JPS61237844A - Control device for compound fuel diesel engine - Google Patents

Abstract

PURPOSE:To ensure stable operation, by setting alternatively a single oil combustion mode, fixed quantity gas combustion mode and a fixed quantity oil combustion mode while a fixed quantity preset value of each fixed quantity combustion mode so as to distribute the total injection quantity of fuel, required in accordance with a load quantity, into two kinds of fuel. CONSTITUTION:A compound fuel engine using fuel of gas and oil is equipped with a mode setter 820 alternatively setting a fuel distribution mode divided into a single oil combustion mode using fuel of only oil, fixed quantity gas combustion mode using fuel of only oil, fixed quantity gas combustion mode using gas in a fixed quantity and regulating oil to a quantity in accordance with a load and a fixed quantity oil combustion mode using oil in a fixed quantity and regulating gas to a quantity in accordance with the load. While the engine is equipped with a fixed quantity setter 813 setting a fixed quantity preset value of gas or oil for the fixed quantity combustion mode. And the engine, distributing the total required quantity of fuel given on the basis of the set fuel distribution mode and the fixed quantity preset value into an injection quantity of gas and oil, is constituted so that the engine injects the gas and the oil in accordance with said distributed injection quantity from a fuel injection valve 2.

Description

[Detailed Description of the Invention] [Industrial Application Field] The present invention relates to a control device for a dual-fuel diesel engine that uses gas and oil as fuel, and is particularly applicable when supply conditions such as the supply capacity of each fuel vary. Concerning what is suitable.

[Conventional technology]

Conventionally, diesel engines generally use A heavy oil and B fuel oil.
Many use liquid fuels (hereinafter collectively referred to as oil fuel or oil) such as heavy oil, C heavy oil, inferior oil, or by-product oil generated in the gas manufacturing process, but they also use LNG (natural gas), methane gas, and hydrogen. Gas diesel engines that use flammable gas such as gas, by-product gas, or a mixture thereof as fuel are also known. Gas diesel engines usually inject a small amount of oil fuel as pilot fuel in order to reliably and stably ignite gas fuel with a high ignition temperature. Either one was used as the main fuel.

[Problem that the invention seeks to solve]

However, recently, from the standpoint of energy diversification or effective use, there has been a demand for a dual-fuel diesel engine that can use two types of fuel, gas and oil, in combination.

In such a dual fuel diesel engine, if the supply of gas and oil fuel is stable,
Decide on one distribution mode depending on the amount of fuel supplied,
If the constant mode operation control is based on this, the operation and control will be simple, so there will be no particular problem.

However, when the amount of fuel supplied fluctuates, there is a problem in that the fuel distribution pattern must often be changed in response to the fluctuations. Factors contributing to such fluctuations in supply include, for example, those resulting from fuel procurement and operational planning that are influenced by social or economic conditions, and the period of fluctuation may vary depending on short-term, long-term, seasonal, atmospheric temperature conditions, or sunlight. There are various conditions. Especially when using by-product gas or surplus gas from the perspective of effective energy use,
There is a problem in that the supply capacity fluctuates significantly depending on changes in the state of the gas generation source.

Therefore, the present invention provides a dual fuel fuel that can quickly change the fuel distribution mode in response to two types of fuel supply conditions and maintain stable operation of a diesel engine based on the fuel distribution mode. The purpose is to provide a control device for a diesel engine.

[Means for solving problems]

In order to achieve the above object, the present invention provides an oil-only combustion mode that uses only oil as fuel, a gas metering mode that uses a constant amount of gas and adjusts the amount of oil according to the load, and a gas mode that uses a constant amount of oil and adjusts the amount of oil according to the load. a mode setting means for selectively setting a fuel distribution mode divided into an oil metering mode for adjusting the amount to a specified amount; a metering setting means for setting a metering set value for the gas or oil metering mode; a fuel distribution means that determines the oil injection amount and gas injection amount by allocating the total fuel requirement given based on the mode and quantitative setting value; The present invention is characterized by having a fuel injection amount control means for controlling the amount of each fuel to be injected.

[Effect]

With this configuration, all you have to do is select the fuel distribution mode based on the fuel supply conditions, determine the set value of the fuel to be quantified according to that mode, and operate the mode setting means and the quantitative setting means. With a simple operation, the required total fuel injection amount is automatically distributed between two types of fuel according to the load amount, making it possible to quickly respond to changes in supply amount and maintain stable operation. Become.

〔Example〕

The present invention will be explained below based on examples.

FIG. 1 shows a configuration diagram of a first embodiment of the present invention using a mechanical link mechanism.

As shown in FIG. 1, this embodiment is applied to a diesel engine configured to inject fuel gas and fuel oil into a combustion chamber 3 from a fuel injection valve 2 inserted into the top of a cylinder 1. be.

As shown in the cross-sectional view of FIG. 2, the fuel injection valve 2 is a dual-type fuel injection valve that is formed by integrating a gas injection valve and an oil injection valve with a self-cutting valve hole.

In FIG. 2, fuel oil is supplied through a fuel oil supply port 20.
1, passes through an oil passage 203 formed in the axial center of the fuel oil needle 202, and is led to an oil chamber 205 formed on the outer periphery of a valve body 204 at the tip. Valve body 20
4 is integrated with the fuel oil needle 202 and pressed against the valve seat portion 207 by a coil spring 206.

When the pressure of the fuel oil supplied into the oil chamber 205 reaches a predetermined value or higher, the valve body 204 is pushed up through the needle 202 overcoming the coil spring 206, and the fuel oil is transferred to the fuel oil injection formed in the atomizer 20B. The fuel is ejected from the port 209 into the fuel chamber 3.

On the other hand, fuel gas flows in from the fuel gas supply port 210 to the cylindrical fuel gas needle 211a.

Gas passage 2 formed by the outer peripheral surface of b and the outer cylinder 212
It is designed to be guided by 13. Need A/211a
, b are slidably fitted on the outside of the valve body 214, and the lower end of the needle 211a is connected to the coil spring 215.
The valve seat portion 216 is pressed against the valve seat portion 216 by the valve seat portion 216. The control oil for driving the gas injection valve also flows into the control oil supply port 217, and flows into the valve body 214 and the needle 211.
The control oil is led to a control oil chamber 218 formed by b. The needle 211b is configured to overcome the coil spring 215 and be pushed up when the pressure of the control oil supplied to the control oil chamber 218 reaches a predetermined value or higher. At the same time, the needle 211a is pushed up by the pressure of the fuel gas, and the fuel gas in the gas passage 213 is transferred to the atomizer 2.
The fuel gas is injected into the combustion chamber 3 from a fuel gas injection port 228 formed at 08. Also, needle 211
The sliding surfaces of a, b and the valve body 214 are kept airtight by seal oil flowing in from the seal oil supply port 229.

The fuel injection valve 2 formed in this manner receives fuel oil whose pressure is increased by a fuel injection pump 4 as a fuel oil injection amount control means, and fuel oil whose pressure is increased by a control oil injection pump 5 as a fuel gas injection amount control means. Control oil is supplied. These injection pumps 4 and 5 can be of a two-unit type, for example, as shown in FIG. In the figure, the pump body 401 of the injection pump 4 has a well-known structure, and the rotation angle position of the plunger 402 is adjusted by moving the control rack rod 6 in and out, thereby controlling the injection amount of fuel oil. ing.

The same applies to the injection pump 5. A pump drive unit 403 that drives the plunger 402 is shared, and the plunger drive member 404 is reciprocated up and down by a cam that is rotated in relation to a crankshaft (not shown) via a roller 405. It is now possible to do so. Therefore, from the discharge ports 406, 407 of the injection pump 4.5, fuel oil and control oil in amounts corresponding to the position of the control rack rod 6.7 are compressed to predetermined pressures, and are delivered to the piston position of the diesel engine. The fuel injection valve 2 is activated in accordance with the correspondingly determined injection timing.
It is designed to be discharged.

The fuel injection valve 2 is not limited to the configuration described above, and a gas injection valve and an oil injection valve may be provided independently, and an injection pump 4 as a means for controlling the injection amount of fuel oil or fuel gas may be used. 5, it is sufficient that the injection timing and injection amount can be controlled in accordance with the configuration of the gas injection valve or the oil injection valve.

Next, the configuration of the control device main body according to the characteristic part of the present invention will be explained in detail.

In the present embodiment control device, in order to respond to fluctuations in fuel supply conditions, the fuel distribution modes of fuel oil and fuel gas are divided into three basic modes, namely, oil-only combustion mode I and It is divided into gas metering mode ■ and oil metering mode ■. Oil-only combustion mode I is a mode in which the operation is performed using only fuel oil.For example, it is used when fuel gas is not available or at startup.Gas quantitative mode ■ is a mode in which gas injection: iQc is set to a constant amount αG. , is an operation mode in which the first oil injection amount Qo is variably controlled according to the rotational speed or load, and is adapted to cases where, for example, the amount of fuel gas supplied is limited and a sufficient amount of fuel oil can be obtained. . Oil metering mode ■ is the opposite of gas metering mode ■, and the oil injection amount Q
This is an operation mode in which O is set to a constant amount α0 and the gas injection amount Qc is variably controlled.

Note that, as described above, the gas-only combustion mode requires a certain amount of detergent oil (pilot fuel) for ignition, so it is essentially a mode of the oil metering mode (2).

Now, returning to FIG. 1, the configuration of this embodiment will be explained together with its basic operation. The governor l0IK as a speed control means receives the target rotation speed No from the speed controller 102 and receives the detected rotation speed N via the output shaft 103 of the rotation speed detector engaged with the crankshaft of the diesel engine. has been done. The governor 101 increases or decreases the rotation angle position of the governor output shaft 104 according to the deviation ΔN between the detected rotation speed N and the target rotation speed NO, which varies due to load fluctuations, etc., and when the deviation ΔN is zero, It is better to hold the angular position. tC, governor output shaft 10
4 is set with the direction of rotation indicated by the arrow shown in the figure as the fuel increasing direction. Therefore, the angular position of this governor output shaft 104 corresponds to the total fuel requirement Q, and the fuel adjustment shaft 108 is
The rotation angle is controlled. Fuel again!
The alignment axis 108 is designed so that its angular position can be adjusted by four rotations using a single manual operation handle 100.

This fuel adjustment shaft 108 is engaged with a fulcrum 1201LK provided at the central portion of the balance rod 120 so as to rotate freely via a slip mechanism 109. The displacement of the balance rod 120 is controlled in the horizontal direction perpendicular to the axis of the balance rod 120.

As shown in Figure WC4, the slip mechanism 109 includes an arm 110 fixed to the end of the fuel adjustment shaft 108, and this fuel l! l! An arm 113 fixed to a shaft 112 that is positioned coaxially with the alignment axis 108 and freely rotatable; a guide plate 111 attached to the tip of the arm 110 in contact with the arm 113; It is formed from a spring receiver 114 that is inserted into a through hole drilled at the tip of the guide plate 111 and fixed to the arm 113, and a spring 115 that presses the arm 113 against the guide plate 1111C via the spring receiver 114. has been done. In addition, the arm 113 includes the arm 11
3 and the guide plate 111 are separated by a predetermined dimension or more, a slip detector 116 including a limit switch or the like is provided. Therefore, fuel v
When the R alignment shaft 108 is moved in the fuel increasing direction indicated by the arrow 117 in the figure, the arm 113 is rotated in the same direction by the guide plate 1111C, and the fulcrum 120! Move L to the left.

Conversely, when the fuel vI4 adjustment shaft 108 is rotated in the fuel decreasing direction, the arm 113 is reversely rotated in accordance with the movement of the guide plate 111, and the fulcrum 120! Displace L to the right in the figure. During this fuel reduction operation, if the movement of the balance rod 120 is restricted for some reason, the lever 113 will not be able to follow the movement of the guide plate 111, and the guide plate 111 will be moved by the spring 11.
Compress 5 and separate from V bar 113, fuel v4 straight shaft 10
8 and the associated operation of the balance rod 120 will slip. In this situation, a total fuel requirement of 9 or more is supplied to the diesel engine and remains at 9, causing abnormalities such as overspeed. Therefore, the slip is detected by the slip detector 116. ,
Based on this detection signal, stable operation as described below can be maintained f! I am trying to switch to P11 control.

Now, the fuel distribution means includes a balance rod 120, and joints 121 at both ends of the balance rod 120, respectively.
Oil amount v4 connected via 122! I rod 12
3, gas amount adjustment rod 124 and positioner! 25,12
6.

These rods 123 and 124 are provided so as to be freely slidable in the longitudinal axis direction, and one end is connected to the positioner 12, respectively.
5,126 drive levers 127 and 128 via pins. The axial positions of the rods 123 and 124 can be restrained at positions corresponding to the quantitative setting value α0 or αG by the positioners 125 and 126, or can be freely slid. Therefore, the amount of displacement applied to the fulcrum 120a is the amount of displacement applied to the rod 123.
or depending on the constraint conditions of 124, those rods 123
This is distributed over 124 axial displacement amounts, and the fuel amount is distributed so as to be controlled as will be described later.

On the other hand, the other ends of these rods 123 and 124 are connected to a fuel oil amount adjusting shaft 135 and a fuel oil amount adjusting shaft 135 through spring rods 129 and 130, levers 131 and 132 that are rotatably supported, and levers 133 and 134, respectively. It is connected to the gas amount adjustment shaft 136, and these adjustment shafts 13
The control rack rod 6 of the fuel injection pump 4 and the control rack rod 7 of the control oil injection pump 5 are connected via arms 137, 138 fixed to the
is connected to. Back to the control rack
6.7 is adapted to be controlled in and out in proportion to the amount of axial displacement of the rods 123 and 124. As a result, the oil amount adjusting rod 12 is removed from the fuel oil injection pump 4.
The amount of fuel oil corresponding to the axial position of the gas amount v4 adjusting rod 124 is supplied from the control oil injection pump 5 to the fuel injection valve 2, and the amount of control oil corresponding to the axial position of the adjusting rod 124 is supplied from the control oil injection pump 5 to the fuel injection valve 2. From the valve 2, fuel oil and fuel gas are injected into the combustion mold 3 in amounts corresponding to the axial positions of the rods 123, 124.

The quantitative setting means includes a quantitative setting device 151 for setting a quantitative setting value αoi or αG of fuel oil or fuel gas, and an operation dial 152 thereof.

The quantitative setting device 151 is a variable pressure regulating valve, and the pressure v4
By moving the body in and out using nine cams that are linked to the dial 152, 2
K is set so that the next pressure can be set continuously in the range of 0 to 100 inches (relative to the primary pressure). This quantitative setting device 1
The air at the pressure set by 51 is supplied to the positioner 125,
126 is supplied to the pilot cylinder as pilot pressure.

As shown in Figure 5, the positioners 125 and 126 are composed of a pilot cylinder 501 and a main cylinder 502.
The pilot pressure is applied to the cylinder chamber 503 of the pilot cylinder 501, and the pilot pressure is applied to the cylinder chamber 504 of the main cylinder 502.
is a button so that operating air pressure is supplied via a valve portion 505.

When the pilot piston 507 is moved to the left in the figure by an amount corresponding to the pilot pressure, the valve pusher rod 506 pushes the valve part 505.
is opened, actuating air pressure is supplied to the cylinder chamber 504, and the main piston 508 is pushed out. And the valve body 50
9 is pushed out until it separates from the tip of the valve push rod 506, the working air in the cylinder chamber 504 is discharged to the exhaust bow 511 through the passage 510 formed in the axial center of the valve push rod 506, and the main piston 508 piston 507
is pushed out by the amount of movement. And the drive lever 127
．． The fuel distribution rods 123 and 124 are displaced and held to the left in the foil 1 diagram by a quantitative value αO1αG set by the quantitative setting device 151 via the fuel distribution rods 128 and 128, respectively. In addition, when the pilot pressure is zero, that is, when the main piston 508 is at the most retracted position, each quantitative setting value is adjusted to 0% (αG or αC = Ochi), and when the pilot pressure is 100%. , each quantitative setting value is set to 100 chi (α0 or αc=100 chi).

The mode setting means includes fuel distribution mode 1. A mode setter 150 for setting H, I[, and this mode setter '150
A switching valve 153.15 is operated in accordance with a mode command output from the positioner 153.15 to switch and control operating air pressure, pilot pressure, etc. applied to the positioner 125 or 126.
4. ．． 15!5'i,! '156,157.158,1
59.160 and a shuttle valve 161.

The mode setting device 150 is a switch type, and by turning the lever nine times to the position corresponding to each mode I, H, IK, oil-only combustion mode I, gas metering mode ■,
The oil metering mode can be set in nine settings. Further, the mode setting device 150 is configured to be automatically switched to the oil-only combustion mode (2) by a switching drive device 170.

A slip detection signal from the slip detector 116 and an emergency stop command are input to this switching drive machine 170 via a delay timer 171 and a changeover switch 172. When these signals or commands are input, Mode setting device 1
50 is switched to oil thick baking mode 1. Note that the delay timer 171 is input with the seventh command for gas metering mode ■ and oil metering mode I, and when switching from oil-only combustion mode I to those modes ■ and 1, the slip detection signal is There is pressure to delay the output for a certain amount of time. This prevents unstable control operation during switching transitions.

Furthermore, when the gas metering mode It or the oil metering mode I is selected, when the switching valves 153 and 154 are switched via the pressure detectors 162 and 163 by those mode commands, a simultaneous trap occurs and the gas metering mode I is activated. In this case, selector valve 1
K so that 55, 157, and 166 can be switched. Note that the pressure detectors 162 and 163 each detect that the fuel gas pressure is a predetermined pressure (for example, 250 Kf/i?) or higher, and that the seal oil pressure is a predetermined pressure (for example, 280 Kf/i?) or higher.
Kq/cd? > It is detected that the above is the case.

That is, one of the operating conditions for the mode go (2) that uses fuel gas is that the fuel gas pressure is sufficiently high and that the seal oil pressure necessary for normal operation of the fuel injection valve 2 is sufficient.

In addition, the mode commands for modes ■ and ■ are input to the start control device 165 as operation commands for the fuel gas compressor and seal oil pump, and when the start control device 165 receives the operation commands, First, the seal oil pump is started, and when the seal oil pressure reaches the predetermined pressure, the fuel gas compressor is started. In addition, if seal oil is not required due to the structure of the gas injection valve,
Automatic operation control for the seal oil pump is not required; conversely, in the case of gas injection valves that require seal oil even in modes other than those that use fuel gas, the seal oil pump is automatically operated at the time of work/work/startup. Or you can start it manually.

By the way, in the modes that use fuel gas, that is, gas metering mode ■ and 'oil metering mode ■, the minimum necessary oil amount lower limit value β must be injected as pilot fuel to ensure ignition stability. No. This amount β varies depending on the diesel engine, but is set to be about 5 inches, for example.

In this embodiment, in order to make the fuel oil injection amount Qo more than β, the locking rod 13 is connected to the oil amount vI4 adjustment rod 123.
9, and the movement of this locking rod 139 is restricted in only one direction by the cylinder stopper 140, and the oil amount y is
The four-alignment rod 123 is prevented from being displaced to a position less than β. Note that the cylinder stopper 140 is equipped with a switching valve 1.
Operating air pressure is supplied through ports 66 and 167, and the position where the cylinder piston is pushed out the most is adjusted to the oil pressure lower limit value β.

Furthermore, in the oil metering mode (2), that is, in a mode in which the gas injection amount is variably controlled according to the load or the rotational speed, the maximum and minimum values of the fuel gas usage amount may be limited. Examples of where the maximum value is limited include cases where surplus gas such as LNG gas that naturally evaporates from the LNG tank of an LNG tanker or by-product gas generated from other equipment is effectively used as fuel gas. In such a case, the maximum value has elements that vary depending on various conditions, so the maximum value must be variably set. On the other hand, the minimum value is limited mainly due to the structure and operating characteristics of the gas injection valve, and is determined according to the injection amount t - the lower limit of the gas injection amount that can be accurately controlled.

Therefore, in the embodiment of FIG. 1, in response to these points, a gas amount upper limit setting device 141 that sets the upper limit value HG of the gas injection amount Qc and a gas amount lower limit setting device 142 that sets the lower limit value LG are provided. It is provided.

A gas amount upper limit setting device 141ri includes a pulse motor 143 that is driven according to a gas amount upper limit value HG input from a setting device (not shown), and a stopper 144 whose position is controlled by this pulse motor 143. has been done.

Then, the stopper 144 is connected to the gas amount adjusting rod 1241C.
It is installed at a position facing the attached locking rod 145, and by the locking rod 145 coming into contact with the stopper 144, the movement of the gas amount adjusting rod 124 is controlled by the above-mentioned H.
It is now regulated more than a. Further, in the gas amount upper limit setting device 141, a locking rod 145 is connected to a stopper 144.
A gas amount upper limit detector 146 formed by applying a limit switch or the like is provided in order to detect that the gas has come into contact with the gas. The position 7 yoke 125, which had been restricting the fuel oil to the quantitative set value α0, is set free. In other words, the fuel oil injection amount Qo can be variably controlled in response to an increase in the total fuel requirement Q, and the mode is changed to a gas quantitative mode in which the upper limit HG is set as the quantitative setting value αG. ing. Note that when the required fuel amount Q decreases and the gas upper limit detector 146 turns off, the oil metering mode (2) is returned to.

The gas amount lower limit setting device 142 is equipped with a cylinder stopper, and a locking rod 147 is attached to the gas amount adjusting rod 124 so as to be able to come into contact with the tip of the piston of this cylinder.
The position at which the piston is pushed out by the operating air pressure supplied via the switching valves 155 and 156 is set to a lower limit value LcK, and thereby the movement of the gas amount adjusting rod 124 is regulated to a value greater than the lower limit value LG. ing.

An emergency stop command is issued to stop the diesel engine when an abnormality occurs in the diesel engine or related equipment (overspeed, abnormal rise in exhaust temperature or exhaust pressure, abnormality in the fuel gas supply system, etc.). . When this command is input, the switching valves 173 and 174 are switched, and working air pressure is supplied to the 7 cylinders 175 and 176.

As a result, the control rack rod 6゜7 is pulled out to the zero position via the fuel oil amount adjustment shaft 135 and the fuel gas amount adjustment shaft 136, so that the injection amount of fuel oil and fuel gas becomes zero, and the diesel engine is stopped. It has become. At the same time, the selector switch 172. The switching drive 170 is actuated via the delay timer 171, and the mode setting device 150 is switched to the oil-only combustion mode ■ position.

The cylinder stopper 140 is returned to the zero position by switching the switching valve 167.

Regarding the operation of the first embodiment having the above-described configuration, in particular, the mode setting means, the quantitative setting means, the silent injection amount determining means,
The related operations of the fuel distribution means and the fuel injection control means will be explained.

First, the fuel distribution mode is selected and determined based on the fuel supply conditions, etc., and the mode setting unit 150 is operated to switch to oil exclusive combustion mode ■, gas metering mode ■, or oil metering mode ■. Even in the examples,
In the same way as when starting a large number of general diesel engines, when starting, for example, compressed air is sent into the cylinder, and after the engine speed has reached a certain level, fuel oil is fully injected to perform warm-up operation, and then the steady automatic operation is performed. It's better to move on to driving. Therefore, at startup (or when double fuel gas cannot be used), oil-only combustion mode (2) is selected.

When switched to oil-only combustion mode I, the operating air pressure supplied through the switching valve 153 causes the switching valve 155.1 to
57 is switched, and as shown in the sixth round, the positioner 125 is left in a free state and the positioner/flap 126 is restrained in the zero position. As a result, the gas adjustment rod 124 is restrained at the QG-0 position, so the fuel adjustment shaft 108 is rotated in accordance with the total fuel requirement QK output from the governor 101, and further, the gas adjustment shaft 108 is rotated via the slip mechanism lQ9ft.
When Oa is displaced, the balance rod 120 is rotated about the joint 122 as a fulcrum. Therefore, the movement of the oil amount v4 adjustment rod 123 is proportional to the movement of the governor 101, and is controlled in accordance with the injection amount QoFi of fuel oil discharged from the fuel oil injection pump 4 and the total fuel demand fQ.

Next, the quantitative setting value αG of the fuel gas is set using the quantitative setting device 151.
After setting, when switching to gas metering mode (2), an automatic operation command for the gas compressor and seal oil pump is issued to the startup control device 165, and at the same time, the switching valves 156, 158 are switched. As a result, as shown in FIG. 6(B), the positioner 125 is placed in a free state, but the movement of the oil amount adjusting rod 123 is regulated by the cylinder stopper 140 with the β-multiple position as the lower limit.

Then, when the fuel gas pressure and the oil pressure become high enough and the pressure detectors 163 and 164 operate (turn on), the switching valves 153 and 154 are switched, and the switching valves 155 and 157 are switched to the Sg1 figure. The positioner 126 is switched to the illustrated state, and the positioner 126 displaces and restrains the gas amount adjusting rod 124 to a position corresponding to the pilot pressure set by the quantitative setting device 151 (that is, the position corresponding to the quantitative setting value αG. , oil amount adjustment rod 1
23 and gas amount y41i The rod 124 is moved from the zero position fa) to the reference position it (b) with the balance rod 120 at the position shown in ) in FIG. 6, and the oil injection Qo is , the gas injection amount Qc is controlled to αG. Normally, when switching to gas metering mode ■, the total fuel requirement Q given from the governor 101 is Q≧(
αG + β), balance rod 12
0 is the joint 122t--the fulcrum and is tilted according to QK. Therefore, the oil amount y4U is proportionally controlled to the same position lt in the axial direction of the rod 123 (ζ-αG), and thereby K
As shown in FIG. 7 (5), control oil in an amount corresponding to the gas injection amount αG is discharged from the control oil injection pump 5 to the fuel injection valve 2, and αG of fuel gas is injected into the combustion chamber 3. At the same time, (Q-αG) fuel oil is injected from the fuel oil injection pump 4 into the combustion chamber 3 via the fuel injection valve 2. Note that when Q (αG+β), the slip mechanism 109 is activated and the oil-only combustion mode IK is switched as described above.

Next, the quantitative setting value α of the fuel oil is set using the quantitative setting device 151.
0 (9, α0)β), and then switch to oil metering mode I. When the operation command for the gas compressor and seal oil pump is output to the start-up control device 165, the operation commands for the gas compressor and seal oil pump are simultaneously output.
The switching valves 156 and 158 are switched to the illustrated state.

As a result, K, positioner 12 as shown in FIG.
6 is left free. At this time, the gas amount lower limit setting device 1
42, the lower limit value LG of the gas injection amount Qc is set, the movement of the gas amount v4 adjusting rod 124 is as shown in FIG.
As shown in , the position corresponding to LcK is regulated as the lower limit.

Subsequently, when the pressure detectors 163 and 164 operate in the same way as in the case of gas metering mode (3), the switching valves 153 and 154 are switched, and the switching valves 156 and 158 are switched to the state U shown in FIG.
K is switched, and the positioner 1125 is set to the quantitative setting device 151.
The oil amount vI41i rod 123 is displaced and restrained at a position corresponding to the pilot pressure set by , that is, a position corresponding to the quantitative setting value αO. Therefore, the oil amount adjustment rod 123 and the gas amount I! The oil adjustment rod 124 is moved from the zero position (Ik) to the reference position (C) 1 with the balance rod 120 in the position shown in FIG. Since the total fuel requirement Q given from the governor 101 is Q≧α0, the balance rod 120
is tilted according to QK using the joint 121 as a fulcrum.

Therefore, the axial position of the gas amount adjustment rod 124 is (
Q-αG)K is controlled proportionally. Note that when Q is α0, the slip mechanism 109 is activated and the oil-only combustion mode IK is switched as described above.

Further, the gas injection amount Qc is set by the gas amount upper limit setting device 141.
When the upper limit value HG is set, the total fuel requirement Q increases and becomes Qc=(Q-α0)2H.

When the trap is reached, the gas amount upper limit detector 146 is activated, the positioner 125 is set in a free state, and in the range of the Qc pole) tc, the gas metering mode is switched to substantially set αG=HG. When the total fuel requirement Q further increases, the balance rod 120 is tilted about the joint 122 as shown in FIG. ) is controlled in proportion to When the total fuel requirement Q decreases from this state, the balance rod 120 moves both the tll adjustment rods 123 and 124 in the direction of decreasing fuel, but since the gas amount upper limit detector 146 is turned off, the positioner 125
pulls back the oil amount adjusting rod 123 to 5 to make Qo=α0. Therefore, the gas amount adjusting rod 124 is maintained at the upper limit value) (C position fi!) until Qo=α0. Then, if the total fuel requirement ゛Q further decreases to (HG+αO) or less, the initial oil The fixed quantity mode returns to summer and fuel distribution control is performed.It should be noted that the total fuel requirement Q is (L
.

When the age decreases to +α0) or less, the slip mechanism 109 is activated and the oil-only combustion mode is activated! can be switched to

In this way, in oil quantitative mode I, as shown in Fig. 7, when La≦Qc=!Ha, the oil injection amount Q'0 = α0, and the gas injection amount Qc = Q-αoK are controlled. In other words, when Qc<Lc, the mode is switched to oil-only combustion mode I, and when Qc>H, the mode is essentially set to gas metering mode, and the gas injection amount Qc is maintained at the upper limit value HcK.

The oil injection amount Qo is controlled according to (Q-Ha)K.

As explained above, according to this embodiment, the following effects can be obtained. 1) That is, since the fuel distribution mode is divided into three simple modes: oil exclusive combustion mode I, gas metering mode ■, and oil metering mode I,
A mode corresponding to fluctuations in fuel supply conditions can be easily determined. In addition, the mode setting means can set these modes alternatively, and the quantitative setting means can set the quantitative setting value of the quantitative mode to any value, making the mode setting operation extremely simple. can do. Since the fuel distribution means automatically distributes the total fuel requirement to two fuels based on the set mode and quantitative setting value, it is possible to correspond to the supply conditions of two types of fuel. The fuel distribution mode can be changed quickly, and the operation of the dual fuel diesel engine can be stably maintained in accordance with the changed fuel distribution mode.

2) When an operation is performed to switch to a mode that uses fuel gas, such as gas metering mode ■ or oil metering mode 1, the seal oil pump is automatically operated according to the mode command output from the mode setting means, and the seal oil pump is automatically operated. Since the gas compressor is set to operate automatically when the pressure exceeds a predetermined pressure, the auxiliary equipment required for the gas usage mode is automatically started, which simplifies the operation. When in oil-only combustion mode I, these auxiliary machines are automatically stopped, resulting in energy savings and other effects. Moreover, since the switching condition for the gas usage mode is that the seal oil pressure and fuel gas pressure are at or above a predetermined pressure, the reliability of the operation of the fuel gas injection valve and the fuel gas injection amount control is ensured. There is. In addition,
Depending on the structure of the fuel gas injection valve, there are fuel gas injection valves that require seal oil even when not in a gas use mode. In this case, the seal oil pump may be automatically operated in response to a startup command from the diesel engine.

3) In gas metering mode IIK with metering set value αG, in order to maintain the variably adjusted oil injection amount Qo above the preset oil amount lower limit value β, the movement of the oil amount v4 adjusting rod is controlled by a stopper. At the same time, when the total fuel demand iQ decreases to (αG+β) or less, the slip mechanism causes the signal transmission between the governor output shaft and the oil volume adjustment iron V4 and the gas volume adjustment iron 1 to slip.

This slip is detected by a slip detector and switched to oil-only combustion mode ■. Therefore, the ignition stability of the fuel gas is ensured, and (αG+β)
There is an effect that stable operation control can be maintained by following the following total fuel requirement QVc.

4) In oil quantitative mode I with quantitative setting value α0, variable v
In order to maintain the fuel gas injection amount Qc, which is regulated by I4, above the lower limit value LG determined by the control characteristics of the fuel gas injection valve, the gas jtyJ! The movement of the four-way rondo is regulated by the lower limit setter, and the total fuel demand [Q is (αo+L
c) When the amount decreases to below, the slip mechanism causes a slip in the signal transmission between the governor output shaft, the oil amount adjustment rod, and the gas amount v4g10 rod, and at the same time, this slip is detected by the slip detector, and the small injection amount is The engine is switched to oil-only combustion mode (■), which has excellent injection quantity control characteristics in this region. Therefore, the i! of the injection amount control characteristic in the small injection amount region below a certain gas nobility lower limit Lc! Even if a fuel gas injector with poor E-line properties is used, when the gas injection amount Qc becomes lower than that, the oil-only combustion mode IK is automatically switched to, so if the total fuel demand [Q is (αo + Lc) or less] Even if the injection amount decreases to the range, the effect is that stable operation control can be maintained by following the change.

5) In the oil metering mode box, set the variably adjusted fuel gas injection amount Qc to the variably set gas amount upper limit HG.
In order to maintain the amount below, the movement of the gas fviA adjusting rod is regulated by an upper limit setting device, and when the gas upper limit detector detects that Qc=Hc has been reached, the oil amount adjusting rod is set in a free state. And again Qc<
When the oil amount decreases to HG and reaches 9, the oil amount adjusting rod is restrained at the fixed amount α0 position. That is, based on the gas amount upper limit HG, the gas injection amount Qc satisfies Q a <Hc
When the mode is set, the oil metering mode iic is maintained, and when the mode is Qc4Hc, the mode is automatically switched to the gas metering mode in which the gas injection amount Qc is fixed to HG.

Therefore, even if the maximum injection amount of fuel gas is limited to a predetermined or variable upper limit value, it is possible to maintain stable operation control throughout the entire load range. be. It is especially effective when effectively utilizing fuel gas whose generation amount fluctuates, such as surplus gas or by-product gas.

6) Since the main part of the control device is realized using a mechanical link mechanism, it can be installed even in a high-temperature atmosphere such as an engine room of a ship. Furthermore, since the operating status of the main parts can be seen at a glance, failures can be easily discovered and maintenance such as repairs and adjustments can be easily performed.

Next, a second embodiment of the present invention shown in Fig. 8 will be explained. The present second embodiment is realized by applying a computer in place of the link mechanism of the first embodiment, and the basic fuel distribution mode is the same as that of the first embodiment.

As shown in FIG. 8, the control device main body 800 includes input circuits 801, 802 . CPU803. It consists of a computer including a memory 804 and output circuits 805 and 806. The input circuit 801 includes a Nuvid controller 81.
0 to target rotation speed NO, rotation speed detector 812 to detected rotation speed N, quantitative setting device 813 to oil injection tQO or gas injection amount Qc quantitative setting value α0 or αG, oil amount lower limit setting device 814 to oil. The amount lower limit value β is determined by the oil amount upper limit value HO from the oil amount upper limit setting device 815, the gas amount upper limit value LG from the gas amount lower limit setting device 816, and the gas amount upper limit value HG from the gas amount upper limit setting device 817. Injection valve 2
Pressure detector 81 detects the pressure of fuel gas supplied to
Detected pressure pc is inputted from 9, and detected pressure PS is inputted from pressure detector 818 which also detects seal oil pressure, and these signals are converted into digital signals by input circuit 801 and then sent to crtJ803. The data is stored in the memory 804 via the .

Further, the oil-only combustion mode I is input to the CPU 8Q3 from the mode setting device 818 via the input circuit 802.

One of the mode command signals for gas metering mode ■ and oil metering mode ■ is input.

Based on these input data, the CPU 13 Q3 determines the total fuel injection amount Q, oil injection amount Qo', gas injection amount Qc, etc. according to the flowcharts shown in FIGS. 9 to 12, and outputs the output circuit 805. are connected to the control rack rods 6, 7 of the fuel oil injection pump 4 and the control oil injection pump 5 through positioners 821, 822, respectively, so as to output the injection quantities Qo, Qc as analog signals. Also, CPU80
3 is.

Via the output circuit 806, an operation command is output to the starting control device for the gas compressor and the 7-liter oil pump.

Note that the CPU 5 O3 has engine-related abnormality detection means 83.
From 0, that is, the scavenging pressure detector 831, the exhaust pipe internal pressure
Signals are input from a temperature detector 832, a gas leak detector 833, and an engine protection device 834 via the input circuit 801 or 802, respectively, and the CPU 5o3 controls the fuel as necessary based on these input signals. It is designed to output an emergency stop command for the engine, including stopping injection.

The control function and operation of the second embodiment configured as described above will be explained with reference to the flowcharts shown in FIGS. 9 to 12.

These flowcharts are a series, showing only the main parts related to the features of the present invention, and are designed to be executed at every predetermined control synchronization. When the starting conditions are satisfied in step 900 and the diesel engine is started by a starting means (not shown), etc., necessary data is first taken in in step 902, and then in steps 904 to 910, the load and rotation are determined. A total fuel requirement Q is calculated according to the number. In this calculation, after determining the basic fuel requirement Qo using a function f that is determined by correlating the target rotational speed NOK (step 904), the detected rotational speed N
The deviation ∆N between The corrected fuel amount ΔQ is determined by (step 908), and based on this ΔQ, 5
Correct Qo to find the total fuel requirement Q (step 91
0).

Next, the process proceeds to step 9121C, in which it is determined whether or not the load amount allows operation using fuel gas (hereinafter referred to as gas operation). The determination is made based on whether or not the amount is greater than or equal to the sum of the gas amount lower limit value Lc (including O), which is limited from the control characteristics of the injection valves and the like. If this judgment is negative, gas operation is not possible, so proceed to step 914 and set oil-only combustion mode I.
The oil injection amount QO is determined to be Q and the fuel gas injection amount Qc is determined to be O, and the process proceeds to step 916 to determine the determined values Qo, Qc.
is output to the positioners 821 and 822 and returns.

The positioners 821 and 822 can be actuators that move linearly, such as piston cylinders, and have a feedback function to control the positions of the control rack rods 6 and 7 in response to Qo and QcK, respectively. It consists of a position control means equipped with. Therefore, similarly to the first embodiment, the fuel oil and fuel gas controlled to the above Qo and Qc (however, O in this case) are supplied from the fuel injection valve 2 by the fuel oil injection pump 4 and the control oil injection pump 5. K is injected into the combustion chamber 3.

On the other hand, if the determination in step 912 as to whether or not gas operation is possible is affirmative, the process proceeds to step 920, where the mode command set and inputted by the mode setter 820 is input, and the mode command is set to 1. It is determined whether the mode is Il or I, and if it is mode I, the process proceeds to step 914, and the oil-only combustion mode setting device is set according to the processing procedure described above.

When the determination in step 920 is ◯ or I, in steps 924 to 930 shown in FIG. 10, it is confirmed that the automatic operation of the auxiliary equipment necessary for gas operation and the completion of their startup are completed. That is, after outputting an automatic operation command to the start control device of the seal oil pump (step 924), the seal oil pressure Pg is set to a predetermined pressure Pso (for example, 280 Kf/i
5' and stored in the memory 804. ) or more (steps 925 and 926). and P
, ≧PsoK, the gas compressor start control device f! L
After outputting the K automatic operation command (step 928), wait until the fuel gas pressure pc becomes a predetermined pressure PGa (for example, set to 250 and stored in the memory 804) (step 929). .930).

When pc≧PG6 is reached, the process proceeds to step 932, where the mode command is determined. If the gas metering mode is ■,
In step 934K of FIG. 11, if the oil metering mode I is selected, the process moves to step 950 of FIG. 12.

In the case of the gas metering mode (■), as shown in FIG. Determine whether operation in gas metering mode ■ is possible.

If this determination is affirmative, the process moves to step 936;
Based on the gas quantitative mode IIK, the gas injection amount Qc is determined as the quantitative setting value αcK, and the oil injection amount Q is determined.

Find it as ・Q−αG. Then, the process proceeds to step 938, where it is determined whether the oil injection tQO is less than or equal to the upper limit value HO.If the determination is affirmative, the fuel oil injection amount QO can be varied.1. Proceeding to step 940, the Q0 and QcK distributions calculated in step 936 are determined, and in step 948, those determined values Qo and Qc are output to the positions 821 and 822, and the process returns.

On the other hand, if the judgment in step 938 is negative, the process moves to step 942, where the oil constant mode trap is changed to maintain the oil injection amount QO at its upper limit value HoK, and based on this, the gas injection amount Qc is changed to - After determining HoK, the process proceeds to step 94B and outputs those determined values.

(9) When the determination in step 934 is negative, the process moves to step 944, and the oil quantitative mode IK mode is changed to maintain the oil injection amount Qo at its lower limit value β, and the gas injection amount Qc is changed to Q−β according to this mode. After determining, the process proceeds to step 948 and outputs those determined values.

In this way, even if gas metering mode ■ is selected, depending on conditions such as load and fuel consumption,
Figure 13 ^, (As shown in the figure, automatically mode!,!
I, I are selected to maintain stable operational control over the entire load range. Note that the same figure shows an example in which only β is set, and the same figure shows an example in which β, HO, LG, and H are all set.

In the case of the oil quantitative mode, I, the process moves to step 950 shown in FIG. Depending on whether the value is greater than or equal to the sum of LG, it is determined whether gas operation in oil metering mode (2) is possible under the current situation. If this determination is affirmative, the process moves to step 952, where the oil injection amount Qo is set to the quantitative setting value α0 according to the specified mode IK, and the gas injection amount Qct-Q-α0 is obtained. The process then proceeds to step 954, where the obtained Qc=(Q−
Depending on whether or not αO) is less than the upper limit value KG of the gas amount, it is determined whether operation in the specified oil quantitative mode IK is possible. If this judgment is affirmative, the process proceeds to step 956, where the Qo and QcK allocation determined in step 952 is determined.
In step 960, those determined values are transferred to the positioner 821.
, , 822. On the other hand, if the determination in step 954 is negative, the gas injection amount Qc cannot be increased any further, so the process proceeds to step 958, where the gas quantitative mode IK mode is changed to maintain Qc at its upper limit value HcK, and oil injection is performed according to this mode. After determining the quantity Qo as Q-HcK, in step 960 these determined values are transferred to the positioner 8.
21,822 and return.

Further, if the judgment in step 950 is negative, step 9
62, the gas quantitative mode t[K is changed to hold the gas injection amount Qc at its lower limit value LcK, and the oil injection amount Qo is determined according to this mode, Q-LcK, and then step 9
Proceeding to 60, those determined values are output.

Even when K and oil metering mode ■ are selected and set, the mode is automatically set as shown in Wc13 (tc) and (D)Ic depending on conditions such as load and fuel consumption. ,! [, I is selected to maintain stable operation and control over the entire load range. Figure 13 0 shows an example where only β is set;
An example is shown in which all of the following are set.

In addition, regardless of gas operation, if seal oil for fuel injection valve 2 is required even in oil-only combustion mode ■, wc1
The f-subs 924-926 shown in FIG.
Become.

As explained above, according to the second embodiment, the above
Examples 1>, 2), 3), 4), 5
), and it is extremely easy to set and operate quantitative set values, upper and lower limits, etc., making it possible to create fuel distribution patterns with a high degree of freedom in response to fluctuations in fuel supply conditions. It has the effect of being able to be set and controlled. Furthermore, compared to the first embodiment, the mode setting means, quantitative setting means, and fuel distribution means can be made simpler.

〔Effect of the invention〕

As explained above, according to the present invention, fuel distribution is divided into three basic modes consisting of an oil-only combustion mode and two quantitative modes in which one fuel is constant, and these modes are set alternatively. a mode setting means, a quantitative setting means for setting a quantitative setting value of the quantitative mode, and a fuel distributing means for distributing the given total fuel requirement to an oil injection amount and a gas injection amount based on the set mode and quantitative value. Therefore, the fuel distribution mode can be quickly changed in response to the two types of fuel supply conditions, and stable operation can be maintained based on the fuel distribution mode.

[Brief explanation of drawings]

Fig. 1 is an overall configuration diagram of a first embodiment of the present invention, Fig. 2 is a sectional view of a fuel injection valve of the first embodiment, and Fig. 3 is a fuel oil injection pump and a control oil injection pump of the first embodiment. A sectional view of one example, end 4 is an enlarged perspective view of the slip mechanism of the first embodiment, FIG. 5 is a detailed sectional view of the position control device of the first embodiment, and wcG figures 4 to 0 are fuel distribution means of the wc1 embodiment. FIG. 7 is a diagram explaining the operation of the first embodiment, FIG. 8 is an overall block diagram of the second embodiment of the present invention, and FIGS. 9 to 12 are diagrams explaining the operation of the first embodiment. FIG. 13 is a flowchart showing the main control procedure of the second embodiment, and FIG. 13 is a diagram illustrating the operation of the second embodiment. 2...Fuel injection valve, 4...Fuel oil injection valve, 5.
...Control oil ff1l valve, 101...Kahana, 108...Fuel adjustment rod, 109...Slip mechanism, 116...Slip rough detection6. 120... Balance rod, 121, 122... Sekibe joint, 123.
...Oil quantity adjusting rod, 124...Gas amount adjusting rod, 125°126...Positioner, 139...Locking rod, 140...Cylinder stopper, 141...
・Gas amount upper limit setter, 142...Gas amount lower limit setter,
146... Gas amount upper limit detector, 150... Mode setting device, 151... Quantity setting device, 162, 163...
Pressure detector, 170... Switching drive machine, 800... Control device main body, 818... Seal oil pressure detector, 8
19... Fuel gas pressure detector, 813... Quantity setting device, 814... Oil lower limit setting device, 815... Oil upper limit setting device, 816... Gas amount lower limit setting device, 81
7... Gas amount upper limit setter, 820... Mode setter, 821, 822... Positioner.

Claims (1)

[Claims] (1) Oil-only combustion mode that uses only oil as fuel, gas metering mode that uses a constant amount of gas and adjusts the amount of oil according to the load, and oil metering mode that uses a constant amount of oil and adjusts the amount of gas according to the load. a mode setting means for selectively setting a fuel distribution mode divided into two; a quantitative setting means for setting a quantitative setting value for the gas or oil quantitative mode; A heating material distribution means that distributes a given total fuel requirement into an oil injection amount and a gas injection amount, and a fuel injection that controls each fuel amount injected into a combustion chamber according to the distributed oil injection amount and gas injection amount. A control device for a dual fuel diesel engine, comprising: quantity control means.