JPS61210236A - Liquid fuel feed control device for spark ignition type two-dimensional fuel engine - Google Patents
Liquid fuel feed control device for spark ignition type two-dimensional fuel engineInfo
- Publication number
- JPS61210236A JPS61210236A JP60051282A JP5128285A JPS61210236A JP S61210236 A JPS61210236 A JP S61210236A JP 60051282 A JP60051282 A JP 60051282A JP 5128285 A JP5128285 A JP 5128285A JP S61210236 A JPS61210236 A JP S61210236A
- Authority
- JP
- Japan
- Prior art keywords
- fuel
- engine
- fuel ratio
- supply system
- fuel supply
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Pending
Links
- 239000000446 fuel Substances 0.000 title claims abstract description 94
- 239000007788 liquid Substances 0.000 title claims abstract description 22
- 238000002347 injection Methods 0.000 claims abstract description 46
- 239000007924 injection Substances 0.000 claims abstract description 46
- 238000001514 detection method Methods 0.000 claims description 17
- 239000007789 gas Substances 0.000 claims description 9
- 230000009977 dual effect Effects 0.000 claims description 8
- QVGXLLKOCUKJST-UHFFFAOYSA-N atomic oxygen Chemical compound [O] QVGXLLKOCUKJST-UHFFFAOYSA-N 0.000 claims description 5
- 239000001301 oxygen Substances 0.000 claims description 5
- 229910052760 oxygen Inorganic materials 0.000 claims description 5
- 238000000034 method Methods 0.000 abstract description 2
- 238000010586 diagram Methods 0.000 description 4
- LFQSCWFLJHTTHZ-UHFFFAOYSA-N Ethanol Chemical compound CCO LFQSCWFLJHTTHZ-UHFFFAOYSA-N 0.000 description 1
- 239000002253 acid Substances 0.000 description 1
- 238000002485 combustion reaction Methods 0.000 description 1
- 230000003247 decreasing effect Effects 0.000 description 1
- 230000000694 effects Effects 0.000 description 1
- 239000003350 kerosene Substances 0.000 description 1
Classifications
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D19/00—Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures
- F02D19/06—Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures peculiar to engines working with pluralities of fuels, e.g. alternatively with light and heavy fuel oil, other than engines indifferent to the fuel consumed
- F02D19/0602—Control of components of the fuel supply system
- F02D19/0607—Control of components of the fuel supply system to adjust the fuel mass or volume flow
- F02D19/061—Control of components of the fuel supply system to adjust the fuel mass or volume flow by controlling fuel injectors
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D19/00—Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures
- F02D19/06—Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures peculiar to engines working with pluralities of fuels, e.g. alternatively with light and heavy fuel oil, other than engines indifferent to the fuel consumed
- F02D19/0626—Measuring or estimating parameters related to the fuel supply system
- F02D19/0628—Determining the fuel pressure, temperature or flow, the fuel tank fill level or a valve position
- F02D19/0631—Determining the fuel pressure, temperature or flow, the fuel tank fill level or a valve position by estimation, i.e. without using direct measurements of a corresponding sensor
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D19/00—Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures
- F02D19/06—Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures peculiar to engines working with pluralities of fuels, e.g. alternatively with light and heavy fuel oil, other than engines indifferent to the fuel consumed
- F02D19/0639—Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures peculiar to engines working with pluralities of fuels, e.g. alternatively with light and heavy fuel oil, other than engines indifferent to the fuel consumed characterised by the type of fuels
- F02D19/0642—Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures peculiar to engines working with pluralities of fuels, e.g. alternatively with light and heavy fuel oil, other than engines indifferent to the fuel consumed characterised by the type of fuels at least one fuel being gaseous, the other fuels being gaseous or liquid at standard conditions
-
- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/10—Internal combustion engine [ICE] based vehicles
- Y02T10/30—Use of alternative fuels, e.g. biofuels
Abstract
Description
【発明の詳細な説明】 〈産業上の利用分野〉 本発明は、火花点火式二元燃料機関において。[Detailed description of the invention] <Industrial application field> The present invention relates to a spark ignition dual fuel engine.
リーンバーンセンサを用いて空燃比制御を行なうように
した液体燃料供給制御装置に関する。The present invention relates to a liquid fuel supply control device that controls air-fuel ratio using a lean burn sensor.
〈従来の技術〉
互いに独立した気体燃料供給系統と液体燃料供給系統を
備えており、気体燃料供給系統には気体燃料を吸気管中
に噴射する噴射弁を有し、運転時は気体燃料と液体燃料
のいずれか一方のみを専焼する形式の火花点火式二元燃
料機関は既に知られている。この種の機関は、液体燃料
をパイロット噴射し、これを着火源として気体燃料を燃
焼させるガス・ディーゼル式二元燃料機関と比べて、ガ
ス燃料使用時にはパイロット燃料としての液体燃料が不
要であり、また燃料にはガソリンのような気化しやすい
燃料以外に、例えばアルコールや燈油のような比較的気
化しにくいものでも使用できるという利点がある。<Prior art> The system is equipped with a gaseous fuel supply system and a liquid fuel supply system that are independent of each other, and the gaseous fuel supply system has an injection valve that injects gaseous fuel into the intake pipe. Spark ignition dual fuel engines that burn only one of the fuels are already known. This type of engine does not require liquid fuel as a pilot fuel when using gas fuel, compared to a gas/diesel dual fuel engine that pilot injects liquid fuel and uses this as an ignition source to burn gaseous fuel. In addition to fuels that easily vaporize such as gasoline, fuels that are relatively difficult to vaporize such as alcohol or kerosene can also be used.
〈発明が解決しようとする問題点〉
使用できる燃料の種類が多いという上記火花点火式二元
燃料機関の利点は、反面、燃焼条件が燃料によって一様
ではなく、更に燃料温度、負荷。<Problems to be Solved by the Invention> The spark ignition dual fuel engine has the advantage of being able to use many types of fuel, but on the other hand, combustion conditions are not uniform depending on the fuel, and fuel temperature and load may vary.
回転数など機関の諸条件の変化なども加わって適切な空
燃比の制御が困難になるという欠点ともなり、排気ガス
対策や燃費低減が不十分になるという問題点を生じてい
た。This also has the disadvantage that it becomes difficult to control the air-fuel ratio appropriately due to changes in engine conditions such as engine speed, resulting in problems such as insufficient exhaust gas countermeasures and fuel consumption reduction.
本発明はこのような問題点に着目し、広範囲の各種燃料
や運転条件などに対応しなから空燃比制御を確実に行な
うことを課題としてなされたちのである。The present invention has focused on these problems, and has been made with the object of reliably controlling the air-fuel ratio while adapting to a wide variety of fuels and operating conditions.
く問題点を解決するための手段〉
」二記課題の達成のため１本発明の液体燃料供給制御装
置は次のように構成される。すなわち、上記のような運
転時に気体燃料と液体燃料のいずれか一方のみを専焼す
る形式の火花点火式二元燃料機関において、気体燃料供
給系統の吸入空気負圧を検出する吸気負圧検出手段と、
気体燃料供給系統の吸入空気温度を検出する吸気温度検
出手段と。Means for Solving the Problems> In order to achieve the second object, the liquid fuel supply control device of the present invention is constructed as follows. That is, in a spark ignition dual fuel engine of the type that exclusively burns either gaseous fuel or liquid fuel during operation as described above, there is provided an intake negative pressure detection means for detecting the intake air negative pressure of the gaseous fuel supply system. ,
and intake air temperature detection means for detecting the intake air temperature of the gaseous fuel supply system.
機関回転数を検出する回転数検出手段と、リーンバーン
センサにより排気中の酸素濃度を検出する酸ＦＳ’ａ度
検出手段と、吸気負圧、吸気温度及び機関回転数と液体
燃料噴射量との望ましい関係を記憶した記憶手段と、吸
気負圧、吸気温度及び機関回転数の検出結果と上記記憶
手段の記憶内容から求められる液体燃料の基本的噴射期
間に、酸素濃度から求められる実空燃比と目標空燃比と
を比較して両者の差を少なくするための補正量を加えた
噴射期間を演算し、噴射弁駆動信号を出力する演算手段
と、演算手段の噴射弁駆動信号に応じて噴射弁を駆動す
る駆動手段、とを備えている。A rotation speed detection means for detecting the engine rotation speed, an acid FS'a degree detection means for detecting the oxygen concentration in the exhaust gas by a lean burn sensor, and a detection means for detecting the intake negative pressure, intake air temperature, engine rotation speed, and liquid fuel injection amount. The actual air-fuel ratio determined from the oxygen concentration and the basic injection period of the liquid fuel determined from the storage means storing the desired relationship, the detection results of intake negative pressure, intake air temperature, and engine speed, and the stored contents of the storage means. a calculation means for calculating an injection period with a correction amount added to reduce the difference between the target air-fuel ratio and outputting an injection valve drive signal; and a driving means for driving the.
〈作用〉
上記のように構成された本発明の装置では１機関の運転
状態を示す吸気負圧、吸気温度１機関回転数とともに、
リーンバーンセンサにより検出された実空燃比がフィー
ドバックされ、燃料の噴射量が補正されて所定の空燃比
となるような制御が行なわれる。<Function> In the device of the present invention configured as described above, the intake negative pressure, intake air temperature, and engine rotation speed, which indicate the operating status of one engine,
The actual air-fuel ratio detected by the lean burn sensor is fed back, and control is performed so that the fuel injection amount is corrected to reach a predetermined air-fuel ratio.
〈実施例〉
次に１図面に示した本発明の一実施例について説明する
。<Example> Next, an example of the present invention shown in one drawing will be described.
第１図は実施例装置の概念系統図であり、（１）は機関
、（２）は気体燃料供給系統、（３）は液体燃料供給系
統を示す。気体燃料供給系統（２）は、ガス燃料（２１
）がレギュレータ（２２） 、切替弁（２３）なとを経
てミキナー（２４）に供給され、エアクリーナ（４）か
ら送られた空気（４１）とここで混合された後、更にス
ロットル（２５）を経て吸気管（２６）から欅関（１）
に供給されるように構成されている。また、液体燃料供
給系統（３）は、空気（４１）が切替弁（３１）、吸気
ヒータ（３２）、スロッ１−ル（３３）を経て供給され
。FIG. 1 is a conceptual system diagram of the embodiment device, in which (1) shows the engine, (2) shows the gaseous fuel supply system, and (3) shows the liquid fuel supply system. The gas fuel supply system (2) supplies gas fuel (21
) is supplied to the mixer (24) via the regulator (22) and the switching valve (23), where it is mixed with the air (41) sent from the air cleaner (4), and then the throttle (25) is applied. From the intake pipe (26) to Keyaki Seki (1)
is configured to be supplied to Furthermore, air (41) is supplied to the liquid fuel supply system (3) via a switching valve (31), an intake heater (32), and a throttle loop (33).
またポンプ（３４）によって送られた液体燃料（３５）
が吸気管（３Ｇ）の下流に設けられた噴射弁（３７）か
ら噴射されて空気（４１）と混合され、機関（１）に供
給されるようになっている。Also the liquid fuel (35) delivered by the pump (34)
is injected from an injection valve (37) provided downstream of the intake pipe (3G), mixed with air (41), and supplied to the engine (1).
（５）は制御部、（６）は吸気管（３６）に設けられた
吸気負圧検出用の圧力センサ、（７）は吸気管（３Ｇ）
に設けられた吸気温度検出用の温度センサ、（８）は機
関（１）の軸に設けられたリングギヤ（８ａ）と、これ
に対応して配置された角度信号用及びＴＯＰ信号用の電
磁ピックアップ（８ｂ） （８ｃ）からなる回転検出セ
ンサ、（９）は機関（１）の排気経路中に設けられたリ
ーンバーンセンサである。(5) is the control unit, (6) is the pressure sensor for detecting intake negative pressure provided in the intake pipe (36), (7) is the intake pipe (3G)
(8) is a ring gear (8a) provided on the shaft of the engine (1), and an electromagnetic pickup for angle signals and TOP signal arranged correspondingly to the ring gear (8a). (8b) A rotation detection sensor consisting of (8c), and (9) a lean burn sensor provided in the exhaust path of the engine (1).
制御部（５）には例えばマイクロコンピュータが用いら
れており、第２図に示すように、ＣＰＵ、 ＲＯＭ。For example, a microcomputer is used for the control unit (5), and as shown in FIG. 2, it includes a CPU and a ROM.
ＲＡＭ、入出力インターフェースなとを有するワンチッ
プマイコン（５１）のほか、 Ａ／Ｄコンバータ（５２
）、カウンタ回路（５３）、噴射弁駆動用のトランジス
タ（５４）なとを備えている。このワンチップマイコン
（５１）は以下に説明する本発明の制御を行なうほか、
機関（５）の運転全般についての各種制御を行なうもの
で、 ＲＯＭには、吸気負圧、吸気温度及び機関回転数
と液体燃料噴射量との望ましい関係をマツプあるいは演
算式の形で予め記憶させであるほが。In addition to a one-chip microcomputer (51) with RAM and input/output interface, there is also an A/D converter (52).
), a counter circuit (53), and a transistor (54) for driving the injection valve. This one-chip microcomputer (51) not only controls the present invention as described below, but also
It performs various controls for the overall operation of the engine (5), and the ROM stores in advance the desired relationship between intake negative pressure, intake air temperature, engine speed, and liquid fuel injection amount in the form of a map or calculation formula. That's it.
各種の制御に必要なデータとプログラムが記憶されてい
る。Data and programs necessary for various controls are stored.
本発明の制御は、圧力センサ（６）、温度センサ（７）
１回転検出センサ（８）、リーンバーンセンサ（９）の
検出信号を制御部（５）に入力し、演算結果に応じて出
力される噴射弁駆動信号で噴射弁（３７）を駆動するこ
とにより行なわれる。次にその手順を第３図のフローチ
ャー１・及び第４図のタイミングチャートを用いて説明
する。The control of the present invention includes a pressure sensor (6), a temperature sensor (7)
By inputting the detection signals of the one rotation detection sensor (8) and the lean burn sensor (9) to the control unit (5), and driving the injection valve (37) with the injection valve drive signal output according to the calculation result. It is done. Next, the procedure will be explained using flowchart 1 in FIG. 3 and a timing chart in FIG. 4.
まず１回転検出センサ（８）から角度信号が例えば４０
ｖｓｓｅｃごとに読込まれて機関（１）の回転数Ｎが算
出され、また圧力センサ（６）、温度センサ（７）とリ
ーンバーンセンサ（９）の検出値が読込まれて、吸入空
気圧力（絶対圧力）Ｐａ、吸入空気温度Ｔ＋ｓが検出さ
れ、実空燃比が算出される（ステップ１〜４）。First, the angle signal from the one rotation detection sensor (8) is, for example, 40
The rotational speed N of the engine (1) is calculated every The pressure) Pa and the intake air temperature T+s are detected, and the actual air-fuel ratio is calculated (steps 1 to 4).
次に回転検出センサ（８）からのＴＯＰ信号及び機関回
転数と吸入空気圧力により、予め記憶させであるデータ
のマツプから噴射開始時期が算出され（ステップ５）、
更に噴射期間Ｔ。が次のようにして算出される（ステッ
プ６）。Next, the injection start timing is calculated from a data map stored in advance using the TOP signal from the rotation detection sensor (8), the engine rotation speed, and the intake air pressure (step 5).
Furthermore, the injection period T. is calculated as follows (step 6).
機関１サイクル当りの吸入空気量Ｑａは吸入空気量Ｑａ
＝行程容積Ｘ吸入空気密度×容積効率ｍ
＝に、Ｘ −ＸＦ（Ｎ）
ｍ
ただし ｋ、：定数
容積効率＝回転数の関数： Ｆ（Ｎ）
よって
ただし ｋＰ：定数
となる。そしてステップ４で求めた実空燃比からこの（
′Ｘ）式を用いて修正噴射期間Ｔｓを算出し、今求めた
噴射期間Ｔｏとの差ｅ（ｎ）を記憶しておく（ステップ
７）。The intake air amount Qa per engine cycle is the intake air amount Qa
= stroke volume x intake air density x volumetric efficiency m =, X - XF (N) m where k: constant volumetric efficiency = function of rotational speed: F (N) Therefore, where kP: constant. Then, from the actual air-fuel ratio obtained in step 4, this (
The corrected injection period Ts is calculated using the formula 'X), and the difference e(n) from the injection period To just calculated is stored (step 7).
次に、吸入空気圧力の今回と前回の検出値を比較しくス
テップ８）、その差が大きければ先に求めた噴射開始時
期と噴射期間Ｔｏ （この場合は実噴射期間Ｔと同じ）
とをカウンタ回路（５３）にセットして噴射弁駆動信号
を作り、トランジスタ（５４）によって噴射弁（３７）
を動作させる（ステップ９）。またこの吸入空気圧力の
差が小さければ、ステップ７で求めた修正噴射期間Ｔｓ
と噴射期間Ｔ。との差から次の（ス）式を用いて噴射期
間の補正量Ｓを算出し。Next, compare the current and previous detected values of intake air pressure (step 8), and if the difference is large, the injection start time and injection period To determined previously (in this case, the same as the actual injection period T)
is set in the counter circuit (53) to create an injection valve drive signal, and the transistor (54) controls the injection valve (37).
(Step 9). If the difference in intake air pressure is small, the corrected injection period Ts obtained in step 7
and injection period T. The correction amount S for the injection period is calculated using the following equation (S) from the difference between .
その補正量Ｓをステップ６で求めた噴射期間ｒｏに増減
して実噴射期間Ｔとする（ステップｌＯ）。The correction amount S is increased or decreased from the injection period ro obtained in step 6 to obtain an actual injection period T (step 1O).
補正量Ｓ＝に３ Ｘ５（ｎ）＋に４ Ｘ （ｅ（ｎ）−
ｅ（ｎ−１）） ０式ただし ｋ３．に、：定数
ｅ（ｎ）：今回算出した差
ｅ（ｎ−１）：前回算出した差
よって
実噴射期間Ｔ＝ニステップで求めた噴射期間Ｔ。−補正
量Ｓとなる。そこで、ステップ５で求めた噴射時期と今
求めた実噴射期間Ｔとをカウンタ回路（５３）にセット
して噴射弁駆動信号を作り、ｌ−ランジスタ（５４）に
よって噴射弁（３７）を動作させ１機関１サイクルに必
要な液体燃料（３５）が吸気管（３６）内に噴射される
（ステップ９）。Correction amount S=3 to X5(n)+4 X (e(n)-
e(n-1)) Formula 0 However, k3. :Constant e(n):Difference e(n-1) calculated this time:Difference calculated last time, actual injection period T=injection period T calculated by two steps. -The correction amount becomes S. Therefore, the injection timing obtained in step 5 and the actual injection period T obtained just now are set in the counter circuit (53) to generate an injection valve drive signal, and the injection valve (37) is operated by the L-transistor (54). Liquid fuel (35) necessary for one cycle of one engine is injected into the intake pipe (36) (step 9).
以上のような手順によって制御が行なわれるのであり、
記憶させであるマツプ（あるいは演算式）に応じて液体
燃料使用時の空燃比制御が適切に行なわれることになる
。なお、燃料の種類により実噴射期間などが一様でない
のが普通であり、その場合には、燃料に応じて複数のマ
ツプあるいは演算式を記憶させておき、これを適宜選択
する手段を設けておくなどの方法で対処すればよい、ま
た実施例では気体燃料の場合に空燃比制御を行なってい
ないが、気体燃料に対しても空燃比制御を実施しそよい
ことは勿論である。Control is performed through the steps described above.
Air-fuel ratio control when using liquid fuel is appropriately performed in accordance with the stored map (or arithmetic expression). Note that it is normal for the actual injection period etc. to vary depending on the type of fuel, and in that case, multiple maps or calculation formulas are stored depending on the fuel, and a means is provided to select one as appropriate. In addition, although air-fuel ratio control is not performed in the case of gaseous fuel in the embodiment, it goes without saying that air-fuel ratio control is likely to be performed also for gaseous fuel.
〈発明の効果〉
上述の実施例の説明からも明らかなように、本発明の装
置は、リーンバーンセンサにより実空燃比を検出してこ
れをフィードバックし、所定の空燃比となるように燃料
の噴射量が補正されるため。<Effects of the Invention> As is clear from the description of the embodiments above, the device of the present invention detects the actual air-fuel ratio using a lean burn sensor, feeds it back, and adjusts the fuel so that a predetermined air-fuel ratio is achieved. Because the injection amount is corrected.
使用できる燃料の種類が多いという火花点火式二元燃料
機関の特長を活かしなから空燃比を目標値に制御するこ
とができ、適切な排気ガス対策や燃費対策を実施するこ
とが可能となるのである。Taking advantage of the feature of spark ignition dual fuel engines that can use many types of fuel, it is possible to control the air-fuel ratio to a target value, making it possible to implement appropriate exhaust gas and fuel efficiency measures. be.
第１図は本発明の一実施例の概念系統図、第２図は制御
部のブロック図、第３図は制御のフローチャート、第４
図はタイミングチャートである。
（１）・・・機関、（２）・・・気体燃料供給系統、（
３）・・・液体燃料供給系統、（５）・・・制御部、（
６）・・・圧力センサ。
（７）・・・温度センサ、（８）・・・回転検出センサ
、（９）・・・リーンバーンセンサ、 （２１）・・・
ガス燃料、（３５）・・・液体燃料、（３Ｇ）・・・吸
気管、（３７）・・・噴射弁、（４１）・・・空気、（
５１）・・・ワンチップマイコン、 （５４）・・・ト
ランジスタ。Fig. 1 is a conceptual system diagram of an embodiment of the present invention, Fig. 2 is a block diagram of the control section, Fig. 3 is a control flowchart, and Fig. 4 is a conceptual system diagram of an embodiment of the present invention.
The figure is a timing chart. (1)...engine, (2)...gaseous fuel supply system, (
3)...Liquid fuel supply system, (5)...Control unit, (
6)...Pressure sensor. (7)...Temperature sensor, (8)...Rotation detection sensor, (9)...Lean burn sensor, (21)...
Gas fuel, (35)...Liquid fuel, (3G)...Intake pipe, (37)...Injection valve, (41)...Air, (
51)...One-chip microcomputer, (54)...Transistor.
Claims (1)
系統を備えており、気体燃料供給系統には気体燃料を吸
気管中に噴射する噴射弁を有し、運転時は気体燃料と液
体燃料のいずれか一方のみを専焼する形式の火花点火式
二元燃料機関において、気体燃料供給系統の吸入空気負
圧を検出する吸気負圧検出手段と、 気体燃料供給系統の吸入空気温度を検出する吸気温度検
出手段と、 機関回転数を検出する回転数検出手段と、 リーンバーンセンサにより排気中の酸素濃度を検出する
酸素濃度検出手段と、 吸気負圧、吸気温度及び機関回転数と液体燃料噴射量と
の望ましい関係を記憶した記憶手段と、吸気負圧、吸気
温度及び機関回転数の検出結果と上記記憶手段の記憶内
容から求められる液体燃料の基本的噴射期間に、酸素濃
度から求められる実空燃比と目標空燃比とを比較して両
者の差を少なくするための補正量を加えた噴射期間を演
算し、噴射弁駆動信号を出力する演算手段と、 演算手段の噴射弁駆動信号に応じて噴射弁を駆動する駆
動手段、 とを備えたことを特徴とする火花点火式二元燃料機関の
液体燃料供給制御装置。(1) It is equipped with a gaseous fuel supply system and a liquid fuel supply system that are independent of each other, and the gaseous fuel supply system has an injection valve that injects gaseous fuel into the intake pipe. In a spark ignition dual fuel engine of the type in which only one side is exclusively fired, there is provided an intake negative pressure detection means for detecting the intake air negative pressure of the gaseous fuel supply system, and an intake air temperature for detecting the intake air temperature of the gaseous fuel supply system. a detection means; a rotation speed detection means for detecting the engine rotation speed; an oxygen concentration detection means for detecting the oxygen concentration in the exhaust gas using a lean burn sensor; and a storage means that stores the desired relationship between the two, and the actual air-fuel ratio determined from the oxygen concentration during the basic injection period of the liquid fuel determined from the detection results of intake negative pressure, intake air temperature, and engine speed, and the stored contents of the storage means. and a target air-fuel ratio, calculates an injection period with a correction amount added to reduce the difference between the two, and outputs an injection valve drive signal; A liquid fuel supply control device for a spark ignition dual fuel engine, comprising: a drive means for driving a valve.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP60051282A JPS61210236A (en) | 1985-03-13 | 1985-03-13 | Liquid fuel feed control device for spark ignition type two-dimensional fuel engine |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP60051282A JPS61210236A (en) | 1985-03-13 | 1985-03-13 | Liquid fuel feed control device for spark ignition type two-dimensional fuel engine |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| JPS61210236A true JPS61210236A (en) | 1986-09-18 |
Family
ID=12882577
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP60051282A Pending JPS61210236A (en) | 1985-03-13 | 1985-03-13 | Liquid fuel feed control device for spark ignition type two-dimensional fuel engine |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JPS61210236A (en) |
Cited By (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US5628294A (en) * | 1993-09-21 | 1997-05-13 | Gentec B.V. | System and method for metering the fuel supply to a combustion installation operating on more than one type of fuel |
| WO2021079354A1 (en) * | 2019-10-25 | 2021-04-29 | Dumenko Petro | Locomotive diesel engine control method and system |
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Cited By (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US5628294A (en) * | 1993-09-21 | 1997-05-13 | Gentec B.V. | System and method for metering the fuel supply to a combustion installation operating on more than one type of fuel |
| WO2021079354A1 (en) * | 2019-10-25 | 2021-04-29 | Dumenko Petro | Locomotive diesel engine control method and system |
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