JP2016075165A - Gas valve operation control method of gas engine, and gas engine - Google Patents

Gas valve operation control method of gas engine, and gas engine Download PDF

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JP2016075165A
JP2016075165A JP2014204289A JP2014204289A JP2016075165A JP 2016075165 A JP2016075165 A JP 2016075165A JP 2014204289 A JP2014204289 A JP 2014204289A JP 2014204289 A JP2014204289 A JP 2014204289A JP 2016075165 A JP2016075165 A JP 2016075165A
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gas
gas valve
combustion chamber
timing
load
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JP6405862B2 (en
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新一 永田
Shinichi Nagata
新一 永田
清水　明
Akira Shimizu
明 清水
木ノ下　誠二
Seiji Kinoshita
誠二 木ノ下
峻 吉川
Shun Yoshikawa
峻 吉川
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JFE Engineering Corp
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    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
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Abstract

PROBLEM TO BE SOLVED: To improve mixture of fuel gas and air in a combustion chamber without complexifying the shapes of a piston top part and a suction port, in a gas engine.SOLUTION: In operation control of a gas engine 2 in which a gas valve 10 for supplying fuel gas to a combustion chamber 5 in synchronization with engine rotation is electrically opened/closed with a governor 21, timing at which the gas valve 10 is closed lastly for a period from completion of a suction stroke to a next suction stroke is determined with top priority regardless of a load.SELECTED DRAWING: Figure 4

Description

本発明は、ガスエンジンのガス弁動作制御方法及びガスエンジンに係り、特に、天然ガスや都市ガスなどのガス燃料を用いるガスエンジンに好適な、エンジン回転と同期して燃料ガスを燃焼室に供給するためのガス弁を、ガバナにより電気的に開閉するようにしたガスエンジンのガス弁動作制御方法及びガスエンジンの改良に関する。   The present invention relates to a gas valve operation control method for a gas engine and a gas engine, and in particular, is suitable for a gas engine using a gas fuel such as natural gas or city gas, and supplies fuel gas to a combustion chamber in synchronization with engine rotation. The present invention relates to a gas valve operation control method for a gas engine in which a gas valve to be electrically opened and closed by a governor and an improvement of the gas engine.

図１に例示するようなガスエンジンが知られている（特許文献１参照）。図１に示すように、ガスエンジン２は、天然ガスや都市ガスなどのガス燃料を主燃料とするレシプロ型の多気筒４ストロークエンジンであり、発電設備の原動機などとして使用されている。図１では、ガスエンジン２の気筒３の一つを代表して示すが、図示しない他の気筒も同様の構成となっている。   A gas engine as illustrated in FIG. 1 is known (see Patent Document 1). As shown in FIG. 1, the gas engine 2 is a reciprocating multi-cylinder four-stroke engine that uses gas fuel such as natural gas or city gas as a main fuel, and is used as a prime mover or the like of power generation equipment. In FIG. 1, one of the cylinders 3 of the gas engine 2 is shown as a representative, but other cylinders (not shown) have the same configuration.

気筒３にはピストン４が往復動（図では上下動）可能に挿入されており、ピストン４は出力軸であるクランク軸（図示せず）と連結されている。気筒３内におけるピストン４の上方は燃焼室５とされている。燃焼室５には、吸気弁６を介して吸気ポート７が接続されるとともに、排気弁８を介して排気ポート９が接続されている。吸気ポート７内にはガス燃料を噴射する燃料ガス供給弁（以下、単にガス弁とも称する）１０が設けられている。また、燃焼室５には混合気を燃焼させるための点火プラグ１５が設けられている。   A piston 4 is inserted into the cylinder 3 so as to be able to reciprocate (up and down in the figure), and the piston 4 is connected to a crankshaft (not shown) as an output shaft. A combustion chamber 5 is provided above the piston 4 in the cylinder 3. An intake port 7 is connected to the combustion chamber 5 via an intake valve 6, and an exhaust port 9 is connected via an exhaust valve 8. A fuel gas supply valve (hereinafter also simply referred to as a gas valve) 10 for injecting gaseous fuel is provided in the intake port 7. The combustion chamber 5 is provided with a spark plug 15 for burning the air-fuel mixture.

このガスエンジン２によれば、吸気（吸入とも称する）行程において、燃焼室５には吸気ポート７から空気とガス弁１０が噴射するガス燃料とを含む混合気が供給される。圧縮行程において燃焼室５内の混合気が圧縮された後、点火プラグ１５が所定のタイミングで動作して混合気が着火・燃焼される。これによりピストン４が下動する（膨張（爆発とも称する）行程）。そして、排気行程において、燃焼室５内のガスは排気ポート９を介して外部に排出される。   According to the gas engine 2, in the intake (also referred to as intake) stroke, the combustion chamber 5 is supplied with an air-fuel mixture including air and gas fuel injected by the gas valve 10 from the intake port 7. After the air-fuel mixture in the combustion chamber 5 is compressed in the compression stroke, the spark plug 15 operates at a predetermined timing to ignite and burn the air-fuel mixture. As a result, the piston 4 moves down (expansion (also referred to as explosion) stroke). In the exhaust stroke, the gas in the combustion chamber 5 is discharged to the outside through the exhaust port 9.

ガスエンジン２は前記吸気（吸入）→圧縮→膨張（爆発）→排気の４行程を１サイクルとして動作し、この１サイクルの間にピストン４が２往復し、クランク軸が２回転する。そして、１サイクルの間におけるピストン４の位置、又は、クランク軸の回転角（クランク角度）がガスエンジン２の位相角として扱われる。   The gas engine 2 operates with the four strokes of intake (intake) → compression → expansion (explosion) → exhaust as one cycle. During this cycle, the piston 4 reciprocates twice and the crankshaft rotates twice. The position of the piston 4 during one cycle or the rotation angle (crank angle) of the crankshaft is treated as the phase angle of the gas engine 2.

主制御装置２０は、ガス弁１０を駆動するガバナ２１に接続され、このガバナ２１に指令信号を出力してガス弁１０を駆動制御する。また、主制御装置２０は、点火プラグ１５を作動させる点火プラグドライバ２２に接続されている。主制御装置２０は、この点火プラグドライバ２２に指令信号を出力して点火プラグ１５の作動を制御し、これにより混合気の着火タイミングを制御する。なお、ガス弁１０及び点火プラグ１５の作動の制御は、それぞれの気筒３ごとに独立して行われる。   The main controller 20 is connected to a governor 21 that drives the gas valve 10, and outputs a command signal to the governor 21 to drive and control the gas valve 10. The main controller 20 is connected to a spark plug driver 22 that operates the spark plug 15. The main controller 20 outputs a command signal to the spark plug driver 22 to control the operation of the spark plug 15 and thereby control the ignition timing of the air-fuel mixture. Note that control of the operation of the gas valve 10 and the spark plug 15 is performed independently for each cylinder 3.

主制御装置２０には、出力や位相角検知装置２３出力の位相角などが入力されるようになっている。又、ガバナ２１は、ガス燃料の噴射圧力が吸気圧よりも所定値以上大きくなるように調整し、これにより電磁弁であるガス弁１０は吸気圧の大小にかかわらず安定した開閉動作が行われる。   The main controller 20 is inputted with an output, a phase angle of the phase angle detector 23 and the like. Further, the governor 21 adjusts the injection pressure of the gas fuel to be larger than the intake pressure by a predetermined value or more, so that the gas valve 10 which is an electromagnetic valve is stably opened and closed regardless of the magnitude of the intake pressure. .

このようなガスエンジンにおいて、燃焼室５内の燃料ガス／空気の混合を良くすることは効率向上のために必要なことである。そこで、特許文献２では、ピストン頂部や吸気ポートの形状を工夫して、燃焼室５内でスワール（旋回流）やタンブル（縦渦）が強く形成されるようにすることで、撹拌を向上させている。しかし、形状が複雑になるのが難点である。   In such a gas engine, it is necessary to improve the fuel gas / air mixing in the combustion chamber 5 in order to improve efficiency. Therefore, in Patent Document 2, the shape of the piston top and the intake port is devised so that swirl (swirling flow) and tumble (longitudinal vortex) are strongly formed in the combustion chamber 5 to improve stirring. ing. However, the shape is complicated.

一方で、ガスエンジンにおいて、電磁コイルによりガス弁を電気的に開閉するガバナの利用が一般的になっている。   On the other hand, in a gas engine, it is common to use a governor that electrically opens and closes a gas valve using an electromagnetic coil.

このガバナを用いて行う燃料ガス供給タイミングの一例を図２に示す。２５％から１００％の様々な負荷においても、上死点（ＴＤＣ）後の同じタイミングでガス弁１０が開き、負荷に応じて、負荷が高くなるほど遅く閉じていく、というものである。   An example of fuel gas supply timing performed using this governor is shown in FIG. Even at various loads from 25% to 100%, the gas valve 10 opens at the same timing after the top dead center (TDC), and closes later as the load increases according to the load.

特開２０１０−０８４７３９号公報JP 2010-084739 A 特開２０００−１１０６９７号公報JP 2000-110697 A

しかしながら、図２に示すようなガス弁の動作制御では、各負荷によって燃焼室５に送られる燃料ガスと空気の混ざり方、特に、点火プラグ１５周りに違いが生じる。図３に例示する如く、例えば図３（Ａ）に示す２５％負荷の場合、ガス弁１０を閉じるタイミングが、図３（Ｂ）に示す１００％負荷の場合よりも早くなり、混合気Ｍが、そのまま燃焼室５下部に滞留してしまう。５０％負荷、７５％負荷、１００％負荷の場合でも、図３（Ｂ）に１００％負荷の場合を例示する如く、混合気Ｍがピストン４側に押し付けられる形で燃焼室５の下部に滞留する。すると、混合気Ｍが点火プラグ１５から離れてしまい、点火プラグ１５周りの空気過剰率λが不安定となってしまい、燃焼室５内の混合気Ｍに確実に着火・燃焼できなくなってしまう。   However, in the operation control of the gas valve as shown in FIG. 2, there is a difference in how the fuel gas and air sent to the combustion chamber 5 are mixed by each load, particularly around the spark plug 15. As illustrated in FIG. 3, for example, in the case of 25% load shown in FIG. 3A, the timing for closing the gas valve 10 is earlier than in the case of 100% load shown in FIG. Then, it stays in the lower part of the combustion chamber 5 as it is. Even in the case of 50% load, 75% load, and 100% load, the air-fuel mixture M stays in the lower part of the combustion chamber 5 in the form of being pressed against the piston 4 as illustrated in FIG. 3B. To do. Then, the air-fuel mixture M is separated from the spark plug 15, the excess air ratio λ around the spark plug 15 becomes unstable, and the air-fuel mixture M in the combustion chamber 5 cannot be reliably ignited / combusted.

本発明は、前記従来の問題点を解消するべくなされたもので、負荷にかかわらず、燃焼室内に吹き込まれた混合気が燃焼室上部に存在するようにして、点火プラグ周りの混合気を安定させ、燃焼室内の混合気を確実に着火・燃焼させることを第１の課題とする。   The present invention has been made to solve the above-mentioned conventional problems, and stabilizes the air-fuel mixture around the spark plug so that the air-fuel mixture blown into the combustion chamber is present in the upper portion of the combustion chamber regardless of the load. The first problem is to reliably ignite and burn the air-fuel mixture in the combustion chamber.

本発明は、また、低負荷時でもピストン側に燃料ガス／空気の混合気を到達させると共に、点火プラグ周りにも混合気を滞留させて、燃焼室内の混合気を確実に着火・燃焼させることを第２の課題とする。   The present invention also allows the fuel gas / air mixture to reach the piston side even at low loads, and also allows the mixture to stay around the spark plug to reliably ignite and burn the mixture in the combustion chamber. Is a second problem.

本発明は、エンジン回転と同期して燃料ガスを燃焼室に供給するためのガス弁を、ガバナにより電気的に開閉するようにしたガスエンジンにおいて、吸気行程が終了し次の吸気工程が終了するまでの間のガス弁が最後に閉じるタイミングを、負荷にかかわらず最優先に決定することにより、前記第１の課題を解決したものである。   The present invention relates to a gas engine in which a gas valve for supplying fuel gas to a combustion chamber in synchronization with engine rotation is electrically opened and closed by a governor, and the intake stroke is completed and the next intake process is completed. The first problem is solved by deciding the timing of the last gas valve closing until the highest priority regardless of the load.

又、燃料ガスを複数回に分けて燃焼室に供給する複数段ガバニングを行った場合、吸気行程が終了し次の吸気工程が終了するまでの間のガス弁が最初に開くタイミングを、負荷にかかわらず、前記吸気行程が終了し次の吸気工程が終了するまでの間のガス弁が最後に閉じるタイミングの次に優先して決定することにより、前記第２の課題を解決したものである。   In addition, when multistage governing is performed in which fuel gas is divided into multiple times and supplied to the combustion chamber, the timing at which the gas valve first opens between the end of the intake stroke and the end of the next intake step is used as the load. Regardless, the second problem is solved by deciding the gas valve prior to the last closing timing between the end of the intake stroke and the end of the next intake step.

本発明は、又、エンジン回転と同期して燃料ガスを燃焼室に供給するためのガス弁を、ガバナにより電気的に開閉するようにしたガスエンジンにおいて、吸気行程が終了し次の吸気工程が終了するまでの間のガス弁が最後に閉じるタイミングを、負荷にかかわらず最優先に決定する手段を備えたことを特徴とするガスエンジンにより、前記第１の課題を解決したものである。   The present invention also provides a gas engine in which a gas valve for supplying fuel gas to a combustion chamber in synchronism with engine rotation is electrically opened and closed by a governor. The first problem is solved by a gas engine comprising means for determining the timing of the last closing of the gas valve until the end of the gas valve with the highest priority regardless of the load.

又、燃料ガスを複数回に分けて燃焼室に供給する複数段ガバニングを行った場合、吸気行程が終了し次の吸気工程が終了するまでの間のガス弁が最初に開くタイミングを、負荷にかかわらず、前記吸気行程が終了し次の吸気工程が終了するまでの間のガス弁が最後に閉じるタイミングの次に優先して決定する手段を備えることにより、前記第２の課題を解決したものである。   In addition, when multistage governing is performed in which fuel gas is divided into multiple times and supplied to the combustion chamber, the timing at which the gas valve first opens between the end of the intake stroke and the end of the next intake step is used as the load. Regardless of this, the second problem is solved by providing means for determining the gas valve prior to the last closing timing between the end of the intake stroke and the end of the next intake step. It is.

本発明によれば、ガス弁動作制御に際して、ガス弁が最後に閉じるタイミングを、負荷にかかわらず最優先に決定したので、吹き込まれた混合気が燃焼室上部に存在するようにして、点火プラグ周りの混合気を安定させ、燃焼室内の混合気を確実に着火・燃焼させることが可能となる。   According to the present invention, when the gas valve operation control is performed, the timing at which the gas valve is finally closed is determined with the highest priority regardless of the load, so that the injected air-fuel mixture exists in the upper portion of the combustion chamber, It is possible to stabilize the surrounding air-fuel mixture and reliably ignite and burn the air-fuel mixture in the combustion chamber.

又、複数段ガバニングを行った場合、吸気行程が終了し次の吸気工程が終了するまでの間のガス弁が最初に開くタイミングを、負荷にかかわらず、前記吸気行程が終了し次の吸気工程が終了するまでの間のガス弁が最後に閉じるタイミングの次に優先して決定することにより、低負荷時でもピストン側に燃料ガス／空気の混合気を到達させると共に、点火プラグ周りにも混合気を滞留させて、燃焼室内の混合気を確実に着火・燃焼させることが可能となる。   In addition, when multistage governing is performed, the timing at which the gas valve is initially opened between the end of the intake stroke and the end of the next intake step is determined regardless of the load. Prior to the timing of the last closing of the gas valve until the end of, the fuel gas / air mixture is made to reach the piston side even at low load, and the gas plug is also mixed around the spark plug This makes it possible to steadily ignite and burn the air-fuel mixture in the combustion chamber.

ガスエンジンの一例の構成を示す、一部ブロック線図を含む断面図Sectional drawing including a partial block diagram showing the configuration of an example of a gas engine 従来のガス弁の動作の一例を示すタイムチャートTime chart showing an example of the operation of a conventional gas valve 従来の問題点を説明するための、（Ａ）２５％負荷時、及び、（Ｂ）１００％負荷時の混合気の存在位置を示す略示断面図Schematic cross-sectional view showing the position of the air-fuel mixture at (A) 25% load and (B) 100% load for explaining conventional problems 本発明の第１実施形態におけるガス弁の動作を示すタイムチャートThe time chart which shows operation | movement of the gas valve in 1st Embodiment of this invention. 同じく（Ａ）２５％負荷時、及び、（Ｂ）１００％負荷時の混合気の存在位置を示す略示断面図Similarly, a schematic cross-sectional view showing the position of the air-fuel mixture at (A) 25% load and (B) 100% load 本発明の第２実施形態におけるガス弁の動作を示すタイムチャートThe time chart which shows operation | movement of the gas valve in 2nd Embodiment of this invention 同じく（Ａ）２５％負荷時、及び、（Ｂ）１００％負荷時の混合気の存在位置を示す略示断面図Similarly, a schematic cross-sectional view showing the position of the air-fuel mixture at (A) 25% load and (B) 100% load

以下、図面を参照して、本発明の実施の形態について詳細に説明する。なお、本発明は以下の実施形態及び実施例に記載した内容により限定されるものではない。又、以下に記載した実施形態及び実施例における構成要件には、当業者が容易に想定できるもの、実質的に同一のもの、いわゆる均等の範囲のものが含まれる。更に、以下に記載した実施形態及び実施例で開示した構成要素は適宜組み合わせてもよいし、適宜選択して用いてもよい。   Hereinafter, embodiments of the present invention will be described in detail with reference to the drawings. In addition, this invention is not limited by the content described in the following embodiment and an Example. In addition, the constituent elements in the embodiments and examples described below include those that can be easily assumed by those skilled in the art, those that are substantially the same, and those in the so-called equivalent range. Furthermore, the constituent elements disclosed in the embodiments and examples described below may be appropriately combined or may be appropriately selected and used.

本発明の第１実施形態は、図１に示したようなガスエンジン２で、ガス弁１０を１回開閉して燃料ガスを１回で燃焼室５に供給する１段ガバニングに際して、図４にガス弁１０の開閉タイミングの一例を示す如く、例えばＴＤＣ後の負荷に応じて変化するタイミングでガス弁１０を開き、負荷が例えば２５％から１００％と変化しても、同じタイミングでガス弁１０が閉じるようにしたものである。   In the first embodiment of the present invention, in the gas engine 2 as shown in FIG. 1, the gas valve 10 is opened and closed once and the fuel gas is supplied to the combustion chamber 5 at one time. As an example of the opening / closing timing of the gas valve 10, for example, the gas valve 10 is opened at a timing that changes according to the load after TDC, and even if the load changes from 25% to 100%, for example, the gas valve 10 has the same timing. Is to be closed.

これにより、吹き込まれた混合気Ｍが存在する位置は、図５（Ａ）（２５％負荷時）及び図５（Ｂ）（１００％負荷時）に例示する如く、いずれの負荷においても燃焼室５上部となり、点火プラグ１５周りの混合気Ｍを安定させて、燃焼室５内の混合気Ｍを確実に着火・燃焼させることができる。   As a result, the position where the injected air-fuel mixture M exists is the combustion chamber at any load as illustrated in FIG. 5A (at 25% load) and FIG. 5B (at 100% load). 5, the air-fuel mixture M around the spark plug 15 is stabilized, and the air-fuel mixture M in the combustion chamber 5 can be reliably ignited and burned.

なお、上記のガス弁１０を閉じるタイミングは、エンジン負荷に対して最適なタイミングを選べばよいのであって、ガス弁１０の開閉タイミングを閉じるタイミングを最優先に決定することが重要である。   It should be noted that the timing for closing the gas valve 10 may be selected as the optimal timing for the engine load, and it is important to determine the timing for closing the opening / closing timing of the gas valve 10 with the highest priority.

本実施形態においては、１段ガバニングであるので、制御が簡略である。   In this embodiment, the control is simple because it is one-stage governing.

次に、同じく図１に示したようなガスエンジン２で、ガス弁１０を２回開閉して燃料ガスを２回に分けて燃焼室５に供給する２段ガバニングに適用した本発明の第２実施形態を説明する。   Next, in the gas engine 2 as shown in FIG. 1, the second embodiment of the present invention applied to the two-stage governing in which the gas valve 10 is opened and closed twice to supply the fuel gas to the combustion chamber 5 in two portions. An embodiment will be described.

この第２実施形態においては、図６にガス弁１０の開閉タイミングを示す如く、例えばＴＤＣ後の同じタイミングでガス弁１０を開き、且つ、同じタイミングでガス弁１０を閉じるようにしたものである。本実施形態においては、１回目の開閉と２回目の開閉の間に、ガス弁１０を一旦閉じる休止期間が存在し（１００％負荷の場合は無いこともある）、この休止期間の長さが負荷に応じて変化する。   In the second embodiment, the gas valve 10 is opened at the same timing after TDC, and the gas valve 10 is closed at the same timing, for example, as shown in FIG. . In the present embodiment, there is a pause period in which the gas valve 10 is temporarily closed between the first opening and closing and the second opening and closing (there may be no case of 100% load). Varies depending on the load.

このように閉じるタイミングを最優先に決定し、開くタイミングを次に優先することで、図７（Ｂ）に例示する１００％負荷時の場合だけでなく、低負荷時でも図７（Ａ）に２５％負荷時の場合を例示する如く、ピストン４側に燃料ガス／空気の混合気Ｍを到達させつつ、点火プラグ１５周りにも混合気Ｍを滞留させて、燃焼室５内の混合気Ｍを確実に着火・燃焼させることができる。   In this way, the closing timing is determined with the highest priority, and the opening timing is prioritized, so that not only the case of 100% load illustrated in FIG. 7B but also the case of low load in FIG. 7A. As exemplified in the case of 25% load, while the fuel gas / air mixture M reaches the piston 4 side, the mixture M also stays around the spark plug 15 to mix the mixture M in the combustion chamber 5. Can be reliably ignited and burned.

なお、本発明が適用される対象は２段ガバニングに限定されず、３段以上のガバニングに際しても同様に適用できる。   The object to which the present invention is applied is not limited to two-stage governing, and can be similarly applied to three-stage or more governing.

又、複数段ガバニングを行うための構成は図１に示したようにガス弁１０が１系統であるものに限定されず、ガス弁を複数系統設けて、それぞれを時間間隔を空けて開閉してもよい。   Further, the configuration for performing the multi-stage governing is not limited to the one in which the gas valve 10 is one system as shown in FIG. 1, but a plurality of gas valves are provided, and each is opened and closed with a time interval. Also good.

なお、前記実施形態において、本発明が、混合気を着火する方式として、燃焼室５内の混合気Ｍを点火プラグ１５により点火する火花点火方式のガスエンジンに適用されていたが、本発明の適用対象はこれに限定されず、副室内にも燃料ガスを供給して、副室内の混合気Ｍを点火プラグ１５により点火する、いわゆる副室・火花点火方式の、ガスエンジンや副室に軽油を噴射してディーゼルエンジンのように着火させ、副室で発生する火炎を燃焼室５に噴出させて、燃焼室５内の混合気Ｍを燃焼させるようにした、所謂パイロット着火方式のガスエンジンにも同様に適用できる。   In the above embodiment, the present invention has been applied to a spark ignition type gas engine in which the mixture M in the combustion chamber 5 is ignited by the spark plug 15 as a method for igniting the mixture. The application target is not limited to this, and light oil is supplied to the gas engine and the sub chamber of a so-called sub chamber / spark ignition system in which fuel gas is supplied also to the sub chamber and the air-fuel mixture M in the sub chamber is ignited by the spark plug 15. To a so-called pilot ignition type gas engine in which a gas generated in the sub chamber is ignited and a flame generated in the sub chamber is injected into the combustion chamber 5 to burn the air-fuel mixture M in the combustion chamber 5. Can be applied similarly.

２…ガスエンジン
３…気筒
４…ピストン
５…燃焼室
６…吸気弁
７…吸気ポート
８…排気弁
９…排気ポート
１０…（燃料）ガス（供給）弁
１５…点火プラグ
２０…主制御装置
２１…ガバナ
２２…点火プラグドライバ
Ｍ…混合気 DESCRIPTION OF SYMBOLS 2 ... Gas engine 3 ... Cylinder 4 ... Piston 5 ... Combustion chamber 6 ... Intake valve 7 ... Intake port 8 ... Exhaust valve 9 ... Exhaust port 10 ... (Fuel) Gas (supply) valve 15 ... Spark plug 20 ... Main controller 21 ... governor 22 ... spark plug driver M ... air-fuel mixture

Claims (4)

エンジン回転と同期して燃料ガスを燃焼室に供給するためのガス弁を、ガバナにより電気的に開閉するようにしたガスエンジンにおいて、
吸気行程が終了し次の吸気工程が終了するまでの間のガス弁が最後に閉じるタイミングを、負荷にかかわらず最優先に決定することを特徴とするガスエンジンのガス弁動作制御方法。 In a gas engine in which a gas valve for supplying fuel gas to a combustion chamber in synchronization with engine rotation is electrically opened and closed by a governor,
A gas valve operation control method for a gas engine, wherein the timing at which the gas valve is finally closed between the end of the intake stroke and the end of the next intake step is determined with the highest priority regardless of the load. 燃料ガスを複数回に分けて燃焼室に供給する複数段ガバニングを行った場合、吸気行程が終了し次の吸気工程が終了するまでの間のガス弁が最初に開くタイミングを、負荷にかかわらず、前記吸気行程が終了し次の吸気工程が終了するまでの間のガス弁が最後に閉じるタイミングの次に優先して決定することを特徴とする請求項１に記載のガスエンジンのガス弁動作制御方法。   When multi-stage governing is performed in which fuel gas is divided into multiple times and supplied to the combustion chamber, the timing of the first opening of the gas valve between the end of the intake stroke and the end of the next intake process is determined regardless of the load. 2. The gas valve operation of the gas engine according to claim 1, wherein the gas valve operation is determined prior to the timing at which the gas valve is closed during the period from the end of the intake stroke to the end of the next intake step. Control method. エンジン回転と同期して燃料ガスを燃焼室に供給するためのガス弁を、ガバナにより電気的に開閉するようにしたガスエンジンにおいて、
吸気行程が終了し次の吸気工程が終了するまでの間のガス弁が最後に閉じるタイミングを、負荷にかかわらず最優先に決定する手段を備えたことを特徴とするガスエンジン。 In a gas engine in which a gas valve for supplying fuel gas to a combustion chamber in synchronization with engine rotation is electrically opened and closed by a governor,
A gas engine comprising means for deciding the timing at which the gas valve is finally closed between the end of the intake stroke and the end of the next intake step, regardless of the load. 燃料ガスを複数回に分けて燃焼室に供給する複数段ガバニングを行った場合、吸気行程が終了し次の吸気工程が終了するまでの間のガス弁が最初に開くタイミングを、負荷にかかわらず、前記吸気行程が終了し次の吸気工程が終了するまでの間のガス弁が最後に閉じるタイミングの次に優先して決定する手段を備えたことを特徴とする請求項３に記載のガスエンジン。   When multi-stage governing is performed in which fuel gas is divided into multiple times and supplied to the combustion chamber, the timing of the first opening of the gas valve between the end of the intake stroke and the end of the next intake process is determined regardless of the load. 4. The gas engine according to claim 3, further comprising means for preferentially determining a timing next to a timing at which a gas valve is finally closed between the end of the intake stroke and the end of the next intake step. .
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JPH0333449A (en) * 1989-06-29 1991-02-13 Fuji Heavy Ind Ltd Fuel injection timing control device for intra-cylindrical direct injection type gasoline engine
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