WO2010038374A1 - ガスエンジンの制御装置 - Google Patents
ガスエンジンの制御装置 Download PDFInfo
- Publication number
- WO2010038374A1 WO2010038374A1 PCT/JP2009/004687 JP2009004687W WO2010038374A1 WO 2010038374 A1 WO2010038374 A1 WO 2010038374A1 JP 2009004687 W JP2009004687 W JP 2009004687W WO 2010038374 A1 WO2010038374 A1 WO 2010038374A1
- Authority
- WO
- WIPO (PCT)
- Prior art keywords
- cylinder
- cylinders
- control
- fuel supply
- predetermined number
- Prior art date
Links
Images
Classifications
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
- F02M21/00—Apparatus for supplying engines with non-liquid fuels, e.g. gaseous fuels stored in liquid form
- F02M21/02—Apparatus for supplying engines with non-liquid fuels, e.g. gaseous fuels stored in liquid form for gaseous fuels
- F02M21/0218—Details on the gaseous fuel supply system, e.g. tanks, valves, pipes, pumps, rails, injectors or mixers
- F02M21/0248—Injectors
- F02M21/0278—Port fuel injectors for single or multipoint injection into the air intake system
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D41/00—Electrical control of supply of combustible mixture or its constituents
- F02D41/30—Controlling fuel injection
- F02D41/32—Controlling fuel injection of the low pressure type
- F02D41/36—Controlling fuel injection of the low pressure type with means for controlling distribution
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
- F02B19/00—Engines characterised by precombustion chambers
- F02B19/10—Engines characterised by precombustion chambers with fuel introduced partly into pre-combustion chamber, and partly into cylinder
- F02B19/1019—Engines characterised by precombustion chambers with fuel introduced partly into pre-combustion chamber, and partly into cylinder with only one pre-combustion chamber
- F02B19/108—Engines characterised by precombustion chambers with fuel introduced partly into pre-combustion chamber, and partly into cylinder with only one pre-combustion chamber with fuel injection at least into pre-combustion chamber, i.e. injector mounted directly in the pre-combustion chamber
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
- F02B19/00—Engines characterised by precombustion chambers
- F02B19/12—Engines characterised by precombustion chambers with positive ignition
-
- 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
- F02D19/02—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 gaseous fuels
-
- 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
- F02D19/02—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 gaseous fuels
- F02D19/021—Control of components of the fuel supply system
- F02D19/023—Control of components of the fuel supply system to adjust the fuel mass or volume flow
- F02D19/024—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
- F02D35/00—Controlling engines, dependent on conditions exterior or interior to engines, not otherwise provided for
- F02D35/02—Controlling engines, dependent on conditions exterior or interior to engines, not otherwise provided for on interior conditions
- F02D35/027—Controlling engines, dependent on conditions exterior or interior to engines, not otherwise provided for on interior conditions using knock sensors
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D41/00—Electrical control of supply of combustible mixture or its constituents
- F02D41/0025—Controlling engines characterised by use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures
- F02D41/0027—Controlling engines characterised by use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures the fuel being gaseous
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D41/00—Electrical control of supply of combustible mixture or its constituents
- F02D41/008—Controlling each cylinder individually
- F02D41/0085—Balancing of cylinder outputs, e.g. speed, torque or air-fuel ratio
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D41/00—Electrical control of supply of combustible mixture or its constituents
- F02D41/02—Circuit arrangements for generating control signals
- F02D41/04—Introducing corrections for particular operating conditions
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D41/00—Electrical control of supply of combustible mixture or its constituents
- F02D41/02—Circuit arrangements for generating control signals
- F02D41/14—Introducing closed-loop corrections
- F02D41/1438—Introducing closed-loop corrections using means for determining characteristics of the combustion gases; Sensors therefor
- F02D41/1444—Introducing closed-loop corrections using means for determining characteristics of the combustion gases; Sensors therefor characterised by the characteristics of the combustion gases
- F02D41/1446—Introducing closed-loop corrections using means for determining characteristics of the combustion gases; Sensors therefor characterised by the characteristics of the combustion gases the characteristics being exhaust temperatures
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
- F02M21/00—Apparatus for supplying engines with non-liquid fuels, e.g. gaseous fuels stored in liquid form
- F02M21/02—Apparatus for supplying engines with non-liquid fuels, e.g. gaseous fuels stored in liquid form for gaseous fuels
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
- F02M21/00—Apparatus for supplying engines with non-liquid fuels, e.g. gaseous fuels stored in liquid form
- F02M21/02—Apparatus for supplying engines with non-liquid fuels, e.g. gaseous fuels stored in liquid form for gaseous fuels
- F02M21/0218—Details on the gaseous fuel supply system, e.g. tanks, valves, pipes, pumps, rails, injectors or mixers
- F02M21/0248—Injectors
- F02M21/0275—Injectors for in-cylinder direct injection, e.g. injector combined with spark plug
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
- F02M21/00—Apparatus for supplying engines with non-liquid fuels, e.g. gaseous fuels stored in liquid form
- F02M21/02—Apparatus for supplying engines with non-liquid fuels, e.g. gaseous fuels stored in liquid form for gaseous fuels
- F02M21/0218—Details on the gaseous fuel supply system, e.g. tanks, valves, pipes, pumps, rails, injectors or mixers
- F02M21/0284—Arrangement of multiple injectors or fuel-air mixers per combustion chamber
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
- F02B43/00—Engines characterised by operating on gaseous fuels; Plants including such engines
-
- 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
- Y02T10/12—Improving ICE efficiencies
-
- 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
Definitions
- the present invention relates to a control device for a reciprocating type gas engine using gas fuel such as natural gas or city gas as a main fuel.
- a fuel supply valve for injecting gas fuel is provided for each cylinder.
- Each fuel supply valve is driven and controlled to supply an appropriate amount of gas fuel, so that the engine operates at a desired load.
- the control of the gas engine configured to drive and control the fuel supply valve according to the exhaust temperature of each cylinder
- the device calculates the average value of the exhaust temperature of each cylinder, reduces the fuel supply amount to the high temperature side cylinder whose exhaust temperature is higher than the average value, and reduces the fuel supply amount to the low temperature side cylinder whose exhaust temperature is lower than the average value.
- the fuel supply amount is increased. That is, in the conventional control device, control is performed in which the fuel supply amounts for all the cylinders are simultaneously changed according to the exhaust temperature.
- Japanese Patent No. 4094380 Japanese Patent No. 4094380
- the load shared by each cylinder may vary even if an air-fuel mixture based on the same fuel supply amount is burned at the same ignition timing due to various structural factors.
- an overloaded cylinder may appear in a high load region, which may significantly affect the engine life.
- an object of the present invention is to reduce the variation in exhaust temperature between cylinders, to equalize the load sharing among the cylinders, and to reduce interference with other controls as much as possible.
- a gas engine control device corresponds to an exhaust temperature detection device that detects the exhaust temperature of each of a plurality of cylinders and each of the plurality of cylinders.
- a plurality of fuel supply devices provided, and a control unit that drives and controls the plurality of fuel supply devices, and the control unit is selected to include a cylinder having a maximum exhaust temperature among cylinders to be controlled.
- a load leveling control for decreasing a fuel supply amount to a first predetermined number of high temperature side cylinders and increasing a fuel supply amount to a second predetermined number of low temperature side cylinders selected to include a minimum exhaust temperature;
- a configuration is provided in which the sum of the first predetermined number and the second predetermined number is less than the total number of cylinders, and a part of the cylinders that do not change the fuel supply amount is present.
- the cylinders whose fuel supply amount is changed include the first predetermined number of high-temperature cylinders including those with the maximum exhaust temperature and the second predetermined number including those with the minimum exhaust temperature.
- the exhaust temperature can be made uniform between the respective cylinders while reducing the number of cylinders whose fuel supply amount is changed as much as possible. This makes it possible to level the load shared by each cylinder while minimizing interference with other controls.
- the control unit calculates an average value of the exhaust temperatures of the cylinders to be controlled, and the first predetermined number of the high temperature side cylinders and the second predetermined number of the low temperature side cylinders.
- the amount of change in the amount of fuel supply to the cylinder may be determined based on the deviation between the average value and the exhaust temperature.
- the fuel supply amount is determined according to the magnitude of the deviation from the average value, so that the exhaust temperature of the cylinder whose fuel supply amount is changed can be brought close to the average value effectively.
- the control unit calculates an average value of the exhaust temperatures of the cylinders to be controlled, and the first predetermined number of the high temperature side cylinders and the second predetermined number of the low temperature side cylinders.
- the fuel supply amount to the cylinder may not be changed.
- Both the first predetermined number and the second predetermined number may be 1.
- the control unit selects and selects the first predetermined number of the high temperature side cylinders and the second predetermined number of the low temperature side cylinders from cylinders to be controlled every predetermined period.
- a configuration may be adopted in which the fuel supply amount of the cylinders that have been changed is continuously changed for the predetermined period.
- a period for changing the exhaust temperature as desired is ensured, and a change in the fuel supply amount based on the exhaust temperature is prevented from being frequently changed, thereby controlling the gas engine. Is stable.
- sudden changes in the fuel supply amount can be prevented, and the behavior of the gas engine 1 can be prevented from becoming unstable.
- the “period” refers to the range and time of the phase angle of the gas engine.
- the control unit executes fuel cut control for stopping fuel supply to a cylinder in which misfire has occurred for a predetermined period, and excludes a cylinder to be controlled by the fuel cut control from a cylinder to be controlled by the load leveling control It is good also as composition to do. Further, the control unit executes knocking avoidance control for reducing a fuel supply amount to a cylinder in which knocking has occurred for a predetermined period, and sets a cylinder to be controlled by the knocking avoidance control as a control target of the load leveling control. It is good also as a structure excluded from.
- FIG. 1 is a configuration diagram showing a configuration of a control device for a gas engine according to an embodiment of the present invention.
- FIG. 2 is a partial cross-sectional view of the gas engine shown in FIG.
- FIG. 3 is a flowchart for explaining the control contents executed by the main controller shown in FIG.
- FIG. 4 is a flowchart for explaining the control content of the load leveling control shown in FIG.
- FIG. 5 is a block diagram functionally showing the configuration of the main controller according to the control content of the load leveling control shown in FIG.
- FIG. 1 is a configuration diagram of a control device for a gas engine according to an embodiment of the present invention.
- a gas engine 1 shown in FIG. 1 is a reciprocating multi-cylinder four-cycle engine that uses gas fuel such as natural gas or city gas as a main fuel, and is used as a prime mover of power generation equipment, for example.
- a generator 50 is connected to the output shaft 2 of the gas engine 1, and the generator 50 generates AC power based on the rotational output of the gas engine 1.
- An exhaust manifold 5 is connected to each cylinder 3 of the gas engine 1 via an exhaust port 4 (see FIG. 2), and exhaust gas from each exhaust port 4 is collected by the exhaust manifold 5.
- a turbocharger 6 is connected to an exhaust passage from the exhaust manifold 5 so that high-pressure air from the turbocharger 6 can be supplied to an air supply port 7 (see FIG. 2).
- An exhaust bypass valve 8 for adjusting the supply air pressure is provided in the exhaust passage from the exhaust manifold 5.
- FIG. 2 is a partial cross-sectional view of the gas engine 1 shown in FIG. FIG. 2 shows one of the cylinders as a representative, but the other cylinders have the same configuration.
- a piston 9 is inserted into the cylinder 3 so as to be able to reciprocate, and the upper side of the piston 9 in the cylinder 3 forms a main combustion chamber 10.
- the main combustion chamber 10 is connected to the air supply port 7 via an air supply valve 11, and is connected to the exhaust port 4 via an exhaust valve 12.
- the air supply port 7 is provided with a main fuel supply valve 14 for injecting gaseous fuel.
- a sub-combustion chamber 15 is adjacent to the main combustion chamber 10.
- the auxiliary combustion chamber 15 is partitioned from the main combustion chamber 10 via a partition wall 16 and communicates with the main combustion chamber 10 via a communication hole 17 formed in the partition wall 16.
- the auxiliary combustion chamber 15 is provided with an auxiliary fuel supply valve 18 for injecting gaseous fuel and an ignition plug 19 for igniting the air-fuel mixture.
- the gas engine 1 operates with the above four strokes as one cycle.
- the piston 9 reciprocates twice, the output shaft 2 (see FIG. 1) rotates twice, and the intake valve 11 and the exhaust valve 12 are driven.
- a camshaft (not shown) constituting the valve train that makes one rotation. That is, the piston position, the rotation angle (crank angle) of the output shaft 2 or the rotation angle of the cam shaft during one cycle operation can be handled as the phase angle of the gas engine 1.
- the control device 20 of the gas engine 1 includes a main control device 21 that comprehensively controls the operation of the gas engine 1.
- the main controller 21 has a CPU, a memory, and an input / output interface.
- the memory stores control programs for governor control, fuel cut control, knocking avoidance control, and load leveling control, which will be described later. Executed.
- the main control device 21 is connected to a gas valve control device 22 that outputs a drive signal to the main fuel supply valve 14 and the auxiliary fuel supply valve 18 which are electromagnetic valves.
- the main controller 21 outputs a command signal to the gas valve controller 22 to control the valve opening periods of the fuel supply valves 14 and 18, and the fuel supply amount to the cylinder 3 is controlled by controlling the valve opening periods.
- the drive control of the fuel supply valves 14 and 18 is performed independently for each cylinder 3.
- the “valve opening period” is a period from the timing when the fuel supply valves 14 and 18 are excited and the valves are opened to the timing when the fuel supply valves 14 and 18 are demagnetized and the valves are closed.
- the main controller 21 is connected to a spark plug driver 23 that outputs a drive signal to the spark plug 19, and outputs a command signal to the driver 23 to drive and control the spark plug 19.
- the control device 20 includes a phase angle detection device 24 that detects the phase angle of the gas engine 1 in order to control the valve opening period of the fuel supply valves 14 and 18 and the ignition timing of the air-fuel mixture by the spark plug 19. Signals from the phase angle detection device 24 are input to the control device 21, the gas valve fuel device 22, and the spark plug driver 23.
- the phase angle detection device 24 may be configured by an electromagnetic pickup, a proximity switch, or a rotary encoder.
- the control device 20 includes a knocking detection device 25 in order to control the amount of fuel supplied to the cylinder 3 in accordance with the combustion state of the gas engine 1.
- the knocking detection device 25 is connected to a phase angle detection device 24 and an in-cylinder pressure sensor 26 that detects the internal pressure of the cylinder 3. Based on the phase angle of the gas engine 1 and the internal pressure fluctuation of the cylinder 3, the knocking detection device 25 sets the combustion state of the cylinder 3 to “normal”, “misfire”, “small knock”, and “large knock” for each cycle. It is determined which one of the four states. “Large knock” indicates that knocking of a predetermined strength or higher, which has a relatively large burden on the cylinder, appears based on fluctuations in the internal pressure of the cylinder 3.
- the in-cylinder pressure sensor 26 is provided for each cylinder 3, and the knocking detection device 25 individually determines the combustion state of each cylinder 3, and the determination result by the knocking detection device 25 is input to the main control device 21. Is done.
- control device 20 includes an exhaust temperature sensor 27 in order to control the fuel supply amount to the cylinder 3 in accordance with the exhaust temperature, and a detection signal from the exhaust temperature sensor 27 is input to the main control device 21.
- An exhaust temperature sensor 27 is provided in each exhaust port 4, and the exhaust temperature of each cylinder 3 is input to the main controller 21.
- the main controller 21 receives the output of the generator 50, the supply air pressure detected by the air supply sensor 28, and the like.
- the main control device 21 performs control to adjust the opening degree of the exhaust bypass valve so that the output of the generator 50 becomes a predetermined supply air pressure, whereby the air-fuel ratio of the air-fuel mixture corresponds to the output of the generator 50. It is maintained at a predetermined value.
- the gas valve control device 22 adjusts the pressure of the gas fuel so that the differential pressure between the supply air pressure and the pressure of the gas fuel becomes a predetermined value, so that the main fuel supply valve 14 does not matter whether the supply air pressure is large or small. A stable opening and closing operation is performed.
- FIG. 3 is a flowchart for explaining the control contents executed by the main controller 21. Steps S1 to S6 shown in FIG. 3 are actually repeatedly calculated every predetermined minute time (for example, 10 msec), but here, for simplicity of explanation, it is assumed that the calculation is repeatedly performed every cycle. To do.
- predetermined minute time for example, 10 msec
- the main controller 21 determines the valve opening periods of the fuel supply valves 14 and 18 of each cylinder 3 so that the gas engine 1 is operated with a load corresponding to a desired generator output.
- the governor control (step S1) is executed.
- the main control device 21 executes fuel cut control (step S2).
- the outline of the fuel cut control S2 is that the opening period of the fuel supply valves 14 and 18 during a plurality of cycles elapses for the cylinder determined to be in the “misfire” state by the knocking control device 25, and thus the fuel is controlled. Is to stop the supply. By executing this control, it is possible to prevent the raw gas from continuously going out from the cylinder where misfire has appeared.
- step S3 the main control device 21 executes knocking avoidance control (step S3).
- the outline of the knocking avoidance control S3 is determined by the governor control S1 with respect to the cylinder determined to be in the “large knock” state by the knocking control device 25, while the valve opening period of the fuel supply valves 14 and 18 during a plurality of cycles has elapsed. This shortens the period of time, thereby reducing the amount of fuel supplied.
- this control By executing this control, the air-fuel ratio of the air-fuel mixture of the cylinder in which the large knock has appeared shifts to the lean side, and the appearance of knocking can be suppressed.
- step S4 it is determined whether or not the predetermined cycle number N has elapsed. If the predetermined cycle number N has not elapsed, the fuel supply valves 14 and 18 of each cylinder are opened according to the results of the above-described controls S1 to S3. A command value for the valve period is calculated (step S6), and the fuel supply valves 14 and 18 are driven based on the command value.
- main controller 21 executes load leveling control (step S5). In step S6, governor control S1, fuel cut control S2, knocking avoidance control S3, load leveling is performed. The command value for the valve opening period of the fuel supply valves 14 and 18 of each cylinder is calculated according to the result of the optimization control S5.
- the load leveling control S5 is executed every time the predetermined number of cycles N elapses. As a result, it is possible to ensure a period for changing the exhaust temperature as desired, and to prevent frequent changes in the fuel supply amount based on the exhaust temperature, thereby stabilizing the behavior of the gas engine 1. be able to.
- the governor control S1, the fuel cut control S2 and the knocking avoidance control S3 are shown to be executed every cycle. However, these controls S1 to S3 have passed a predetermined period exceeding one cycle. It may be executed every time. At this time, the content of the fuel cut control S2 may be changed so that the cylinder is set as a control target when the number of misfire occurrence cycles exceeds a predetermined threshold while the predetermined period elapses.
- the “predetermined period” here may be the same as or different from the predetermined number of cycles N used in the determination process of step S4.
- the contents of knocking avoidance control S3 can be changed in the same manner.
- FIG. 4 is a flowchart for explaining the contents of the load leveling control S5 shown in FIG.
- FIG. 5 is a block diagram functionally showing the configuration of main controller 21 in accordance with the contents of load leveling control S5 shown in FIG.
- the load leveling control S5 has it intended to smooth out load each cylinder leveling the exhaust temperature T #k of the respective cylinders is shared, the summary is the exhaust gas temperature T #k of the cylinder to be controlled Opening period of the fuel supply valves 14 and 18 of the low temperature side cylinder where the exhaust temperature T # k is low by shortening the valve opening period of the fuel supply valves 14 and 18 of the high temperature side cylinder where the exhaust gas is large
- the fuel supply amount is increased by lengthening the fuel consumption.
- the high temperature side cylinder and the low temperature side cylinder in which the fuel supply amount is changed are part of all cylinders, and some of the cylinders in which the fuel supply amount is not changed are partly included. Exist.
- the main control device 21 has, as its functional blocks, a governor control unit 31 that executes the governor control S1, a fuel cut control unit 32 that executes the fuel cut control S2, and knock avoidance.
- the knocking avoidance control unit 33 that executes the control S3, the load leveling control unit 34 that executes the load leveling control S5, and the command value INJ #k for the valve opening period of the fuel supply valves 14 and 18 of each cylinder 3 are calculated.
- a command value calculation unit 35 is provided.
- the load leveling control unit 34 includes a control target selection unit 41, an average value calculation unit 42, a high temperature / low temperature side cylinder selection unit 43, and an offset amount calculation unit 44 as functional blocks.
- reference numeral T #k indicates the exhaust temperature of the k-th cylinder (#k)
- reference numeral INJ #k is shows a command value of the valve opening period of the fuel supply valve 14 and 18 of the k cylinders (#k) (K is a natural number from 1 to n, n is the total number of cylinders of the gas engine 1).
- the control target selection unit 41 of the main control device 21 is the control target of the fuel cut control unit 32 in the fuel cut control unit 32 and the control target of the knocking avoidance control S3 in the knocking avoidance control unit 33.
- the load leveling control S5 step S51.
- FIG. 5 shows a case where, for example, the third cylinder (# 3) is a control target of either of the controls S2 and S3, and the third cylinder is excluded from the cylinders to be controlled by the load leveling control S5. This schematically shows that the exhaust temperature T # 3 of the third cylinder is not considered in the subsequent processing of the load leveling control S5.
- the opening period of the fuel supply valves 14 and 18 is shorter than the period determined by the governor control unit 31, the exhaust temperature of the cylinder that is the control target of the fuel cut control S2 and the knocking avoidance control S3 is normal. It tends to be smaller than time. Accordingly, when performing the load leveling control S5, the cylinders whose exhaust temperature tends to greatly deviate from the cylinders to be controlled are excluded in advance, so that the load leveling control S5 performs the fuel cut control S2 and the knocking avoidance control. Interference with S3 can be avoided.
- the average value calculation unit 42 of the main controller 21 calculates the average value T AVE of the exhaust temperatures of all the cylinders to be controlled (step S52). That is, in the example shown in FIG. 5, when calculating the average value T AVE , the exhaust temperature T # 3 of the third cylinder (# 3) excluded from the cylinders to be controlled is not used.
- the high temperature side / low temperature side cylinder selection unit 43 of the main controller 21 extracts the maximum one ( indicated by the symbol T MAX1 ) from the exhaust temperature of the cylinder to be controlled, and responds to the extracted exhaust temperature.
- the cylinder to be selected is selected as the high temperature side cylinder (step S53).
- the smallest one ( explained with TMIN1 ) is extracted from the exhaust temperature of the cylinder to be controlled, and the cylinder corresponding to the extracted exhaust temperature is selected as the low temperature side cylinder (step S53).
- the exhaust temperature T # 1 of the first cylinder (# 1) has the maximum value, and the first cylinder is selected as the high temperature side cylinder.
- the exhaust of the n-1th cylinder (# n-1) The case where the temperature T # n-1 is the minimum value and the n-1th cylinder is selected as the low temperature side cylinder is schematically shown.
- the offset amount calculation unit 44 of the main control device 21 calculates the offset amount ⁇ INJ #k of the cylinder that has not been selected as the high temperature side / low temperature side cylinder for each cylinder to be controlled (step S54).
- This offset amount ⁇ INJ #k is an amount for changing the command value INJ #k during the valve opening period of the fuel supply valves 14 and 18 with respect to the reference value INJ GVN determined by the governor control unit 31.
- steps S55 to S60 when the offset amount ⁇ INJ #k is selected as a high temperature side / low temperature side cylinder, its value is appropriately changed and corrected.
- the offset amount calculation unit 44 of the main controller 21 determines whether or not the absolute value of the deviation between the exhaust temperature T MAX1 of the high temperature side cylinder and the average value T AVE exceeds a predetermined threshold T SET_MAX. (Step S55). When the absolute value of this deviation exceeds the threshold value T SET_MAX , the offset amount ⁇ INJ #k during the opening period of the fuel supply valves 14 and 18 is shortened by adding a predetermined gain to this absolute value. A change amount ⁇ INJ MAX1 for correction is calculated (step S56). In the next step S57, the offset amount ⁇ INJ # k during the opening period of the fuel supply valves 14 and 18 of the high temperature side cylinder is changed to the previous offset amount ⁇ INJ #.
- the offset amount calculation unit 44 of the main controller 21 determines whether or not the absolute value of the deviation between the average value T AVE and the exhaust temperature T MIN1 of the low temperature side cylinder exceeds a predetermined threshold T SET_MIN. (Step S58). If the absolute value of this deviation exceeds the threshold value T SET_MIN , the offset amount ⁇ INJ #k during the opening period of the fuel supply valves 14 and 18 is increased by adding a predetermined gain to this absolute value. A change amount ⁇ INJ MIN1 for correction is calculated (step S59). In the next step S60, the change amount ⁇ INJ # k of the valve opening period of the fuel supply valves 14 and 18 of the low temperature side cylinder is changed to the previous offset amount ⁇ INJ #.
- step S52 and step S53 are not restricted to what was shown by FIG. 4, The reverse may be sufficient. The same applies to the relationship among step S54, step groups S55 to S57, and step groups S58 to S60.
- the command value calculation unit 35 of the main controller 21 determines the reference value INJ GVN determined by the governor control unit 31 and the offset amount ⁇ INJ #k. Based on the control results of the fuel cut control unit 32 and the knocking avoidance control unit 33, the command value INJ #k for the valve opening period of the fuel supply valves 14 and 18 in each cylinder 3 is calculated (step S6).
- the offset amount ⁇ INJ #k can be a positive value or a negative value.
- the exhaust temperature is lowered because the fuel supply amount is changed and corrected in the load leveling control S5 executed this time, so that the exhaust temperature decreases, and in the low temperature side cylinder, the fuel supply amount is increased. Therefore, the exhaust temperature rises. For this reason, the exhaust temperature of each cylinder 3 is leveled, and the load shared by each cylinder 3 is leveled.
- the change amounts ⁇ INJ MAX1 and ⁇ INJ MIN1 of the fuel supply amount of the high temperature side / low temperature side cylinder are respectively determined based on the deviation between the exhaust temperature of the cylinder and the average value T AVE . Therefore, the exhaust temperatures of the high temperature side / low temperature side cylinders can be effectively brought close to the average value T AVE by appropriately setting the gains used for calculating the change amounts ⁇ INJ MAX1 and ⁇ INJ MIN1 in advance.
- the command value INJ #k is also set between the previous load leveling control S5 and the current load leveling control S5. The command value is not changed.
- the exhaust temperatures T MAX1 and T MIN1 of the high temperature side cylinder and the low temperature side cylinder are not greatly deviated from the average value T AVE and the variation in the exhaust temperature is within the allowable range.
- the fuel supply amount change correction according to the exhaust temperature is not performed. Therefore, interference between the load leveling control S5 and the governor control S1 is reduced.
- the offset amount ⁇ INJ #k is not changed with respect to the previously determined offset amount ⁇ INJ #k ′, so that the command value INJ #k (In the example of FIG. 5, INJ # 2 , INJ # 4 , INJ #n ) are also set between the time when the previous load leveling control S5 is executed and the time when the current leveling control S5 is executed. The command value is not changed.
- the command value INJ #k (INJ # 3 in the example of FIG. 5) is determined according to the reference value INJ GVN determined by the control unit 31.
- the main controller 21 outputs a control signal to the gas valve controller 22, and the opening period of the fuel supply valves 14 and 18 of each cylinder 3 is the command value INJ #k.
- the load leveling control S5 is executed, each fuel supply valve 14 corresponding to this command value continues until the predetermined number of cycles N elapses until the next load leveling control S5 is executed. 18 drive control is performed.
- the load leveling control S5 is executed again along the flow shown in FIG. 4 after a predetermined number of cycles N have passed.
- the high temperature side / low temperature side cylinder is updated, and the command value INJ # k during the valve opening period is updated.
- the change amounts ⁇ INJ MAX1 and ⁇ INJ MIN1 are used for load leveling control executed next time and thereafter. It remains included in the offset amount determined in S5.
- the exhaust temperatures of all the cylinders are leveled, and the shared load among the cylinders is leveled. Is planned.
- the number of cylinders for increasing the fuel supply amount according to the exhaust temperature and the fuel supply amount for each predetermined cycle N are determined.
- the number of cylinders to be reduced is 1.
- the cylinders whose exhaust temperatures are most distant from the average value on the positive side and the negative side are the targets for changing and correcting the fuel supply amount. Therefore, it is possible to achieve both the effect that the exhaust temperature is made uniform between the cylinders and the load that each cylinder shares is made, and the operation that makes the interference between the load leveling control S5 and the governor control S1 as small as possible.
- control apparatus 20 of the gas engine 1 which concerns on this invention was described, the structure mentioned above can be suitably changed unless it deviates from the scope of the present invention.
- the number of high-temperature cylinders that are cylinders that reduce the fuel supply amount and the number of low-temperature cylinders that are cylinders that increase the fuel supply amount are each set to 1. Even if the number of the high temperature side cylinder and the low temperature side cylinder is changed, the above two effects can be achieved.
- the control device 20 is configured to restrict the fuel supply amount to all cylinders to be changed in accordance with the exhaust temperature, and the exhaust temperature greatly deviates from the average value as a cylinder for changing the fuel supply amount. It suffices if the structure is selected so as to always include a certain cylinder.
- the number of cylinders selected as the high temperature side cylinder and the number of cylinders selected as the low temperature side cylinder may be set in advance so that the sum of these is at least less than the total number of cylinders, Some cylinders with the highest exhaust temperature, more preferably some cylinders with higher temperatures in order from the highest, some cylinders with the lowest exhaust temperature, selected as the higher temperature side cylinders, More preferably, a configuration may be adopted in which several cylinders having lower temperatures in order from the smallest one are selected as the cylinders on the lower temperature side. In such a case, the above two actions can be compatible.
- the configuration according to the embodiment exerts the effect of reducing this interference to the maximum. It has become a thing.
- the exhaust temperature T # k detected in the cycle immediately after the predetermined number of cycles N has elapsed is used to select the high temperature / low temperature side cylinder and calculate the average value T AVE .
- the exhaust temperature T # k of each cycle detected while the predetermined number of cycles N elapses may be averaged, and the subsequent processing may be performed using the averaged exhaust temperature. . This prevents the cylinder from being selected as a high-temperature / low-temperature cylinder even if there is a cylinder in which the exhaust temperature accidentally becomes high or low only in a certain cycle in which the exhaust temperature is acquired.
- the load leveling control S5 can be stably executed.
- the fuel supply valve whose valve opening period is changed by the load leveling control S5 is Either one of the fuel supply valve 14 and the auxiliary fuel supply valve 18 may be used.
- a so-called sub-combustion chamber / spark ignition system in which the air-fuel mixture in the sub-combustion chamber 15 is ignited by the spark plug 19 is adopted as the gas-fuel mixture ignition method of the gas engine 1.
- a pilot fuel injection valve that injects high-pressure gas fuel and ignites the mixture by injecting high-pressure gas fuel from the pilot fuel injection valve to the compressed mixture in the combustion chamber is used. May be.
- gas engine 1 is not limited to the prime mover of the power generation equipment, but can also be applied as a prime mover of other equipment and devices.
- the present invention suppresses the variation in the exhaust temperature between the cylinders to level the load sharing between the cylinders and can reduce the interference with the control executed for other purposes. It has excellent operational effects, and is particularly suitably applied to a multi-cylinder gas engine used as a prime mover for power generation equipment.
Landscapes
- Engineering & Computer Science (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Mechanical Engineering (AREA)
- General Engineering & Computer Science (AREA)
- Chemical Kinetics & Catalysis (AREA)
- General Chemical & Material Sciences (AREA)
- Oil, Petroleum & Natural Gas (AREA)
- Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)
- Combined Controls Of Internal Combustion Engines (AREA)
- Output Control And Ontrol Of Special Type Engine (AREA)
Abstract
Description
3 気筒
14 主燃料供給弁
18 副燃料供給弁
20 制御装置
21 主制御装置
22 ガス弁制御装置
24 位相角検知装置
27 排気温度センサ
31 ガバナ制御部
32 燃料カット制御部
33 ノッキング回避制御部
34 負荷平準化制御部
35 指令値算出部
41 制御対象選択部
42 平均値算出部
43 高温側/低温側気筒選択部
44 変更量算出部
T#k 第k気筒の排気温度
TAVE 平均値
ΔINJMAX1,ΔINJMIN1 変更量
ΔINJ#k 第k気筒のオフセット量
INJGVN 基準値
INJ#k 第k気筒の指令値
S1 ガバナ制御
S2 燃料カット制御
S3 ノッキング回避制御
S5 負荷平準化制御
Claims (7)
- ガスエンジンの複数気筒の各々の排気温度を検出する排気温度検出装置と、
前記複数気筒の各々に対応して設けられる燃料供給装置と、
前記燃料供給装置を駆動制御する制御部とを備え、
前記制御部は、制御対象とする気筒のうち排気温度が最大のものを含むように選択した第1所定数の高温側の気筒に対する燃料供給量を減少させ、排気温度が最小のものを含むように選択した第2所定数の低温側の気筒に対する燃料供給量を増加させるよう負荷平準化制御を実行する構成とし、
前記第1所定数と前記第2所定数の和を全気筒数未満として、燃料供給量を変更させない気筒を一部存在させたことを特徴とするガスエンジンの制御装置。 - 前記制御部は、前記負荷平準化制御において、
制御対象とする気筒の各排気温度の平均値を算出し、
前記第1所定数の前記高温側の気筒と前記第2所定数の前記低温側の気筒の各気筒に関し、前記平均値と、当該高温側の気筒ないし低温側の気筒の排気温度との偏差に基づいて当該気筒に対する燃料供給量の変更量を決定する構成としたことを特徴とする請求項1に記載のガスエンジンの制御装置。 - 前記制御部は、前記負荷平準化制御において、
制御対象とする気筒の各排気温度の平均値を算出し、
前記第1所定数の前記高温側の気筒と前記第2所定数の前記低温側の気筒の各気筒に関し、前記平均値と、当該高温側の気筒ないし低温側の気筒の排気温度との偏差が所定値未満のときには当該気筒に対する燃料供給量を変更しない構成としたことを特徴とする請求項1に記載のガスエンジンの制御装置。 - 前記第1所定数及び前記第2所定数がともに1としたことを特徴とする請求項1に記載のガスエンジンの制御装置。
- 前記制御部は、前記負荷平準化制御において、
所定期間ごとに制御対象とする気筒から前記第1所定数の前記高温側の気筒及び前記第2所定数の前記低温側の気筒を選択し、選択された気筒に対する燃料供給量を前記所定期間継続して変更する構成としたことを特徴とする請求項1に記載のガスエンジンの制御装置。 - 前記制御部は、失火が出現した気筒に対する燃料の供給を所定期間停止する燃料カット制御を実行し、
前記燃料カット制御の制御対象とする気筒を前記負荷平準化制御の制御対象とする気筒から除外する構成としたことを特徴とする請求項1に記載のガスエンジンの制御装置。 - 前記制御部は、ノッキングが出現した気筒に対する燃料供給量を所定期間減少させるノッキング回避制御を実行し、
前記ノッキング回避制御の制御対象とする気筒を前記負荷平準化制御の制御対象とする気筒から除外する構成としたことを特徴とする請求項1に記載のガスエンジンの制御装置。
Priority Applications (5)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
US13/122,142 US20110214649A1 (en) | 2008-10-01 | 2009-09-17 | Control System for Gas Engine |
CN2009801382477A CN102171432B (zh) | 2008-10-01 | 2009-09-17 | 燃气发动机的控制装置 |
FIEP09817417.0T FI2330282T3 (fi) | 2008-10-01 | 2009-09-17 | Kaasumoottorin ohjain |
EP09817417.0A EP2330282B1 (en) | 2008-10-01 | 2009-09-17 | Controller of gas engine |
KR1020117002219A KR101239451B1 (ko) | 2008-10-01 | 2009-09-17 | 가스 엔진의 제어장치 |
Applications Claiming Priority (2)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
JP2008256097A JP4688916B2 (ja) | 2008-10-01 | 2008-10-01 | ガスエンジンの制御装置 |
JP2008-256097 | 2008-10-01 |
Publications (1)
Publication Number | Publication Date |
---|---|
WO2010038374A1 true WO2010038374A1 (ja) | 2010-04-08 |
Family
ID=42073158
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
PCT/JP2009/004687 WO2010038374A1 (ja) | 2008-10-01 | 2009-09-17 | ガスエンジンの制御装置 |
Country Status (7)
Country | Link |
---|---|
US (1) | US20110214649A1 (ja) |
EP (1) | EP2330282B1 (ja) |
JP (1) | JP4688916B2 (ja) |
KR (1) | KR101239451B1 (ja) |
CN (1) | CN102171432B (ja) |
FI (1) | FI2330282T3 (ja) |
WO (1) | WO2010038374A1 (ja) |
Cited By (1)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
US20150233280A1 (en) * | 2012-11-06 | 2015-08-20 | Mtu Friedrichshafen Gmbh | Mixture-charged gas engine and method for compensating for volumetric efficiency deviations in a mixture-charged gas engine |
Families Citing this family (16)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
JP5659380B2 (ja) * | 2010-07-01 | 2015-01-28 | 新潟原動機株式会社 | 予混合式ガスエンジンの空燃比補正制御方法および装置 |
DE202012002091U1 (de) * | 2012-03-02 | 2012-07-09 | Peter Feldgebel | Vorrichtung zur Steuerung einer sequentiellen Gasanlage für Dieselmotoren |
JP5962171B2 (ja) * | 2012-04-24 | 2016-08-03 | スズキ株式会社 | 車両の内燃機関の燃焼状態制御装置 |
JP6028967B2 (ja) * | 2012-07-31 | 2016-11-24 | 国立研究開発法人 海上・港湾・航空技術研究所 | ガスエンジン用燃料噴射装置及びそれを搭載したガスエンジン装置 |
JP5951537B2 (ja) | 2013-03-19 | 2016-07-13 | 三菱重工業株式会社 | ガスエンジンの燃焼制御装置 |
JP2014181659A (ja) * | 2013-03-21 | 2014-09-29 | Yanmar Co Ltd | 火花点火式ガスエンジン |
JP6025640B2 (ja) | 2013-03-28 | 2016-11-16 | 三菱重工業株式会社 | エンジンの失火時負荷制御方法およびその失火時負荷制御システム |
US10107214B2 (en) * | 2013-10-31 | 2018-10-23 | Robert Bosch Gmbh | Control system and method using exhaust gas temperatures to adjust an air/fuel mixture for an internal combustion engine |
US9334846B2 (en) * | 2014-02-07 | 2016-05-10 | Ford Global Technologies, Llc | Method and system of controlling bank to bank component temperature protection during individual cylinder knock control |
EP2907993B1 (en) * | 2014-02-13 | 2019-11-06 | Caterpillar Motoren GmbH & Co. KG | Method for balancing cylinders of an internal combustion engine |
AT517206B1 (de) * | 2015-06-30 | 2016-12-15 | Ge Jenbacher Gmbh & Co Og | Verfahren zur Regelung einer Brennkraftmaschine |
CN106481468B (zh) * | 2015-08-27 | 2019-07-05 | 长城汽车股份有限公司 | 发动机的控制方法、系统及车辆 |
US9644548B2 (en) * | 2015-10-02 | 2017-05-09 | GM Global Technology Operations LLC | Exhaust system pressure estimation systems and methods |
US9657670B2 (en) * | 2015-10-02 | 2017-05-23 | GM Global Technology Operations LLC | Exhaust system temperature estimation systems and methods |
CN109306914B (zh) * | 2018-09-26 | 2022-06-28 | 潍柴动力股份有限公司 | 一种大缸径发动机控制方法及装置 |
CN112377316B (zh) * | 2020-12-01 | 2023-11-10 | 广西玉柴船电动力有限公司 | 一种双侧进气的v型燃气机的进气控制方法及进气系统 |
Citations (4)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
JPH0783094A (ja) * | 1993-09-13 | 1995-03-28 | Honda Motor Co Ltd | 内燃機関の空燃比フィードバック制御装置 |
JPH10110640A (ja) * | 1996-10-04 | 1998-04-28 | Niigata Eng Co Ltd | 気筒間の燃焼バランス制御装置及び方法 |
JP2004076624A (ja) * | 2002-08-13 | 2004-03-11 | Isuzu Motors Ltd | 燃料噴射制御装置 |
JP4094380B2 (ja) | 2001-08-29 | 2008-06-04 | 新潟原動機株式会社 | エンジン、エンジンの排気温度制御装置及び制御方法、コンピュータをエンジンの排気温度制御手段として機能させるためのプログラム |
Family Cites Families (13)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
JPS62186037A (ja) * | 1986-02-10 | 1987-08-14 | Toyota Motor Corp | 内燃機関の燃料噴射装置 |
JPH02245433A (ja) * | 1989-03-17 | 1990-10-01 | Toyota Motor Corp | 車両の加速スリップ制御装置 |
DE19825990A1 (de) * | 1998-06-10 | 1999-12-16 | Fev Motorentech Gmbh | Verfahren zur Erkennung von Zündaussetzern an einer Kolbenbrennkraftmaschine mit elektromagnetisch betätigbaren Gaswechselventilen |
US6520159B2 (en) * | 2001-03-26 | 2003-02-18 | General Motors Corporation | Engine converter misfire protection method and apparatus |
EP1422407B1 (en) * | 2001-08-29 | 2012-02-22 | Niigata Power Systems Co., Ltd. | Engine, engine exhaust temperature controlling device and controlling method |
JP2004278461A (ja) * | 2003-03-18 | 2004-10-07 | Toyota Motor Corp | 内燃機関のノッキング制御装置 |
JP2005155339A (ja) * | 2003-11-20 | 2005-06-16 | Toyota Motor Corp | 内燃機関の制御装置 |
US7028670B2 (en) * | 2004-03-05 | 2006-04-18 | Ford Global Technologies, Llc | Torque control for engine during cylinder activation or deactivation |
FI119395B (fi) * | 2004-03-15 | 2008-10-31 | Waertsilae Finland Oy | Adaptiivinen kuormantasausjärjestelmä |
JP4488509B2 (ja) * | 2004-10-07 | 2010-06-23 | ヤンマー株式会社 | ガスエンジン |
US7069911B1 (en) * | 2005-01-26 | 2006-07-04 | General Motors Corporation | Apparatus and methods for protecting a catalytic converter from misfire |
JP4755155B2 (ja) * | 2007-08-30 | 2011-08-24 | 三菱重工業株式会社 | ガスエンジンの統合制御方法及び装置 |
FI121031B (fi) * | 2008-03-31 | 2010-06-15 | Waertsilae Finland Oy | Säätöjärjestelmä ja menetelmä kaasua käyttävän polttomoottorin sylinterien tasapainottamiseksi |
-
2008
- 2008-10-01 JP JP2008256097A patent/JP4688916B2/ja active Active
-
2009
- 2009-09-17 KR KR1020117002219A patent/KR101239451B1/ko active IP Right Grant
- 2009-09-17 FI FIEP09817417.0T patent/FI2330282T3/fi active
- 2009-09-17 EP EP09817417.0A patent/EP2330282B1/en active Active
- 2009-09-17 WO PCT/JP2009/004687 patent/WO2010038374A1/ja active Application Filing
- 2009-09-17 US US13/122,142 patent/US20110214649A1/en not_active Abandoned
- 2009-09-17 CN CN2009801382477A patent/CN102171432B/zh active Active
Patent Citations (4)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
JPH0783094A (ja) * | 1993-09-13 | 1995-03-28 | Honda Motor Co Ltd | 内燃機関の空燃比フィードバック制御装置 |
JPH10110640A (ja) * | 1996-10-04 | 1998-04-28 | Niigata Eng Co Ltd | 気筒間の燃焼バランス制御装置及び方法 |
JP4094380B2 (ja) | 2001-08-29 | 2008-06-04 | 新潟原動機株式会社 | エンジン、エンジンの排気温度制御装置及び制御方法、コンピュータをエンジンの排気温度制御手段として機能させるためのプログラム |
JP2004076624A (ja) * | 2002-08-13 | 2004-03-11 | Isuzu Motors Ltd | 燃料噴射制御装置 |
Non-Patent Citations (1)
Title |
---|
See also references of EP2330282A4 |
Cited By (2)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
US20150233280A1 (en) * | 2012-11-06 | 2015-08-20 | Mtu Friedrichshafen Gmbh | Mixture-charged gas engine and method for compensating for volumetric efficiency deviations in a mixture-charged gas engine |
US9670828B2 (en) * | 2012-11-06 | 2017-06-06 | Mtu Friedrichshafen Gmbh | Mixture-charged gas engine and method for compensating for volumetric efficiency deviations in a mixture-charged gas engine |
Also Published As
Publication number | Publication date |
---|---|
KR101239451B1 (ko) | 2013-03-06 |
JP4688916B2 (ja) | 2011-05-25 |
EP2330282B1 (en) | 2023-04-26 |
EP2330282A4 (en) | 2016-08-24 |
US20110214649A1 (en) | 2011-09-08 |
JP2010084680A (ja) | 2010-04-15 |
EP2330282A1 (en) | 2011-06-08 |
CN102171432A (zh) | 2011-08-31 |
CN102171432B (zh) | 2013-10-16 |
KR20110036095A (ko) | 2011-04-06 |
FI2330282T3 (fi) | 2023-07-25 |
Similar Documents
Publication | Publication Date | Title |
---|---|---|
JP4688916B2 (ja) | ガスエンジンの制御装置 | |
JP4772846B2 (ja) | ガスエンジンのノッキング制御装置 | |
JP4684327B2 (ja) | ガスエンジンのノッキング制御装置 | |
US6718957B2 (en) | Intelligent control to stabilize auto-ignition combustion without rapid pressure increase | |
CA2633634C (en) | Virtual fuel quality sensor | |
JP6262957B2 (ja) | 内燃機関の運用方法 | |
JP2012225253A (ja) | 火花点火式エンジンの制御方法および火花点火式エンジン | |
JP2005098291A (ja) | 内燃機関の制御装置 | |
CN102261288A (zh) | 均质充气压缩点火和火花点火燃烧模式之间过渡的控制方案 | |
JP2010084618A (ja) | エンジンの制御装置 | |
JP2010084621A (ja) | エンジンの制御方法および制御装置 | |
JP2008505280A (ja) | 内燃機関の圧縮点火モードを制御する方法 | |
JP5833839B2 (ja) | 内燃機関のトルク特性を制御するための方法、コンピュータプログラム、電気記憶媒体、および制御装置 | |
US9291141B2 (en) | Control device and control method for internal combustion engine | |
JP2009257121A (ja) | 内燃機関の制御装置 | |
JP5287103B2 (ja) | 火花点火式エンジンの異常燃焼予測方法ならびにエンジンの制御装置および制御方法 | |
JP2010159683A (ja) | 内燃機関 | |
KR101938013B1 (ko) | 이중연료엔진의 연소중앙시기 제어를 통한 실린더 밸런싱 장치 및 방법 | |
JP6278779B2 (ja) | エンジン | |
JP2012180817A (ja) | 内燃機関の空燃比算出装置 | |
JP2010084617A (ja) | エンジンの制御装置 | |
JP6591918B2 (ja) | エンジンの制御装置 | |
JP2005139986A (ja) | ガソリン自着火エンジンの燃焼制御方法 | |
JP5658514B2 (ja) | エンジン制御装置 |
Legal Events
Date | Code | Title | Description |
---|---|---|---|
WWE | Wipo information: entry into national phase |
Ref document number: 200980138247.7 Country of ref document: CN |
|
121 | Ep: the epo has been informed by wipo that ep was designated in this application |
Ref document number: 09817417 Country of ref document: EP Kind code of ref document: A1 |
|
ENP | Entry into the national phase |
Ref document number: 20117002219 Country of ref document: KR Kind code of ref document: A |
|
WWE | Wipo information: entry into national phase |
Ref document number: 2009817417 Country of ref document: EP |
|
NENP | Non-entry into the national phase |
Ref country code: DE |
|
WWE | Wipo information: entry into national phase |
Ref document number: 13122142 Country of ref document: US |