WO2013150729A1 - Dispositif de contrôle de l'injection de combustible - Google Patents

Dispositif de contrôle de l'injection de combustible Download PDF

Info

Publication number
WO2013150729A1
WO2013150729A1 PCT/JP2013/001710 JP2013001710W WO2013150729A1 WO 2013150729 A1 WO2013150729 A1 WO 2013150729A1 JP 2013001710 W JP2013001710 W JP 2013001710W WO 2013150729 A1 WO2013150729 A1 WO 2013150729A1
Authority
WO
WIPO (PCT)
Prior art keywords
fuel
injection
gas
engine
period
Prior art date
Application number
PCT/JP2013/001710
Other languages
English (en)
Japanese (ja)
Inventor
優一 竹村
和田　実
溝渕　剛史
和賢 野々山
Original Assignee
株式会社デンソー
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 株式会社デンソー filed Critical 株式会社デンソー
Publication of WO2013150729A1 publication Critical patent/WO2013150729A1/fr

Links

Images

Classifications

    • 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
    • F02D41/06—Introducing corrections for particular operating conditions for engine starting or warming up
    • F02D41/062—Introducing corrections for particular operating conditions for engine starting or warming up for starting
    • F02D41/064—Introducing corrections for particular operating conditions for engine starting or warming up for starting at cold start
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D19/00—Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures
    • F02D19/06—Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures peculiar to engines working with pluralities of fuels, e.g. alternatively with light and heavy fuel oil, other than engines indifferent to the fuel consumed
    • F02D19/0602—Control of components of the fuel supply system
    • F02D19/0607—Control of components of the fuel supply system to adjust the fuel mass or volume flow
    • F02D19/061—Control of components of the fuel supply system to adjust the fuel mass or volume flow by controlling fuel injectors
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D19/00—Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures
    • F02D19/06—Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures peculiar to engines working with pluralities of fuels, e.g. alternatively with light and heavy fuel oil, other than engines indifferent to the fuel consumed
    • F02D19/0602—Control of components of the fuel supply system
    • F02D19/0613—Switch-over from one fuel to another
    • F02D19/0615—Switch-over from one fuel to another being initiated by automatic means, e.g. based on engine or vehicle operating conditions
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D19/00—Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures
    • F02D19/06—Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures peculiar to engines working with pluralities of fuels, e.g. alternatively with light and heavy fuel oil, other than engines indifferent to the fuel consumed
    • F02D19/0639—Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures peculiar to engines working with pluralities of fuels, e.g. alternatively with light and heavy fuel oil, other than engines indifferent to the fuel consumed characterised by the type of fuels
    • F02D19/0642—Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures peculiar to engines working with pluralities of fuels, e.g. alternatively with light and heavy fuel oil, other than engines indifferent to the fuel consumed characterised by the type of fuels at least one fuel being gaseous, the other fuels being gaseous or liquid at standard conditions
    • F02D19/0647—Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures peculiar to engines working with pluralities of fuels, e.g. alternatively with light and heavy fuel oil, other than engines indifferent to the fuel consumed characterised by the type of fuels at least one fuel being gaseous, the other fuels being gaseous or liquid at standard conditions the gaseous fuel being liquefied petroleum gas [LPG], liquefied natural gas [LNG], compressed natural gas [CNG] or dimethyl ether [DME]
    • 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
    • F02D41/30—Controlling fuel injection
    • F02D41/32—Controlling fuel injection of the low pressure type
    • F02D41/34—Controlling fuel injection of the low pressure type with means for controlling injection timing or duration
    • F02D41/345—Controlling injection timing
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D2250/00—Engine control related to specific problems or objectives
    • F02D2250/31—Control of the fuel pressure
    • 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
    • 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
    • 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
    • Y02T10/40—Engine management systems

Definitions

  • the present disclosure relates to a fuel injection control device.
  • Gas fuel such as compressed natural gas (CNG) or liquefied natural gas can be used as an alternative fuel to replace liquid fuel such as gasoline.
  • Gas fuel is used for vehicles alone or with liquid fuel such as gasoline.
  • CNG fuel is generally stored in a gas tank in a high pressure state, and the high pressure fuel in the gas tank is supplied to a fuel injection valve (gas injection valve) of the engine via a gas passage. It is a system (see, for example, Patent Document 1).
  • Patent Document 1 discloses a fuel supply system for a bi-fuel engine that selectively uses gas fuel and liquid fuel.
  • An object of the present disclosure is to provide a fuel injection control device capable of improving engine startability by gas fuel in a fuel supply system capable of supplying gas fuel to an engine.
  • the present disclosure is applied to a fuel supply system including a gas injection unit that injects gas fuel supplied from a gas tank through a gas passage into an engine, and performs fuel gas injection by the gas injection unit during an intake stroke of the engine.
  • the present invention relates to an injection control device.
  • Temperature detecting means for detecting a starting temperature that is the temperature of the engine within a predetermined starting period from the start of the engine to completion of starting, and injection of gas fuel by the gas injection means within the predetermined starting period
  • an injection control means for performing injection of gas fuel at a later time in the intake stroke as the temperature at the start detected by the temperature detection means is lower is provided.
  • Gas fuel is relatively safe because the lower combustion limit is relatively high and the natural ignition temperature is high. On the other hand, it has low energy density compared to other fuels, and has low energy density. It has the characteristic that the volume of fuel to be injected tends to increase. When starting an engine using gas fuel, it cannot be said that the startability in a low temperature environment is necessarily good.
  • the gas fuel is injected at a later time in the intake stroke, so the time from the end of fuel injection to ignition is shortened. can do. Since the time from the end of fuel injection to ignition is short, the in-cylinder flow of the air-fuel mixture by the gas jet can be maintained until ignition is performed. By performing ignition in such a state, the combustion torque can be increased, and as a result, engine startability when using gas fuel can be improved.
  • FIG. 1 is an overall schematic configuration diagram of an engine fuel supply control system.
  • FIG. The functional block diagram which shows fuel-injection control.
  • the flowchart which shows the fuel-injection control at the time of engine starting.
  • the figure which shows an example of the map for target pressure setting.
  • the figure which shows an example of the map for injection timing setting.
  • the time chart which shows the specific aspect of the fuel-injection control at the time of engine starting.
  • an on-vehicle multi-cylinder (for example, four-cylinder) engine that selectively uses compressed natural gas (CNG), which is a gas fuel, and gasoline, which is a liquid fuel, as engine fuel. It is embodied in the fuel supply system.
  • an electronic control unit hereinafter referred to as ECU
  • ECU controls the operating state of the engine.
  • the intake passage 11 is provided with a throttle valve 13 as air amount adjusting means whose opening is adjusted by a throttle actuator 12 such as a DC motor.
  • the opening (throttle opening) of the throttle valve 13 is detected by a throttle opening sensor (not shown) built in the throttle actuator 12.
  • a gas injection valve 14 for injecting gas fuel (CNG fuel), and a gasoline injection valve 15 for injecting liquid fuel (gasoline fuel) Is provided.
  • CNG fuel gas fuel
  • gasoline injection valve 15 for injecting liquid fuel (gasoline fuel) liquid fuel
  • an intake port injection type engine is employed, and the gas injection valve 14 and the gasoline injection valve 15 are both provided in the vicinity of the intake port.
  • the intake port 16 and the exhaust port 17 of the engine 10 are provided with an intake valve 16 and an exhaust valve 17, respectively.
  • a mixture of air and fuel is introduced into the combustion chamber 21, and the exhaust gas after combustion is discharged into the exhaust passage 18 by the opening operation of the exhaust valve 17.
  • a spark plug 19 is attached to the cylinder head of the engine 10 for each cylinder.
  • a high voltage is applied to the ignition plug 19 at a desired ignition timing through an ignition device including an ignition coil. By applying this high voltage, a spark discharge is generated between the opposing electrodes of each spark plug 19, and the air-fuel mixture introduced into the combustion chamber 21 is ignited and used for combustion.
  • the exhaust passage 18 of the engine 10 is provided with a catalyst 22 for purifying CO, HC, NOx, etc. in the exhaust gas.
  • a catalyst 22 for purifying CO, HC, NOx, etc. in the exhaust gas.
  • a three-way catalyst is used as the catalyst 22.
  • An air-fuel ratio sensor (not shown) that detects the air-fuel ratio (oxygen concentration) of the air-fuel mixture is provided upstream of the catalyst 22.
  • the gasoline injection valve 15 is connected to a gasoline tank 24 via a gasoline pipe 23.
  • the gasoline fuel stored in the gasoline tank 24 is pumped up by the feed pump 25 and then supplied to the gasoline injection valve 15 through a fuel passage formed in the gasoline pipe 23. It is supplied into the cylinder of the engine 10.
  • the gas injection valve 14 is connected to a gas tank 27 via a gas pipe 26.
  • the gas tank 27 is filled with gas fuel in a high pressure state (for example, 20 MPa), and this high pressure gas is supplied to the gas injection valve 14 through the gas pipe 26.
  • Gas fuel from the gas tank 27 is injected from the gas injection valve 14, whereby gas fuel is supplied into the cylinders of the engine 10.
  • a gas passage formed in the gas pipe 26 is provided with a regulator (pressure reducing valve) 28 for adjusting the pressure of the gas fuel to be reduced.
  • the regulator 28 is an electromagnetic drive type, and the injection supply pressure that is the pressure of the gas fuel supplied to the gas injection valve 14 can be variably controlled by energization control.
  • the target supply pressure which is the target value of the injection supply pressure
  • the pressure adjustment range between the upper limit value T1 and the lower limit value T2 for example, 0.3 to 1.3 MPa)
  • the injection supply pressure is adjusted by controlling the energization of the regulator 28 based on the set target supply pressure.
  • the gas pipe 26 is provided with a shut-off valve that allows or blocks the flow of gas fuel in the gas passage.
  • a plurality of shut-off valves are provided in the gas passage.
  • the gas pipe 26 includes a tank main stop valve 31 disposed in the vicinity of the gas tank 27, a first cutoff valve 32 disposed between the tank main stop valve 31 and the regulator 28, and the regulator 28. And a second shut-off valve 33 disposed between the gas injection valve 14 and the gas injection valve 14.
  • These shut-off valves are electromagnetically driven, and are normally closed to shut off the flow of gas fuel in the gas passage when not energized and allow the flow of gas fuel in the gas passage when energized.
  • the gas pipe 26 further includes a first pressure sensor 34 disposed on the upstream side of the regulator 28 and a second pressure disposed on the downstream side of the regulator 28 as sensors for detecting the pressure of the gas fuel in the gas pipe 26. Sensor 35 is provided. In this system, based on the detection value of the first pressure sensor 34, the tank original pressure that is the pressure of the gas fuel in the gas tank 27 is calculated, and on the basis of the detection value of the second pressure sensor 35, the injection supply pressure is calculated. Is done.
  • the pipe 26 is provided with a temperature sensor 36 as a sensor for detecting the temperature of the gas fuel in the gas pipe 26.
  • crank angle sensor 37 that outputs a rectangular crank angle signal for each predetermined crank angle
  • cam angle sensor 38 that outputs a rectangular cam angle signal for each predetermined cam angle.
  • the crank angle sensor 37 includes a pulsar (rotating disc) 41 that rotates integrally with the crankshaft 39, and an electromagnetic pickup unit 42 provided in the vicinity of the outer periphery thereof.
  • protrusions 43 are provided at a predetermined crank angle interval (for example, 15 ° CA interval), and a plurality of protrusions (for example, protrusions for two teeth) are missing in a part thereof. 44 is provided.
  • a detection signal (NE signal) is output from the electromagnetic pickup unit 42 every time the projection 43 approaches the electromagnetic pickup unit 42 (basically every 15 ° CA).
  • the cam angle sensor 38 includes a pulsar (rotating disc) 46 that rotates integrally with the cam shaft 45 and an electromagnetic pickup unit 47 provided near the outer periphery thereof.
  • a protrusion 48 is provided at one location on the outer peripheral portion of the pulsar 46.
  • a cooling water temperature sensor 49 for detecting the temperature of the engine cooling water (cooling water temperature)
  • an intake air amount sensor 50 for detecting the intake air amount of the engine 10
  • a remaining amount V2 of gasoline fuel in the gasoline tank 24 are detected.
  • various sensors such as a gasoline remaining amount sensor 53, a starter 51 as a starting device for applying initial rotation to the crankshaft 39, an ignition switch 52 as a starting switch for the engine 10, and the like.
  • the ECU 60 is mainly composed of a microcomputer 61 including a CPU, ROM, RAM, and the like, and executes various control programs stored in the ROM, thereby performing various controls of the engine 10 according to the engine operating state. carry out.
  • the microcomputer 61 receives detection signals from the various sensors described above, and outputs command signals to the gas injection valve 14, the gasoline injection valve 15, the ignition device, and the like.
  • the microcomputer 61 performs idle stop control.
  • the idle stop control is to automatically stop the engine 10 when a predetermined engine stop condition is satisfied during the idle operation of the engine 10 and then restart the engine 10 when the predetermined restart condition is satisfied. Therefore, the same control is aimed at reducing fuel consumption.
  • the engine stop condition include that the vehicle speed has decreased to a predetermined speed or less, that the accelerator operation amount has become zero, and that the brake operation amount has become larger than the determination value.
  • the restart condition for example, an accelerator operation is performed while the engine is stopped, a brake operation is released, and the like.
  • the microcomputer 61 selectively switches the fuel used for combustion of the engine 10 in accordance with the engine operating state, the fuel remaining amount in the tank, and the like. For example, at the time of starting the engine, when gasoline fuel is used, the fuel adhering to the cylinder wall surface or the like is easily discharged from the engine 10 as unburned gas. . When the remaining amount V1 of the gas fuel in the gas tank 27 falls below a predetermined value at the time of starting the engine, the engine 10 is started using gasoline fuel in order to reliably start the engine 10.
  • a switch that allows a driver to select fuel to be used for combustion of the engine 10 may be provided, and combustion of the engine 10 may be performed using the fuel selected by the switch.
  • the microcomputer 61 calculates the fuel injection amount and the fuel injection timing in each fuel injection based on various detection signals and the like that are input as needed, and uses the results of those calculations to calculate the gas injection valve. 14 and the gasoline injection valve 15 are controlled.
  • FIG. 2 is a functional block diagram showing fuel injection control in the present embodiment.
  • the microcomputer 61 includes a basic injection amount calculation unit 62 that calculates a basic injection amount TP, an injection time calculation unit 63 that calculates an injection time TR, and a use fuel selection unit 64 that selects a use fuel. And a fuel correction unit 65 that corrects the injection time TR in accordance with the fuel used.
  • the basic injection amount calculation unit 62 receives the NE signal from the crank angle sensor 37, the detection signal Q from the intake air amount sensor 50, the cooling water temperature TW from the cooling water temperature sensor 49, and the like, and based on the input signals. A basic injection amount TP is calculated.
  • the basic injection amount calculation unit 62 stores in advance an injection amount setting map at the start indicating the relationship between the cooling water temperature and the basic injection amount TP. When the engine is started, the cooling water temperature sensor 49 is used by using the map. The basic injection amount TP corresponding to the coolant temperature TW from is calculated.
  • the basic injection amount calculation unit 62 stores in advance an injection amount setting map for operation indicating the relationship among the engine rotation speed, the intake air amount, and the basic injection amount TP, and this map is used.
  • the basic injection amount TP corresponding to the NE signal from the crank angle sensor 37 and the detection signal Q from the intake air amount sensor 50 is calculated.
  • the basic injection amount TP for each engine operating state is determined based on gasoline fuel.
  • the injection time calculation unit 63 inputs the basic injection amount TP calculated by the basic injection amount calculation unit 62 and various corrections such as the cooling water temperature TW and the accelerator operation amount from the cooling water temperature sensor 49 (for example, warm-up increase correction, An injection time TR is calculated by inputting a signal related to output increase correction, etc., and correcting the basic injection amount TP based on these various signals.
  • the injection time TR calculated here is a value when using gasoline fuel.
  • the injection time calculation unit 63 stores in advance a setting map for the correction coefficient Km for each type of correction, and calculates the correction coefficient Km for various types of correction using the map.
  • the injection time TR is calculated by multiplying the basic injection amount TP by the correction coefficient Km.
  • the detection signal from the ignition switch 52, the coolant temperature TW from the coolant temperature sensor 49, the remaining fuel amounts V1, V2 from the first pressure sensor 34 and the gasoline remaining amount sensor 53, and the like are input. Based on these signals, it is selected whether the fuel used for combustion of the engine 10 is gasoline fuel or CNG fuel. Then, a signal S 1 corresponding to the fuel used is output to the fuel correction unit 65.
  • the fuel correction unit 65 the injection time TR from the injection time calculation unit 63 and the signal S1 from the used fuel selection unit 64 are input, and using these input signals, each fuel injection valve (gas injection valve 14 and gasoline). An injection signal TS to be output to the injection valve 15) is created. Specifically, the fuel correction unit 65 first calculates a fuel correction coefficient K ⁇ based on the signal S1. In this embodiment, the fuel correction coefficient K ⁇ is determined in advance in consideration of the fact that the energy density of CNG fuel is smaller than that of gasoline fuel, “1” for gasoline fuel, and a predetermined constant (> 1) for CNG fuel.
  • the fuel correction unit 65 multiplies the calculated fuel correction coefficient K ⁇ by the injection time TR to calculate the injection amount command value and inject the fuel so that the fuel injection end timing is within the intake stroke of the engine 10.
  • An injection signal TS corresponding to the amount command value is generated.
  • the fuel correction unit 65 outputs the injection signal TS to the fuel injection valve selected by the used fuel selection unit 64.
  • each cylinder is ignited in synchronization with a stroke in a predetermined ignition sequence, and fuel synchronized with the stroke in accordance with the ignition sequence.
  • Perform regular injection synchronous injection. For example, in a four-cylinder engine, fuel is injected at different timings (every 180 ° C. A) between the cylinders with an injection cycle per cylinder of 720 ° CA.
  • the stroke of the engine 10 is determined based on the NE signal from the crank angle sensor 37 and the G signal from the cam angle sensor 38 (stroke determination means). Specifically, a pulsar 41 is attached to the crankshaft 39 so that, for example, a missing tooth of the NE signal is detected in the compression stroke of the first cylinder. A pulser 46 is attached to the camshaft 45 so that a G signal pulse is output at the tooth missing position of the NE signal detected in the compression stroke of the first cylinder. The microcomputer 61 determines the stroke of each cylinder by determining that the current time is the compression stroke of the first cylinder when the pulse output of the G signal is detected at the tooth missing position of the NE signal. ing.
  • the microcomputer 61 supplies the starter 51 to the starter 51. Energization is started and cranking of the engine 10 is started. Along with the start of cranking, the stroke determination of the engine 10 is executed based on the NE signal of the crank angle sensor 37 and the G signal of the cam angle sensor 38. In the period from when there is an engine start request until the stroke determination is completed, it is not possible to specify which stroke each cylinder is in.
  • the injection amount command value (corresponding to the fuel amount (liquid fuel amount) calculated by the injection time calculation unit 63) is used to ensure engine startability, and is not synchronized with the crank angle.
  • Fuel injection control more specifically, asynchronous injection in which fuel is simultaneously injected into a plurality of cylinders is performed. After the stroke determination is completed, the microcomputer 61 switches from asynchronous injection to synchronous injection.
  • the period from the start of the start (after the engine start request is received) until the stroke determination is completed. Then, after the fuel injection is prohibited and the stroke determination is completed, the synchronous injection by the gas injection valve 14 using CNG fuel is performed.
  • CNG fuel is relatively safe because its lower combustion limit is relatively high and the natural ignition temperature is high. However, it has low energy density and low energy density compared to other fuels. It has a characteristic that the volume of fuel to be injected tends to be large. For this reason, it is difficult to say that CNG fuel has good startability in a low temperature environment, and torque shortage is likely to occur when the engine 10 is cold started. In such a case, there is a tendency that the engine 10 cannot be started reliably.
  • the temperature of the engine 10 (starting temperature) is detected within the engine starting period, and the engine starting period is determined according to the detected starting temperature.
  • the fuel injection timing is variably controlled. More specifically, the microcomputer 61 performs the CNG fuel injection at a later time in the intake stroke as the starting temperature is lower.
  • gaseous fuel is injected from the gas injection valve 14
  • the gas jet generated by the injection causes a flow of the air-fuel mixture (in-cylinder flow) in the cylinder.
  • the time from the end of the injection to the ignition is shortened, so that the in-cylinder flow by the gas jet can be maintained until the ignition is performed.
  • step S100 it is determined whether or not there is a request for starting the engine 10.
  • the ignition switch 52 is switched from OFF to ON, or when the restart condition is satisfied after the automatic engine stop, an affirmative determination is made within a predetermined period thereafter.
  • step S100 is Yes, it progresses to step S101 and it is determined whether selection of the use fuel was completed.
  • the process proceeds to step S102, and the starting temperature as the engine temperature at the start request timing of the engine 10 is detected (temperature detecting means).
  • the starting temperature is detected based on the cooling water temperature detected by the cooling water temperature sensor 49, but the starting temperature may be detected based on the engine oil temperature, the cylinder temperature, or the like.
  • step S103 the fuel used for this engine combustion is selected.
  • the CNG fuel is selected as the fuel to be used, and the fuel If the remaining amount V1 is less than a predetermined value, gasoline fuel is selected as the fuel used.
  • step S104 energization of the starter 51 is started and cranking of the engine 10 is started.
  • step S105 it is determined whether or not the start of the engine 10 is completed. If it is before the start is completed, the process proceeds to step S106 to determine whether or not the stroke determination is completed. If it is before completion of the stroke determination, the process proceeds to step S107, and it is determined whether or not CNG fuel is selected as the fuel used.
  • the fuel used is gasoline fuel
  • step S108 asynchronous injection control using gasoline fuel is performed as fuel injection control. Asynchronous injection control is executed based on the injection amount command value by a separate routine (not shown).
  • step S109 fuel injection to the engine 10 is prohibited. That is, when the fuel used is CNG fuel, the asynchronous injection based on the injection amount command value is not performed before the stroke determination is completed, unlike the case of gasoline fuel.
  • step S106 is No, and the process proceeds to step S109.
  • step S110 it is determined whether or not the fuel used is CNG fuel. If gasoline fuel is used, the process proceeds to step S111, and synchronous injection control using gasoline fuel is performed as fuel injection control. The synchronous injection control is executed based on the injection amount command value by another routine (not shown). If CNG fuel is used, the process proceeds to step S112, and the target supply pressure is calculated based on the starting temperature of the engine 10 detected in step S102. Specifically, the relationship between the starting temperature and the target supply pressure is stored in advance as a target pressure setting map, and by using the map, the target supply pressure corresponding to the current starting temperature is read out, Calculate the target supply pressure at the start of the engine.
  • the target pressure setting map the lower the starting temperature, the higher the target supply pressure is set to the higher pressure side in order to strengthen the in-cylinder flow caused by the gas jet. More specifically, according to the target pressure setting map of the present embodiment, as illustrated in FIG. 4, when the starting temperature is higher than the first temperature T1, it is slightly higher than the target supply pressure Pti during idle operation.
  • the target supply pressure is set to a predetermined low pressure value Pt1 on the high pressure side.
  • a lower limit value for example, 70 to 80 ° C.
  • the target supply pressure is set to be higher than the predetermined low pressure value Pt1 as the starting temperature becomes lower, On the lower temperature side than the second temperature T2, the target supply pressure is set to a predetermined high pressure value Pt2.
  • the predetermined high pressure value Pt2 for example, an upper limit value of a pressure range allowed at the time of engine start is set.
  • step S113 the injection timing (injection end timing) is calculated based on the starting temperature detected in step S102 and the engine speed detected by the crank angle sensor 37 (injection control means).
  • the relationship between the starting temperature and the injection end timing is stored in advance as an injection timing setting map, and the map is used to read out and read out the injection end timing corresponding to the starting temperature.
  • the injection end timing at the time of the current engine start is calculated.
  • the injection end timing is set so that the injection timing is in the first half of the intake stroke. Specifically, in the first half of the intake stroke, the injection end timing is set to a predetermined angle ⁇ 1 (for example, 50 to 80 ° C. after intake top dead center) that is retarded from the injection end timing ⁇ i during idle operation. .
  • a lower limit value for example, 70 to 80 ° C. of the engine temperature at which the engine is warmed up is set for the third temperature T3.
  • the injection end timing is set to be retarded from the predetermined angle ⁇ 1 as the starting temperature decreases (the injection timing is delayed).
  • a predetermined angle ⁇ 2 for example, near the intake bottom dead center (ATDC 180 ° C. A)
  • the injection end timing is set at 140 to 160 ° C. A) after the intake top dead center.
  • the relationship between the engine speed and the correction coefficient Kne is stored in advance as a correction coefficient setting map.
  • the microcomputer 61 reads the correction coefficient Kne corresponding to each engine rotation speed from the map, and corrects the map value of the injection end timing with the read correction coefficient Kne. According to the correction coefficient setting map, the injection end timing is set to the advance side as the engine speed increases.
  • the microcomputer 61 drives the regulator 28 by another routine (not shown) based on the target supply pressure calculated in step S111, and calculates the injection end timing calculated in step S113 and the fuel correction unit 65 as fuel injection control.
  • the gas injection valve 14 is driven by another routine (not shown) using the injection command value. If it is determined that the engine rotation speed exceeds the predetermined start determination value NE1 and the engine start has been completed, step S105 is No, the process proceeds to step S114, and post-start control is performed as fuel injection control. In this post-startup control, the injection end timing is set in the first half of the intake stroke regardless of the fuel used, and fuel injection is performed in the first half of the intake stroke.
  • a solid line indicates a case at the time of cold start (for example, a case where the temperature at the start is lower than the second temperature T2 and the fourth temperature T4), and a one-dot chain line indicates a case at the time of start after warm-up. (For example, the starting temperature is higher than the first temperature T1 and the third temperature T3).
  • the engine is started using CNG fuel.
  • the timing from the latter half of the intake stroke to the end of the intake stroke is set as the injection end timing.
  • the injection end timing is set as the injection end timing.
  • the injection end timing is gradually changed to the advance side as the rotation increases.
  • the target supply pressure is changed to the low pressure side, the injection supply pressure gradually decreases, and until the supply pressure ⁇ ti in the idle operation state Depressurized.
  • the gas fuel is injected at a later time in the intake stroke as the start-up temperature, which is the engine temperature detected during the engine start-up period, is lower.
  • the start-up temperature which is the engine temperature detected during the engine start-up period
  • the time from the end of fuel injection to ignition can be shortened. Since the time from the end of fuel injection to ignition is short, the in-cylinder flow of the air-fuel mixture by the gas jet can be maintained until ignition is performed.
  • the combustion torque can be increased, and as a result, the engine startability when using gas fuel can be improved.
  • the startability of the engine 10 is better than that at the time of cold starting, and if the retarding of the fuel injection timing as described above is performed, the combustion torque becomes excessive and the drivability is increased. There is a risk of lowering.
  • the injection supply pressure is set to be higher than the injection supply pressure Pti during the idle operation.
  • the engine startability can be improved suitably. In particular, the lower the starting temperature, the higher the injection supply pressure, so the engine can be reliably started even during a cold start.
  • ⁇ Engines that perform idle stop control are repeatedly stopped and restarted.
  • the injection end timing is set to be retarded with respect to the injection end timing at the time of idle operation, and the injection supply pressure is set at the time of idle operation. It was set as the structure made higher than the injection supply pressure in. Thereby, at the time of engine restart, the mixing effect in a cylinder can be improved and engine restartability can be secured.
  • the engine temperature detected at the start timing of the engine 10 in the engine start period is set as the start temperature, and the engine start period (after completion of the stroke determination) is determined based on the start temperature.
  • the fuel injection end timing is variably set, the timing for detecting the engine temperature is not limited to the above, and within the engine start period, the period from the start of the engine start to the completion of the stroke determination (period of FIG. 6).
  • the engine temperature detected during t10 to t11) may be set as the starting temperature, and the above control may be performed based on the starting temperature.
  • the engine temperature detected at the timing when the stroke determination of the engine 10 is completed (t11 in FIG. 6) is set as the starting temperature, and the fuel injection end timing within the engine starting period is made variable based on the starting temperature. Set.
  • the engine start period is determined according to the engine temperature detected each time during the engine start period.
  • the fuel injection end timing may be variable.
  • the injection end timing is made variable based on the starting temperature and each engine speed, but the injection end time is made variable only based on the starting temperature without considering the engine speed. Also good. Specifically, in FIG. 6, for example, in the period t11 to t13 from the timing t11 at which the stroke determination is completed to the timing t13 at which the engine speed increases to the start determination value NE1, the injection end timing is determined according to the starting temperature. The injection end timing is set to be switched to the injection end timing ⁇ i during idle operation at timing t13.
  • the injection end timing is set using the injection timing setting map shown in FIG. 5, so that the lower the starting temperature, the later the intake stroke. It was set as the structure which implements injection of gas fuel.
  • the starting temperature is higher than the determination value T ⁇
  • fuel is injected in the first half of the intake stroke, and the starting temperature is the determination value T ⁇ .
  • the fuel injection is performed during the period from the latter half of the intake stroke to the end of the intake stroke, so that the lower the start-up temperature, the more the gas fuel is injected at a later time in the intake stroke. To do.
  • the injection supply pressure in the engine start period is made variable according to the start-up temperature, but the injection supply pressure may be a constant value regardless of the start-up temperature.
  • the injection supply pressure may be made constant at a predetermined value higher than the injection supply pressure (target supply pressure Pti) during idle operation. Or it is good also as a structure controlled by the injection supply pressure at the time of idle operation.
  • the electromagnetically driven regulator 28 is disposed in the gas pipe 26.
  • the injection end timing is made variable according to the starting temperature, and the starting temperature is set according to the starting temperature.
  • the present invention may be applied to a fuel supply system in which a mechanically driven regulator is disposed in the gas pipe 26. In this case, when the engine is started with CNG fuel, the fuel injection control is performed while the injection end time is made variable according to the starting temperature and the injection supply pressure is kept constant.
  • the predetermined angle ⁇ 1 on the retard side from the injection end timing ⁇ i in the idling operation is set as the injection end timing.
  • the injection end timing may be the same as the injection end timing ⁇ i during idle operation.
  • the case where CNG is used as the gas fuel and gasoline is used as the liquid fuel has been described, but the types of the gas fuel and the liquid fuel are not limited thereto.
  • the gas fuel liquefied petroleum gas, hydrogen gas, or the like can be used in addition to CNG, and as the liquid fuel, light oil or alcohol can be used in addition to gasoline.
  • the present invention is applied to an engine for a bi-fuel vehicle that switches between gas fuel and liquid fuel as fuel is described.
  • the present invention is applied to an engine dedicated to gas that uses gas fuel alone as fuel. You may apply.

Landscapes

  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Oil, Petroleum & Natural Gas (AREA)
  • Output Control And Ontrol Of Special Type Engine (AREA)
  • Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)

Abstract

L'invention concerne une soupape d'injection de gaz (14) ménagée dans un moteur (10) en tant que moyen d'injection de gaz, pour injecter, dans le moteur (10), un combustible gazeux fourni à partir d'un réservoir de gaz (27) par le biais d'un passage de gaz (26). Un micro-ordinateur (61) d'une ECU (60) détecte la température de démarrage du moteur (10) dans une période de démarrage prescrite du moteur (10) allant du début du démarrage à l'achèvement du démarrage. Lorsque l'injection de combustible gazeux en utilisant la soupape d'injection de gaz (14) est mise en œuvre dans la période de démarrage prescrite, le micro-ordinateur (61) met en œuvre une injection de combustible gazeux à un moment dans la course d'admission, de sorte que plus la température de démarrage est basse, plus le moment est éloigné.
PCT/JP2013/001710 2012-04-02 2013-03-14 Dispositif de contrôle de l'injection de combustible WO2013150729A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
JP2012084084A JP2013213439A (ja) 2012-04-02 2012-04-02 燃料噴射制御装置
JP2012-084084 2012-04-02

Publications (1)

Publication Number Publication Date
WO2013150729A1 true WO2013150729A1 (fr) 2013-10-10

Family

ID=49300237

Family Applications (1)

Application Number Title Priority Date Filing Date
PCT/JP2013/001710 WO2013150729A1 (fr) 2012-04-02 2013-03-14 Dispositif de contrôle de l'injection de combustible

Country Status (2)

Country Link
JP (1) JP2013213439A (fr)
WO (1) WO2013150729A1 (fr)

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
GB2570344A (en) * 2018-01-23 2019-07-24 Ulemco Ltd Operating a compression ignition engine fuelled with a combination of a hydrocarbon fuel and hydrogen

Families Citing this family (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2016050503A (ja) * 2014-08-29 2016-04-11 株式会社デンソー 内燃機関の燃料噴射制御装置
JP7206788B2 (ja) * 2018-10-18 2023-01-18 スズキ株式会社 内燃機関の自動停止制御装置
JP7188178B2 (ja) * 2019-02-26 2022-12-13 スズキ株式会社 バイフューエル車両
JP7226034B2 (ja) * 2019-04-03 2023-02-21 スズキ株式会社 車両

Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPH07127454A (ja) * 1993-10-29 1995-05-16 Isuzu Motors Ltd 副室式ガスエンジン
JP2007205278A (ja) * 2006-02-02 2007-08-16 Nikki Co Ltd 燃料供給方法及び燃料供給装置
JP2009013992A (ja) * 2008-09-17 2009-01-22 Toyota Motor Corp バイフューエル筒内直噴エンジンの気体燃料噴射弁の保護制御方法
JP2011132950A (ja) * 2009-12-23 2011-07-07 Ford Global Technologies Llc 気体燃料エンジンの燃料噴射システム及び燃料噴射方法

Patent Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPH07127454A (ja) * 1993-10-29 1995-05-16 Isuzu Motors Ltd 副室式ガスエンジン
JP2007205278A (ja) * 2006-02-02 2007-08-16 Nikki Co Ltd 燃料供給方法及び燃料供給装置
JP2009013992A (ja) * 2008-09-17 2009-01-22 Toyota Motor Corp バイフューエル筒内直噴エンジンの気体燃料噴射弁の保護制御方法
JP2011132950A (ja) * 2009-12-23 2011-07-07 Ford Global Technologies Llc 気体燃料エンジンの燃料噴射システム及び燃料噴射方法

Cited By (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
GB2570344A (en) * 2018-01-23 2019-07-24 Ulemco Ltd Operating a compression ignition engine fuelled with a combination of a hydrocarbon fuel and hydrogen
US11092092B2 (en) 2018-01-23 2021-08-17 Ulemco Ltd Operating a compression ignition engine fuelled with a combination of a hydrocarbon fuel and hydrogen
GB2570344B (en) * 2018-01-23 2022-05-04 Ulemco Ltd Operating a compression ignition engine fuelled with a combination of a hydrocarbon fuel and hydrogen

Also Published As

Publication number Publication date
JP2013213439A (ja) 2013-10-17

Similar Documents

Publication Publication Date Title
JP4148233B2 (ja) エンジンの燃料噴射制御装置
US7287500B2 (en) Start controller for internal combustion engine
JP4306620B2 (ja) 内燃機関の始動制御装置及び燃料噴射制御装置
RU2609024C2 (ru) Способ работы двигателя (варианты) и система управления двигателем
RU2623352C2 (ru) Способ опорожнения бака (варианты)
WO2013153769A1 (fr) Dispositif de commande de moteur
WO2013150729A1 (fr) Dispositif de contrôle de l'injection de combustible
US20150252772A1 (en) Control device for internal combustion engine
US9863389B2 (en) Control unit for a multi-cylinder internal combustion engine
US20120318248A1 (en) Control device for internal combustion engine
US6647949B2 (en) Control apparatus and control method for direct injection engine
WO2013099094A1 (fr) Dispositif de gestion d'un moteur à combustion interne
JP2014234791A (ja) 内燃機関の始動制御装置
WO2014167832A1 (fr) Dispositif de commande de démarrage pour moteurs à combustion interne
JP4135643B2 (ja) 直噴火花点火式内燃機関の制御装置
JP2008095655A (ja) エンジンの制御装置
JP2011064109A (ja) 内燃機関の制御装置
JP2004036561A (ja) 筒内噴射型内燃機関の自動停止始動装置
JP5059043B2 (ja) エンジン停止始動制御装置
JP4770787B2 (ja) 車両用エンジンの制御装置
US20140261300A1 (en) Fuel injection control apparatus for internal combustion engine
JP5831168B2 (ja) 圧縮自己着火式エンジンの始動制御装置
JP6841119B2 (ja) エンジンの制御装置
JP2009030482A (ja) 車両用内燃機関の制御装置
JP4259375B2 (ja) エンジンの始動装置

Legal Events

Date Code Title Description
121 Ep: the epo has been informed by wipo that ep was designated in this application

Ref document number: 13771834

Country of ref document: EP

Kind code of ref document: A1

NENP Non-entry into the national phase

Ref country code: DE

122 Ep: pct application non-entry in european phase

Ref document number: 13771834

Country of ref document: EP

Kind code of ref document: A1