JP4604943B2 - ENGINE AND FUEL INJECTION CONTROL DEVICE THEREOF - Google Patents

Description

  The present invention relates to an engine capable of injecting a plurality of fuels and a fuel injection control device thereof, and more particularly to control of injection distribution of each fuel.

  Related techniques for supplying a plurality of fuels to an internal combustion engine for operation are disclosed in Patent Documents 1 and 2 below. Patent Document 1 discloses a method of controlling an injection valve in order to inject two types of fuel into a combustion chamber at a predetermined ratio. More specifically, alcohol is used as the first fuel, light oil is used as the second fuel, and the filling amount of the light oil per stroke in the injection valve is controlled, so that the first fuel (alcohol) and the second fuel (light oil) are controlled. ) Is controlled. Prior to injecting alcohol as the main fuel of a diesel engine, a small amount of light oil having better compression ignitability than that of alcohol is injected to start or assist the combustion of alcohol by the light oil ignited earlier.

  Patent Document 2 discloses an internal combustion engine that generates a plurality of types of fuels having different octane numbers from a single type of fuel by means of a fuel separation means, and changes the usage ratio of each of the plurality of types of fuels according to the operating region. Has been. More specifically, each generated fuel is temporarily stored in a sub-tank. When fuel is injected, in the operation region where a high octane number is required, the use ratio of a high octane number fuel component is increased and a low octane number is required. Injection control is performed so that the usage ratio of the fuel component having a low octane number is increased in the operation region, and the usage ratio of the fuel component having a large remaining amount is increased in the operation region.

  Further, Patent Document 2 also discloses a case where a plurality of types of fuel are supplied to an internal combustion engine that can perform both the self-ignition combustion system operation and the spark ignition combustion system operation. In that case, when the remaining amount of the fuel component with the higher usage rate in a certain operating region is less than the predetermined amount, or the remaining amount of the fuel component with the lower usage rate in the operating region is lower than the predetermined amount. When the fuel consumption increases, the fuel usage ratio is changed and the combustion method is switched so that the fuel component with the larger remaining amount is supplied. This suppresses the bias in the remaining amount of fuel. Furthermore, when the remaining amount of fuel is biased, the shift point of the automatic transmission is moved, and control is performed so as to use an operation region in which the usage ratio of the fuel component with the smaller remaining amount is low. Is suppressed.

JP-A-6-307307 JP 2001-5070 A

  In an internal combustion engine capable of injecting a plurality of fuels, for example, performance such as fuel consumption and emission can be improved by changing the injection distribution of each fuel according to the operating conditions. However, if only a specific fuel is consumed, the frequency of refueling increases in order to appropriately perform injection distribution of each fuel. Therefore, when controlling the injection distribution of each fuel, it is required not only to improve the performance such as fuel efficiency and emission, but also to prevent the remaining amount of each fuel from being biased.

  In Patent Document 1, alcohol (first fuel) changes greatly depending on the engine load, whereas light oil (second fuel) only needs to function as an ignition source. Little change in injection amount. As a result, the injection distribution of the first fuel and the second fuel largely changes depending on the engine load, and thus the remaining amount of each fuel tends to be biased.

  Moreover, in patent document 2, the bias of the remaining amount of each fuel is suppressed by performing injection control so that the usage rate of the fuel component with much remaining amount is made high. However, in that case, the injection distribution control of each fuel in consideration of performance such as fuel efficiency and emission is not performed. For this reason, although deviation in the remaining amount of each fuel is suppressed, appropriate performance such as fuel efficiency and emission is not always obtained.

  The present invention provides an engine and a fuel injection control device for the same that can suppress an unevenness in the remaining amount of each fuel when injecting a plurality of fuels and can improve engine performance such as fuel efficiency and emission. The purpose is to provide.

  The engine and its fuel injection control device according to the present invention employ the following means in order to achieve the above-described object.

The fuel injection control device for an engine according to the present invention is an engine fuel injection control device that controls injection distribution of each fuel for an engine capable of injecting two types of fuel. The engine characteristics representing the relationship between the index related to the engine and the physical quantity related to the predetermined engine performance, or the relationship between the index related to the injection distribution of each fuel and the gradient of the physical quantity related to the predetermined engine performance with respect to the index. Characteristic storage means for storing in association with each other, operating state prediction means for predicting the operating state of the engine at a plurality of times, and a first engine corresponding to the operating state of the engine at a plurality of times predicted by the operating state prediction means A set of characteristics is read from the characteristic storage means, the sum of the indices at a plurality of times is within a set range, and the sum of the physical quantities at a plurality of times is An injection condition calculation means for calculating an injection condition for minimization using the read first set of engine characteristics, and an injection distribution of each fuel is controlled based on the injection condition calculated by the injection condition calculation means. The physical quantity related to the engine performance is a physical quantity related to the fuel consumption performance of the engine or a physical quantity related to the emission performance of the engine .

  In one aspect of the present invention, an operation state detection unit that detects an operation state of the engine is provided, and the injection control unit injects each fuel based on the injection condition and the operation state of the engine detected by the operation state detection unit. It is preferable to control the distribution. In this aspect, the injection control means reads out the second engine characteristic corresponding to the engine operating state detected by the operating state detecting means from the characteristic storage means, and determines the injection condition and the read second engine characteristic. It is preferable to control injection distribution of each fuel based on this.

  Further, in one aspect of the present invention, the injection condition calculation means includes, as the injection condition, a gradient of a tangent line tangent to each curve representing a relationship between the index and the physical quantity in the first set of engine characteristics with a constant gradient. It is preferable that the calculation is performed under a condition that the sum of the indices corresponding to each contact point between the curve and the tangent line is within a set range.

  Further, in one aspect of the present invention, the injection condition calculation means includes, as the injection condition, a gradient of a tangent line tangent to each curve representing a relationship between the index and the physical quantity in the first set of engine characteristics with a constant gradient. The calculation is performed under the condition that the sum of the index corresponding to each contact point of the curve and the tangent line is within a set range, and the injection control unit is configured to determine the relationship between the index and the physical quantity in the second engine characteristic and the injection condition. It is preferable to calculate an index value corresponding to a contact point with a tangent line having a gradient calculated by the calculation means, and to control injection distribution of each fuel based on the calculated index value.

  Also, in one aspect of the present invention, the injection condition calculating means includes, as the injection condition, the tangent curve that is in contact with each curve representing the relationship between the index and the physical quantity in the first set of engine characteristics with a constant gradient. It is preferable to calculate the value of the index corresponding to each contact point under the condition that the sum of the indices is within the set range.

  Further, in one aspect of the present invention, it is preferable that the index related to the injection distribution of each fuel is an index that sets a value when each fuel is injected without causing a deviation in the remaining amount of each fuel to 0. is there. In this aspect, the injection condition calculation means uses the first set of engine characteristics as an injection condition for making the sum of the indices at a plurality of times substantially zero and minimizing the sum of the physical quantities at a plurality of times. It is preferable to calculate by

  In one aspect of the present invention, the characteristic storage means stores the engine characteristic as an engine operating state in association with at least the engine rotational speed and the engine torque, and the operating state predicting means at least as an engine operating state. It is preferable to predict the engine rotation speed and the engine torque.

  In one aspect of the present invention, the characteristic storage means stores the engine characteristic as an engine operating state in association with at least the engine rotational speed and the engine torque, and the operating state detection means at least as an engine operating state. It is preferable to detect the engine rotation speed and the engine torque.

  Further, in one aspect of the present invention, the vehicle includes a traveling state prediction unit that predicts the traveling state of the vehicle on which the engine is mounted at a plurality of times, and the driving state prediction unit has the vehicle traveling state predicted by the traveling state prediction unit. It is preferable to predict the operating state of the engine based on this. In this aspect, the traveling state prediction means includes any one or more of the current position of the vehicle, the traveling route of the vehicle, information relating to the road around the current position of the vehicle, and traffic information around the current position of the vehicle. It is preferable to predict the traveling state of the vehicle based on the above.

  In one aspect of the present invention, it is preferable that the operation state prediction means predicts the operation state of the engine based on a preset operation mode of the engine.

An engine according to the present invention is an engine capable of injecting two types of fuel, and includes a fuel injection control device that controls injection distribution of each fuel, and the fuel injection control device is included in the present invention. The gist of the present invention is a fuel injection control device for such an engine.

  According to the present invention, when a plurality of fuels are injected, the sum of the indices related to the distribution of each fuel injection at a plurality of times is within a set range, and the sum of the physical quantities related to the engine performance at a plurality of times is minimized. The injection conditions for performing the calculation are calculated, and the injection distribution of each fuel is controlled based on the injection conditions. As a result, it is possible to suppress a deviation in the remaining amount of each fuel, and it is possible to improve engine performance such as fuel consumption and emission.

  DESCRIPTION OF EMBODIMENTS Hereinafter, embodiments for carrying out the present invention (hereinafter referred to as embodiments) will be described with reference to the drawings.

“Embodiment 1”
FIG. 1 is a diagram showing a schematic configuration of the entire system including an engine according to Embodiment 1 of the present invention. The engine 10 according to the present embodiment is mounted on a vehicle, for example, and can inject a plurality of types of fuel having different characteristics from either one of the fuel injection valves 20 and 21 or both at the same time.

  The main fuel tank 12 stores fuel (for example, gasoline) supplied from the outside. The fractionator 14 fractionates the fuel supplied from the main fuel tank 12 into a low-octane fuel having a low octane number and a high-octane fuel having a high octane number, for example, utilizing differences in boiling points of the components of the fuel. To do. During fractional distillation by the fractionator 14, low octane number fuel and high octane number fuel are produced at a predetermined ratio. The fractionated low octane number fuel is stored in the sub fuel tank 16, and the fractionated high octane number fuel is stored in the sub fuel tank 18.

  The engine (internal combustion engine) 10 generates power by burning the fuel injected from one or both of the fuel injection valves 20 and 21 at the same time. The power generated by the engine 10 is used to drive a load such as a vehicle after being shifted by a transmission (not shown). The fuel injection valves 20 and 21 here can inject fuels having different octane numbers. More specifically, the fuel injection valve 20 can directly inject the low-octane fuel supplied from the sub fuel tank 16 by the fuel pump 22 into the cylinder of the engine 10. The high-octane fuel supplied from the sub fuel tank 18 by the pump 24 can be injected into the intake pipe of the engine 10. Then, by controlling the drive of each of the fuel injection valves 20 and 21 (control of the valve opening period), it is possible to control the injection distribution of the low-octane fuel and the high-octane fuel and to control the overall fuel injection amount. it can. In the present embodiment, both the fuel injection valves 20 and 21 may face the intake pipe of the engine 10, and both the low octane number fuel and the high octane number fuel may be injected into the intake pipe of the engine 10, or the fuel injection Both the valves 20 and 21 may face the cylinder of the engine 10, and both the low-octane fuel and the high-octane fuel may be injected into the cylinder of the engine 10.

  The vehicle position detection device 32 detects the current position of the vehicle on which the engine 10 is mounted using, for example, GPS, and outputs a signal indicating the current position of the vehicle to the navigation device 36 and the electronic control device 42.

  The traffic information receiving device 34 receives traffic information from outside using, for example, VICS, and outputs a signal indicating the traffic information to the navigation device 36 and the electronic control device 42. Examples of the traffic information here include traffic jam information and regulation information such as construction and traffic closure.

  The navigation device 36 stores road map data in a map database, reads a road map around the current position of the vehicle from the map database, and displays it on the screen together with the current position of the vehicle. Then, when the operator inputs the destination of the vehicle, the navigation device 36 sets the travel route of the vehicle based on the current position of the vehicle and the destination of the vehicle and displays it on the screen. Furthermore, the navigation device 36 can also display traffic information around the current position of the vehicle on the screen. The navigation device 36 outputs information related to the road around the vehicle and the road around the current position of the vehicle to the electronic control device 42.

  The electronic control unit 42 is configured as a microprocessor centered on a CPU, and includes a ROM that stores a processing program, a RAM that temporarily stores data, and an input / output port. The electronic control device 42 receives a signal indicating an engine rotational speed Ne detected by a sensor (not shown), a signal indicating a vehicle speed V, a signal indicating an accelerator opening A, a signal indicating a gear stage D of the transmission, and the like. Is entered through the port. Further, the electronic control device 42 includes a signal indicating the current position of the vehicle from the vehicle position detection device 32, a signal indicating traffic information from the traffic information receiving device 34, and a vehicle travel route and vehicle information from the navigation device 36. A signal indicating information related to the road around the current position is also input via the input port. On the other hand, the electronic control device 42 outputs an injection control signal and the like for performing drive control (control of the valve opening period) of each of the fuel injection valves 20 and 21 via an output port. Thus, the injection distribution of the low octane fuel and the high octane fuel and the overall fuel injection amount are controlled.

  The electronic control unit 42 can be configured by a functional block diagram shown in FIG. 2, for example. The electronic control unit 42 includes an engine characteristic storage unit 52, a vehicle travel pattern prediction unit 54, an engine operation condition conversion unit 56, a first engine characteristic selection unit 58, a fuel injection condition calculation unit 60, and an engine operation state detection unit described below. 62, a second engine characteristic selector 64, and a fuel injection controller 66.

  The engine characteristic storage unit 52 stores engine characteristics representing the relationship between the index c related to the fuel injection distribution and the physical quantity x related to engine performance in association with the operating state of the engine 10. Specific examples of the physical quantity x related to the engine performance here are related to the fuel efficiency performance of the engine 10 such as the net fuel consumption rate (BSFC) of the engine 10 and the fuel flow rate (amount obtained by multiplying the engine output by BFC and BSFC). Mention may be made of physical quantities. Furthermore, for example, a physical quantity related to the emission performance of the engine 10 such as the NOx discharge flow rate of the engine 10 can be used.

  Hereinafter, a specific example of the engine characteristic stored in the engine characteristic storage unit 52 will be described in more detail. Here, the relationship between the average octane number (average RON) of the injected fuel and the fuel flow rate (BFC) is expressed by the characteristics shown in FIGS. 3 (A) to (C) and FIGS. 4 (A) to (C). Can do. Here, FIG. 3A shows the case where the engine speed Ne is 1200 rpm and stratified combustion, FIG. 3B shows the case where the engine speed Ne is 1600 rpm and stratified combustion, and FIG. 3C shows the engine speed Ne = The characteristics in the case of stratified combustion at 2400 rpm are shown. 4A shows an engine rotation speed Ne = 1200 rpm and homogeneous combustion, FIG. 4B shows an engine rotation speed Ne = 1600 rpm and homogeneous combustion, and FIG. 4C shows an engine rotation speed Ne = 2400 rpm. And the characteristic in the case of homogeneous combustion is shown. As shown in FIGS. 3A to 3C and FIGS. 4A to 4C, the characteristics of the fuel flow rate (BFC) with respect to the average RON are the engine rotational speed Ne, the engine torque Te, and the combustion mode of the engine 10. Varies depending on (stratified combustion or homogeneous combustion).

  Further, consider a case where the fractionation ratio of the low octane fuel and the high octane fuel by the fractionator 14 is p: q, and the ratio of the amount of fuel remaining in the sub fuel tank 16 and the sub fuel tank 18 is p: q. . In that case, the low octane number is maintained so that the consumption ratio with respect to the production amount of the low octane fuel (capacity of the sub fuel tank 16) and the consumption ratio with respect to the production amount of the high octane fuel (capacity of the sub fuel tank 18) are kept equal. By controlling the injection distribution of the fuel and the high octane fuel, each fuel is consumed without any deviation in the remaining amount. Furthermore, when the depth (or liquid level height) of each fuel remaining in the sub fuel tanks 16 and 18 is equal and the area ratio of the horizontal cross sections of the sub fuel tank 16 and the sub fuel tank 18 is p: q. By controlling the injection distribution of each fuel so that the liquid level of the fuel in the sub fuel tanks 16 and 18 is kept equal, each fuel is consumed without any deviation in its remaining amount.

  When the usage ratio (injection distribution) of the low octane fuel and the high octane fuel is a: 1-a (0 ≦ a ≦ 1) and the total fuel flow consumed (injected) is x, The difference between the consumption ratio and the consumption ratio with respect to the amount of high-octane fuel produced (difference in liquid level between the sub fuel tanks 16 and 18) c can be expressed by the following equation (1).

  c = Σ (a × x / p) −Σ ((1−a) × x / q) (1)

  Considering a long time span, the difference c in the fuel consumption rate can be expressed by the following equation (2). From equation (2), in order to consume each fuel without deviation in the remaining amount, the injection distribution of the low-octane fuel and the high-octane fuel is controlled so that c = 0 is established within a predetermined time. Is required.

  c = a * x / p- (1-a) * x / q (2)

  Moreover, when RON (research method octane number) of the low octane fuel is L and RON of the high octane fuel is H, the average RON of the injected fuel can be expressed by the following equation (3).

  RON = L * a + H * (1-a) = H- (HL) * a (3)

  From the equations (2) and (3), the following equation (4) is obtained.

  c = ((H−RON) / p− (RON−L) / q) × x / (H−L) (4)

  Using this equation (4), the characteristics of FIGS. 3A to 3C and FIGS. 4A to 4C are converted into the relationship between the fuel flow rate x and the difference c of the fuel consumption rate, 5 (A) to (C) and FIGS. 6 (A) to (C), respectively. As shown in FIGS. 5A to 5C and FIGS. 6A to 6C, the relationship between the fuel flow rate x and the fuel consumption rate difference c is also the engine rotational speed Ne, the engine torque Te, and the engine 10. Depending on the combustion mode (stratified combustion or homogeneous combustion). Then, the relationship between x and c as engine characteristics is stored in the engine characteristic storage unit 52 in association with the engine rotational speed Ne, the engine torque Te, and the combustion mode of the engine 10. The index c in this case is an index that changes in accordance with the injection distribution (use ratio) of the low-octane fuel and the high-octane fuel. When the injection distribution of the low-octane fuel and the high-octane fuel is p: q, (2 ) From the equation, c = 0, and each fuel is consumed (injected) without any deviation in the remaining amount of each fuel. Further, when the injection distribution of the low octane fuel is higher than p: q, the value of the index c is positive. On the other hand, when the injection distribution of the high octane fuel is higher than p: q, the value of the index c is negative.

  The vehicle traveling pattern prediction unit 54 predicts the traveling state of the vehicle at a plurality of times t1 to tn (n is a natural number of 2 or more) by predicting the traveling pattern of the vehicle at the predetermined time δT0. Each time interval between times t1 and tn is set to a predetermined value δT1 that is sufficiently smaller than δT0. Here, as the running state of the vehicle, the vehicle speed Vp, the vehicle driving force Fp, and the transmission gear stage Dp are predicted at a plurality of times t1 to tn. And about the vehicle travel pattern, that is, the vehicle speed Vp, the vehicle driving force Fp, and the time series pattern of the transmission gear stage Dp, for example, the current position of the vehicle from the vehicle position detection device 32 and the vehicle from the navigation device 36. And the traffic information in the vicinity of the current position of the vehicle from the navigation device 36 and the traffic information in the vicinity of the current position of the vehicle from the traffic information receiving device 34 can be predicted. However, the travel pattern of the vehicle can be predicted based on any one or more of these. The travel pattern of the vehicle at the predetermined time T0 predicted by the vehicle travel pattern prediction unit 54 (the travel state of the vehicle at a plurality of times t1 to tn) is output to the engine operating condition conversion unit 56.

  The engine operating condition conversion unit 56 converts the driving pattern of the vehicle at the predetermined time T0 predicted by the vehicle driving pattern prediction unit 54 into the driving pattern of the engine 10, thereby changing the driving state of the engine 10 at a plurality of times t1 to tn. Predict. Here, as the operating state of the engine 10, the engine rotational speed Nep, the engine torque Tep, and the combustion mode (stratified combustion or homogeneous combustion) of the engine 10 are determined based on the vehicle travel state (vehicle speed Vp and vehicle Prediction is made based on the driving force Fp and the transmission gear stage Dp). The operation pattern of the engine 10 at the predetermined time T0 predicted by the engine operation condition conversion unit 56 (the operation state of the engine 10 at the plurality of times t1 to tn) is output to the first engine characteristic selection unit 58.

  The first engine characteristic selection unit 58 reads from the engine characteristic storage unit 52 a set of engine characteristics corresponding to the operating state of the engine 10 at a plurality of times t1 to tn predicted by the engine operating condition conversion unit 56. More specifically, the first engine characteristic selection unit 58 performs engine characteristics corresponding to the engine speed Nep, the engine torque Tep, and the combustion mode of the engine 10 at each of the times t1 to tn (relationship between the physical quantity x and the index c). Are read from the engine characteristic storage unit 52, respectively. The set of engine characteristics read from the engine characteristic storage unit 52 by the first engine characteristic selection unit 58 is output to the fuel injection condition calculation unit 60.

  The fuel injection condition calculation unit 60 uses the set of engine characteristics (relationship between the physical quantity x and the index c) selected by the first engine characteristic selection unit 58 to set the total sum of the indices c at a plurality of times t1 to tn. The injection conditions for minimizing the total sum of the physical quantities x at a plurality of times t1 to tn are calculated. The injection conditions calculated by the fuel injection condition calculation unit 60 are output to the fuel injection control unit 66.

Hereinafter, the calculation method of the injection condition will be described in more detail. For example, if a physical quantity (fuel flow rate) x is expressed as a function h (c) (hereinafter referred to as a consumption function) of an index c as an engine characteristic, a set of engine characteristics selected by the first engine characteristic selection unit 58, that is, The n consumption functions corresponding to the operating state of the engine 10 at times t1 to tn can be expressed by, for example, n curves shown in FIG. FIG. 7 shows a case where each consumption function (each curve) x _i = h (c _i ) (i is a natural number of 1 to n) is a downward convex function. In this case, the sum F (C) of the physical quantity x ₁ ~x _n of the sum C of the index c ₁ to c _n in a plurality of times t1~tn under conditions that 0 at a plurality time t1~tn minimize The problem can be expressed as a problem that minimizes the objective function of the following equation (5) using the following equation (6) as a constraint.

  The Lagrangian function L (C, λ) at that time can be defined by the following equation (7).

  The conditions for minimizing the objective function F (C) of the equation (5) under the constraint condition of the equation (C = 0) are expressed by the following equations (8) and (9) by the Lagrange multiplier method. Is done. The equation (8) needs to hold for all i of 1 to n.

  Expressions (8) and (9) are expressed by the following expressions (10) and (11). The expression (10) also needs to hold for all i of 1 to n.

  Expression (11) is the constraint condition itself of Expression (6). On the other hand, from the equation (10), it is necessary that the equation (12) holds for all i of 1 to n.

Equation (12) indicates that the gradient of the tangent line that contacts each of the n consumption functions x _i = h (c _i ) (n curves) shown in FIG. 7 at a constant gradient is −λ. Therefore, the fuel injection condition calculation unit 60 uses indices c _{1 to} c corresponding to the respective contacts (operating points in FIG. 7) between the curves representing the n consumption functions x _i = h (c _i ) and the constant gradient tangents. _The above-described injection condition can be calculated by calculating the value of λ (the gradient of the tangent) under the condition that the total sum C of _n is 0. Each value of the indices c _{1 to} c _n can also be calculated corresponding to the value of λ (tangential gradient). As described above, the fuel injection condition calculation unit 60 calculates the above-described injection condition (tangential gradient) using the Lagrange multiplier method.

  It should be noted that the vehicle travel pattern prediction unit 54 described above performs vehicle travel state prediction processing, the engine operation condition conversion unit 56 predicts operation state of the engine 10, and the first engine characteristic selection unit 58 selects a set of engine characteristics. The process and the calculation process of the injection condition (tangential gradient) by the fuel injection condition calculation unit 60 are repeatedly performed every predetermined time δT0.

  The engine operation state detection unit 62 detects the operation state of the engine 10. Here, as the operating state of the engine 10, the engine rotational speed Ne, the engine torque Te, and the combustion mode (stratified combustion or homogeneous combustion) of the engine 10 are detected. The engine rotation speed Ne here may be directly detected by a sensor (not shown), or may be calculated from the vehicle speed V detected by the sensor (not shown) and the transmission gear stage D. Moreover, about the combustion form of the engine 10, it can acquire from the accelerator opening A detected by the sensor which is not shown in figure, for example. The engine torque Te can be calculated from, for example, an accelerator opening A and an engine rotational speed Ne detected by a sensor (not shown). The operating state of the engine 10 detected by the engine operating state detector 62 is output to the second engine characteristic selector 64.

  The second engine characteristic selection unit 64 reads the engine characteristic corresponding to the operation state of the engine 10 detected by the engine operation state detection unit 62 from the engine characteristic storage unit 52. More specifically, the second engine characteristic selection unit 64 stores engine characteristics (relationship between the physical quantity x and the index c) corresponding to the engine rotational speed Ne, the engine torque Te, and the combustion mode of the engine 10 at time tj. Read from unit 52. The engine characteristic read from the engine characteristic storage unit 52 by the second engine characteristic selection unit 64 is output to the fuel injection control unit 66.

The fuel injection control unit 66 includes an injection condition (tangential gradient −λ) calculated by the fuel injection condition calculation unit 60 and an engine characteristic (relationship between the physical quantity x and the index c) selected by the second engine characteristic selection unit 64. On the basis of the control, the fuel injection valves 20 and 21 are controlled to drive (control during the valve opening period) to control the fuel injection distribution. For example, if the physical quantity (fuel flow rate) x is expressed as the consumption function h (c) of the index c as the engine characteristic, the engine characteristic selected by the second engine characteristic selection unit 64, that is, the operating state of the engine 10 at time tj. The consumption function x = h (c) corresponding to can be expressed, for example, by a curve shown in FIG. Then, as shown in FIG. 8, the fuel injection control unit 66 has a curve representing the consumption function x = h (c) and a tangent line having a gradient (−λ gradient) calculated by the fuel injection condition calculation unit 60. The value c _j of the index c corresponding to the contact point (c _j , x _j ) is calculated, and the injection distribution of each fuel (low octane number fuel and high octane number fuel) is calculated based on the calculated value c _j of the index c To do. As described above, in the second engine characteristic selection unit 64, the engine characteristic corresponding to the operation state of the engine 10 detected by the engine operation state detection unit 62 is read from the engine characteristic storage unit 52. Therefore, in the fuel injection control unit 66, the injection distribution of each fuel is based on the injection condition (tangential gradient) calculated by the fuel injection condition calculation unit 60 and the operation state of the engine 10 detected by the engine operation state detection unit 62. Will be controlled. The overall fuel injection amount is controlled by performing drive control of the fuel injection valves 20 and 21 based on an accelerator opening A detected by a sensor (not shown), for example.

  It should be noted that the engine operating state detection process by the engine operating state detection unit 62 described above, the engine characteristic selection process by the second engine characteristic selection unit 64, and the calculation of the injection distribution of each fuel by the fuel injection control unit 66. Is repeatedly executed every predetermined time δT1.

  Next, the result of the study conducted by the present inventor will be described. The examination results described below are obtained by calculating the fuel consumption state in the assumed engine operation pattern using the actually measured engine characteristics.

  Here, both the operation pattern of the engine 10 predicted by the engine operation state conversion unit 56 and the operation pattern of the engine 10 detected by the engine operation state detection unit 62 (time series pattern of the engine rotation speed Nep and the engine torque Tep) are both included. It is assumed that the time series pattern shown in FIG. 9 is read from the engine characteristic storage unit 52 corresponding to the operating state of the engine 10 every predetermined time δT1 in the time series pattern shown in FIG. 9 (selected by the first engine characteristic unit 58 and the second engine characteristic unit 64). ) Assume that the engine characteristics are represented by a plurality of curves (operation lines) indicating the relationship between the fuel consumption x and the index c in FIG. Further, the production ratio of the low octane fuel (fuel A) and the high octane fuel (fuel B) by the fractionator 14 is set to 8: 2. In this case, the value of the index c is 0 when the injection distribution (use ratio) of the fuel A and the fuel B is 8: 2.

  When the fuel injection distribution is controlled so as to minimize the fuel consumption amount x at each of the times t1 to tn (hereinafter referred to as Comparative Example 1), as shown at each operating point in FIG. An index c is calculated when the fuel consumption x is minimum in the engine characteristics (curve representing the relationship between x and c) corresponding to each of tn, and injection distribution of each fuel is controlled according to the calculated index c. To do. In Comparative Example 1, the fuel consumption amount throughout the time series pattern shown in FIG. 9 is obtained by integrating the fuel consumption amount x at each of the times t1 to tn, and becomes 12.07 [g]. The consumption amounts (injection amounts) of the fuel A and the fuel B through the entire time series pattern shown in FIG. 9 are 9.21 [g] and 2.86 [g], respectively. However, in order to generate 2.86 [g] of fuel B, 14.31 [g] of the original fuel (fuel in the main fuel tank 12) is required. Since 11.45 [g] of fuel A is generated from the original fuel of 14.31 [g], the fuel A remains in excess by 2.24 [g]. That is, in the comparative example 1, the remaining amount of each fuel is biased.

  In addition, as shown in each operating point in FIG. 12, when the fuel injection distribution is controlled so that the index c becomes 0 at all the times t1 to tn (hereinafter referred to as Comparative Example 2), the fuel Since A and fuel B are always consumed at a ratio of 8: 2, there is no bias in the remaining amount of each fuel. However, in the second comparative example, the fuel consumption throughout the entire time series pattern of FIG. 9 is 12.27 [g], and the fuel consumption is higher than that in the first comparative example. The consumption amounts (injection amounts) of the fuel A and the fuel B through the entire time series pattern shown in FIG. 9 are 9.82 [g] and 2.45 [g], respectively.

Next, as shown at each operating point in FIG. 13, each contact point of the engine characteristic (curve representing the relationship between x and c) corresponding to each of the times t1 to tn and a constant gradient tangent corresponds to each contact point. Consider a case where the calculation is performed under the condition that the sum C of the indices c _i is 0, and the injection distribution of each fuel is controlled according to each calculated contact point (hereinafter referred to as an example). In this embodiment, the fuel consumption throughout the time series pattern shown in FIG. 9 is 12.18 [g], which is smaller than that of the comparative example 2. The consumption amounts (injection amounts) of the fuel A and the fuel B through the entire time series pattern shown in FIG. 9 are 9.74 [g] and 2.44 [g], respectively, and this ratio is approximately 8: 2. Become. That is, in this embodiment, there is almost no deviation in the remaining amount of each fuel.

  Table 1 shows a comparison result between the comparative examples 1 and 2 described above and the examples. In Comparative Example 1, the total sum of the fuels A and B that are actually consumed is minimized, but the amount of the original fuel required to generate each fuel increases. In Comparative Example 2, although the sum of the fuels A and B actually consumed becomes equal to the amount of the original fuel, these amounts increase. On the other hand, in the embodiment, the total sum of the fuels A and B actually consumed can be made equal to the amount of the original fuel, and these amounts can be reduced.

In the present embodiment described above, the total amount C of the indices c _{1 to} c _n related to the injection distribution of each fuel at the plurality of times t1 to tn is set to 0 and the physical quantity x ₁ related to the engine performance at the plurality of times t1 to tn. the injection conditions for ~x _n sum F (C) is a minimum is calculated using a set of engine characteristics representing the relationship between the indices c and the physical quantity x. More specifically, the gradient of a tangent line that touches each curve representing a set of engine characteristics (n consumption functions x _i = h (c _i )) with a constant gradient is defined as each contact point between each curve and the constant gradient tangent line ( The calculation is performed under the condition that the sum C of the indices c _{1 to} c _n corresponding to the operating point in FIG. Then, by controlling injection distribution of each fuel based on the calculated injection condition (tangential gradient), the engine performance such as fuel efficiency is optimized while keeping the usage ratio of each fuel within a desired range. be able to. As a result, the unevenness of the remaining amount of each fuel can be suppressed to reduce the frequency of fuel supply, and the engine performance can be improved.

Furthermore, in the present embodiment, the engine characteristic representing the relationship between the index c and the physical quantity x is stored in advance in the engine characteristic storage unit 52 in association with the operating state of the engine 10. Then, a set of engine characteristics corresponding to the predicted operating state of the engine 10 at times t1 to tn is read from the engine characteristic storage unit 52, and an injection condition (tangential gradient) is calculated using the read set of engine characteristics. To do. As a result, the injection condition (tangential gradient) for setting the sum C of the indices c _{1 to} c _n to 0 and minimizing the sum F (C) of the physical quantities x _{1 to} x _n depends on the operating state of the engine 10. Since it can calculate more appropriately, injection distribution control of each fuel can be performed more appropriately.

Furthermore, in this embodiment, the injection distribution of each fuel is controlled based on the calculated injection condition (tangential gradient) and the detected operating state of the engine 10. More specifically, an engine characteristic corresponding to the detected operating state of the engine 10 is read from the engine characteristic storage unit 52, a curve representing the read engine characteristic (consumption function x = h (c)), a constant gradient tangent, The injection distribution of each fuel is calculated based on the value c _j of the index c corresponding to the contact point (c _j , x _j ). Thereby, it can perform more appropriately according to the driving | running state of the engine 10 which detected the injection distribution of each fuel.

  Next, another configuration example of the first embodiment will be described.

  In the configuration example shown in FIG. 14, the fractionator 14 is omitted as compared with the configuration example shown in FIG. 1, and fuels having different octane numbers are directly supplied to the fuel tanks 17 and 19. For example, the fuel tank 17 is supplied with low-octane fuel, and the fuel tank 19 is supplied with high-octane fuel. The low octane number fuel in the fuel tank 17 is supplied to the fuel injection valve 20 by the fuel pump 22, and the high octane number fuel in the fuel tank 19 is supplied to the fuel injection valve 21 by the fuel pump 24.

  Further, in the configuration example shown in FIG. 15, fuel switching valves 26 and 28 are provided as compared with the configuration example shown in FIG. 1. The fuel switching valve 26 switches the fuel supplied to the fuel injection valve 20 by the fuel pump 22 between the main fuel in the main fuel tank 12 and the low octane fuel in the sub fuel tank 16. The fuel switching valve 28 switches the fuel supplied to the fuel injection valve 21 by the fuel pump 24 between the main fuel in the main fuel tank 12 and the high octane fuel in the sub fuel tank 18. According to the configuration example shown in FIG. 15, in addition to the low octane number fuel and the high octane number fuel, the original fuel before fractional distillation can be injected.

“Embodiment 2”
FIG. 16 is a diagram showing a schematic configuration of the entire system including the engine according to Embodiment 2 of the present invention. The engine 10 according to the present embodiment is mounted on, for example, a vehicle, and can inject gasoline and light oil from the gasoline injector 120 and the light oil injector 121 as a plurality of types of fuel having different characteristics. In the following description, the same or corresponding components as those in the first embodiment are denoted by the same reference numerals, and redundant description is omitted.

  The gasoline tank 112 stores gasoline supplied from outside. The gasoline injector 120 can inject gasoline supplied from the gasoline tank 112 by the gasoline pump 122 into the intake pipe of the engine 10. The light oil tank 113 stores light oil supplied from the outside. The light oil injector 121 can directly inject light oil supplied from the light oil tank 113 by the light oil pump 123 into the cylinder of the engine 10. The electronic control unit 42 performs drive control of the gasoline injector 120 and drive control of the light oil injector 121, thereby controlling the injection amount of gasoline and light oil and controlling the injection distribution of gasoline and light oil. In addition, the cetane number of light oil is larger than the cetane number of gasoline.

  In the engine 10 according to this embodiment, as shown in FIG. 17, three types of combustion modes using gasoline and light oil can be switched according to the engine load. More specifically, stratified combustion is performed by premixed compression ignition (PCCI) of two fuels in a low load region, rapid combustion by light oil multipoint ignition is performed in a medium load region, and normal diesel combustion is performed in a high load region. .

  And in the engine 10 which concerns on this embodiment, if the injection distribution of gasoline and light oil is changed, emission performance, such as NOx emission amount, will also change. For example, the relationship between the injection ratio of light oil with respect to the entire injection amount (light oil injection amount / (light oil injection amount + gasoline injection amount)) and the NOx discharge flow rate can be expressed by the characteristics shown in FIG. However, each curve shown in FIG. 18 shows characteristics when the engine rotation speed Ne, the engine torque Te, and the combustion mode of the engine 10 are constant. That is, the relationship between the injection ratio of light oil and the NOx exhaust flow rate with respect to the entire injection amount changes according to the engine rotational speed Ne, the engine torque Te, and the combustion mode of the engine 10.

  When the capacity ratio between the light oil tank 113 and the gasoline tank 112 is p: q, the injection of the light oil and the gasoline is performed so as to keep the consumption ratio of the light oil to the capacity of the light oil tank 113 and the consumption ratio of the gasoline to the capacity of the gasoline tank 112 equal. By controlling the distribution to p: q for a predetermined time, each fuel is consumed without causing a bias in the remaining amount. Further, when the light oil tank 113 and the gasoline tank 112 have the same liquid level immediately after refueling, and the area ratio of the horizontal sections of the light oil tank 113 and the gasoline tank 112 is p: q, the light oil tank 113 and the gasoline tank 112 Thus, by controlling the injection distribution of each fuel so that the liquid level of the fuel is kept equal, each fuel is consumed without any deviation in the remaining amount. Regarding the capacity ratio p: q between the light oil tank 113 and the gasoline tank 112, for example, when the fuel injection distribution is controlled so as to minimize the NOx emission amount in the operation mode such as the 10.15 mode, the ratio between the light oil and the gasoline. It can be set based on the usage rate.

  When the injection amount (consumption amount) of light oil is r and the injection amount (consumption amount) of gasoline is s, the difference between the consumption ratio of light oil to the capacity of the light oil tank 113 and the consumption ratio of gasoline to the capacity of the gasoline tank 112 (light oil tank The difference between the liquid level height 113 and the gasoline tank 112) c can be expressed by the following equation (13) in the same manner as in the first embodiment.

  c = r / ps / q (13)

  FIG. 19 shows a conversion of the characteristics shown in FIG. 18 into the relationship between the NOx discharge flow rate x and the fuel consumption rate difference c. The relationship between the NOx discharge flow rate x and the fuel consumption rate difference c shown in FIG. 19 also changes according to the engine speed Ne, the engine torque Te, and the combustion mode of the engine 10. Then, the relationship between the physical quantity x and the index c as engine characteristics is stored in the engine characteristic storage unit 52 of the electronic control unit 42 in association with the engine rotational speed Ne, the engine torque Te, and the combustion mode of the engine 10. However, the exhaust flow rate of other exhaust gas components can also be used as the physical quantity x. The index c in this case is an index that changes in accordance with the injection distribution (use ratio) of light oil and gasoline. When the injection distribution of the light oil and gasoline within a predetermined time is p: q, c is calculated from the equation (13). = 0, and each fuel is consumed (injected) without any bias in the remaining amount of each fuel. Moreover, when the injection distribution of light oil is higher than p: q, the value of the index c is positive. On the other hand, when the injection distribution of gasoline becomes higher than p: q, the value of the index c is negative. Since the other configuration of the electronic control unit 42 is the same as that of the first embodiment, the description thereof is omitted.

  Also in the present embodiment described above, it is possible to optimize engine performance such as emission performance while keeping the use ratio of each fuel within a desired range. Therefore, it is possible to suppress the deviation of the remaining amount of each fuel and reduce the frequency of fuel supply, and to improve engine performance such as emission performance.

  In the description of each of the above embodiments, the engine operating condition conversion unit 56 predicts the driving state of the engine 10 based on the driving state of the vehicle predicted by the vehicle driving pattern prediction unit 54. However, in each embodiment, for example, a predetermined operation mode (time series pattern) of the engine 10 corresponding to the 10/15 mode is stored in advance in the storage unit of the electronic control unit 42, and the engine operation condition conversion unit 56 is The operation state of the engine 10 can also be predicted based on the operation mode of the engine 10 stored in the storage unit. In that case, the vehicle position detection device 32, the traffic information reception device 34, the navigation device 36, and the vehicle travel pattern prediction unit 54 can be omitted.

Further, in the description of each of the above embodiments, the fuel injection condition calculation unit 60 sets the gradient of the tangent line tangent to each curve representing the n consumption functions x _i = h (c _i ) at a constant gradient to each curve. The calculation is performed under the condition that the sum C of the indices c _{1 to} c _n corresponding to each contact point (the operating point in FIG. 7) with the gradient tangent is zero. However, in each embodiment, the fuel injection condition calculation unit 60 calculates the gradient of the tangent line under the condition that the sum C of the indices c _{1 to} c _n corresponding to the respective contacts (the operating points in FIG. 7) is a value close to 0. It can also be calculated. Furthermore, the gradient of the tangent line can be calculated under the condition that the sum C of the indices c _{1 to} c _n corresponding to the respective contacts (the operating point in FIG. 7) is within the set range.

In the description of each of the above embodiments, the fuel injection control unit 66 is based on the tangential gradient calculated by the fuel injection condition calculation unit 60 and the operating state of the engine 10 detected by the engine operating state detection unit 62. The injection distribution of each fuel is controlled. However, in each embodiment, the fuel injection condition calculation unit 60 uses each contact point of a curve representing n consumption functions x _i = h (c _i ) and a constant gradient tangent as an injection condition (the operating point in FIG. 7). each value of the corresponding index c ₁ to c _n a, can be calculated under the condition that falls within the total C the set range of the index c ₁ to c _n (e.g. value near 0 or 0). The fuel injection control unit 66 can also calculate and control the injection distribution of each fuel at each of the times t1 to tn based on the calculated values of the indices c _{1 to} c _n . This also makes it possible to optimize the engine performance while keeping the usage ratio of each fuel within a desired range. In this case, the engine operating state detection unit 62 and the second engine characteristic selection unit 64 can be omitted.

In the description of each of the above embodiments, the engine characteristic storage unit 52 stores the relationship between the index c related to the fuel injection distribution and the physical quantity x related to the engine performance as the engine characteristic. However, in each embodiment, the engine characteristic storage unit 52 stores, as engine characteristics, the relationship between the index c related to the fuel injection distribution and the gradient ∂x / ∂c with respect to the index c of the physical quantity x related to engine performance. You can also. Even in this case, the fuel injection condition calculation unit 60 keeps the sum of the indices c at the plurality of times t1 to tn within the set range and minimizes the sum of the physical quantities x at the plurality of times t1 to tn ( The slope of the tangent line and the values of the indices c _{1 to} c _n ) can be calculated.

  As mentioned above, although the form for implementing this invention was demonstrated, this invention is not limited to such embodiment at all, and it can implement with a various form in the range which does not deviate from the summary of this invention. Of course.

1 is a diagram illustrating a schematic configuration of an entire system including an engine according to a first embodiment. It is a block diagram which shows the structure of an electronic controller. It is a figure which shows an example of the relationship between the average octane number of a fuel, and a fuel flow volume. It is a figure which shows an example of the relationship between the average octane number of a fuel, and a fuel flow volume. It is a figure which shows an example of the engine characteristic memorize | stored in an engine characteristic memory | storage part. It is a figure which shows an example of the engine characteristic memorize | stored in an engine characteristic memory | storage part. It is a figure which shows an example of the group of the engine characteristic selected by the 1st engine characteristic selection part. It is a figure explaining the calculation method of the injection distribution of each fuel. It is a figure which shows an example of the driving | running pattern of an engine. It is a figure which shows an example of the engine characteristic read from an engine characteristic memory | storage part corresponding to the driving | running state of the engine for every predetermined time. It is a figure which shows the operating point of each engine characteristic in the comparative example 1. It is a figure which shows the operating point of each engine characteristic in the comparative example 2. It is a figure which shows the operating point of each engine characteristic in an Example. It is a figure which shows the other schematic structure of the whole system containing the engine which concerns on Embodiment 1. FIG. It is a figure which shows the other schematic structure of the whole system containing the engine which concerns on Embodiment 1. FIG. It is a figure which shows schematic structure of the whole system containing the engine which concerns on Embodiment 2. FIG. It is a figure explaining the combustion form with respect to the load of the engine which concerns on Embodiment 2. FIG. It is a figure which shows an example of the relationship between the injection ratio of light oil, and a NOx discharge flow rate. It is a figure which shows an example of the engine characteristic memorize | stored in an engine characteristic memory | storage part.

Explanation of symbols

  10 engine, 12 main fuel tank, 14 fractionator, 16, 18 sub fuel tank, 17, 19 fuel tank, 20, 21 fuel injection valve, 22, 24 fuel pump, 26, 28 fuel switching valve, 32 vehicle position detection Device, 34 traffic information receiving device, 36 navigation device, 42 electronic control device, 52 engine characteristic storage unit, 54 vehicle travel pattern prediction unit, 56 engine operating condition conversion unit, 58 first engine characteristic selection unit, 60 fuel injection condition calculation , 62 engine operation state detection unit, 64 second engine characteristic selection unit, 66 fuel injection control unit, 112 gasoline tank, 113 light oil tank, 120 gasoline injector, 121 light oil injector, 122 gasoline pump, 123 light oil pump.

Claims (14)

A fuel injection control device for an engine that controls injection distribution of each fuel for an engine capable of injecting two types of fuel,
An engine characteristic representing a relationship between an index related to injection distribution of each fuel and a physical quantity related to a predetermined engine performance, or a relationship between an index related to injection distribution of each fuel and a gradient of the physical quantity related to a predetermined engine performance with respect to the index. Characteristic storage means for storing in association with the engine operating state;
Driving state prediction means for predicting the driving state of the engine at a plurality of times;
A first set of engine characteristics corresponding to the engine operating state at a plurality of times predicted by the operating state prediction unit is read from the characteristic storage unit, and the sum of the indices at a plurality of times is within a set range and a plurality of times Injection condition calculation means for calculating an injection condition for minimizing the sum of the physical quantities at the first set of engine characteristics;
Injection control means for controlling the injection distribution of each fuel based on the injection conditions calculated by the injection condition calculating means;
Equipped with a,
The engine fuel injection control device, wherein the physical quantity related to the engine performance is a physical quantity related to the fuel efficiency performance of the engine or a physical quantity related to the emission performance of the engine. The engine fuel injection control device according to claim 1,
Comprising an operating state detecting means for detecting the operating state of the engine;
The fuel injection control device for an engine is characterized in that the injection control means controls injection distribution of each fuel based on the injection condition and the engine operating state detected by the operating state detecting means. A fuel injection control device for an engine according to claim 2,
The injection control means reads out the second engine characteristic corresponding to the engine operating state detected by the operating state detecting means from the characteristic storage means, and determines each fuel based on the injection condition and the read second engine characteristic. A fuel injection control device for an engine which controls injection distribution of the engine. The engine fuel injection control device according to any one of claims 1 to 3,
The injection condition calculating means sets, as the injection condition, a tangential gradient that touches each curve representing the relationship between the index and the physical quantity in the first set of engine characteristics with a constant gradient at each contact point between the curve and the tangent. A fuel injection control device for an engine, characterized in that the calculation is performed under a condition that a sum of corresponding indexes is within a set range. A fuel injection control device for an engine according to claim 3,
The injection condition calculating means sets, as the injection condition, a tangential gradient that touches each curve representing the relationship between the index and the physical quantity in the first set of engine characteristics with a constant gradient at each contact point between the curve and the tangent. Calculate with the condition that the sum of the corresponding indicators is within the set range,
The injection control means calculates an index value corresponding to a contact point between a curve representing the relationship between the index and the physical quantity in the second engine characteristic and a tangent having a gradient calculated by the injection condition calculation means, A fuel injection control device for an engine, which controls injection distribution of each fuel based on the value of the index. The engine fuel injection control device according to claim 1,
The injection condition calculation means uses, as the injection condition, a value of an index corresponding to each contact point between the curve in the first engine characteristic set and a tangent line that touches each curve representing the relationship between the physical quantity with a constant gradient. Is calculated under the condition that the sum of the indices falls within the set range. A fuel injection control device for an engine according to any one of claims 1 to 6,
The fuel injection control device for an engine according to claim 1, wherein the index relating to the fuel injection distribution is an index in which a value when each fuel is injected without causing a bias in a remaining amount of each fuel is zero. The fuel injection control device for an engine according to claim 7,
The injection condition calculation means calculates an injection condition for making the sum of the indices at a plurality of times substantially zero and minimizing the sum of the physical quantities at a plurality of times using the first set of engine characteristics. A fuel injection control device for an engine. A fuel injection control device for an engine according to any one of claims 1 to 8,
The characteristic storage means stores the engine characteristic in association with at least the engine rotational speed and the engine torque as the engine operating state,
The engine fuel injection control device is characterized in that the operation state prediction means predicts at least an engine rotation speed and an engine torque as the operation state of the engine. A fuel injection control device for an engine according to any one of claims 2, 3 and 5,
The characteristic storage means stores the engine characteristic in association with at least the engine rotational speed and the engine torque as the engine operating state,
The engine fuel injection control device is characterized in that the operating state detecting means detects at least an engine rotational speed and an engine torque as the operating state of the engine. It is a fuel-injection control apparatus of the engine of any one of Claims 1-10, Comprising:
A driving state prediction means for predicting a driving state of a vehicle equipped with an engine at a plurality of times;
An engine fuel injection control device characterized in that the driving state prediction means predicts the driving state of the engine based on the vehicle driving state predicted by the driving state prediction means. The engine fuel injection control device according to claim 11,
The travel state prediction means is based on any one or more of the current position of the vehicle, the travel route of the vehicle, information about the road around the current position of the vehicle, and traffic information around the current position of the vehicle. An engine fuel injection control apparatus for predicting a running state of a vehicle. It is a fuel-injection control apparatus of the engine of any one of Claims 1-10, Comprising:
The engine fuel injection control device is characterized in that the operation state prediction means predicts the operation state of the engine based on a preset operation mode of the engine. An engine capable of injecting two types of fuel ,
A fuel injection control device for controlling the injection distribution of each fuel;
Engine, wherein the fuel injection control device is a fuel injection control apparatus according to any one of claims 1 to 13.

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