JP5076495B2 - Multi-fuel internal combustion engine - Google Patents

Description

  The present invention relates to a multi-fuel internal combustion engine operated using at least two types of fuels having different properties.

  Conventionally, so-called multi-fuel internal combustion engines that are operated using a plurality of types of fuels having different properties are known. For example, Patent Document 1 below discloses a multi-fuel internal combustion engine that is operated by supplying a mixed fuel of gasoline and light oil respectively supplied to separate fuel tanks to a combustion chamber. This multifuel internal combustion engine increases the mixing ratio of light oil with high ignitability at the time of engine start, and realizes diffusion combustion operation at the time of engine start using the highly ignitable mixed fuel generated thereby. Patent Document 2 listed below discloses a multi-fuel internal combustion engine that is operated by supplying a mixed fuel composed of a plurality of types of fuel supplied to one fuel tank to a combustion chamber.

  Here, in Patent Document 3 below, a change in the fuel property in the fuel tank is determined based on the remaining amount of fuel before and after fuel supply to the fuel tank, and fuel injection at the time of engine start is determined according to the determination result. A technique for adjusting the amount is disclosed. In Patent Document 4 below, the alcohol concentration detected by the alcohol concentration detecting means in the fuel supply system at the time of detecting the fuel supply of the alcohol mixed fuel is stored as the initial concentration, and the alcohol concentration is determined based on the initial concentration. A technique for adjusting the fuel injection amount while observing the presence or absence of a change is disclosed.

JP-A-9-68061 JP-A-5-1931 JP-A-7-286549 JP-A-1-224417

  However, in the techniques disclosed in Patent Documents 3 and 4, the fuel property in the fuel tank after refueling cannot be detected unless the engine is started at least once after refueling. Even if it is sent to the engine, it is not always possible to immediately execute engine control such as combustion control and catalyst control suitable for the fuel property. That is, conventionally, it is impossible to grasp the fuel property in the fuel tank after refueling before starting the engine. For example, when the technique of Patent Document 3 is applied, the fuel property is detected until the fuel property is detected. There is a possibility of causing inconveniences such as a decrease in output performance. In addition, when the technique of Patent Document 4 is applied, the change in the alcohol concentration can be detected before being supplied to the combustion chamber, but after the detection, the change is adapted to the new alcohol concentration. Appropriate fuel injection when fuel with a changed alcohol concentration is supplied to the combustion chamber due to a delay in response until the fuel injection amount is set or a response delay in the fuel injection valve until the set value is reached It may not be able to drive in quantity. Therefore, also in this patent document 4, there exists a possibility of producing problems, such as a fall of output performance, until it will be in the state of the desired fuel injection amount.

  Accordingly, an object of the present invention is to provide a multi-fuel internal combustion engine capable of performing appropriate engine control in accordance with fuel when fuel after refueling is supplied to the combustion chamber.

To achieve the above object, according to the first aspect of the present invention, in a multi-fuel internal combustion engine operated using a mixed fuel in one fuel tank composed of at least two types of fuels having different properties, the fuel tank A fuel information storage unit for storing fuel properties and the remaining amount of the mixed fuel before refueling in the fuel tank, and information on the fuel properties and the amount of fuel for the fuel fuel supplied to the fuel tank are received from the fueling device and stored. And a control device for performing engine control after refueling based on the information in the pre-fuel supply fuel information storage unit and the information in the fuel supply fuel information storage unit. In the first aspect of the present invention , the control device uses the information in the pre-fuel supply fuel information storage unit and the information in the fuel supply fuel information storage unit to determine the fuel properties of the fuel in the fuel tank after refueling. Estimated before starting, and after the fuel injection valve finishes injecting the fuel property mixed fuel before refueling remaining in the fuel path between the fuel tank and the fuel injection valve , the estimated value of the fuel property is obtained. Based on this , engine control after refueling is executed.

  In other words, in the multi-fuel internal combustion engine according to claim 1, information on the fuel properties and the remaining amount of the mixed fuel before refueling in the fuel tank, and information on the fuel properties and the fuel amount of the fuel to be supplied to the fuel tank. Thus, the engine control target value can be set before starting the engine in accordance with the mixed fuel after refueling in the fuel tank. Therefore, in the multi-fuel internal combustion engine according to claim 1, when the fuel supplied to the combustion chamber is switched to the mixed fuel after refueling, the operation is performed by engine control adapted to the mixed fuel after refueling. Will be able to.

  The multi-fuel internal combustion engine according to the present invention can obtain a target value for engine control adapted to the fuel after refueling before starting the engine, so that appropriate engine control according to the fuel supplied to the combustion chamber is performed. It can be performed immediately after starting.

  Embodiments of a multi-fuel internal combustion engine according to the present invention will be described below in detail with reference to the drawings. The present invention is not limited to the embodiments.

  A multifuel internal combustion engine according to a first embodiment of the present invention will be described with reference to FIGS. The multi-fuel internal combustion engine of the first embodiment is an internal combustion engine that is operated by using a mixed fuel composed of at least two types of fuels having different properties in one fuel tank. ECU) 1 executes various control operations such as combustion control. The electronic control unit 1 includes a CPU (Central Processing Unit) (not shown), a ROM (Read Only Memory) that stores a predetermined control program and the like, and a RAM (Random Access Memory) that temporarily stores the calculation result of the CPU. , And a backup RAM for storing information prepared in advance.

  First, the configuration of the multi-fuel internal combustion engine exemplified here will be described with reference to FIG. Although only one cylinder is shown in FIG. 1, the present invention is not limited to this, and can be applied to a multi-cylinder multifuel internal combustion engine. In the first embodiment, description will be made assuming that a plurality of cylinders are provided.

  The multifuel internal combustion engine is provided with a cylinder head 11, a cylinder block 12, and a piston 13 that form a combustion chamber CC. Here, the cylinder head 11 and the cylinder block 12 are fastened with bolts or the like via the head gasket 14 shown in FIG. 1, and the recess 11a on the lower surface of the cylinder head 11 and the cylinder bore 12a of the cylinder block 12 formed thereby. The piston 13 is disposed so as to be capable of reciprocating in the space. And the combustion chamber CC mentioned above is comprised by the space enclosed by the wall surface of the recessed part 11a of the cylinder head 11, the wall surface of the cylinder bore 12a, and the top surface 13a of the piston 13. FIG.

  The multi-fuel internal combustion engine of the first embodiment sends air and mixed fuel to the combustion chamber CC according to operating conditions such as the engine speed and engine load and the combustion mode, and executes combustion control according to the operating conditions. The air is sucked from the outside through the intake passage 21 and the intake port 11b of the cylinder head 11 shown in FIG. On the other hand, the mixed fuel is supplied using the fuel supply device 50 shown in FIG.

  First, the air supply path will be described. On the intake passage 21 of the first embodiment, an air cleaner 22 that removes foreign matters such as dust contained in air introduced from the outside, and an air flow meter 23 that detects the amount of intake air from the outside are provided. . In this multi-fuel internal combustion engine, the detection signal of the air flow meter 23 is sent to the electronic control unit 1, and the electronic control unit 1 calculates the intake air amount, the engine load and the like based on the detection signal.

  A throttle valve 24 that adjusts the amount of intake air into the combustion chamber CC and a throttle valve actuator 25 that opens and closes the throttle valve 24 are disposed downstream of the air flow meter 23 on the intake passage 21. Is provided. The electronic control device 1 according to the first embodiment controls the throttle valve actuator 25 according to the operating conditions and the combustion mode so that the valve opening degree (in other words, the intake air amount) according to the operating conditions is obtained. The valve opening angle of the throttle valve 24 is adjusted. For example, the throttle valve 24 is adjusted so that the intake air amount necessary for achieving an air-fuel ratio corresponding to the operating conditions and the combustion mode is sucked into the combustion chamber CC. The multifuel internal combustion engine is provided with a throttle opening sensor 26 that detects the valve opening of the throttle valve 24 and transmits the detection signal to the electronic control unit 1.

  Further, one end of the intake port 11b opens to the combustion chamber CC, and an intake valve 31 for opening and closing the opening is disposed at the opening portion. The number of openings may be one or more, and an intake valve 31 is provided for each opening. Therefore, in this multi-fuel internal combustion engine, air is sucked into the combustion chamber CC from the intake port 11b by opening the intake valve 31 and closed in the combustion chamber CC by closing the intake valve 31. Inflow of air to is blocked.

  Here, as the intake valve 31, for example, there is a valve that is driven to open and close in accordance with the rotation of an intake camshaft (not shown) and the elastic force of an elastic member (string spring). In this type of intake valve 31, by interposing a power transmission mechanism such as a chain or a sprocket between the intake side camshaft and the crankshaft 15, the intake side camshaft is interlocked with the rotation of the crankshaft 15, Open / close drive is performed at a preset opening / closing timing. In the multifuel internal combustion engine of the first embodiment, the intake valve 31 that is opened and closed in synchronization with the rotation of the crankshaft 15 is applied.

  However, this multi-fuel internal combustion engine may be provided with a variable valve mechanism such as a so-called variable valve timing & lift mechanism that can change the opening / closing timing and lift amount of the intake valve 31. The opening / closing timing and the lift amount can be changed to suitable ones according to the operating conditions and the combustion mode. Furthermore, in this multi-fuel internal combustion engine, a so-called electromagnetically driven valve that opens and closes the intake valve 31 using electromagnetic force may be used in order to obtain the same effect as the variable valve mechanism.

  Next, the fuel supply device 50 will be described. The fuel supply device 50 guides a plurality of types of fuel having different properties to the combustion chamber CC. In the first embodiment, the plural types of fuel are stored in a mixed state in one fuel tank 41, and the mixed fuel is supplied to the combustion chamber CC by the fuel supply device 50. Here, a fuel supply device 50 configured to inject the mixed fuel directly into the combustion chamber CC is illustrated.

  Specifically, the fuel supply device 50 includes a high-pressure fuel pump 53 that pressurizes the mixed fuel sucked up from the fuel tank 41 through the fuel passage 51 and pumps it to the high-pressure fuel passage 52, and the mixed fuel in the high-pressure fuel passage 52. And a fuel injection valve 55 for each cylinder for injecting the mixed fuel supplied from the delivery passage 54 into the combustion chamber CC.

  The fuel supply device 50 causes the electronic control device 1 to drive and control the high-pressure fuel pump 53 and the fuel injection valve 55 in accordance with the operation conditions and the combustion mode, and thereby the fuel injection amount and fuel injection corresponding to the operation conditions and the like. It is configured such that the mixed fuel is injected under fuel injection conditions such as timing and fuel injection period. For example, the electronic control unit 1 causes the mixed fuel to be pumped from the high-pressure fuel pump 53 and causes the fuel injection valve 55 to perform injection under fuel injection conditions corresponding to operating conditions and the like.

  The mixed fuel supplied to the combustion chamber CC in this way is combusted by the ignition operation in the ignition mode corresponding to the combustion mode in combination with the air described above. The in-cylinder gas (combustion gas) after the combustion is discharged from the combustion chamber CC to the exhaust port 11c shown in FIG. Here, an exhaust valve 61 that opens and closes an opening between the exhaust port 11c and the combustion chamber CC is disposed. The number of openings may be one or more, and the exhaust valve 61 described above is provided for each opening. Accordingly, in this multi-fuel internal combustion engine, the combustion gas is discharged from the combustion chamber CC to the exhaust port 11c by opening the exhaust valve 61, and the combustion gas exhaust port is closed by closing the exhaust valve 61. The discharge to 11c is blocked.

  Here, as the exhaust valve 61, as in the intake valve 31 described above, a valve with a power transmission mechanism, a valve with a variable valve mechanism such as a so-called variable valve timing & lift mechanism, or a so-called electromagnetically driven valve can be used. Can be applied.

  By the way, in an internal combustion engine, combustion modes are generally divided into a diffusion combustion mode and a flame propagation combustion mode, and a compression auto-ignition mode and a premixed spark ignition mode are prepared as ignition modes corresponding to the combustion modes. Hereinafter, they are collectively referred to as a combustion mode, and are respectively referred to as a compression autoignition diffusion combustion mode and a premixed spark ignition flame propagation combustion mode.

  First, the compression self-ignition diffusion combustion mode is a method in which a part of fuel is self-ignited by injecting high-pressure fuel into high-temperature compressed air formed in the combustion chamber CC in the compression stroke, and the fuel and air Is a combustion mode in which combustion proceeds while diffusing and mixing. Here, since the compressed air in the combustion chamber CC and the fuel are difficult to be mixed instantaneously, immediately after the start of fuel injection, the air-fuel ratio varies in some places. On the other hand, it is generally preferable to use a fuel having excellent ignitability as described below when performing diffusion combustion, and such a fuel with good ignitability does not have to wait for the entire injection amount to be injected. It will ignite by itself at the air fuel ratio suitable for combustion. For this reason, in this compression self-ignition diffusion combustion mode, the fuel of the air-fuel ratio part suitable for combustion self-ignites first, and the flame formed thereby gradually advances the combustion while entraining the remaining fuel and air. Let

  In order to operate in this compressed self-ignition diffusion combustion mode, a fuel with good ignitability whose ignition point is lower than the compression heat of compressed air is usually required. For example, light oil or dimethyl ether can be considered as the fuel with good ignitability. Further, in recent years, GTL (Gas To Liquids) fuel has attracted attention as an alternative fuel for light oil, and this GTL fuel is easily produced in a desired property. For this reason, the GTL fuel produced | generated in order to improve ignitability can also be used for fuel with good ignitability. Such fuel with good ignitability not only enables compression auto-ignition diffusion combustion, but also reduces the generation amount of nitrogen oxides (NOx) when operating in the compression auto-ignition diffusion combustion mode, Noise and vibration during combustion can be suppressed.

  On the other hand, in the premixed spark ignition flame propagation combustion mode, the premixed gas in the combustion chamber CC in which fuel and air are mixed in advance is given a spark by spark ignition, and combustion is performed while propagating the flame around the fire type. It is a combustion form that advances the. In this premixed spark ignition flame propagation combustion mode, homogeneous combustion for igniting a homogeneously mixed premixed gas or a highly concentrated premixed gas is formed around the ignition means, and further, a lean mixture is formed around the premixed spark ignition flame propagation combustion mode. It includes a combustion mode such as stratified combustion in which a premixed gas is formed and ignition is performed on the rich premixed gas.

  As a fuel suitable for the premixed spark ignition flame propagation combustion mode, a highly evaporative fuel represented by gasoline is generally considered. As such highly evaporable fuel, in addition to gasoline, GTL fuel produced as a highly evaporable property, dimethyl ether, and the like are known. Here, highly evaporable fuel is easy to be mixed with air, so it reduces the fuel rich region and contributes to the suppression of particulate matter (PM), smoke, NOx and unburned hydrocarbons (unburned HC). To do.

  The multi-fuel internal combustion engine of the first embodiment is configured to enable operation in at least both combustion modes. Therefore, the electronic control device 1 according to the first embodiment is provided with combustion mode setting means for setting the combustion mode. The combustion mode setting means exemplified here uses the combustion mode map data as shown in FIG. 2 with the operating conditions (engine speed Ne and engine load Kl) as parameters, and the optimal combustion mode according to the operating conditions. To select. For example, this combustion mode map data can be operated in the compression auto-ignition diffusion combustion mode when operating conditions such as medium / high load / low rotation, high load / high rotation, etc., and low load / low rotation, low medium load / high rotation, etc. This is set in advance based on experiments and simulations so as to operate in the premixed spark ignition flame propagation combustion mode under the above operating conditions. The engine speed Ne can be grasped from the detection signal of the crank angle sensor 16 shown in FIG. The crank angle sensor 16 is a sensor that detects the rotation angle of the crankshaft 15. On the other hand, the engine load Kl can be grasped from the detection signal of the air flow meter 23 described above.

  Furthermore, the multifuel internal combustion engine of the first embodiment is provided with a spark plug 71 shown in FIG. 1 for spark ignition of the premixed gas in order to enable operation in the premixed spark ignition flame propagation combustion mode. To do. The spark plug 71 performs spark ignition when the ignition timing according to the operating conditions in the premixed spark ignition flame propagation combustion mode is reached in accordance with an instruction from the ignition timing control means of the electronic control unit 1.

  Furthermore, in order to perform the operation in both combustion modes, in this multi-fuel internal combustion engine, the first fuel F1 having good ignitability suitable for the compression self-ignition diffusion combustion mode and the premixed spark ignition flame propagation combustion mode The second fuel F <b> 2 having high evaporability suitable for the fuel tank 41 is stored in the fuel tank 41.

  In the first embodiment, since the first fuel F1 and the second fuel F2 are stored in a mixed state in one fuel tank 41 as described above, the fuel tank 41 is to be operated in both combustion modes. The fuel mixing ratio is set so that the fuel properties (ignitability, evaporability, knocking resistance, calorific value, etc.) of the mixed fuel are within the allowable range corresponding to each combustion mode. That is, in the multi-fuel internal combustion engine of the first embodiment, the fuel mixture between the first fuel F1 and the second fuel F2 so as to obtain a mixed fuel in which both ignitability and evaporability are maintained in a good state. The ratio is set. The fuel mixing ratio can be set with a width within the allowable range of the required fuel properties of the mixed fuel.

  Therefore, in the multifuel internal combustion engine of the first embodiment, the fuel mixing ratio of the mixed fuel in the fuel tank 41 is kept within a predetermined range, whereby the fuel property of the mixed fuel is kept within a predetermined allowable range. As long as the engine performance is as high as possible, the engine performance can be achieved such as output performance, startability, exhaust emission performance, and fuel efficiency. In other words, on the other hand, this multi-fuel internal combustion engine has the expected engine performance when the fuel mixing ratio of the mixed fuel deviates from the predetermined range and the fuel properties of the mixed fuel deviate from the allowable range. May not be able to be exhibited. The multifuel internal combustion engine of the first embodiment automatically adjusts the first fuel F1 and the second fuel F2 so that the fuel mixing ratio is within such a predetermined range. If the fuel mixture ratio of the mixed fuel in the fuel tank 41 has deviated from a predetermined range, the mixed fuel having the shifted fuel mixture ratio is fed into the combustion chamber CC. Therefore, there is a high possibility that the expected engine performance will not be demonstrated.

  In general, multi-fuel internal combustion engines detect such differences as to the difference in air-fuel ratio before and after combustion, the presence or absence of knocking during combustion, and harmful components in exhaust gas while continuing to operate with mixed fuel after refueling. By changing the air-fuel ratio, fuel injection timing, ignition timing, etc. according to the fuel properties estimated from the results, combustion control suitable for the fuel properties of the mixed fuel after refueling (output control, fuel consumption control, knocking) The control function of the electronic control unit 1 is constructed so that engine control such as suppression control, exhaust emission suppression control, and catalyst control (catalyst warm-up control, etc.) is performed.

  However, in such a conventional control function, engine control adapted to the fuel properties of the mixed fuel before refueling must be performed on the mixed fuel after refueling for a certain period of time. There is a possibility that inconveniences such as deterioration of output performance, noise due to knocking, deterioration of fuel consumption performance and exhaust emission performance may be caused until engine control adapted to fuel properties is executed.

Therefore, in the first embodiment, the post-fuel supply fuel property estimation means for estimating the fuel property N _R of the fuel mixture after refueling in the fuel tank 41 (hereinafter also referred to as “fuel mixture after refueling”) is electronically controlled. When the engine 1 is provided and operated with the mixed fuel after refueling, engine control adapted to the estimated fuel property is performed. The engine control is executed by engine control execution means such as intake air amount control means, fuel injection amount control means, and ignition timing control means provided in the electronic control unit 1.

The fuel property N _R of the mixed fuel after refueling includes information on the fuel property N ₀ and the remaining amount V ₀ of the mixed fuel before refueling in the fuel tank 41 (hereinafter also referred to as “pre-refueled mixed fuel”), The fuel properties N _Fi (i = 1, 2, 3,..., N) and the fuel supply amount V _Fi (i = 1, 2, n) for the fuel fuel Fi (i = 1, 2, 3,..., N) to the fuel tank 41. , 3,..., N) can be estimated. That is, for the fuel property N _R of the post-refueling fuel mixture, the linear fuel property N ₀ fueling before the fuel mixture in accordance with the fuel property N _Fi and oil amount V _Fi for that remaining amount V ₀ and refueling fuel Fi It is considered to be reflected. Here, “i” is determined according to the type of fuel constituting the mixed fuel. In the multi-fuel internal combustion engine illustrated here, for example, the first fuel F1 is “i = 1”, 2 The fuel F2 becomes “i = 2”. Therefore, the fuel property N _R of the mixed fuel after refueling can be obtained from the following formulas 1 and 2 using the above information. Each of the fuel properties N _R , N ₀ and N _Fi has high and low ignitability (= large and small cetane number), high and low evaporative properties, high and low knock resistance (= large and low octane number), and high and low heat generation. It is an index that takes into account the above.

  The formula 1 is a calculation formula used when all types of fuel constituting the mixed fuel are supplied. On the other hand, refueling is not necessarily performed for all types of fuel. Therefore, in that case, Formula 2 for when one kind of fuel is supplied is used.

Here, in the first embodiment, a pre-fuel supply fuel information storage unit 81a for storing at least information on the fuel property N ₀ of the mixed fuel before fuel supply in the fuel tank 41 is prepared. For the information of the fuel property N ₀ refueling before mixing the fuel may be one which is estimated by the post-refueling fuel property estimating means during the previous refueling, which has been estimated from such a difference of the air-fuel ratio during operation There may be. Note that a storage device such as a magnetic recording medium provided separately may be applied to the pre-fuel supply fuel information storage unit 81a, or storage means provided in the electronic control device 1 may be applied.

Further, the fuel information storage unit 81a before refueling may store information on the remaining amount V ₀ of the mixed fuel before refueling together with the fuel property N ₀ of the mixed fuel before refueling in the fuel tank 41. Good. For example, in this case, the remaining amount V ₀ of the mixed fuel before refueling in the fuel tank 41 is detected after the vehicle is stopped or the engine is stopped, and information on the remaining amount V ₀ is stored in the pre-refueling fuel information storage unit 81a. Keep it. Therefore, in the first embodiment, a remaining fuel amount detecting means 42 such as a fuel gauge for detecting the remaining fuel amount in the fuel tank 41 is prepared. The information on the remaining amount V ₀ is read from the pre-fuel supply fuel information storage unit 81a when necessary (when estimating the fuel property N _R of the mixed fuel after refueling). However, the value detected from the remaining fuel amount detection means 42 at that time may be used without being stored in the pre-fuel supply fuel information storage unit 81a. In the first embodiment, as in the former case, information on the fuel property N ₀ and the remaining amount V ₀ for the pre-fuel supply mixed fuel is exemplified as being stored in the pre-fuel supply fuel information storage unit 81a.

Further, in the first embodiment, the multifuel internal combustion engine side and the fueling facility side are configured so that the fuel property N _Fi and the fuel amount V _Fi information about the fuel supplied to the fuel tank 41 can be received from the fueling facility side. deep. Specifically, in the first embodiment, as shown in FIG. 1, communication means 82 and 106 are respectively provided on the multifuel internal combustion engine side and the fueling device 100 installed in the fueling facility, and information is transmitted between them. It is configured such that exchanges and control command exchanges are performed. The communication means 82 and 106 are for transmitting / receiving information and the like to / from the outside via the respective transmitting / receiving antennas 82a and 106a. For example, short-range wireless communication means for performing wireless communication between each other is applied.

  By the way, as the fueling device 100, one kind is selected from the first to third fuels F1, F2, and F3 having different properties stored in the first to third fuel storage tanks 101A, 101B, and 101C, respectively. A fuel nozzle corresponding to one of the selected fuel nozzles (any one of the first to third fuel nozzles 102A, 102B, and 102C) is inserted into the vehicle-side fuel filler port 43 and inserted through the fuel passage 44. The thing of the form which fuels the fuel tank 41 is illustrated.

  For example, the fuel supply apparatus 100 includes first to third fuel supply nozzles 102A, 102B, and 102C prepared for the first to third fuels F1, F2, and F3, and the first to third fuel supply nozzles. 102A, 102B, 102C, first to third fuel supply means 103A, 103B, 103C composed of pumps, fuel passages, and the like for guiding the first to third fuels F1, F2, F3 to the respective fuel tanks, as desired by the refueling operator There are provided input means 104 for inputting fuel supply information such as the fuel type, and control means 105 for operating the first to third fuel supply means 103A, 103B, 103C based on the input information and the like.

  The refueling operator operates the input means 104 while looking at the display means 107 of the refueling device 100 to designate the oil type and the like, and selects the oil selected from the first to third refueling nozzles 102A, 102B, 102C. The fueling nozzle for the target fuel is inserted into the fueling port 43 to start fueling. Along with this, the control means 105 of the fuel supply device 100 controls the drive of the pump of the fuel supply means connected to the fuel supply nozzle, until the specified fuel supply amount is reached or the oil amount detection sensor at the tip of the fuel supply nozzle Until the detection signal is detected, the fuel supply of the fuel to be supplied is executed.

Here, the fuel supply apparatus 100 according to the first embodiment is provided with a stored fuel information storage unit 108 that stores information on the fuel properties of the first to third fuels F1, F2, and F3. Therefore, the control means 105 reads the information on the fuel property N _Fi of the fuel supply Fi from the stored fuel information storage unit 108, and sends the information on the fuel supply amount V _Fi of the fuel supply fuel Fi together with the communication means 106 and the transmission / reception antenna 106a. Are configured to be transmitted. This control means 105 may execute the transmission of the fuel property N _Fi and the fuel amount V _Fi information about the fuel supply Fi at all times or at a predetermined interval during refueling. It may be transmitted. Here, it is assumed that transmission is performed after refueling is completed.

In the first embodiment, the fuel property N _Fi and the fuel amount V _Fi of the fuel fuel Fi sent in this way are stored in the fuel fuel information storage unit 81b shown in FIG. Note that a storage device such as a magnetic recording medium provided separately may be applied to the fuel supply fuel information storage unit 81b, or storage means provided in the electronic control device 1 may be applied.

  An example of the operation of the multifuel internal combustion engine of the first embodiment will be described below with reference to the flowchart of FIG.

  First, the electronic control unit 1 according to the first embodiment determines whether or not fuel supply has been completed (step ST1). In this step ST1, refueling end information may be transmitted from the refueling device 100 side, and it may be judged as “fuel refueling end” by receiving this information. When the means is operated by a user or a refueling operator, it may be determined that “fuel refueling is completed”. In addition, when taking the form which receives and determines the refueling completion information from the fueling apparatus 100 side, the information of the following step ST2 can be used as the refueling completion information, and control can be simplified.

  When the electronic control unit 1 determines that the fuel supply is not finished in step ST1, the electronic control unit 1 ends the present calculation process once and repeats the determination of step ST1.

On the other hand, when the electronic control unit 1 determines that “fuel refueling is completed” in step ST1, the fuel property N of the fuel supply fuel Fi (i = 1, 2, 3,..., N) from the fuel supply device 100 side. Information on _Fi and the amount of fuel supply V _Fi is received (step ST2). For example, at that time, the electronic control unit 1 causes the refueling device 100 to send a refueling fuel information transmission command from the communication means 82 or the like. On the refueling device 100 side, upon receipt of the refueling fuel information transmission command, the control means 105 reads the fuel property N _Fi information of the refueling fuel Fi from the stored fuel information storage unit 108, and together with this information, the refueling fuel Fi. The information of the oil supply amount V _Fi is transmitted. Therefore, since the transmission information from the refueling device 100 side is received via the communication means 82 and the like, the electronic control device 1 here uses the received information to determine the fuel property N _Fi for the fuel supply Fi for the fuel tank 41. And information on the oil supply amount V _Fi is acquired. Here and stored in the fuel property N _Fi and information of the oil supply amount V _Fi refueling fuel information storage unit 81b for the refueling fuel Fi.

Thereafter, the after-fuel supply fuel property estimating means of this electronic control unit 1 estimates the fuel property N _R of the after-fuel supply mixed fuel in the fuel tank 41 (step ST3). At that time, the post-refueling fuel property estimating means reads out the information of the fuel property N _Fi and the fuel amount V _Fi for the fuel fuel Fi for the fuel tank 41 from the fuel supply fuel information storage unit 81b and also from the fuel supply fuel storage unit 81a. Information on the fuel property N ₀ and the remaining amount V ₀ of the mixed fuel before refueling in the fuel tank 41 is read. Then, the post-fuel supply fuel property estimation means substitutes these into the above formula 1 or formula 2 to estimate the fuel property N _R of the post-fuel supply mixed fuel. As described above, the post-refueling fuel property estimating means calculates using the formula 1 if all kinds of fuels (first and second fuels F1 and F2) constituting the mixed fuel are supplied, If only 1 fuel F1 or 2nd fuel F2 is refueled, it calculates using Formula 2.

Subsequently, the engine control execution means of the electronic control unit 1 of the first embodiment reflects the estimated fuel property N _R of the post-fuel supply mixed fuel in engine control such as combustion control and catalyst control (step ST4). That is, the engine control execution means executes engine control adapted to the estimated value of the fuel property N _R of the fuel mixture after refueling. Thereby, the multifuel internal combustion engine of the first embodiment can obtain optimum output performance, anti-knock performance, fuel consumption performance, exhaust emission performance, and the like for the mixed fuel after refueling.

Here, in the multi-fuel internal combustion engine of the first embodiment, engine control is executed using various engine control map data such as intake air amount map data and fuel injection amount map data corresponding to the combustion mode. And For the various engine control map data, a reference value such as an intake air amount is set using at least the engine speed Ne and the engine load Kl as parameters. In step ST4 in this case, for example, a correction coefficient for a reference value such as an intake air amount in various engine control map data is obtained based on the estimated value of the fuel property N _R of the mixed fuel after refueling, and the reference An intake air amount for engine control after refueling is set using the value and the correction coefficient. Here, for example, correction coefficient setting map data capable of setting a correction coefficient using the fuel property, the engine speed Ne, and the engine load Kl as parameters is prepared in advance based on experiments and simulations. Alternatively, in this step ST4, the various engine control map data may be rewritten based on the estimated value of the fuel property N _R of the fuel mixture after refueling, or the fuel property or the predetermined fuel property Map data for various engine control corresponding to the range of the engine may be prepared, and various engine control map data corresponding to the estimated value of the fuel property N _R of the mixed fuel after refueling may be used for engine control after refueling. .

  Normally, just because the fuel properties of the mixed fuel in the fuel tank 41 change, the new mixed fuel is not always supplied to the combustion chamber CC immediately. That is, generally, even after refueling, the mixed fuel of the fuel property before refueling remains in the fuel path between the fuel tank 41 and the fuel injection valve 55, so refueling until the fuel has been injected. The after-mixed fuel is not supplied to the combustion chamber CC. Therefore, the engine control execution means compares the fuel amount in the fuel path with the integrated value of the fuel injection amount of the fuel injection valve 55, and when the integrated value of the fuel injection amount exceeds the fuel amount in the fuel path. The above step ST4 is executed.

As described above, the multifuel internal combustion engine according to the first embodiment has the information on the fuel property N ₀ and the remaining amount V ₀ of the pre-fuel supply mixed fuel in the fuel tank 41 and the fuel for the fuel supply Fi for the fuel tank. and information properties N _Fi and oil amount V _Fi, estimates the fuel property N _R refueling after mixing fuel with, since configured to perform use to the engine control its estimated value, the fuel tank The target value for engine control in accordance with the fuel property N _R of the mixed fuel after refueling in 41 can be set regardless of before and after the engine is started. Therefore, according to this multi-fuel internal combustion engine, when the fuel supplied to the combustion chamber CC is switched from the mixed fuel before refueling to the mixed fuel after refueling, the engine control suitable for the fuel property N _R of the mixed fuel after refueling (Combustion control and catalyst control) can be operated, so that it is possible to suppress the deterioration of output performance, noise due to knocking, deterioration of fuel efficiency and exhaust emission performance, etc. as before, and immediately after switching the output performance etc. It becomes possible to quickly maintain a good state.

  By the way, when the fuel property of the mixed fuel in the fuel tank 41 changes, engine performance such as output performance, emission performance, cruising distance (in other words, fuel efficiency performance), and fuel cost also change. End up. Therefore, if the user of this engine can know the engine performance and fuel cost for the mixed fuel after refueling, it can be used as a reference when selecting the fuel for the next refueling, for example.

  Therefore, here, the engine performance and fuel cost information relating to the mixed fuel after refueling in the fuel tank 41 can be provided to the user. Specifically, a notification information control means is provided in the electronic control unit 1 so as to obtain the output performance, the emission performance, the cruising distance and the fuel cost after refueling, and to notify the user of such information via the notification means in the passenger compartment. . For example, the notification means may be in the form of voice announcement, but here, the display means 83 shown in FIG. 1 such as a visually appealing monitor is used.

Here, the output performance, emission performance, and fuel cost can be obtained from the estimated value of the fuel property N _R of the fuel mixture after refueling in the fuel tank 41 described above. Accordingly, here, the correspondence between the output performance, the emission performance, the fuel cost and the fuel property is obtained from the results of experiments and simulations, and a database representing the correspondence is prepared in the storage device 84 shown in FIG. . On the other hand, the cruising distance depends not only on the estimated value but also on the remaining amount of the mixed fuel after refueling in the fuel tank 41. Therefore, here, the correspondence relationship between the cruising distance and the fuel property N _R and the remaining amount of the mixed fuel after refueling in the fuel tank 41 is obtained from the results of experiments and simulations, and a database representing the correspondence relationship is also stored in the storage device. 84 is prepared in advance.

In this case, as shown in the flowchart of FIG. 4, the electronic control unit 1 estimates the fuel property N _R of the mixed fuel after refueling in the fuel tank 41 in the same manner as the steps ST1 to ST3 of the flowchart of FIG. (Steps ST1 to ST3). Note that the arithmetic processing shown in the flowchart of FIG. 4 is executed in parallel with the arithmetic processing of the flowchart of FIG. For this reason, the estimated value of the fuel property N _R of the mixed fuel after refueling in the fuel tank 41 may be the one obtained at the time of the arithmetic processing in the flowchart of FIG. 3 or FIG.

In this case, the notification information control unit of the electronic control unit 1, the oil supply detected by the estimated value and the remaining amount of fuel detecting means 42 of the fuel property N _R refueling after mixing fuel in the fuel tank 41 obtained in step ST3 against the residual amount of the post fuel mixture to each database in the storage device 84 described above, the output performance according to the estimated value of the fuel property N _R remaining amount and, emission performance, the information of cruising range and fuel costs Is read (step ST5). And this information information control means displays each information of the output performance, emission performance, cruising distance, and fuel cost on the display means 83 (step ST6). As a result, the user can know whether or not the fuel oil of this time exhibits the output performance that suits his / her preference, so it should be used as a reference when selecting the fuel for the next fueling. Can do.

  Here, in the first embodiment, the present invention is applied to a so-called in-cylinder direct injection type multi-fuel internal combustion engine in which the mixed fuel in one fuel tank 41 is directly injected into the combustion chamber CC. The present invention may be applied to a multi-fuel internal combustion engine that injects mixed fuel into the intake port 11b instead of or into the combustion chamber CC.

  Next, a second embodiment of the multifuel internal combustion engine according to the present invention will be described with reference to FIGS.

  The multi-fuel internal combustion engine of the first embodiment described above is illustrated as being operated with the mixed fuel in one fuel tank 41 guided to the combustion chamber CC. However, some multi-fuel internal combustion engines have individual fuel tanks for each fuel. In this case, if the fuel properties are not estimated for each fuel tank, the fuel after the refueling as in the first embodiment is performed. Appropriate engine control cannot be performed, and a period of inconvenience such as a decrease in output performance occurs. For example, when high ignitability is required as a fuel property of fuel stored in a fuel tank, basically any kind of fuel is stored in the fuel tank as long as it is highly ignitable fuel. However, strictly speaking, it may be possible to achieve the desired engine performance, but strictly speaking, the fuel properties other than the ignitability are different, resulting in a slight decrease in output performance and deterioration in exhaust emission performance. There is a risk of causing such a situation. In addition, even with the same type of fuel, there is a possibility that the fuel properties may vary depending on the fuel sales region and refiner.

  Thus, the second embodiment is configured such that engine control adapted to the fuel properties of each fuel after refueling is executed even in a multi-fuel internal combustion engine provided with a fuel tank for each type of fuel.

  For example, the multi-fuel internal combustion engine exemplified here is obtained by replacing the fuel supply device 50 with the fuel supply device 150 shown in FIG. 5 in the multi-fuel internal combustion engine of the first embodiment described above, and in the first fuel tank 41A. The first fuel F1 stored and the second fuel F2 stored in the second fuel tank 41B are mixed in advance at a predetermined fuel mixing ratio, and the mixed fuel is directly injected into the combustion chamber CC. is there. The first fuel tank 41A is provided with fuel remaining amount detecting means 42A for detecting the remaining amount of the first fuel F1, such as a fuel gauge. The second fuel tank 41B is also provided with a remaining fuel amount detection means 42B for detecting the remaining amount of the second fuel F2, such as a fuel gauge.

  Specifically, the fuel supply device 150 of the second embodiment includes a first feed pump 152A that sucks up the first fuel F1 from the first fuel tank 41A and sends it to the first fuel passage 151A, and the second fuel F2 as the second fuel F2. A second feed pump 152B that sucks up from the second fuel tank 41B and sends it out to the second fuel passage 151B, and first and second fuels F1 and F2 sent from the first and second fuel passages 151A and 151B, respectively. A fuel mixing means 153 for mixing the fuel, a high pressure fuel pump 155 for pressurizing the mixed fuel produced by the fuel mixing means 153 and pumping it to the high pressure fuel passage 154, and the mixed fuel in the high pressure fuel passage 154 for each cylinder. And a fuel injection valve 157 for each cylinder that injects the mixed fuel supplied from the delivery passage 156 into the combustion chamber CC. , And a.

  In the fuel supply device 150, the first feed pump 152A, the second feed pump 152B, and the fuel mixing means 153 are driven and controlled by the fuel mixing control means of the electronic control unit 1, thereby changing the combustion mode, operating conditions, and the like. The fuel mixing unit 153 is configured to generate a mixed fuel having a corresponding fuel mixing ratio. For example, the fuel supply device 150 adjusts the fuel mixing ratio of the mixed fuel by adjusting the discharge amounts of the first feed pump 152A and the second feed pump 152B to the fuel mixing control means of the electronic control device 1. Alternatively, the fuel mixing ratio of the mixed fuel may be adjusted by increasing or decreasing the mixing ratio of the first and second fuels F1 and F2 in the fuel mixing means 153 according to the instruction of the fuel mixing control means. Here, the fuel mixing ratio in the fuel mixing means 153 is a variable value that varies depending on the operating conditions, the combustion mode, and the like.

  Further, the fuel supply device 150 causes the high-pressure fuel pump 155 and the fuel injection valve 157 to be driven and controlled by the fuel injection control means of the electronic control unit 1 so that a desired fuel injection amount, fuel injection timing, and fuel injection period can be obtained. The generated mixed fuel is configured to be injected under fuel injection conditions such as the above. For example, the fuel injection control means of the electronic control device 1 pumps the mixed fuel from the high-pressure fuel pump 155 and causes the fuel injection valve 157 to perform injection under fuel injection conditions according to operating conditions, combustion modes, and the like.

  Hereinafter, an example of the operation of the multifuel internal combustion engine of the second embodiment will be described with reference to the flowchart of FIG.

  First, the electronic control unit 1 according to the second embodiment determines whether or not fuel supply has been completed in the same manner as in the first embodiment (step ST11). When the electronic control unit 1 determines that the fuel supply is not finished in step ST11, the electronic control unit 1 ends the present calculation process once and repeats the determination in step ST11.

On the other hand, when the electronic control unit 1 determines that “fuel refueling is completed” in step ST11, the electronic control unit 1 performs the fuel supply Fi (i = 1, 2, 3,..., N) for the fuel tank that is the fueling target. Information on the fuel property N _Fi and the fuel supply amount V _Fi is received from the fuel supply device 100 in the same manner as in the first embodiment (step ST12). At this time, the electronic control unit 1 stores information on the fuel property N _Fi and the fuel amount V _Fi regarding the fuel supply in the fuel supply fuel information storage unit 81b. That is, in the multi-fuel internal combustion engine exemplified here, the fuel properties N _F1 and N _F2 and the amount of fuel supplied for both the first fuel F1 for the first fuel tank 41A and the second fuel F2 for the second fuel tank 41B. Information on V _F1 and V _F2 , or information on the fuel property N _F1 (N _F2 ) and the fuel supply amount V _F1 (V _F2 ) for either one of them is received and stored in the fuel supply fuel information storage unit 81b.

Thereafter, the fuel property estimation means after fueling of the electronic control unit 1 is the fuel property N _R of the fuel Fi (i = 1, 2, 3,..., N) after fueling in the fuel tank to be fueled. _-Fi is estimated (step ST13). At that time, the post-fuel supply fuel property estimation means performs an estimation calculation process of the fuel property N _R-Fi using the following Equation 3 for each fuel tank to be refueled. “V _0-Fi ” in Equation 3 represents the remaining amount of fuel Fi before refueling in the fuel tank to be refueled, and “N _0-Fi ” represents the fuel of fuel Fi before refueling in the fuel tank. Expresses properties. In other words, in step ST13, the fuel property N _Fi and the fuel amount V _Fi are read from the fuel supply fuel information storage unit 81b for the fuel supply Fi for the fuel tank that is the target of fuel supply, and before fuel supply in the fuel tank. The information on the fuel property N _{0 -Fi} and the remaining amount V ₀ -Fi for the fuel _Fi of FIG. Then, these are substituted into the following equation 3 for each fuel tank (for each fuel Fi) to estimate the fuel property N _R-Fi of the fuel Fi after refueling in the fuel tank.

Subsequently, the engine control execution means of the electronic control unit 1 of the second embodiment uses the estimated value of the fuel property N _R-Fi of the fuel Fi in the fuel tank after the refueling for engine control such as combustion control and catalyst control. Reflect (step ST14). In other words, the engine control execution means of the second embodiment performs the estimation of the fuel property N _R-Fi of the fuel Fi in the fuel tank that is the target of fuel supply and the fuel Fi in the fuel tank that is not the target of fuel supply. the value of the fuel property N _R-Fi, is used to perform the engine control which is adapted to the fuel property N _R-Fi fuel Fi in all fuel tank after finishing the lubrication. As a result, the multifuel internal combustion engine of the second embodiment can obtain optimum output performance, anti-knock performance, fuel economy performance, exhaust emission performance, and the like for the mixed fuel after refueling.

  Here, in the multifuel internal combustion engine of the second embodiment, for example, various engine control map data such as intake air amount map data and fuel injection amount map data corresponding to not only the combustion mode but also the fuel mixture ratio; Assume that the engine control is executed using the fuel mixture ratio map data in which the reference value of the fuel mixture ratio can be set using the engine speed Ne and the engine load Kl as parameters. That is, for the various engine control map data here, the reference value such as the intake air amount is set using not only the engine speed Ne and the engine load Kl but also the fuel mixture ratio as parameters.

In step ST14 in this case, for example, a correction coefficient for the reference value of the fuel mixture ratio in the fuel mixture ratio map data is obtained based on the fuel properties N _R-Fi of the fuel Fi in all the fuel tanks after refueling, and Using the reference value and the correction coefficient, the fuel mixture ratio is set according to the engine speed Ne and the engine load Kl after refueling. That is, here, the estimated value of the fuel property N _R-Fi of the fuel Fi in the fuel tank after refueling is used with respect to the selection conditions and the fuel mixture ratio of the fuel tank (in other words, the fuel Fi) used during engine control. It is reflected. Further, in step ST14 in this case, the correction coefficient for the reference value such as the intake air amount in the various engine control map data is set to the fuel property N _R-Fi of the fuel Fi in all the fuel tanks after refueling. The intake air amount for engine control after refueling is set using the reference value and the correction coefficient. Here, for example, correction coefficient setting map data for setting a correction coefficient using not only the fuel properties, the engine speed Ne and the engine load Kl but also the fuel mixture ratio as parameters is prepared in advance based on experiments and simulations. Therefore, the multifuel internal combustion engine of the second embodiment can set the fuel mixture ratio and control the engine in accordance with the new fuel property N _R-Fi in the fuel tank to be replenished. .

  In the second embodiment as well, as in the first embodiment, the engine control execution means includes the remaining fuel in the fuel path between the first and second fuel tanks 41A and 41B and the fuel injection valve 157. When the fuel amount in the fuel path and the integrated value of the fuel injection amount of the fuel injection valve 157 are compared, and the integrated value of the fuel injection amount exceeds the fuel amount in the fuel path, the above steps are performed. ST14 is executed.

As described above, the multifuel internal combustion engine of the second embodiment has information on the fuel properties N _{0 -Fi} and the remaining amount V ₀ -Fi of the fuel Fi before refueling in the fuel tank to be refueled, and its Estimate the fuel property N _R-Fi of the fuel Fi after refueling in the fuel tank using the information on the fuel property N _Fi and the amount V _Fi of the fuel fuel Fi for the fuel tank, and use the estimated value Therefore, the engine control target value can be set in accordance with the change in the fuel property N _R-Fi in the fuel tank regardless of before and after the engine is started. Therefore, according to this multi-fuel internal combustion engine, when operating using the fuel Fi after refueling in the fuel tank to be refueled, the fuel Fi is guided to the combustion chamber CC alone or together with other fuels. The engine can be operated by appropriate engine control (combustion control and catalyst control) at a fuel mixing ratio suitable for the fuel property N _R-Fi of the fuel Fi after refueling. Noise, knocking noise, deterioration of fuel consumption performance and exhaust emission performance, etc. can be suppressed, and the output performance can be quickly maintained in a good state immediately after switching.

  Note that the multifuel internal combustion engine of the second embodiment may be provided with notifying means for notifying the user of the engine performance such as the output performance after refueling and the fuel cost as described in the first embodiment.

  Here, in this second embodiment, the mixed fuel of the first fuel F1 and the second fuel F2 stored in the individual fuel tanks (first and second fuel tanks 41A and 41B) is directly injected into the combustion chamber CC. The so-called in-cylinder direct injection type multi-fuel internal combustion engine is applied, but the technique exemplified here can also be applied to a multi-fuel internal combustion engine having a different configuration.

  For example, the technology replaces the fuel supply device 150 with the fuel supply device 250 shown in FIG. 7 in the multi-fuel internal combustion engine shown in FIG. 5 of the second embodiment described above, and mixes the first fuel F1 and the second fuel F2. The present invention may be applied to a multi-fuel internal combustion engine configured to inject fuel not only into the combustion chamber CC but also into the intake port 11b, and the same effects as described above can be obtained.

  Here, the fuel supply device 250 shown in FIG. 7 includes a fuel pump 255 for discharging the mixed fuel generated by the fuel mixing means 153 to the fuel passage 254 in addition to the various components of the fuel supply device 150 described above. A delivery passage 256 that distributes the mixed fuel in the fuel passage 254 to each cylinder; a fuel injection valve 257 for each cylinder that injects the mixed fuel supplied from the delivery passage 256 into the intake port 11b of each cylinder; Is provided. In the multi-fuel internal combustion engine in this case, for example, when operating in the compression self-ignition diffusion combustion mode, the fuel injection valve 257 is driven and controlled to inject the mixed fuel into the combustion chamber CC, and the premixed spark ignition flame propagation When operating in the combustion mode, the fuel injection valve 257 is drive-controlled to inject the mixed fuel into the intake port 11b.

  Further, the technology replaces the fuel supply device 150 with the fuel supply device 350 shown in FIG. 8 in the multi-fuel internal combustion engine shown in FIG. You may apply to the multi-fuel internal combustion engine comprised so that F1 and the 2nd fuel F2 might be injected separately, and there can exist an effect similar to the above also in this.

  Here, the fuel supply device 350 shown in FIG. 8 includes a first fuel supply means that directly injects the first fuel F1 into the combustion chamber CC, and a second fuel supply that injects the second fuel F2 into the intake port 11b. Means. The first fuel supply means sucks up the first fuel F1 from the first fuel tank 41A and sends it to the first fuel passage 351A, and the first fuel F1 in the first fuel passage 351A as high-pressure fuel. A high pressure fuel pump 355A for pumping to the passage 354A, a first delivery passage 356A for distributing the first fuel F1 in the high pressure fuel passage 354A to the respective cylinders, and the first fuel F1 supplied from the first delivery passage 356A And a fuel injection valve 357A for each cylinder that injects into the combustion chamber CC. On the other hand, the second fuel supply means sucks the second fuel F2 from the second fuel tank 41B and sends it to the second fuel passage 351B, and the second fuel F2 in the second fuel passage 351B, respectively. A second delivery passage 356B that distributes to each of the cylinders, and a fuel injection valve 357B for each cylinder that injects the second fuel F2 supplied from the second delivery passage 356B into the intake port 11b. In the multi-fuel internal combustion engine in this case, for example, when operating in the compression auto-ignition diffusion combustion mode, only the fuel injection valve 357A or both the fuel injection valves 357A and 357B are driven and controlled so that the fuel enters the combustion chamber CC. In addition, when operating in the premixed spark ignition flame propagation combustion mode, only the fuel injection valve 357B or both the fuel injection valves 357A and 357B are driven and controlled to guide the fuel into the combustion chamber CC.

  In each of the first and second embodiments described above, the multi-fuel internal combustion engine operated with two types of fuels has been illustrated. However, the technology related to the multi-fuel internal combustion engine of each of the first and second embodiments is more than this. The present invention may be applied to a multi-fuel internal combustion engine operated using many kinds of fuels.

  As described above, the multifuel internal combustion engine according to the present invention is useful for a technique for executing engine control that quickly responds to changes in fuel properties in the fuel tank after refueling.

It is a figure shown about the structure of Example 1 of the multi-fuel internal combustion engine which concerns on this invention. It is a figure which shows an example of the combustion mode map data which has the premixed spark ignition flame propagation combustion mode and the compression auto-ignition diffusion combustion mode. 3 is a flowchart illustrating a fuel property estimation operation and an engine control operation of the multi-fuel internal combustion engine according to the first embodiment. 6 is a flowchart for explaining a fuel property estimation operation and a display operation such as a fuel cost of the multifuel internal combustion engine according to the first embodiment. It is a figure shown about the structure of Example 2 of the multi-fuel internal combustion engine which concerns on this invention. 7 is a flowchart illustrating a fuel property estimation operation and an engine control operation of the multifuel internal combustion engine of the second embodiment. It is a figure shown about the structure of the modification of Example 2 of the multi-fuel internal combustion engine which concerns on this invention. It is a figure shown about the structure of the other modification of Example 2 of the multifuel internal combustion engine which concerns on this invention.

Explanation of symbols

DESCRIPTION OF SYMBOLS 1 Electronic controller 41 Fuel tank 41A 1st fuel tank 41B 2nd fuel tank 42, 42A, 42B Fuel remaining amount detection means 50,150,250,350 Fuel supply device 81a Fuel information storage part before refueling 81b Fuel supply fuel information storage part 82, 106 Communication means 82a, 106a Transmission / reception antenna 83 Display means 84 Storage device 100 Fueling apparatus 101A, 101B, 101C First to third fuel storage tanks 102A, 102B, 102C First to third fueling nozzles 105 Control means 108 Storage fuel information storage unit CC Combustion chamber F1 First fuel F2 Second fuel N ₀ Fuel property of fuel before refueling Fuel property of fuel Fi (i = 1, 2, 3,..., N) before N _0-Fi refueling Fuel properties of N _Fi refueling fuel Fi (i = 1, 2, 3,..., N) Fuel properties of mixed fuel after N _R refueling N _R-Fi refueling Fuel properties of subsequent fuel Fi V ₀ Remaining amount of mixed fuel before refueling V _0-Fi Remaining amount of fuel Fi (i = 1, 2, 3,..., N) before refueling V _Fi refueling fuel Fi (i = 1) , 2, 3, ..., n)

Claims (1)

In a multi-fuel internal combustion engine operated using a mixed fuel in one fuel tank composed of at least two types of fuels having different properties,
A fuel information storage unit before refueling that stores information on fuel properties and remaining amount of the mixed fuel before refueling in the fuel tank;
A fuel supply fuel information storage unit that receives and stores information on the fuel properties and the fuel supply amount of the fuel supplied to the fuel tank from the fuel supply device;
A control device for performing engine control after refueling based on information in the fuel information storage unit before refueling and information in the fuel information storage unit;
With
The control device estimates the fuel property of the fuel in the fuel tank after refueling using the information in the pre-fuel supply fuel information storage unit and the information in the fuel supply fuel information storage unit before starting the engine, Based on the estimated value of the fuel property after the fuel injection valve has finished injecting the mixed fuel of the fuel property before the fuel supply remaining in the fuel path between the tank and the fuel injection valve . A multi-fuel internal combustion engine characterized by executing engine control .

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