JP3861049B2 - Gas engine combustion control device - Google Patents

Gas engine combustion control device Download PDF

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Publication number
JP3861049B2
JP3861049B2 JP2002365936A JP2002365936A JP3861049B2 JP 3861049 B2 JP3861049 B2 JP 3861049B2 JP 2002365936 A JP2002365936 A JP 2002365936A JP 2002365936 A JP2002365936 A JP 2002365936A JP 3861049 B2 JP3861049 B2 JP 3861049B2
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chamber
sub
combustion
gas
ignition
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JP2004197623A (en
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健吾 田中
浩之 遠藤
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Mitsubishi Heavy Industries Ltd
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    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/10—Internal combustion engine [ICE] based vehicles
    • Y02T10/12—Improving ICE efficiencies
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/10—Internal combustion engine [ICE] based vehicles
    • Y02T10/30—Use of alternative fuels, e.g. biofuels

Description

【０００１】
【発明の属する技術分野】
本発明は、副室内に副室燃料ガスを 強制着火燃焼せしめる点火プラグ及び該副室内に油燃料を噴射する燃料噴射弁を備えて、負荷に応じて点火プラグの作動による副室火花点火燃焼と燃料噴射弁の作動による副室油着火燃焼を切り替えるように構成されたガスエンジンの燃焼制御装置に関する。
【０００２】
【従来の技術】
図４は、副室内に副室燃料ガスを強制着火燃焼せしめる点火プラグを備えて、該副室内の燃焼ガスを主燃焼室内に噴出して主燃焼室内の希薄混合気を着火燃焼せしめるように構成されたガスエンジンの１例を示す。
図４において、７はエンジンのピストン、１は該ピストンの上面に形成された主燃焼室、８はシリンダヘッド、２は該シリンダヘッド８内に設けられた副室、１３は副室口金、０３は該副室口金１３の先端部に穿孔された副室噴口である。
９は吸気ポート、５は該吸気ポート９を開閉する吸気弁、１０は排気ポート、６は該排気ポートを開閉する排気弁である。
【０００３】
１２は前記副室内に副室燃料ガスを供給する副室ガス供給路、１３は該副室ガス供給路１２に設けられて前記副室２側へのガスの流れのみを可能とする逆止弁である。３は該副室２内の副室燃料ガスを強制着火燃焼せしめる点火プラグである。
【０００４】
かかるガスエンジンにおいて、図示しないスロットル弁により流量を制御された空気と主燃料ガスの希薄混合気は、吸気弁５の開弁により吸気ポート９から主燃焼室１に導入され、圧縮行程におけるピストン７の上昇とともに、一部が副室噴口０３を通って副室２内に流入する。
そして、吸気行程中に副室ガス供給路１２から副室２内に供給される副室燃料ガスが主燃焼室１側からの希薄混合気と混合して、着火に適した混合気濃度となった時点で、点火プラグ３からの火花放電により強制着火燃焼されると、その燃焼火炎が副室噴口０３から主燃焼室１に噴出せしめられて主燃焼室１における希薄混合気への安定した着火燃焼が行われる。
【０００５】
また、特許文献１（特開平８−４５６２号公報）には、副室内に着火用の副室ガスを供給する副室ガス供給路と該副室ガス供給路を開閉する副室制御弁とを設けるとともに、該副室内に液体燃料を噴射する燃料噴射弁を設け、通常運転時には燃料噴射弁を非作動にし副室制御弁を開いて高濃度のガス燃料を副室内に導入して着火燃焼せしめ、非常運転時には副室制御弁を閉じてガス燃料を遮断し、燃料噴射弁を作動させて副室内に液体燃料を噴射して着火燃焼せしめることにより、ガス燃料が供給されないときにも燃料噴射弁による副室内への液体燃料の噴射により、エンジンを運転できるように構成されている。
【０００６】
図４に示される従来技術にあっては、副室ガス供給路１２から副室２内に供給される副室燃料ガスが主燃焼室１側からの希薄混合気と混合して、着火に適した混合気濃度となった時点で、点火プラグ３からの火花放電により強制着火燃焼するように構成されており、燃焼火炎が主燃焼室１側に噴出することで該主燃焼室内の希薄混合気への安定した着火燃焼が行われるものの、エンジンの負荷増大にともない、点火プラグ３の温度上昇にともない、該点火プラグ３の高温劣化が進み、該点火プラグ３の耐久性が低下する、という問題があり、高出力化の妨げとなっている。
【０００７】
また、前記特許文献１においては、通常運転時には全運転域において、副室制御弁を開き高濃度のガス燃料を副室内に導入して着火燃焼せしめる技術が開示されているにとどまる。
【特許文献１】
特開平８−４５６２号公報
【０００８】
【発明が解決しようとする課題】
【０００９】
本発明はかかる従来技術に鑑み、副室燃料ガスを強制着火燃焼せしめる点火プラグ及び該副室内に液体燃料を噴射する燃料噴射弁を副室内に備えたガスエンジンにおいて、エンジン高負荷時に従来の点火プラグによる副室火花点火方式から燃料噴射弁による副室油着火方式に切り替えることで、点火プラグの耐久性を確保しつつ高出力化できるガスエンジンの燃焼制御装置を提供することを目的とする。
【００１０】
【課題を解決するための手段】
本発明はかかる課題を解決するため、同一の副室内に燃料ガスを供給する副室ガス供給路、前記燃料ガスを強制着火燃焼せしめる点火プラグ及び液体燃料を噴射する燃料噴射弁を備え、前記副室ガス供給路に該副室ガス供給路を開閉する電磁弁を設けるとともにエンジン運転状態を検出するエンジン運転状態検出手段を設け、該運転状態検出手段からの検出値に基づきエンジンの負荷状態が低〜中負荷域では副室ガス供給路の電磁弁を開き、点火プラグを作動することで、副室火花点火燃焼を行い、高負荷域では副室ガス供給路の電磁弁を閉じ、点火プラグの作動を遮断し、燃料噴射弁を作動することで、副室油着火燃焼を行うことを特徴とするガスエンジンの燃焼制御装置を提案する。
【００１１】
かかる発明において、好ましくは、前記燃焼制御装置は、前記エンジン運転状態検出手段を発電機負荷を検出する負荷検出器とし、該負荷検出器の検出値に基づき発電機負荷が一定値以下のときは前記電磁弁を開いて前記副室へ燃料ガスを供給せしめるとともに前記点火プラグを作動させて前記燃料ガスを点火燃焼せしめ、発電機負荷が前記一定値を超えるときは前記電磁弁を閉じて前記副室への燃料ガスの供給を遮断するとともに、前記点火プラグの作動を遮断し、かつ前記燃料噴射弁を作動させて前記副室内に油燃料を噴射せしめるように構成する。
【００１２】
かかる発明によれば、発電機負荷もしくは、スロットル開度、筒内圧力、吸気圧力等のエンジン運転状態を検出するエンジン運転状態検出手段からの検出値がコントローラに入力されると、該コントローラにおいては、前記検出値に基づいてエンジン負荷が一定以下と判断した場合には、前記電磁弁を開いて前記副室へ燃料ガスを供給せしめるとともに点火回路を介して点火プラグを作動させ、副室内に導入された燃料ガスを点火プラグの火花放電により強制着火燃焼せしめる。
かかる点火プラグの火花放電着火により発生した燃焼火炎が副室噴口を通って主燃焼室内に噴出せしめられて該主燃焼室内の希薄混合気への安定燃焼が行われる。
【００１３】
一方、前記コントローラにおいては、前記エンジン運転状態検出手段からの検出値に基づいてエンジン負荷が一定以上と判断した場合には、前記電磁弁を閉じて副室内への副室ガスの供給を遮断するとともに、前記点火プラグの作動を遮断し、かつ燃料ポンプからの高圧燃料を燃料噴射弁に供給して該燃料噴射弁を作動させ、副室内に油燃料を噴射せしめる。
【００１４】
かかる発明によれば、低負荷時には、副室ガス供給路の電磁弁を開いて燃料ガスを副室に供給して点火プラグの火花放電により強制着火燃焼せしめ、主燃焼室側に燃焼火炎を発生させることにより、主燃焼室内の希薄混合気に安定して着火燃焼させることができるとともに、油燃料の消費を必要最低限に抑えることができる。
【００１５】
エンジンの高負荷時には、燃料噴射弁から噴射される油燃料が確実に自己着火燃焼せしめられるため、主燃焼室内の希薄混合気への安定着火燃焼を実現できる。従ってこの時、点火プラグによる火花放電を行わないため、高負荷時の点火プラグ温度上昇にともなう高温劣化の問題が回避でき、高出力化が可能となる。
【００１６】
また、かかる発明において、好ましくは、前記点火プラグの電極温度検出器を備え、前記コントローラは前記電磁弁を開いて前記点火プラグ温度検出器から入力される点火プラグの温度が一定温度以上になったとき前記点火プラグの作動を遮断するとともに前記燃料噴射弁を作動させ、副室火花点火方式から副室油着火方式に切り替えるように構成されてなる。
このように構成すれば、点火プラグの温度状態を常時検知してエンジンの運転を行うことにより、該点火プラグの高温劣化を未然に防止できる。
【００１７】
【発明の実施の形態】
以下、本発明を図に示した実施例を用いて詳細に説明する。但し、この実施例に記載されている構成部品の寸法、材質、形状、その相対配置などは特に特定的な記載がない限り、この発明の範囲をそれのみに限定する趣旨ではなく、単なる説明例にすぎない。
【００１８】
図１は本発明の実施例に係るガスエンジンの燃焼制御装置の全体構成図、図２は副室及び主燃焼室周りの要部断面図である。図３は前記燃焼制御装置の制御ブロック図である。
【００１９】
実施例を示す図１〜図２において、７はエンジンのピストン、１は該ピストンの上面に形成された主燃焼室、８はシリンダヘッド、２は該シリンダヘッド８内に設けられた副室、１３は副室口金、０３は該副室口金１３の先端部に穿孔された副室噴口である。
９は吸気ポート、５は該吸気ポート９を開閉する吸気弁、１０は排気ポート、６は該排気ポートを開閉する排気弁、１６は前記吸気ポート９内に設けられて前記主燃焼室１への主燃焼ガス流量を調整するスロットル弁である。
以上の基本構成は、通常のガスエンジンと同様である。
【００２０】
１２は前記副室内に燃料ガスを供給する副室ガス供給路、１３は該副室ガス供給路１２に設けられて前記副室２側へのガスの流れのみを可能とする逆止弁である。３は該副室２内の燃料ガスを点火燃焼せしめる点火プラグ、３ａは該点火プラグ３の点火時期及び点火電圧を制御する点火回路である。
４は前記副室２内に軽油等の油燃料を噴射する燃料噴射弁、３４は燃料ポンプ、３１はコモンレールで、該燃料ポンプ３４において高圧つまり噴射圧に加圧された油燃料をコモンレール３１に蓄圧し、所定のタイミングで該油燃料を燃料通路３２を通して前記燃料噴射弁４に圧送し、該燃料噴射弁４から前記副室２内に噴射するようになっている。
【００２１】
１１は前記副室ガス供給路１２に設けられて該ガス供給路１２を開閉する電磁弁である。２３は前記吸気ポート９内における吸気圧力を検出する吸気圧力検出器である。
２０は該副室ガス供給路１２の電磁弁１１上流側に設けられた差圧制御弁、２２は前記副室ガス供給路１２の副室ガス圧力を検出する副室ガス圧力検出器、２１は差圧検出器であり、該差圧検出器２１において前記副室ガス圧力検出器２２からの副室ガス圧力と前記吸気圧力検出器２３からの吸気圧力との差圧を検出して差圧制御弁２０に入力し、該差圧制御弁２０により前記副室ガス供給路１２の通路面積を前記差圧が一定になるように制御している。
【００２２】
２５は発電機負荷を検出する負荷検出器、２７は前記スロットル弁１５の開度を検出するスロットル開度検出器、２８はエンジンのシリンダ内圧力即ち前記主燃焼室１内の圧力を検出する筒内圧力検出器である。前記負荷検出器２５、スロットル開度検出器２７、筒内圧力検出器２８及び前記吸気圧力検出器２３によりエンジン運転状態検出器を構成する。
２６は前記点火プラグ３の温度を検出する点火プラグ温度検出器である。
【００２３】
２４は後述するような演算、制御を行うコントローラで、該コントローラ２４には、前記負荷検出器２５からのエンジン負荷（エンジン出力）の検出値、スロットル開度検出器２７からのスロットル弁１５の開度の検出値、筒内圧力検出器２８からのシリンダ内圧力の検出値、吸気圧力検出器２３からの吸気ポート９内における吸気圧力の検出値、点火プラグ温度検出器２６からの点火プラグ３の温度検出値等が入力されている。
尚、図示を省略したが、エンジン回転数を検出するエンジン回転数検出器を設置し、該エンジン回転数検出器からのエンジン回転数検出値をエンジン運転状態検出値の１つとして前記コントローラ２に入力する。
【００２４】
かかる構成からなるガスエンジンにおいて、スロットル弁１５により流量を制御された希薄混合気は、吸気弁５の開弁により吸気ポート９から主燃焼室１に導入され、圧縮行程におけるピストン７の上昇とともに副室噴口０３を通って副室２内に流入する。
そして、後述するように、副室ガス供給路１２から供給される燃料ガスが点火プラグ３からの火花放電により強制着火燃焼され、あるいは副室２内に設けた燃料噴射弁４により噴射された油燃料が自己着火燃焼されると、その燃焼火炎が副室噴口０３から主燃焼室１に噴出せしめられて主燃焼室１における希薄混合気が安定して燃焼する。
【００２５】
次に、図３に基づきかかるガスエンジンの燃焼制御装置の動作を説明する。
２４１は負荷設定部で、前記副室２内において副室ガス供給路１２から燃料ガスを導入して点火プラグ３からの火花放電により強制着火燃焼せしめる副室火花点火方式と、副室２内に設けた燃料噴射弁４から油燃料を噴射し自己着火燃焼せしめる副室油着火燃焼とを切り換える発電機負荷が設定されている。
２４３はスロットル開度設定器で、前記副室火花点火方式と副室油着火燃焼とを切り換えるスロットル開度が設定されている。
【００２６】
２４５は筒内圧力設定器で、前記副室火花点火方式と副室油着火燃焼とを切り換えるシリンダ内最高圧力が設定されている。
２４７は吸気圧力設定器で、前記点火プラグによる着火燃焼と液体燃料による着火燃焼とを切り換える副室着火燃焼の切換え吸気圧力が設定されている。
２４９は点火プラグ温度設定部で、前記副室火花点火方式と副室油着火燃焼とを切り換える点火プラグ温度が設定されている。
【００２７】
２４２は負荷比較部で、前記負荷検出器２５からの発電機負荷の検出値Ｌ１と、前記負荷設定部２４１からの副室火花点火方式と副室油着火方式との切換え発電機負荷Ｌ０とを比較し、該発電機負荷の検出値が前記切換え発電機負荷以下（Ｌ１≦Ｌ０）であるかあるいは前記切換え発電機負荷を超えているか（Ｌ１＞Ｌ０）の比較結果を、電磁弁開閉判断部２５３、点火プラグ作動判断部２５４及び燃料噴射系作動判断部２５５に入力する。
【００２８】
２４４はスロットル開度比較部で、前記スロットル開度検出器２７からのスロットル弁１５の開度の検出値（Ｈ１）と、前記スロットル開度設定部２４３からの副室火花点火方式と副室油着火方式との切換えスロットル開度（Ｈ０）とを比較し、該スロットル弁１５の開度の検出値が前記切換えスロットル開度以下（Ｈ１≦Ｈ０）であるかあるいは前記スロットル弁１５の開度の検出値が切換えスロットル開度を超えているか（Ｈ１＞Ｈ０）の比較結果を、電磁弁開閉判断部２５３、点火プラグ作動判断部２５４及び燃料噴射系作動判断部２５５に入力する。
【００２９】
２４６は筒内圧力比較部で、前記筒内圧力検出器２８からのシリンダ内最高圧力の検出値（Ｐ１）と、前記筒内圧力設定部２４５からの副室火花点火方式と副室油着火方式との切換えシリンダ内最高圧力（Ｐ０）とを比較し、該シリンダ内最高圧力の検出値が前記切換えシリンダ内最高圧力以下（Ｐ１≦Ｐ０）であるかあるいは前記シリンダ内最高圧力の検出値が切換えシリンダ内最高圧力を超えているか（Ｐ１＞Ｐ０）の比較結果を、電磁弁開閉判断部２５３、点火プラグ作動判断部２５４及び燃料噴射系作動判断部２５５に入力する。
【００３０】
２４８は吸気圧力比較部で、前記吸気圧力検出器２３からの吸気圧力の検出値（Ｐｓ１）と、前記吸気圧力設定部２４７からの副室火花点火方式と副室油着火方式との切換え吸気圧力（Ｐｓ０）とを比較し、該吸気圧力の検出値が前記切換え吸気圧力以下（Ｐｓ１≦Ｐｓ０）であるかあるいは前記吸気圧力の検出値が切換え吸気圧力を超えているか（Ｐｓ１＞Ｐｓ０）の比較結果を、電磁弁開閉判断部２５３、点火プラグ作動判断部２５４及び燃料噴射系作動判断部２５５に入力する。
【００３１】
２５０は点火プラグ温度比較部で、前記点火プラグ温度検出器２６からの点火プラグ電極温度の検出値（Ｔ１）と、前記点火プラグ温度設定部２４９からの許容点火プラグ温度（Ｔ０）とを比較し、該点火プラグ温度の検出値が前記許容点火プラグ温度以下（Ｔ１≦Ｔ０）であるかあるいは前記点火プラグ温度の検出値が許容点火プラグ温度を超えているか（Ｔ１＞Ｔ０）の比較結果を、電磁弁開閉判断部２５３、点火プラグ作動判断部２５４及び燃料噴射系作動判断部２５５に入力する。
【００３２】
前記負荷比較部２４２における比較結果において発電機負荷の検出値が前記切換え発電機負荷以下（Ｌ１≦Ｌ０）のときには、電磁弁開閉判断部２５３において電磁弁１１に開弁指令を出力して該電磁弁１１を開弁せしめるとともに、点火プラグ作動判断部２５４において点火回路３ａを介して点火プラグ３に火花放電を発生せしめる。
これにより、副室ガス供給路１２からの燃料ガスは電磁弁１１を経て逆止弁１３を押し開けて副室２内に流入し、この燃料ガスが前記点火プラグ３の火花放電により強制着火燃焼せしめられる。
【００３３】
また、前記スロットル開度比較部２４４における比較結果においてスロットル弁１５の開度の検出値が前記切換えスロットル開度以下（Ｈ１≦Ｈ０）のとき、あるいは筒内圧力比較部２４６における比較結果においてシリンダ内最高圧力の検出値が前記切換えシリンダ内最高圧力以下（Ｐ１≦Ｐ０）のとき、あるいは吸気圧力比較部２４８における比較結果において吸気圧力の検出値が前記切換え吸気圧力以下（Ｐ１≦Ｐ０）のときにも、前記発電機負荷の場合を同様に、電磁弁開閉判断部２５３にて電磁弁１１に開弁指令を出力して該電磁弁１１を開弁せしめるとともに、点火プラグ作動判断部２５４にて点火回路３ａを介して点火プラグ３に火花放電を発生し、強制着火燃焼せしめる。
従ってかかる低負荷時には、前記のような点火プラグ３の火花放電着火によって副室２内に導入されている燃料ガスが強制着火燃焼し、その燃焼火炎が副室噴口０３を通って主燃焼室１内に噴出せしめられて該主燃焼室１内の希薄混合気への安定した燃焼が行われる。
【００３４】
一方、前記負荷比較部２４２における比較結果において発電機負荷の検出値が前記切換え発電機負荷を超えている（Ｌ１＞Ｌ０）場合には、燃料噴射系作動判断部２５５にて燃料ポンプ３４及び燃料噴射弁４を含む燃料噴射系に作動指令を出力し、該燃料ポンプ３４からの高圧燃料を燃料噴射弁４に供給して該燃料噴射弁４を作動させ、副室内に油燃料を噴射せしめる。
さらに、これと同時に前記電磁弁１１を閉じて、副室１２内への副室ガスの供給を遮断するとともに、前記点火プラグ３の作動を遮断して火花放電を停止せしめる。
【００３５】
前記スロットル開度比較部２４４における比較結果において前記スロットル弁１５の開度の検出値が切換えスロットル開度を超えている（Ｈ１＞Ｈ０）のとき、あるいは筒内圧力比較部２４６における比較結果においてシリンダ内最高圧力の検出値が前記切換えシリンダ内最高圧力を超えている（Ｐ１＞Ｐ０）とき、あるいは吸気圧力比較部２４８における比較結果において吸気圧力の検出値が前記切換え吸気圧力を超えている（Ｐｓ１＞Ｐｓ０）ときにも、前記エンジン発電機負荷の場合を同様に、燃料噴射系作動判断部２５５にて燃料ポンプ３４及び燃料噴射弁４を含む燃料噴射系に作動指令を出力し、該燃料ポンプ３４からの高圧燃料を燃料噴射弁４に供給して該燃料噴射弁４を作動させ、副室内に油燃料を噴射せしめる。
そして、かかる場合においても、前記電磁弁１１を閉じて、副室１２内への副室ガスの供給を遮断するとともに、前記点火プラグ３の作動を遮断して火花放電を停止せしめる。
【００３６】
従ってかかる高負荷時には、前記低負荷時のように副室２内に供給された燃料ガスに点火プラグ３による火花放電を行うことなく、該副室２内の燃料噴射弁４から噴射される油燃料が自己着火燃焼せしめられる。従って高負荷時に点火プラグ３の温度上昇による高温劣化を回避できる。
【００３７】
また、点火プラグ温度比較部２５０における比較結果において点火プラグ温度の検出値が許容点火プラグ温度を超えている（Ｔ１＞Ｔ０）ときには、電磁弁開閉判断部２５３にて電磁弁１１を閉じて副室２への副室ガスの供給を遮断するとともに、点火プラグ作動判断部２５４にて前記点火プラグの作動を遮断せしめ、燃料噴射弁４を作動させて副室油着火方式に切り替える。
このようにして、点火プラグ３の温度状態を常時検知してエンジンの運転を行うことにより、該点火プラグ３の温度上昇による高温劣化を回避できる。
【００３８】
【発明の効果】
以上記載のごとく本発明によれば、低負荷時には、電磁弁を開いて燃料ガスを副室に供給して点火プラグの火花放電により強制着火燃焼せしめることにより、主燃焼室内の希薄混合気への安定した着火燃焼を行うとともに、油の消費を最小限に抑えることができる。
【００３９】
また、エンジンの高負荷時には、低負荷時のように副室内の副室ガスに点火プラグによる火花放電を行うことなく、副室内に設けた燃料噴射弁から噴射される油燃料を強制着火燃焼せしめ、主燃焼室内の希薄混合気の安定した燃焼を行うことができる。
さらに、高負荷時において点火プラグによる火花放電を停止することにより、該点火プラグの高温劣化を防止でき、該点火プラグの耐久性を向上できる。
【図面の簡単な説明】
【図１】 本発明の実施例に係るガスエンジンの燃焼制御装置の全体構成図である。
【図２】 副室及び主燃焼室周りの要部断面図である。
【図３】 前記燃焼制御装置の制御ブロック図である。
【図４】 従来技術を示す図２対応図である。
【符号の説明】
１ 主燃焼室
２ 副室
３ 点火プラグ
３ａ 点火回路
０３ 副室噴口
４ 燃料噴射弁
５ 吸気弁
６ 排気弁
７ ピストン
８ シリンダヘッド
９ 吸気ポート
１０ 排気ポート
１１ 電磁弁
１２ 副室ガス供給路
１３ 逆止弁
１５ スロットル弁
２０ 差圧制御弁
２１ 差圧検出器
２２ 副室ガス圧力検出器
２３ 吸気圧力検出器
２４ コントローラ
２５ 負荷検出器
２６ 点火プラグ温度検出器
２７ スロットル開度検出器
２８ 筒内圧力検出器
３４ 燃料ポンプ[0001]
BACKGROUND OF THE INVENTION
The present invention includes an ignition plug for forcibly igniting and burning a sub-chamber fuel gas in the sub-chamber and a fuel injection valve for injecting oil fuel into the sub-chamber, and the sub-chamber spark ignition combustion by the operation of the spark plug according to the load. The present invention relates to a combustion control device for a gas engine configured to switch sub-chamber oil ignition combustion by operation of a fuel injection valve.
[0002]
[Prior art]
FIG. 4 includes a spark plug for forcibly igniting and burning the sub-chamber fuel gas in the sub-chamber, and the combustion gas in the sub-chamber is jetted into the main combustion chamber to ignite and burn the lean air-fuel mixture in the main combustion chamber. An example of a gas engine is shown.
In FIG. 4, 7 is an engine piston, 1 is a main combustion chamber formed on the upper surface of the piston, 8 is a cylinder head, 2 is a sub chamber provided in the cylinder head 8, 13 is a sub chamber base, 03 Is a sub-chamber nozzle formed in the tip of the sub-chamber base 13.
9 is an intake port, 5 is an intake valve for opening and closing the intake port 9, 10 is an exhaust port, and 6 is an exhaust valve for opening and closing the exhaust port.
[0003]
12 is a sub chamber gas supply passage for supplying the sub chamber fuel gas into the sub chamber, and 13 is a check valve provided in the sub chamber gas supply passage 12 to allow only the gas flow to the sub chamber 2 side. It is. An ignition plug 3 forcibly ignites and burns the sub chamber fuel gas in the sub chamber 2.
[0004]
In such a gas engine, a lean mixture of air and main fuel gas whose flow rate is controlled by a throttle valve (not shown) is introduced into the main combustion chamber 1 from the intake port 9 by opening the intake valve 5, and the piston 7 in the compression stroke As the temperature rises, a part flows into the sub chamber 2 through the sub chamber nozzle 03.
Then, the sub-chamber fuel gas supplied into the sub-chamber 2 from the sub-chamber gas supply passage 12 during the intake stroke is mixed with the lean air-fuel mixture from the main combustion chamber 1 side to obtain an air-fuel mixture concentration suitable for ignition. At this point, when forced ignition combustion is performed by spark discharge from the spark plug 3, the combustion flame is ejected from the sub-chamber nozzle 03 to the main combustion chamber 1 and stable ignition of the lean air-fuel mixture in the main combustion chamber 1 is performed. Combustion takes place.
[0005]
Patent Document 1 (Japanese Patent Laid-Open No. 8-4562) discloses a sub chamber gas supply path for supplying a sub chamber gas for ignition into the sub chamber and a sub chamber control valve for opening and closing the sub chamber gas supply path. In addition, a fuel injection valve for injecting liquid fuel into the auxiliary chamber is provided. During normal operation, the fuel injection valve is deactivated and the auxiliary chamber control valve is opened to introduce high-concentration gas fuel into the auxiliary chamber for ignition and combustion. During emergency operation, the sub-chamber control valve is closed to shut off the gas fuel, and the fuel injection valve is operated to inject liquid fuel into the sub-chamber for ignition and combustion, so that the fuel injection valve can be used even when gas fuel is not supplied. The engine can be operated by injecting liquid fuel into the sub chamber.
[0006]
In the prior art shown in FIG. 4, the sub-chamber fuel gas supplied from the sub-chamber gas supply passage 12 into the sub-chamber 2 is mixed with the lean air-fuel mixture from the main combustion chamber 1 side and suitable for ignition. When the air-fuel mixture concentration is reached, it is configured to perform forced ignition combustion by spark discharge from the spark plug 3, and the lean air-fuel mixture in the main combustion chamber is generated by the combustion flame being ejected to the main combustion chamber 1 side. However, as the engine load increases, as the temperature of the spark plug 3 rises, the spark plug 3 undergoes high-temperature deterioration and the durability of the spark plug 3 decreases. This hinders high output.
[0007]
Further, the above-mentioned Patent Document 1 only discloses a technique in which the sub-chamber control valve is opened and high-concentration gas fuel is introduced into the sub-chamber and ignited and burned in the entire operation region during normal operation.
[Patent Document 1]
JP-A-8-4562
[Problems to be solved by the invention]
[0009]
SUMMARY OF THE INVENTION In view of the prior art, the present invention provides a gas engine having a spark plug for forcibly igniting and burning sub-chamber fuel gas and a fuel injection valve for injecting liquid fuel into the sub-chamber. An object of the present invention is to provide a combustion control device for a gas engine that can increase the output while ensuring the durability of the spark plug by switching from the sub-chamber spark ignition system using the plug to the sub-chamber oil ignition system using the fuel injection valve.
[0010]
[Means for Solving the Problems]
In order to solve this problem, the present invention includes a sub chamber gas supply path for supplying fuel gas into the same sub chamber, a spark plug for forcibly igniting and burning the fuel gas, and a fuel injection valve for injecting liquid fuel. The chamber gas supply path is provided with an electromagnetic valve for opening and closing the sub chamber gas supply path and an engine operation state detection means for detecting the engine operation state, and the engine load state is reduced based on the detection value from the operation state detection means. -In the middle load range, the solenoid valve of the sub chamber gas supply path is opened and the spark plug is operated to perform sub chamber spark ignition combustion, and in the high load range, the solenoid valve of the sub chamber gas supply path is closed and the ignition plug A combustion control device for a gas engine is proposed in which the sub-chamber oil ignition combustion is performed by shutting off the operation and operating the fuel injection valve.
[0011]
In such an invention, preferably, the combustion control device uses the engine operating state detecting means as a load detector for detecting a generator load , and when the generator load is a predetermined value or less based on a detection value of the load detector. The solenoid valve is opened to supply fuel gas to the sub chamber and the spark plug is operated to ignite and burn the fuel gas. When the generator load exceeds the predetermined value, the solenoid valve is closed and the sub chamber is closed. The fuel gas supply to the chamber is shut off, the operation of the spark plug is shut off, and the fuel injection valve is operated to inject oil fuel into the sub chamber.
[0012]
According to this invention, when a detected value from the engine operating state detecting means for detecting the engine operating state such as the generator load or the throttle opening, the in-cylinder pressure, the intake pressure or the like is input to the controller, When the engine load is determined to be below a certain level based on the detected value, the solenoid valve is opened to supply fuel gas to the sub chamber and the ignition plug is operated via the ignition circuit to be introduced into the sub chamber. The generated fuel gas is forcibly ignited and burned by spark discharge of the spark plug.
The combustion flame generated by the spark discharge ignition of the spark plug is ejected into the main combustion chamber through the sub chamber nozzle and stable combustion to the lean air-fuel mixture in the main combustion chamber is performed.
[0013]
On the other hand, the controller closes the solenoid valve and shuts off the supply of the sub-chamber gas into the sub-chamber when the engine load is determined to be above a certain level based on the detection value from the engine operating state detection means. At the same time, the operation of the spark plug is shut off, and high-pressure fuel from the fuel pump is supplied to the fuel injection valve to operate the fuel injection valve so that oil fuel is injected into the sub chamber.
[0014]
According to this invention, at the time of low load, the solenoid valve of the sub chamber gas supply path is opened to supply the fuel gas to the sub chamber, and forced ignition combustion is performed by spark discharge of the spark plug, and a combustion flame is generated on the main combustion chamber side. By doing so, the lean air-fuel mixture in the main combustion chamber can be stably ignited and burned, and consumption of oil fuel can be suppressed to the minimum necessary.
[0015]
When the engine is under high load, the oil fuel injected from the fuel injection valve is surely self-ignited and combusted, so that stable ignition and combustion in the lean air-fuel mixture in the main combustion chamber can be realized. Therefore, at this time, since no spark discharge is performed by the spark plug, the problem of high temperature deterioration accompanying a rise in the spark plug temperature at the time of high load can be avoided, and high output can be achieved.
[0016]
In the invention, it is preferable that the electrode temperature detector of the spark plug is provided, and the controller opens the electromagnetic valve and the temperature of the spark plug input from the spark plug temperature detector becomes a predetermined temperature or more. The operation of the spark plug is interrupted and the fuel injection valve is operated to switch from the sub chamber spark ignition system to the sub chamber oil ignition system.
If comprised in this way, the temperature state of a spark plug will always be detected, and an engine driving | running | working can prevent the high temperature degradation of this spark plug beforehand.
[0017]
DETAILED DESCRIPTION OF THE INVENTION
Hereinafter, the present invention will be described in detail with reference to the embodiments shown in the drawings. However, the dimensions, materials, shapes, relative arrangements, and the like of the component parts described in this example are not intended to limit the scope of the present invention only to specific examples unless otherwise specified. Only.
[0018]
FIG. 1 is an overall configuration diagram of a combustion control apparatus for a gas engine according to an embodiment of the present invention, and FIG. 2 is a cross-sectional view of a main part around a sub chamber and a main combustion chamber. FIG. 3 is a control block diagram of the combustion control device.
[0019]
1 and 2 showing the embodiment, 7 is a piston of the engine, 1 is a main combustion chamber formed on the upper surface of the piston, 8 is a cylinder head, 2 is a sub chamber provided in the cylinder head 8, Reference numeral 13 denotes a sub-chamber base, and 03 denotes a sub-chamber nozzle formed in the tip of the sub-chamber base 13.
9 is an intake port, 5 is an intake valve that opens and closes the intake port 9, 10 is an exhaust port, 6 is an exhaust valve that opens and closes the exhaust port, and 16 is provided in the intake port 9 to the main combustion chamber 1. This is a throttle valve for adjusting the main combustion gas flow rate of the engine.
The above basic configuration is the same as that of a normal gas engine.
[0020]
12 is a sub chamber gas supply passage for supplying fuel gas into the sub chamber, and 13 is a check valve provided in the sub chamber gas supply passage 12 to allow only gas flow to the sub chamber 2 side. . 3 is an ignition plug for igniting and burning the fuel gas in the sub chamber 2, and 3a is an ignition circuit for controlling the ignition timing and ignition voltage of the ignition plug 3.
4 is a fuel injection valve for injecting oil fuel such as light oil into the sub chamber 2, 34 is a fuel pump, 31 is a common rail, and oil fuel pressurized to a high pressure, that is, an injection pressure in the fuel pump 34 is supplied to the common rail 31. The pressure is accumulated, and the oil fuel is pumped to the fuel injection valve 4 through the fuel passage 32 at a predetermined timing, and injected from the fuel injection valve 4 into the sub chamber 2.
[0021]
An electromagnetic valve 11 is provided in the sub chamber gas supply path 12 to open and close the gas supply path 12. Reference numeral 23 denotes an intake pressure detector for detecting the intake pressure in the intake port 9.
20 is a differential pressure control valve provided upstream of the electromagnetic valve 11 in the sub chamber gas supply path 12, 22 is a sub chamber gas pressure detector for detecting the sub chamber gas pressure in the sub chamber gas supply path 12, and 21 is A differential pressure detector, which detects a differential pressure between the sub chamber gas pressure from the sub chamber gas pressure detector 22 and the intake pressure from the intake pressure detector 23 in the differential pressure detector 21 to control the differential pressure. The differential pressure control valve 20 controls the passage area of the sub chamber gas supply passage 12 so that the differential pressure becomes constant.
[0022]
25 is a load detector for detecting the generator load, 27 is a throttle opening detector for detecting the opening of the throttle valve 15, and 28 is a cylinder for detecting the pressure in the cylinder of the engine, that is, the pressure in the main combustion chamber 1. It is an internal pressure detector. The load detector 25, the throttle opening detector 27, the in-cylinder pressure detector 28, and the intake pressure detector 23 constitute an engine operating state detector.
A spark plug temperature detector 26 detects the temperature of the spark plug 3.
[0023]
Reference numeral 24 denotes a controller that performs calculation and control as will be described later. The controller 24 includes an engine load (engine output) detection value from the load detector 25 and an opening of the throttle valve 15 from the throttle opening detector 27. The detected value of the degree, the detected value of the cylinder pressure from the in-cylinder pressure detector 28, the detected value of the intake pressure in the intake port 9 from the intake pressure detector 23, and the detected value of the spark plug 3 from the spark plug temperature detector 26 A temperature detection value or the like is input.
Although not shown, an engine speed detector for detecting the engine speed is installed, and the engine speed detection value from the engine speed detector is set as one of the engine operating state detection values in the controller 2. input.
[0024]
In the gas engine having such a configuration, the lean air-fuel mixture whose flow rate is controlled by the throttle valve 15 is introduced into the main combustion chamber 1 from the intake port 9 by opening the intake valve 5, and is supplemented with the piston 7 rising in the compression stroke. It flows into the sub chamber 2 through the chamber nozzle 03.
As will be described later, the fuel gas supplied from the sub chamber gas supply passage 12 is forcibly ignited and burned by spark discharge from the spark plug 3 or injected by the fuel injection valve 4 provided in the sub chamber 2. When the fuel is self-ignited and combusted, the combustion flame is ejected from the sub chamber nozzle 03 into the main combustion chamber 1 and the lean air-fuel mixture in the main combustion chamber 1 is stably combusted.
[0025]
Next, the operation of the combustion control apparatus for a gas engine will be described with reference to FIG.
Reference numeral 241 denotes a load setting unit, in which a fuel gas is introduced from the sub chamber gas supply path 12 in the sub chamber 2 and forced ignition combustion is performed by spark discharge from the spark plug 3, A generator load for switching between sub-chamber oil ignition combustion in which oil fuel is injected from the provided fuel injection valve 4 and self-ignition combustion is performed is set.
Reference numeral 243 denotes a throttle opening setting device which sets a throttle opening for switching between the sub chamber spark ignition method and the sub chamber oil ignition combustion.
[0026]
Reference numeral 245 denotes an in-cylinder pressure setter that sets the maximum in-cylinder pressure for switching between the sub-chamber spark ignition method and the sub-chamber oil ignition combustion.
Reference numeral 247 denotes an intake pressure setting device, which sets a switching intake pressure for sub-chamber ignition combustion that switches between ignition combustion by the spark plug and ignition combustion by liquid fuel.
An ignition plug temperature setting unit 249 sets an ignition plug temperature for switching between the sub chamber spark ignition method and the sub chamber oil ignition combustion.
[0027]
Reference numeral 242 denotes a load comparison unit, and a generator load detection value L 1 from the load detector 25 and a switching generator load L 0 between the sub chamber spark ignition method and the sub chamber oil ignition method from the load setting unit 241. And the comparison result of whether the detected value of the generator load is equal to or less than the switching generator load (L 1 ≦ L 0 ) or exceeds the switching generator load (L 1 > L 0 ). The electromagnetic valve opening / closing determination unit 253, the spark plug operation determination unit 254, and the fuel injection system operation determination unit 255 are input.
[0028]
Reference numeral 244 denotes a throttle opening comparison unit, which is a detection value (H 1 ) of the opening of the throttle valve 15 from the throttle opening detector 27, a sub-chamber spark ignition method and a sub-chamber from the throttle opening setting unit 243. The switching throttle opening (H 0 ) with the oil ignition system is compared, and the detected value of the opening of the throttle valve 15 is equal to or less than the switching throttle opening (H 1 ≦ H 0 ) or the throttle valve 15 A comparison result of whether the detected value of the opening of the engine exceeds the switching throttle opening (H 1 > H 0 ) is input to the solenoid valve open / close determination unit 253, the spark plug operation determination unit 254, and the fuel injection system operation determination unit 255 To do.
[0029]
Reference numeral 246 denotes an in-cylinder pressure comparison unit, which is the detected value (P 1 ) of the maximum in-cylinder pressure from the in-cylinder pressure detector 28, the sub-chamber spark ignition method and the sub-chamber oil ignition from the in-cylinder pressure setting unit 245. The maximum pressure in the switching cylinder (P 0 ) is compared with the method, and the detected value of the maximum pressure in the cylinder is equal to or lower than the maximum pressure in the switching cylinder (P 1 ≦ P 0 ) or the maximum pressure in the cylinder The comparison result of whether the detected value exceeds the maximum pressure in the switching cylinder (P 1 > P 0 ) is input to the solenoid valve open / close determination unit 253, the spark plug operation determination unit 254, and the fuel injection system operation determination unit 255.
[0030]
Reference numeral 248 denotes an intake pressure comparison unit, which detects the intake pressure detected from the intake pressure detector 23 (P s1 ) and switches the intake air between the sub-chamber spark ignition method and the sub-chamber oil ignition method from the intake pressure setting unit 247. Pressure (P s0 ) and whether the detected value of the intake pressure is equal to or lower than the switching intake pressure (P s1 ≦ P s0 ) or whether the detected value of the intake pressure exceeds the switched intake pressure (P s1 > P s0 ) is input to the solenoid valve opening / closing determination unit 253, the spark plug operation determination unit 254, and the fuel injection system operation determination unit 255.
[0031]
250 is a spark plug temperature comparison unit, which detects the detected value (T 1 ) of the spark plug electrode temperature from the spark plug temperature detector 26 and the allowable spark plug temperature (T 0 ) from the spark plug temperature setting unit 249. In comparison, whether the detected value of the spark plug temperature is equal to or lower than the allowable spark plug temperature (T 1 ≦ T 0 ), or whether the detected value of the spark plug temperature exceeds the allowable spark plug temperature (T 1 > T 0). ) Is input to the solenoid valve opening / closing determination unit 253, the spark plug operation determination unit 254, and the fuel injection system operation determination unit 255.
[0032]
When the detected value of the generator load is equal to or less than the switching generator load (L 1 ≦ L 0 ) in the comparison result in the load comparison unit 242, the solenoid valve open / close determination unit 253 outputs a valve opening command to the solenoid valve 11 The electromagnetic valve 11 is opened, and a spark discharge is generated in the spark plug 3 through the ignition circuit 3a in the spark plug operation determination unit 254.
As a result, the fuel gas from the sub chamber gas supply path 12 passes through the solenoid valve 11 to push the check valve 13 open and flows into the sub chamber 2, and this fuel gas is forcibly ignited and burned by the spark discharge of the spark plug 3. I'm damned.
[0033]
Further, in the comparison result in the throttle opening degree comparison unit 244, when the detected value of the opening degree of the throttle valve 15 is equal to or less than the switching throttle opening degree (H 1 ≦ H 0 ), or in the comparison result in the in-cylinder pressure comparison unit 246 the detected value of the maximum pressure in the cylinder is below the switching cylinder maximum pressure (P 1 ≦ P 0) when, or comparison detection value of the intake pressure is less than the switching intake pressure in the results (P 1 ≦ the intake pressure comparing section 248 In the case of P 0 ), similarly to the case of the generator load, the solenoid valve opening / closing judgment unit 253 outputs a valve opening command to the solenoid valve 11 to open the solenoid valve 11 and operates the spark plug. The determination unit 254 generates a spark discharge in the spark plug 3 through the ignition circuit 3a to cause forced ignition and combustion.
Therefore, at the time of such a low load, the fuel gas introduced into the sub chamber 2 by the spark discharge ignition of the spark plug 3 as described above is forcibly ignited and combusted, and the combustion flame passes through the sub chamber nozzle 03 and is in the main combustion chamber 1. The stable combustion to the lean air-fuel mixture in the main combustion chamber 1 is performed by being ejected into the main combustion chamber 1.
[0034]
On the other hand, when the detected value of the generator load exceeds the switching generator load (L 1 > L 0 ) in the comparison result in the load comparison unit 242, the fuel injection system operation determination unit 255 performs the fuel pump 34. And an operation command is output to a fuel injection system including the fuel injection valve 4, high-pressure fuel from the fuel pump 34 is supplied to the fuel injection valve 4 to operate the fuel injection valve 4, and oil fuel is injected into the sub chamber. Let me.
At the same time, the solenoid valve 11 is closed to shut off the supply of the sub chamber gas into the sub chamber 12, and the spark plug 3 is stopped to stop the spark discharge.
[0035]
When the detected value of the opening degree of the throttle valve 15 exceeds the switching throttle opening degree (H 1 > H 0 ) in the comparison result in the throttle opening degree comparison unit 244 or the comparison result in the in-cylinder pressure comparison unit 246 When the detection value of the maximum cylinder pressure exceeds the maximum switching cylinder pressure (P 1 > P 0 ), or the comparison result in the intake pressure comparison unit 248 indicates that the detection value of the intake pressure exceeds the switching intake pressure. When (P s1 > P s0 ), the fuel injection system operation determination unit 255 issues an operation command to the fuel injection system including the fuel pump 34 and the fuel injection valve 4 in the same manner as in the case of the engine generator load. The high pressure fuel from the fuel pump 34 is supplied to the fuel injection valve 4 to operate the fuel injection valve 4 to inject oil fuel into the sub chamber.
Even in such a case, the electromagnetic valve 11 is closed to cut off the supply of the sub chamber gas into the sub chamber 12, and the operation of the spark plug 3 is cut off to stop the spark discharge.
[0036]
Therefore, at the time of such high load, the oil injected from the fuel injection valve 4 in the sub chamber 2 without performing spark discharge by the spark plug 3 on the fuel gas supplied into the sub chamber 2 as in the low load. The fuel is self-ignited and combusted. Therefore, it is possible to avoid high temperature deterioration due to the temperature rise of the spark plug 3 at high load.
[0037]
When the detected value of the spark plug temperature exceeds the allowable spark plug temperature (T 1 > T 0 ) in the comparison result in the spark plug temperature comparison unit 250, the solenoid valve 11 is closed by the solenoid valve open / close determination unit 253. While the supply of the sub chamber gas to the sub chamber 2 is shut off, the operation of the spark plug is shut off by the spark plug operation determining unit 254, and the fuel injection valve 4 is operated to switch to the sub chamber oil ignition system.
In this way, by constantly detecting the temperature state of the spark plug 3 and operating the engine, it is possible to avoid high temperature deterioration due to a temperature rise of the spark plug 3.
[0038]
【The invention's effect】
As described above, according to the present invention, when the load is low, the solenoid valve is opened, fuel gas is supplied to the sub chamber, and forced ignition combustion is performed by spark discharge of the spark plug, so that the lean mixture in the main combustion chamber is supplied. While performing stable ignition combustion, it is possible to minimize oil consumption.
[0039]
In addition, when the engine is under high load, the oil fuel injected from the fuel injection valve provided in the sub chamber is forcedly ignited and combusted without spark discharge by the spark plug to the sub chamber gas in the sub chamber as in low load. The stable combustion of the lean air-fuel mixture in the main combustion chamber can be performed.
Further, by stopping the spark discharge by the spark plug at the time of high load, the spark plug can be prevented from being deteriorated at high temperature, and the durability of the spark plug can be improved.
[Brief description of the drawings]
FIG. 1 is an overall configuration diagram of a combustion control device for a gas engine according to an embodiment of the present invention.
FIG. 2 is a cross-sectional view of a main part around a sub chamber and a main combustion chamber.
FIG. 3 is a control block diagram of the combustion control device.
FIG. 4 is a diagram corresponding to FIG.
[Explanation of symbols]
DESCRIPTION OF SYMBOLS 1 Main combustion chamber 2 Sub chamber 3 Spark plug 3a Ignition circuit 03 Sub chamber nozzle 4 Fuel injection valve 5 Intake valve 6 Exhaust valve 7 Piston 8 Cylinder head 9 Intake port 10 Exhaust port 11 Solenoid valve 12 Subchamber gas supply path 13 Check Valve 15 Throttle valve 20 Differential pressure control valve 21 Differential pressure detector 22 Sub chamber gas pressure detector 23 Intake pressure detector 24 Controller 25 Load detector 26 Spark plug temperature detector 27 Throttle opening detector 28 In-cylinder pressure detector 34 Fuel pump

Claims (6)

同一の副室内に燃料ガスを供給する副室ガス供給路、前記燃料ガスを強制着火燃焼せしめる点火プラグ及び液体燃料を噴射する燃料噴射弁を備え、前記副室ガス供給路に該副室ガス供給路を開閉する電磁弁を設けるとともにエンジン運転状態を検出するエンジン運転状態検出手段を設け、該運転状態検出手段からの検出値に基づきエンジンの負荷状態が低〜中負荷域では副室ガス供給路の電磁弁を開き、点火プラグを作動することで、副室火花点火燃焼を行い、高負荷域では副室ガス供給路の電磁弁を閉じ、点火プラグの作動を遮断し、燃料噴射弁を作動することで、副室油着火燃焼を行うことを特徴とするガスエンジンの燃焼制御装置。 A sub-chamber gas supply passage for supplying fuel gas into the same sub-chamber, an ignition plug for forcibly igniting and burning the fuel gas, and a fuel injection valve for injecting liquid fuel, and supplying the sub-chamber gas to the sub-chamber gas supply passage Provided with an electromagnetic valve for opening and closing the road and engine operating state detecting means for detecting the engine operating state, and based on the detected value from the operating state detecting means , the sub chamber gas supply path in the low to medium load range of the engine Open the solenoid valve and operate the ignition plug to perform sub-chamber spark ignition combustion, close the solenoid valve of the sub-chamber gas supply path in high load range, shut off the operation of the ignition plug, and operate the fuel injection valve A combustion control device for a gas engine that performs sub-chamber oil ignition combustion. 前記燃焼制御装置は、前記エンジン運転状態検出手段として発電機負荷を検出する負荷検出器を備え、該負荷検出器からの検出値に基づいて発電機負荷が規定のしきい値以下の場合は副室火花点火燃焼、しきい値を超える場合は副室油着火燃焼を行うことを特徴とする請求項１記載のガスエンジンの燃焼制御装置。The combustion control device includes a load detector that detects a generator load as the engine operating state detection means, and when the generator load is equal to or less than a predetermined threshold based on a detection value from the load detector, 2. A combustion control apparatus for a gas engine according to claim 1, wherein the combustion is performed in the chamber spark ignition, and when the threshold value is exceeded, sub chamber oil ignition combustion is performed. 前記燃焼制御装置は、前記エンジン運転状態検出手段としてスロットル開度検出器を備え、該スロットル開度検出器からの検出値に基づいてスロットル開度が規定のしきい値以下の場合は副室火花点火燃焼、しきい値を超える場合は副室油着火燃焼を行うことを特徴とする請求項１記載のガスエンジンの燃焼制御装置。The combustion control device includes a throttle opening detector as the engine operating state detecting means, and when the throttle opening is equal to or less than a predetermined threshold based on a detection value from the throttle opening detector, a sub-chamber spark is detected. 2. A combustion control apparatus for a gas engine according to claim 1, wherein when the ignition combustion exceeds a threshold value, the auxiliary chamber oil ignition combustion is performed. 前記燃焼制御装置は、前記エンジン運転状態検出手段として吸気圧力検出器を備え、該吸気圧力検出器からの検出値に基づいて吸気圧力が規定のしきい値以下の場合は副室火花点火燃焼、しきい値を超える場合は副室油着火燃焼を行うことを特徴とする請求項１記載のガスエンジンの燃焼制御装置。The combustion control device includes an intake pressure detector as the engine operating state detection means, and when the intake pressure is less than a predetermined threshold based on a detection value from the intake pressure detector, sub-chamber spark ignition combustion, 2. The gas engine combustion control apparatus according to claim 1, wherein when the threshold value is exceeded, sub chamber oil ignition combustion is performed. 前記燃焼制御装置は、前記エンジン運転状態検出手段として筒内圧力検出器を備え、該筒内圧力検出器からの検出値に基づいて筒内圧力の最大値が規定のしきい値以下の場合は副室火花点火燃焼、しきい値を超える場合は副室油着火燃焼を行うことを特徴とする請求項１記載のガスエンジンの燃焼制御装置。The combustion control device includes an in- cylinder pressure detector as the engine operating state detecting means, and when the maximum value of the in-cylinder pressure is less than a specified threshold value based on a detection value from the in- cylinder pressure detector. 2. A combustion control system for a gas engine according to claim 1, wherein sub-chamber spark ignition combustion and sub-chamber oil ignition combustion are performed when a threshold value is exceeded. 前記燃焼制御装置は、前記エンジン運転状態検出手段として点火プラグ温度検出器を備え、該点火プラグ温度検出器からの検出値に基づいて点火プラグ温度が規定のしきい値以下の場合は副室火花点火燃焼、しきい値を超える場合は副室油着火燃焼を行うことを特徴とする請求項１記載のガスエンジンの燃焼制御装置。The combustion control device includes a spark plug temperature detector as the engine operating state detection means, and when the spark plug temperature is below a predetermined threshold based on a detection value from the spark plug temperature detector, a sub-chamber spark is detected. 2. A combustion control apparatus for a gas engine according to claim 1, wherein when the ignition combustion exceeds a threshold value, the auxiliary chamber oil ignition combustion is performed.
JP2002365936A 2002-12-17 2002-12-17 Gas engine combustion control device Expired - Fee Related JP3861049B2 (en)

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