WO2010147132A1 - 起動時ブローバイガス還元停止制御方法 - Google Patents

起動時ブローバイガス還元停止制御方法 Download PDF

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Publication number
WO2010147132A1
WO2010147132A1 PCT/JP2010/060169 JP2010060169W WO2010147132A1 WO 2010147132 A1 WO2010147132 A1 WO 2010147132A1 JP 2010060169 W JP2010060169 W JP 2010060169W WO 2010147132 A1 WO2010147132 A1 WO 2010147132A1
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WO
WIPO (PCT)
Prior art keywords
blow
gas
engine
line
aforementioned
Prior art date
Application number
PCT/JP2010/060169
Other languages
English (en)
French (fr)
Japanese (ja)
Inventor
カンドカー・アブ ライハン
Original Assignee
ヤンマー株式会社
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by ヤンマー株式会社 filed Critical ヤンマー株式会社
Priority to KR1020117028698A priority Critical patent/KR101269361B1/ko
Priority to CN201080027453.3A priority patent/CN102482962B/zh
Publication of WO2010147132A1 publication Critical patent/WO2010147132A1/ja

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    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01M—LUBRICATING OF MACHINES OR ENGINES IN GENERAL; LUBRICATING INTERNAL COMBUSTION ENGINES; CRANKCASE VENTILATING
    • F01M13/00—Crankcase ventilating or breathing
    • F01M13/02—Crankcase ventilating or breathing by means of additional source of positive or negative pressure
    • F01M13/021—Crankcase ventilating or breathing by means of additional source of positive or negative pressure of negative pressure
    • F01M13/022—Crankcase ventilating or breathing by means of additional source of positive or negative pressure of negative pressure using engine inlet suction
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01M—LUBRICATING OF MACHINES OR ENGINES IN GENERAL; LUBRICATING INTERNAL COMBUSTION ENGINES; CRANKCASE VENTILATING
    • F01M13/00—Crankcase ventilating or breathing
    • 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
    • F02M25/00—Engine-pertinent apparatus for adding non-fuel substances or small quantities of secondary fuel to combustion-air, main fuel or fuel-air mixture
    • F02M25/08—Engine-pertinent apparatus for adding non-fuel substances or small quantities of secondary fuel to combustion-air, main fuel or fuel-air mixture adding fuel vapours drawn from engine fuel reservoir
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01M—LUBRICATING OF MACHINES OR ENGINES IN GENERAL; LUBRICATING INTERNAL COMBUSTION ENGINES; CRANKCASE VENTILATING
    • F01M13/00—Crankcase ventilating or breathing
    • F01M2013/0038—Layout of crankcase breathing systems
    • F01M2013/005—Layout of crankcase breathing systems having one or more deoilers
    • F01M2013/0061—Layout of crankcase breathing systems having one or more deoilers having a plurality of deoilers
    • F01M2013/0066—Layout of crankcase breathing systems having one or more deoilers having a plurality of deoilers in parallel

Definitions

  • the present invention relates to an engine capable of reducing the blow-by gas by sucking blow-by gas containing DME vapor into an air suction port.
  • Patent Document 1 describes a technique for avoiding knocking at the start of the engine.
  • an open line for releasing blow-by gas into the atmosphere is attached to a blow-by gas line that sucks blow-by gas into the air inlet through a three-way solenoid valve.
  • the communication between the blow-by gas line and the open line and the communication between the blow-by gas line and the air inlet are switched by controlling the solenoid valve.
  • blow-by gas While the engine is operating, blow-by gas is sucked into the air inlet, and when the engine is stopped, blow-by gas is released into the atmosphere. For this reason, the blow-by gas is prevented from accumulating in the blow-by gas line when the engine is started. As a result, the occurrence of knocking at the start is prevented.
  • the blow-by gas line and the open line are always in communication while the engine is stopped. For this reason, DME does not reach vapor-liquid equilibrium, and DME vaporizes one after another from the fuel injection port. As a result, a large amount of DME fuel is released into the atmosphere. Therefore, the present invention provides a technique capable of reducing the amount of DME released into the atmosphere while preventing knocking at the time of startup in an engine.
  • One aspect of the present invention is a blow-by gas reduction stop at start-up in an engine including a blow-by gas line that sucks blow-by gas containing DME vapor into an air inlet and an open line that opens the blow-by gas to the atmosphere.
  • a control method comprising: a release step of closing the blow-by gas line and opening the open line before starting the engine; and a reduction step of opening the blow-by gas line and closing the open line after starting the engine.
  • a blow-by gas reduction stop control method at start-up in which the blow-by gas line and the open line are closed during the stop of the engine excluding the discharge step.
  • the start-up blowby gas reduction stop control method according to one aspect of the present invention can preferably employ configurations (1) and (2).
  • the reduction process is started after a predetermined time has elapsed from the time of starting the engine.
  • the present invention can reduce the amount of DME released into the atmosphere while preventing knocking at the start-up of the engine.
  • FIG. 1 is a schematic view showing an engine 1 including a blow-by gas line 5.
  • the engine 1 is a diesel engine using DME as fuel.
  • an engine 1 includes an engine body 2, an air intake port 3, an air discharge port 4, a blow-by gas line 5, an open line 6, a starter 7, a control device 10, and a first electromagnetic valve BV. -1 and a second electromagnetic valve BV-2.
  • the engine body 2 includes main parts of the engine such as a piston, a cylinder, and a crankcase.
  • a crankshaft 21, a crank angle sensor 22, and a starter (starter motor) 7 are provided in the engine body 2.
  • the engine body 2 has a sealed structure except for the air intake port 3, the air exhaust port 4, and the blow-by gas line 5.
  • the blow-by gas line 5 is a pipe line that connects the engine body 2 and the air inlet 3 in communication.
  • the open line 6 is a pipe line that connects the blow-by gas line 5 and the atmosphere.
  • the first electromagnetic valve BV-1 is provided on the blow-by gas line 5 between the connection portion between the blow-by gas line 5 and the open line 6 and the air inlet 3.
  • the second electromagnetic valve BV-2 is provided on the open line 6.
  • Control device 10 controls each part of engine 1 as well as starter 7, first control valve BV-1, and second control valve BV-2.
  • FIG. 2 is a flowchart of start-up blowby gas reduction stop control.
  • the control device 10 can execute start-up blow-by gas reduction stop control for the engine 1.
  • Blow-by gas reduction stop control is sequence control. In the start-up blowby gas reduction stop control, processes from steps S1 to S8 described later are sequentially executed.
  • blow-by gas line 5 and the open line 6 are closed. For this reason, the blowby gas line 5 is filled with blowby gas generated in the engine body 2. At this time, the blow-by gas line 5 is sealed. For this reason, when blow-by gas filling the blow-by gas line 5 reaches vapor-liquid equilibrium, generation of blow-by gas stops.
  • the engine 1 is provided with a start switch for starting the engine 1.
  • step S1 when detecting that the start switch has been pressed, the control device 10 starts blow-by gas reduction stop control.
  • step S2 the control device 10 opens the second electromagnetic valve BV-2.
  • step S3 the control device 10 closes the first electromagnetic valve BV-1.
  • Steps S2 and S3 are discharge processes in which the blow-by gas line 5 is closed and the open line 6 is opened. In the release process, the blow-by gas in the blow-by gas line 5 is released into the atmosphere.
  • step S4 the control device 10 activates the starter 7.
  • the starter 7 When the starter 7 is started, rotation of the crankshaft in the engine body 2 is started. As a result, the engine 1 is started.
  • the difference between the start point of the starter 7 and the start point of the engine 1 is, for example, less than 1 second.
  • step S5 the control device 10 waits for execution of a reduction process (steps S6 and S7), which will be described later, for a predetermined time after the engine 1 is started.
  • the predetermined time is 15 seconds. That is, the control device 10 waits for execution of the reduction process until the rotation speed of the crankshaft reaches a predetermined rotation speed.
  • step S6 the first solenoid valve BV-1 is opened.
  • step S3 the control device 10 closes the second electromagnetic valve BV-2.
  • Steps S6 and S7 are a reduction process in which the blow-by gas line 5 is opened and the open line 6 is closed.
  • blow-by gas in the blow-by gas line 5 is sucked into the air suction port 3.
  • Inhaled blow-by gas is combusted in a cylinder in the engine body 2 together with DME fuel supplied during operation of the engine 1. That is, blow-by gas is reduced to fuel in the reduction process.
  • step S8 the control device 10 ends the blow-by gas reduction stop control at startup.
  • the blow-by gas reduction stop control at startup has the following actions and effects.
  • the release process the blow-by gas in the blow-by gas line 5 is released into the atmosphere.
  • the blow-by gas is not reduced to fuel while the engine 1 is started. That is, even when the engine is operating, the reduction of blow-by gas is stopped at startup. For this reason, occurrence of knocking at the time of activation is prevented.
  • a reduction process is executed after the engine 1 is started. For this reason, the release of blow-by gas into the atmosphere is stopped.
  • the blow-by gas line 5 is closed while the engine is stopped, the release of the blow-by gas into the atmosphere is stopped. For this reason, compared with the case where the blow-by gas line 5 is always opened while the engine 1 is stopped, the amount of DME released into the atmosphere is reduced.
  • the start-up blowby gas reduction stop control waits for the execution of the reduction process until a predetermined time has elapsed since the start of the engine 1. That is, the blow-by gas is prevented from being sucked into the air suction port until the rotation of the engine 1 is stabilized. For this reason, the occurrence of knocking at the time of activation is reliably prevented.
  • the time for waiting for the execution of the reduction step may be set until the rotation speed of the engine 1 reaches the predetermined rotation speed, instead of until the predetermined time elapses from the starting time.
  • the control device 10 can detect that the rotation speed of the crankshaft has reached a predetermined rotation speed based on the detection value of the crank angle sensor 22.
  • the blow-by gas line 5 is closed after the open line 6 is opened. For this reason, the blow-by gas is surely released into the atmosphere without leaking into the air inlet 3. Further, in the reduction step, the open line 6 is closed after the blow-by gas line 5 is opened. For this reason, blow-by gas is reliably sucked into the air suction port 3 without leaking into the atmosphere.

Landscapes

  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Lubrication Details And Ventilation Of Internal Combustion Engines (AREA)
  • Supplying Secondary Fuel Or The Like To Fuel, Air Or Fuel-Air Mixtures (AREA)
PCT/JP2010/060169 2009-06-19 2010-06-16 起動時ブローバイガス還元停止制御方法 WO2010147132A1 (ja)

Priority Applications (2)

Application Number Priority Date Filing Date Title
KR1020117028698A KR101269361B1 (ko) 2009-06-19 2010-06-16 기동시의 블로바이 가스 환원정지 제어방법
CN201080027453.3A CN102482962B (zh) 2009-06-19 2010-06-16 起动时停止漏气回收的控制方法

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
JP2009-146621 2009-06-19
JP2009146621A JP5259504B2 (ja) 2009-06-19 2009-06-19 起動時ブローバイガス還元停止制御方法

Publications (1)

Publication Number Publication Date
WO2010147132A1 true WO2010147132A1 (ja) 2010-12-23

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PCT/JP2010/060169 WO2010147132A1 (ja) 2009-06-19 2010-06-16 起動時ブローバイガス還元停止制御方法

Country Status (4)

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JP (1) JP5259504B2 (ko)
KR (1) KR101269361B1 (ko)
CN (1) CN102482962B (ko)
WO (1) WO2010147132A1 (ko)

Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN104040123A (zh) * 2012-01-20 2014-09-10 日野自动车株式会社 封闭式通气器系统
US11480118B2 (en) 2017-05-16 2022-10-25 Volvo Truck Corporation System for ventilation of a crankcase

Citations (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPH10339126A (ja) * 1997-06-05 1998-12-22 Nkk Corp ジメチルエーテル用ディーゼル機関
JP2009085131A (ja) * 2007-10-01 2009-04-23 Toyota Motor Corp 内燃機関の制御装置

Family Cites Families (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP3755495B2 (ja) 2002-08-09 2006-03-15 マツダ株式会社 エンジンの排気浄化装置
CN101109343A (zh) * 2006-07-20 2008-01-23 株式会社丰田自动织机 Dme发动机的燃料供应系统

Patent Citations (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPH10339126A (ja) * 1997-06-05 1998-12-22 Nkk Corp ジメチルエーテル用ディーゼル機関
JP2009085131A (ja) * 2007-10-01 2009-04-23 Toyota Motor Corp 内燃機関の制御装置

Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN104040123A (zh) * 2012-01-20 2014-09-10 日野自动车株式会社 封闭式通气器系统
US11480118B2 (en) 2017-05-16 2022-10-25 Volvo Truck Corporation System for ventilation of a crankcase

Also Published As

Publication number Publication date
KR101269361B1 (ko) 2013-05-29
KR20120023730A (ko) 2012-03-13
CN102482962B (zh) 2014-01-29
CN102482962A (zh) 2012-05-30
JP5259504B2 (ja) 2013-08-07
JP2011001909A (ja) 2011-01-06

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