として検出し、その検出結果を示す信号を前記制御装置に出力する圧力センサを備え、
前記制御装置は、前記気体燃料によるエンジン始動時において、前記遮断弁への通電を開始すると共に前記気体燃料噴射弁の通電制御による気体燃料噴射を開始し、前記遮断弁の通電開始以降、前記圧力センサの出力信号から認識した前記高圧配管圧力に基づいて、前記気体燃料タンクに前記気体燃料が充填済みであると判断した後、前記第２の弁体が開弁していないと判断した場合に、前記液体燃料噴射弁の通電制御による液体燃料噴射に切替えることを特徴とする燃料噴射システム。 A liquid fuel injection valve that receives a supply of liquid fuel from a liquid fuel tank; and
A gaseous fuel injection valve that receives gaseous fuel from the gaseous fuel tank via a regulator;
A first valve body that is inserted in a gas fuel pipe extending from the gas fuel tank to the regulator and opens in advance when energized, and a second valve that opens due to a difference in pressure difference between upstream and downstream after the valve opening. A shut-off valve having a body;
A control device that controls energization of the liquid fuel injection valve, the gaseous fuel injection valve, and the shutoff valve, and a fuel injection system comprising:
A pressure sensor that detects the pressure of the gaseous fuel pipe from the shutoff valve to the regulator as a high-pressure pipe pressure, and outputs a signal indicating the detection result to the control device;
The control device starts energization to the shutoff valve and starts gaseous fuel injection by energization control of the gaseous fuel injection valve when starting the engine with the gaseous fuel. When it is determined that the second valve body is not opened after determining that the gaseous fuel has been filled in the gaseous fuel tank based on the high-pressure piping pressure recognized from the output signal of the sensor The fuel injection system is switched to liquid fuel injection by energization control of the liquid fuel injection valve. 前記制御装置は、前記遮断弁の通電開始時点での前記高圧配管圧力が閾値以下の場合に、前記遮断弁の通電開始以降、前記高圧配管圧力が前記遮断弁の通電開始時点の値から所定値以上上昇したかを監視し、前記所定値以上上昇した場合に前記気体燃料タンクに前記気体燃料が充填済みであると判断することを特徴とする請求項１に記載の燃料噴射システム。   When the high-pressure pipe pressure at the start of energization of the shut-off valve is equal to or less than a threshold value, the control device is configured so that the high-pressure pipe pressure is a predetermined value from a value at the start of energization of the shut-off valve after the start of energization of the shut-off valve 2. The fuel injection system according to claim 1, wherein the fuel injection system is monitored as to whether or not the fuel gas has been increased, and when the gas fuel tank has increased by a predetermined value or more, it is determined that the gaseous fuel has been filled in the gaseous fuel tank. 前記制御装置は、前記気体燃料タンクに前記気体燃料が充填済みであると判断した後、前記高圧配管圧力が一定以上の傾きで下降した場合に、前記第２の弁体が開弁していないと判断することを特徴とする請求項１または２に記載の燃料噴射システム。   When the control device determines that the gaseous fuel has been filled in the gaseous fuel tank, the second valve element is not opened when the high-pressure piping pressure drops with a certain slope or more. The fuel injection system according to claim 1, wherein the fuel injection system is determined. 前記制御装置は、前記液体燃料噴射弁の通電制御による液体燃料噴射に切替えた後、前記高圧配管圧力が前記液体燃料噴射に切替えた時点の値から上昇して安定化した場合に、前記第２の弁体が開弁したと判断して前記気体燃料噴射弁の通電制御による気体燃料噴射に再度切替えることを特徴とする請求項１〜３のいずれか一項に記載の燃料噴射システム。   When the control device is switched to liquid fuel injection by energization control of the liquid fuel injection valve and then the high-pressure pipe pressure rises from the value at the time of switching to the liquid fuel injection and stabilizes, the second device The fuel injection system according to any one of claims 1 to 3, wherein the valve body is determined to be opened and is switched again to gaseous fuel injection by energization control of the gaseous fuel injection valve. 前記制御装置は、エンジン回転数が所定値以下の場合に前記エンジン始動時と判断して、前記遮断弁への通電を開始すると共に前記気体燃料噴射弁の通電制御による気体燃料噴射を開始することを特徴とする請求項１〜４のいずれか一項に記載の燃料噴射システム。   The control device determines that the engine is starting when the engine speed is equal to or less than a predetermined value, and starts energization of the shutoff valve and starts gaseous fuel injection by energization control of the gaseous fuel injection valve. The fuel injection system according to any one of claims 1 to 4. 前記制御装置は、
前記液体燃料噴射弁の通電時間を規定する第１パルス信号を出力する第１制御装置と、
液体燃料噴射時には前記第１制御装置から入力される前記第１パルス信号を前記液体燃料噴射弁に出力する一方、気体燃料噴射時には前記第１パルス信号を基に前記気体燃料噴射弁の通電時間を規定する第２パルス信号を生成して前記気体燃料噴射弁に出力する第２制御装置と、を含み、
前記第２制御装置が、前記気体燃料によるエンジン始動時において、前記遮断弁への通電を開始すると共に前記第２パルス信号を前記気体燃料噴射弁に出力することで前記気体燃料噴射を開始し、前記遮断弁の通電開始以降、前記圧力センサの出力信号から認識した前記高圧配管圧力に基づいて、前記気体燃料タンクに前記気体燃料が充填済みであると判断した後、前記第２の弁体が開弁していないと判断した場合に、前記第２パルス信号の出力を停止して前記第１パルス信号を前記液体燃料噴射弁に出力することで前記液体燃料噴射に切替えることを特徴とする請求項１〜５のいずれか一項に記載の燃料噴射システム。 The controller is
A first control device that outputs a first pulse signal that defines an energization time of the liquid fuel injection valve;
When the liquid fuel is injected, the first pulse signal input from the first control device is output to the liquid fuel injection valve. When the gas fuel is injected, the energization time of the gas fuel injection valve is determined based on the first pulse signal. A second control device that generates a second pulse signal to be defined and outputs the second pulse signal to the gaseous fuel injection valve,
The second control device starts energization of the shutoff valve and starts the gaseous fuel injection by outputting the second pulse signal to the gaseous fuel injection valve at the time of engine start with the gaseous fuel, After determining that the gaseous fuel has been filled in the gaseous fuel tank based on the high-pressure piping pressure recognized from the output signal of the pressure sensor after the start of energization of the shutoff valve, the second valve body is When it is determined that the valve is not opened, the output of the second pulse signal is stopped and the first pulse signal is output to the liquid fuel injection valve to switch to the liquid fuel injection. Item 6. The fuel injection system according to any one of Items 1 to 5.
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