JPS5977058A - Engine and its operating method - Google Patents

Abstract

PURPOSE:To effectively operate an engine with use of a liquid fuel with low heat value by providing a liquid fuel supplying device and a gas fuel supplying device while additionally providing an air fuel ratio control means for adjusting the synthetic air fuel ratio of a gas mixture composed of those kinds of fuel supplied from both supplying devices. CONSTITUTION:A liquid fuel supplying device II is provided, being constructed in such a way that a liquid fuel such as methonal within a liquid fuel tank 1 is fed to a carburettor 3 by means of a pump 2 via a supplying passage 2'. Moreover, a gas fuel supplying device IV is provided for jetting a gas fuel such as LPG within a gas fuel tank 6 from a nozzle 10 to an air intake passage 4, via a solenoid valve 7 opened and closed by interlocking with an ignition key III, a pressure regulator valve 8, and a flow rate regulator valve 9. The flow rate regulator valve 9 adjusts the opening of a valve 13 via a diaphragm 12 in responce to the intake air negative pressure introduced via a pipe 14, acting as the main body of an air fuel ratio control device V. The engine 5 is operated using the both fuels during its operation.

Description

DETAILED DESCRIPTION OF THE INVENTION The present invention relates to a process for burning liquid fuels such as ganolin, methanol, and ethanol in combination with vaporized fuels such as propane, methane, acetylene gas, and hydrogen. 'Relating to improvements in engine operating methods. Currently, gasoline engines are widely used and are considered the world's main source of power, but in countries where oil is difficult to obtain, gasohol, which is made by adding alcohol to gasoline, is used as an energy solution. However, the main component of this gasohol is more than 85% gasoline, and no fundamental solution has yet been found.Depending on the use of other fuels, it is difficult to run a normal gasoline engine. Currently, there is no other way to run the engine on liquid fuel other than Gunhole other than converting the vehicle to use LPG. Further, for example, alcohol has a lower calorific value than gasoline and has different characteristics, so it is difficult to use it as is in conventional gasoline engines.

This invention was proposed in order to solve the problems of diversifying energy sources and obtaining fuel due to the depletion of petroleum resources. a fuel supply device, a gas fuel supply device that is connected to the intake passage and supplies gaseous fuel, a gas fuel supply device that is provided in at least one of the liquid fuel supply device and the gaseous fuel supply device and is supplied from both of the fuel supply devices; The gist of this invention is an engine and a method of operating the engine, which includes an air-fuel ratio control means that adjusts the overall air-fuel ratio of the air-fuel mixture to a desired value.

The present invention provides at least one liquid fuel selected from liquid fuels such as gasoline, methanol, and ethanol, and a gaseous fuel having a relatively high calorific value, such as natural gas, L
By using PG, hydrogen, acetylene gas, etc. in combination, it provides an engine with good fuel efficiency and performance, and an engine operating method. In addition, this invention provides that if the mixture forming device that uses liquid fuel is configured to obtain an air-fuel ratio equivalent to that of an engine that uses only conventional gasoline as fuel, gaseous fuel can be used. It can be used in the same way as a conventional gasoline engine by stopping the supply and only using liquid fuel.

Next, liquid fuels such as gasoline, alcohol, natural gas, aceterenogas, hydrogen,
If the calorific value of each gaseous fuel such as LPG is 1 horizontally, the first
As shown in the table.

(Table 1) Therefore, according to the present invention, even a fuel with a low calorific value such as alcohol can be increased to the calorific value of gasoline by mixing a gaseous fuel with a high calorific value into the intake air at a constant ratio. It also supplements other properties such as flash point, making it possible to operate the engine under similar operating conditions to gasoline, and also allowing more of the gaseous fuel with a high calorific value to be mixed into the intake air. As a result, the calorific value can be increased more than that of gasoline, and high-output operation can be performed.

This invention can be applied to so-called fuel injection engines that detect the amount of intake air and inject fuel according to the amount of intake air, or to engines that use a carburetor to drive new engines and engines. It is possible to obtain silkworms with excellent working and effect.

Here, the results of studying the relationship between the calorific value of liquid fuel and gaseous fuel by applying it to a car equipped with a conventional engine are as follows.

When running experiments were carried out by supplying alcohol and various gaseous fuels at various mixing ratios, it became clear that the best fuel efficiency was obtained when the calorific value matched that of the engine; It has become clear that output increases when more gaseous fuel is supplied to increase the calorific value.

Since the fuel supply system of the conventional engine engine is configured to mix intake air with a proportion of -bo, alcohol fuel is supplied in the same way using the engine's fuel supply system. The gaseous fuel can be supplied by a separate system, and the gaseous fuel can be supplied at a constant ratio to the intake air. For example, if alcohol fuel is supplied using the fuel supply system of a conventional gasoline engine, the engine and alcohol (ethanol)
gasoline by weight, since the specific gravity of the gasoline is different from about 0.75 and 0.79. . ,! : L fs yo or J2゜-yv (x' 327- /l/) j yo about 1.0
5 supplied. The calorific value of gasoline is $1, as shown in the table, 10
, 500·d, whereas the calorific value of alcohol (ethanol) is 6,400 cnl/g, and 1.
05. The calorific value of @ alcohol (ethanol) is 6,7
20 alt, / ,? (6,400X1.05)
So, the difference between the calorific value of ganolin and 10,500m is: 3,
780 m (10,500-6,720'),
This approximately 3.780 ctIL is supplemented by gaseous fuel. The relationship between the type and amount of gaseous fuel required to compensate for the lack of calorific value using various gaseous fuels compared to alcohol (ethanol) fuel is shown in Table 2 based on calorific value. Table 3 shows the results based on the air-fuel ratio. Furthermore, when this invention is applied to a conventional gasoline engine-equipped automobile, the effects described in 1. can be achieved without major modification.

In other words, (1) attaching a simple gas inlet for LPG, (2) placing a small gas tank in the trunk of the tank, (3) adding various things to the various liquid fuels used. Based on the characteristics of each gaseous fuel, a device is installed that works in conjunction with the accelerator to add gaseous fuel in a proportion that matches the liquid fuel.

With the simple engine modification described above, (1) there is no need to adjust the engine for each type of fuel, (2) gasoline if available, (3) full-coal Kaaleha alcohol, and (4) gasoline and alcohol. (5) In addition, mixtures of various liquid fuels may be used, without limitation.
In summary, by controlling the addition of various liquid fuels and gaseous fuels in suitable proportions to engines that could conventionally only use gasoline, there is no need to make major adjustments to the engine. , can be operated using fuel from each building.

(6) Furthermore, the mileage can be improved by adding gaseous fuel to liquid fuel such as high-calorie gasoline used in combination.

(7) By adding gaseous fuel, many great effects can be exhibited, such as making it easier to start at low temperatures, which is a disadvantage of low-calorie liquid fuels such as alcohol.

Next, a first embodiment of the present invention will be described with reference to FIGS. 1 and 2 when the present invention is applied to an engine equipped with a carburetor.

(1) is a liquid fuel tank, and (II) is a liquid fuel supply device, one end of which is a supply passage (2) connected to the liquid fuel tank (1).
The fuel supply pump (2) is connected to the carburetor (3) of the intake passage (4)' of the engine (5) at its other end.

(6) is a gas fuel supply device, in which one end is connected to the gas fuel tank (6) via a pressure regulating valve (8), and the other end is connected to the intake passage (4). It is connected to the nozzle provided in the Pressure regulating valve (8)
includes a pressure change rate control device+8)' that can manually or automatically adjust the pressure change rate.

(7) is a solenoid valve that opens and closes the supply passage (2) in conjunction with the ignition key (]■), and serves as a stop means (7)' to deactivate the fuel when necessary. The supply can be stopped independently of the activation of the ignition key (ffl).

The air-fuel ratio control device (V) has one end connected to the nozzle jllJ and the other end connected to the pressure regulating valve (
8) and a flow rate regulating valve (9) connected to the intake manifold (4) of the engine (5).
It consists of This flow regulating valve (9) is equipped with a manual or automatic pressure change rate control device (9)'. (4
Y' is an exhaust pipe, and (4) /// is an air cleaner.

The flow rate adjustment valve (9) has a spring of 0 as shown in Figure 2.
It consists of a diaphragm q pushed by 1) and a valve port operated by this diaphragm (2), and the space Qη partitioned by diaphragm 2 is such that the pipe a<
The valve (151) is connected to the pressure regulating valve (8), and the outlet (A) is connected to the nozzle LIU.

When the engine is stopped, the solenoid valve (7) is closed, but when the ignition/ignition key is turned on, the solenoid valve (7) opens and the gaseous fuel, whose pressure is regulated to a constant level by the pressure regulating valve (8), flows out. It is guided to the regulating valve (9).

When the engine is under light load, the throttle valve is closed, so the amount of intake air is small, and the intake manifold (4
) is large, and operates against the elasticity of the spring (11) to attract the diaphragm (l), thereby closing the valve (c) and reducing the supply of gaseous fuel.

When the engine is under heavy load, the throttle valve is open, so the amount of intake air is large, and the negative pressure in the intake manifold (4) decreases, so the elasticity of the spring 01 pushes the diaphragm a, opening the valve 0. It operates to increase the supply of gaseous fuel.

Since it is configured as explained in "Ill", when Ill is turned on, the electromagnetic 1 [(7)
opens and gaseous fuel flows from the tank (6) to the supply passage (2)'
The pressure-regulated gaseous fuel flows out to the flow rate regulating valve (8) and is converted into intake air by the negative pressure of the intake manifold (4). The flow rate is controlled to ρ, and the air is supplied from the nozzle (10) to the intake passage (4)'.

On the other hand, methanol, ethanol 1. The liquid fuel with C is supplied from the tank (1) to the vaporizer (3) via the supply passage (2)' and the water pump 2), so the gaseous fuel supplied to the intake passage (4)' is As a result, the air-fuel ratio of the mixture is almost the same as when only gasoline is used, and the calorific value is almost the same as gasoline, so it is said to be efficient and operate smoothly. It has a working effect.

In the embodiment described above, the intake manifold (4
), the flow rate of gaseous fuel is adjusted using the negative pressure of It can be kept in place.

Note that the mixture ratio of gaseous fuel can be easily changed by adjusting the discharge pressure of the pressure regulating valve (8).

Next, a 4-cylinder Ganolin engine (exhaust - 4 liters, 600
An example of an experiment conducted by using various fuels together using CC) will be explained.

Example Using ethanol as the liquid fuel and household LPG gas as the gaseous fuel, the mixing ratio of both was 88% = 12% to 63% in terms of military song ratio.
%: Change to 37%, and the number of rotations at the time is 1,000.
The fuel efficiency (Km/l: based on the amount of ethanol consumed) was measured by changing the engine speed to ~3.50 Orpm and using only the low gear, and the data is as shown in Table 4. This is shown in a graph @3
As shown in the figure, ethanol and household LPG
The best fuel efficiency was obtained when the mixture ratio with gas was 68φ:32%, and the engine operating feeling was not as bad as when only gasoline was used.

Additionally, for reference, examples of road running at 2,000 and 2.50 rpm using only the top gear were shown in Table 5.

Table 5 Experiment l+lI2 Using ethanol as the liquid fuel and acetylene gas as the gaseous fuel, the mixing ratio of both was 88% = 12-67% in terms of military song ratio.
: 33%, and the rotation speed of that (!l-
By changing the OQ to -3,500rpm 7 and using only low gear, the fuel consumption [Km/1. The data are shown in Table 6 as shown in Figure 4. As expected, good fuel efficiency was obtained when the mixture ratio of ethanol and acetylene gas was 67:33, and there was no difference in the feeling of engine operation compared to when only gasoline was used.

For reference, Table 7 shows the columns in which the vehicle was driven on the road at 2,000 and 2,500 rpm using only the top gear.

Table 7 Experiment i+lI7 Using a mixture of ethanol and gasoline at a ratio of 1:1 for the liquid fuel and household LPG for the gaseous fuel, the weight ratio of the two was varied from 88:12% to 67%:33. At that time, I changed the rotation speed from 1,000 to 3.5 (10 rpm) and measured the fuel consumption (Km/t: however, the consumption of liquid fuel is calculated) using only the low gear. The data is shown in Table 8, and the graph shown in Figure 5 shows that the mixing ratio of the ethanol/gasoline mixture and household LPG gas is 80%.
: The best fuel efficiency was obtained when using 20. First, there was no difference in the feeling of engine operation compared to when only gasoline was used.

Also, use only the top gear to rotate 62. oo.

For reference, an example of running on the road at 2.50 rpm is shown in Table 9.

Table 9 Experiment (Nri 4゜Using a mixture of ethanol and gasoline (1:1) for liquid fuel, and acetylene gas for gaseous fuel, the mixing ratio of both was varied from 88%; 12% to 69:31% by weight. , change the rotation speed at that time from 1.0110 to 3.50 Orpm and use only the low gear to reduce fuel consumption (Km/l:
However, the amount of liquid fuel consumed (based on the amount of liquid fuel consumed) is measured as shown in Table 1, and a graph showing this is shown in Figure 6. The best fuel efficiency was obtained when the mixture ratio of the liquid mixture and acetylene gas was 69:31, and there was no difference in the feeling of engine operation compared to when only gasoline was used.

Also, using only the top gear, the rotation speed is 2,000 and 2.
．． For reference, an example of running at 50 rpm was added as shown in Table 411.

Table 11 Reference column JF', cost (Km /
l) were as shown in Table 12.

Table 13 also includes, for reference, a column in which the vehicle was driven on the road at 62,000 rpm and 2.50 rpm using only the top gear.

Among the experimental series explained in Table 13 and above, household L
I explained about the one that uses PG gas, but the household L
The main component of PG is propane, and the main component of LNG is methane.The explosive limit and calorific value of both are shown in Table 14.Since the characteristics of both gases are similar, propane gas or methane gas can be used. The same effect can be obtained by using .

(Table 14 Also, among the experimental series explained above, the one in which acetylene gas was used as the gaseous fuel was also explained, but Table 15
As shown in the table, hydrogen, like acetylene gas, has a wide explosive limit and is dangerous, and since both have similar characteristics, even better effects can be obtained by using hydrogen, which has a larger calorific value.

As is clear from the various experimental series explained above in Table 15, it is possible to operate a normal automatic tank by using fuel other than gas phosphorus in combination with gaseous fuel. You can do this with excellent effects.

In the above embodiment, the flow rate of gaseous fuel is limited, but even if the main jet of the carburetor is configured to be variable and the flow rate of liquid fuel is limited, the same effect as in the above embodiment can be obtained. Obtainable.

Next, a second embodiment of the invention will be described with reference to FIGS. 7 and 8. In each embodiment described below, the same parts as in the first embodiment are given the same reference numerals.

In the second embodiment, in place of the flow rate adjustment valve (9) of the air-fuel ratio control device of the first implementation row, a second electromagnetic valve (9) ", a solenoid valve (9)" that opens and closes intermittently is used. Controller (61).

Throttle valve (31) bottom/noyonometer (63).

Air-fuel ratio III consisting of engine rotation speed detection device
It has an I@I device (■)'. That is, the air-fuel ratio control device (■)' uses a nozzle (11, a throttle (
31) based on the opening angle and engine rotation.
The solenoid valve controller (61) controls the opening time of the solenoid valve (9).

The human power of this solenoid valve controller (61) is
31), and is also connected to an ignition coil (64) to detect the engine speed.

This solenoid valve auxiliary device (61) is composed of a monostable multivibrator, and the ignition coil (64) shown in Fig. 8 is triggered by the pressure (A), and the potentiometer (63) A pulse voltage output having a pulse width (t) shown in FIG. 2(B) is generated based on a time constant determined by the resistance value of the second electromagnetic valve (9). This controls the opening time of the

When the Edge/ is stopped, the first solenoid valve (7) is closed, but when the ignition key (iu) is inserted, the GL solenoid valve (7) opens and the pressure is adjusted to a constant pressure with the pressure regulating valve (8). The gaseous fuel is led to the second electromagnetic valve (9]'.

When the engine is under light load, the throttle valve (31) is closed, so the resistance value of the potentiometer (63) is small, and the pulse width (1) of the pulse voltage output of the solenoid valve controller (61) is narrow and The opening time of the solenoid valve (9) "2" is short. When the engine is under heavy load, the throttle valve is open, so the resistance value of the potentiometer (63) is large, and the pulse voltage of the solenoid valve controller (61) is high. Output pulse width (
t) is wide, and the opening time of the second solenoid valve (9) becomes long. Also, since the solenoid valve controller (61) is triggered by the pulse voltage (A) from the ignition coil (64), , the number of times the pulse voltage output is generated per unit time is proportional to the engine rotation speed.

Therefore, the number of times the 20th electric spot valve opens per unit time is proportional to the engine speed, and the time it is open each time (t) is almost proportional to the opening angle of the throttle valve (31). [FlI L, so if the total is 1, the nozzle σQ operates to discharge an amount of gaseous fuel proportional to the product of the engine speed and the load condition, in other words, the amount of intake air.

As explained above, according to this second embodiment, gaseous fuel can be supplied almost in proportion to the amount of intake air, so it is possible to keep the mixing ratio of air, gaseous fuel, and liquid fuel almost constant. can.

Next, a third embodiment of the present invention will be described with reference to FIG. 9 and FIG. 1O.

This third embodiment further includes a second flow regulating valve (li) in addition to the flow regulating valve (9) of the air-fuel ratio control device in the first embodiment.
It has an air-fuel ratio control device (V) with added
That is, the flow rate adjustment valve (29) of this third embodiment 11
As described in detail in the first embodiment, the first flow rate adjustment valve (9) whose flow rate is adjusted by the negative pressure of the intake manifold (4) and the exhaust valve (31) are connected to the intake manifold (4). 26) and the second flow rate adjustment valve ON connected via the 4' valve 4', and the gaseous fuel that has passed through these two flow rate adjustment valves (9) α is released into the intake flow path (4)'. It forms a gaseous fuel supply system consisting of a nozzle (1).

The strut (26) that moves the second flow rate adjustment valve (11) transmits the differential value of the movement of the throttle valve (31), and as shown in FIG. ) and a valve (29)' (
28). When the engine is stopped, the solenoid valve (7) is closed, but when the ignition key (Ml) is put in, the solenoid valve (7) opens and the gaseous fuel, which has been adjusted to a constant pressure with the pressure regulating valve (8), is Flow rate adjustment valve <9)
, (lead to step 11. When the engine is under light load, the flow rate adjustment valve (9) is switched to the throttle valve (9) as explained in Fig. 2.
31) is closed, the intake manifold (4) is closed, the intake manifold (4) has a large negative pressure, and the intake manifold (4) is closed.
(b) Resisting the elasticity of the valve, the diaphragm Lll'e closes to reduce the supply of gaseous fuel.

When the engine is under heavy load, the throttle valve (31) is opened, so the amount of intake air is large, and the negative pressure in the Innotake Bear 2 hold (4) decreases, so the elasticity of the spring qme pushes the diaphragm σ. It operates to open the valve (lJ) and increase the supply of gaseous fuel.

When high output is required, such as during sudden acceleration, the throttle valve (31) is suddenly opened and the piston (28) of the strut (26) is also suddenly pushed. Therefore, the valve (29)' of the piston (28) is closed, the oil pressure inside the cylinder (27) increases, and the cylinder (29)' is closed.
7) is also pushed, resisting the elasticity of the spring (32) and opening the second flow rate regulating valve C1'1.

However, since the piston (28) is provided with a leak hole (30), the oil pressure in the cylinder (27) slowly decreases and the relative position between the piston (28) and the cylinder (27) changes. Then, due to the elasticity of the spring (32), the second
flow control valve (one is closed).

On the other hand, when the throttle valve (31) is suddenly closed, the piston (28) cannot quickly return to its original position because the valve (29)' of the biston (28) of the strut (26) is open. can.

As explained above, according to the third embodiment, the first
The flow rate adjustment valve (9) allows the intake air amount to be approximately proportional to νII.
Therefore, the mixture ratio of air, gaseous fuel, and liquid fuel can be kept almost constant during normal operation, and when high output is required, high-calorie gaseous fuel can be supplied as a second gaseous fuel. Flow rate can be supplied from the regulating valve →.

Note that the mixture ratio of gaseous fuel can be easily changed by adjusting the discharge pressure of the pressure regulating valve (8).

Next, a fourth embodiment will be described in which an LPG carburetor is used as the gas air-fuel ratio control device (■)'.

As shown in Fig. 11, compared to the conventional liquid fuel supply system consisting of a Ganolino carburetor (3) equipped with a liquid fuel tank (1), a float chamber (3)', a throttle valve (31), etc. LPG fuel valve (6), solenoid valve (7) that opens the flow path when the ignition key (III) is closed, and a paper riser (with pressure adjustment function).
~111) A gaseous fuel system consisting of a gasolator (1oo) for LPG is added. Note that when a gaseous fuel other than LPG, such as hydrogen, is used in combination, a paper riser is not necessary, and it is sufficient to supply the gaseous fuel via a pressure regulator.

As shown in detail in FIG. 12, the LPG carburetor (100) has a gaseous fuel injection hole (
41), in addition to the main nozzle (42), there are a first bypass passage (43) and a second bypass passage (44).
The first bypass passage (43) is equipped with a throttle adjustment screw (45) for adjusting the throttle amount according to the type of gaseous fuel used, and the second bypass passage (44)
) includes a throttle valve (4) that opens and closes with an actuator (46) that operates when the throttle valve (31) reaches a high angle.
7).

When the engine is stopped, the solenoid valve (7) is closed, but when the ignition key (■) is turned on, the solenoid valve (7) opens and the gaseous fuel adjusted to a constant pressure is released into the tank.
It is supplied to a PG carburetor (100).

When the engine is under light load, the throttle valve (31) is closed, so the displacement is small, and the amount of gaseous fuel and liquid fuel supplied is small.

When the engine is under heavy load, the throttle valve (31°) is opened, so the amount of intake air increases, and the amount of both gaseous fuel and liquid fuel supplied increases.

Furthermore, at the maximum load, the actuator (46) operates to open the throttle valve (47) and increase the amount of gaseous fuel supplied.

In this way, the LPG carburetor (100) and the liquid fuel carburetor (3) are connected to the intake flow path of the engine.
are installed in series, so both carburetors (3)
It is possible to keep the total fuel ratio of gaseous fuel and liquid fuel at a constant value with respect to the amount of air passing through (loo,), and at high output, the ratio of gaseous fuel and liquid fuel to the air weight The total fuel weight ratio of fuel can be increased.

Next, the implementation row of g5 will be explained with reference to FIGS. 13 to 15. The air-fuel ratio control system of this implementation row, t CVl )
11I is 0.2% or c in engine exhaust gas.

The gaseous fuel supply amount is controlled according to the amount of fuel, so that an appropriate air-fuel ratio can be obtained.

As shown in FIG. 13, the air-fuel ratio control device of this embodiment is a gasoline carburetor ( 100), etc., a solenoid valve (7) that opens a flow path by closing the LPG fuel cylinder (6) and the ignition valve (7),
Paper riser (ν+n) with pressure adjustment function, @
LPG carburetor (100) similar to row 4
In addition to adding a gaseous fuel supply system consisting of the following, this gaseous fuel supply system is controlled so that the ratio of CO and 02 contained in the exhaust gas becomes an appropriate value.

As shown in detail in Fig. 14, the LPG carburetor brake (lflo) has a throttle valve (47) that is opened and closed by an actuator (46) on the way from the gaseous fuel passage (2) to the gaseous fuel injection hole (41). ).

The exhaust manifold (4)//l of the engine is equipped with a CO sensor (49) and a 02 sensor (48), and the outputs of these sensors (48) (49) are connected to an analog switch (50). A/D converter (5
1), converted into a digital value, and then applied to the microcomputer (52).

Furthermore, a switch (31') is provided which is activated when the throttle valve (31) reaches a high angle.
') is also guided by the microcomputer (52). CO and 02 contained in engine exhaust gas
As shown in Fig. 15, CO increases as it becomes richer as shown by curve m(C), starting from the stoichiometric air-fuel ratio (A), and as shown in curve 02c (0). As shown in the figure, it is known that it always increases as you become leaner.
At high output, drive in a slightly rich state (D), and to improve fuel efficiency, drive in a slightly leaf state (B).
It is known that driving with
In the engine of this embodiment, a gasoline carburetor (3) supplies liquid fuel, whether gasoline or alcohol, at a constant ratio to the intake air.

When gasoline is supplied from the liquid fuel tank (1), the carburetor (3) is adjusted to be suitable for gasoline, so it is operated at close to the stoichiometric air-fuel ratio and the exhaust gas is reduced. There is less CO and 02 inside.

However, when only alcohol is supplied as liquid fuel, the exhaust gas becomes lean due to lack of fuel and more 02 is contained in the exhaust gas, which causes the 02 detected by the 02 sensor to increase.
The amount of is the economic fuel efficiency state (B),! : The microcomputer (52) controls the actuator (46) of the gaseous fuel supply carburetor (100) to open the throttle valve (47) and supply the optimal amount of gaseous fuel.

When the engine is at high output, the throttle and tP (31) are at a high angle and the switch (31) is activated.
The microcomputer (100) is controlled so that the amount of CO (1) J7i detected by the CO sensor increases and the throttle valve (47) is operated in a slightly rich state (D).
was opened further and increased to high output: 1 ton of gaseous fuel was supplied.

In this way, by detecting Co and 02 contained in engine exhaust gas, it is possible to maintain the optimum operating condition by controlling the amount of gaseous fuel supplied while keeping the ratio of liquid fuel to intake air constant. Even if the quality of liquid fuel changes,
That is, even if liquid fuels with different calorific values are used, the amount of gaseous fuel to be supplied corresponding to the insufficient calorific value can be automatically adjusted and supplied.

In the fifth implementation [++1] described above, a carburetor is used to supply liquid fuel, but even in an engine using a liquid fuel supply system that performs electronic fuel injection, a certain amount of pressure is applied to the intake air. By supplying liquid fuel at a certain ratio, this invention that uses gaseous fuel in combination can be applied as is.

In addition, although the above-mentioned implementation column describes an automatic part engine, the above-mentioned actual 7A! It goes without saying that the same effects as i91J can be obtained.

The overflow valve (47) explained in FIGS. 12 and 14 may be a flow rate control valve that controls the amount of gaseous fuel supplied, and
The actuator (46) may be one that controls the flow rate control valve by, for example, a diaphragm operated by the suction negative pressure of the intake manifold or the suction manifold negative pressure. Furthermore, it may be an electromagnetic, electrical, or mechanical device that is linked to the opening of the throttle valve. Any opening/closing control means (46) may be used.

[Brief explanation of drawings]

FIG. 1 is a schematic diagram showing a first embodiment of the present invention, and FIG.
The figure is a cross-sectional view of the flow rate regulating valve used in the device in Figure 1,
FIG. 6 is a characteristic curve diagram showing experimental results based on the above-mentioned implementation series, FIG. 7 is a schematic diagram showing the second embodiment of this invention, and FIG.
The figure is a timing chart used to explain the operation of the device in FIG. 7, FIG. 9 is a schematic diagram showing the third implementation, and FIG. 10 is a second flow rate regulating valve ( 1
9) stock) (26) cross-sectional view, Figure 11 is the 4th
FIG. 12 is a cross-sectional view showing the main parts of a gaseous fuel supply vaporizer (for LPG) used in the device shown in FIG. 11, and FIG. 13 shows a fifth embodiment of the present invention. 14 is a cross-sectional view showing the main parts of the gaseous fuel supply vaporizer used in the device shown in FIG. 13, and FIG. 15 is a characteristic curve diagram used to explain the operation of the device shown in FIG. 13. be. Figure 1 Figure 2 r, p, m Figure 4 r, p, m r, p, m 1,' 1. '2F 2. '
3. '3. '(xl,oo. Figure 15 Procedural amendment (method) March 1, 1980 Director-General of the Patent Office Kazuo Wakasugi L. Indication of the case Patent application No. 185987/1987 2 Title of the invention Engine and method of operating the engine a Amendment Relationship with the case of the person who filed the patent application dated February 2, 1982 & the entire text of the specification to be amended

Claims (1)

[Scope of Claims] (1) A liquid fuel supply device connected to an intake passage of an engine for supplying liquid fuel, a two-gas fuel supply device connected to the intake passage and supplying gaseous fuel, the above liquid fuel supply device, and An engine characterized by comprising an air-fuel ratio control means provided in at least one of the gaseous fuel supply devices to adjust a total air-fuel ratio of the air-fuel mixture from both of the fuel supply devices. (2) A patent claim characterized in that the liquid fuel added to the liquid fuel has a low calorific value, and the gaseous fuel added to the gaseous fuel supply device has a high calorific value. The engine according to item 1. (3'l) A patent characterized in that the patent comprises the air-fuel ratio control means for adjusting the overall air-fuel ratio to be approximately chemically equivalent to the air-fuel ratio of a gasoline engine. Claim No. (1)
or the engineering/schiff mentioned in paragraph (2). (4) Claim No. (1) characterized in that the liquid fuel supply device uses a vaporizer of a gasoline engine;
The engine according to item (2) and iig (3). (5) Claim (3) characterized in that the air-fuel ratio control means is constituted by a flow rate adjustment valve that controls the flow rate of fuel passing through based on the negative pressure of the intake manifold.
Engine/ as stated in the section. (6) A solenoid valve provided in the gaseous fuel supply passage that interrupts the flow of gaseous fuel, a nozzle that discharges the gaseous fuel that has passed through the solenoid valve into the intake flow path, and corresponds to the opening angle of the throttle valve of the engine. The air-fuel ratio control means is comprised of a solenoid valve controller that controls the opening and closing of the solenoid valve, which generates a pulse voltage output with a pulse width that changes and has a frequency that is proportional to the number of times. Characteristic Claim No. (
The engine described in section 3). (7) A first flow rate regulating valve having one end connected to the gaseous fuel tank and the other end connected to a nozzle disposed in the intake passage, and controlling the passing flow rate of the gaseous fuel in accordance with the intake air amount; 6. The engine according to claim 5, further comprising a second flow rate regulating valve that controls the passing flow rate of the gaseous fuel in accordance with the differential value of the intake air amount. (8) The engine according to claims 2 and 3, wherein the gaseous fuel supply device is formed of a gaseous fuel supplying carburetor. (9) A bypass passage having at least a flow rate control valve is provided in addition to the main nozzle on the way from the gaseous fuel passage of the gaseous fuel supplying vaporizer to the gaseous fuel injection hole, and opening/closing control is further provided to open and close the flow rate control valve. Claim No. 8 is characterized in that the air-fuel ratio control means for gaseous fuel is provided, and the air-fuel ratio control means for operating the opening/closing side one means at high output is provided.
) Engines listed in section. uO The gaseous fuel supplying vaporizer is provided with a flow control valve in which the gaseous fuel is controlled by an opening/closing control means, and is also equipped with an 02 sensor provided in the exhaust passage of the engine, so that the output of the 02 sensor is a constant value. The engine according to claim 8, further comprising air-fuel ratio control means for controlling the opening/closing control means. α→ 02 C/S and C in the exhaust passage of the engine. The sensor is provided with air-fuel ratio series control means for gaseous fuel that controls the opening/closing control means so that the output of the CO sensor becomes a constant value at high output. Engine according to item 10. 9 years old - Control so that the total calorific value of the fuel mixture from the gaseous fuel supply device and the liquid fuel supply device is approximately equal to the calorific value of the gasoline mixture in the gasoline engine. The engine according to claims (2), (3), and (4), characterized in that it is equipped with the air-fuel ratio control means. The engine according to claim (3), characterized in that the engine is equipped with the low calorific value liquid fuel supply device that mixes at least one of the fuels with ganori/.α→ Based on the rate of change in the intake flow rate The engine according to claim 5, further comprising gaseous fuel control means for adjusting the flow rate of gaseous fuel passing through the flow rate regulating valve. In a method of operating an engine using a liquid fuel with a low calorific value and a gaseous fuel with a high calorific value, the total calorific value of the above fuel and the above gaseous fuel mixed with the intake air is 7. A method of operating an industrial machine, characterized in that the mixing ratio of the liquid fuel and the gaseous fuel is set for intake air so that the calorific value of gasoline mixed with air is approximately equal to the calorific value of gasoline mixed with air. Q9: A method for operating an engine according to claim 15, characterized in that during high output, the mixing ratio of high calorific value gaseous fuel is increased.αη At least one of low calorific value liquid fuels such as methanol and ethanol The method of operating an engine according to claim 00, wherein the engine is operated using a low calorific value liquid fuel that is a mixture of gasoline and gasoline.