WO2014077002A1 - Diesel engine control device, diesel engine, and diesel engine control method - Google Patents

Diesel engine control device, diesel engine, and diesel engine control method Download PDF

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Publication number
WO2014077002A1
WO2014077002A1 PCT/JP2013/069662 JP2013069662W WO2014077002A1 WO 2014077002 A1 WO2014077002 A1 WO 2014077002A1 JP 2013069662 W JP2013069662 W JP 2013069662W WO 2014077002 A1 WO2014077002 A1 WO 2014077002A1
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WIPO (PCT)
Prior art keywords
fuel
diesel engine
load
gas fuel
oil
Prior art date
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PCT/JP2013/069662
Other languages
French (fr)
Japanese (ja)
Inventor
園田　隆
英明 村田
石田　裕幸
平岡　直大
耕之 駒田
壮太 渡邉
Original Assignee
三菱重工業株式会社
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Application filed by 三菱重工業株式会社 filed Critical 三菱重工業株式会社
Priority to CN201380056086.3A priority Critical patent/CN104769261B/en
Priority to KR1020157011278A priority patent/KR20150060973A/en
Publication of WO2014077002A1 publication Critical patent/WO2014077002A1/en

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Classifications

    • 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
    • F02B3/00—Engines characterised by air compression and subsequent fuel addition
    • F02B3/06—Engines characterised by air compression and subsequent fuel addition with compression 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
    • F02D19/06—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
    • F02D19/0663—Details on the fuel supply system, e.g. tanks, valves, pipes, pumps, rails, injectors or mixers
    • F02D19/0686—Injectors
    • F02D19/0689—Injectors for in-cylinder direct injection
    • 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
    • F02D19/0663—Details on the fuel supply system, e.g. tanks, valves, pipes, pumps, rails, injectors or mixers
    • F02D19/0686—Injectors
    • F02D19/0692—Arrangement of multiple injectors per combustion chamber
    • 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
    • F02D19/08—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 simultaneously using pluralities of fuels
    • F02D19/10—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 simultaneously using pluralities of fuels peculiar to compression-ignition engines in which the main fuel is gaseous
    • F02D19/105—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 simultaneously using pluralities of fuels peculiar to compression-ignition engines in which the main fuel is gaseous operating in a special mode, e.g. in a liquid fuel only mode for starting
    • 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
    • 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
    • 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 diesel engine control device, a diesel engine, and a diesel engine control method.
  • Diesel engine that uses natural gas or other gas fuel as the main fuel, oil fuel with good compression ignitability as pilot fuel, and self-ignition of the oil fuel in the combustion chamber under high temperature to burn the main fuel gas fuel (
  • dual fuel diesel engine Since the dual fuel diesel engine uses gas fuel, it emits less CO 2 during combustion and emits less harmful substances such as black smoke.
  • Patent Document 1 discloses a dual fuel diesel engine in which a low cetane number fuel with poor compression ignitability such as gas fuel is a main fuel and an oil fuel with good compression ignitability is a pilot fuel.
  • the engine disclosed in Patent Document 1 includes a gas fuel injection valve and a pilot fuel injection valve provided in a cylinder head. Gas fuel and pilot fuel are supplied from the gas fuel injection valve and the pilot fuel injection valve toward the combustion chamber. By injecting, the pilot fuel is self-ignited in the high-temperature combustion chamber, thereby burning the main fuel.
  • Patent Document 1 does not specifically disclose a method of supplying oil fuel and gas fuel to a diesel engine. In a dual fuel diesel engine, stable operation using oil fuel and gas fuel becomes a problem.
  • An object of the present invention is to provide a diesel engine and a method for controlling the diesel engine.
  • the diesel engine control device, the diesel engine, and the diesel engine control method of the present invention employ the following means.
  • a control device for a diesel engine is a control device for a diesel engine that is operated by being supplied with gas fuel and oil fuel, and includes a governor control means for performing governor control, and a load on the diesel engine.
  • a governor control means for performing governor control, and a load on the diesel engine.
  • the diesel engine control device controls the supply amount of gas fuel and oil fuel to the diesel engine.
  • Gas fuel and oil fuel are supplied by governor control by the governor control means.
  • the fuel control means supplies only oil fuel when the load of the diesel engine is below a predetermined value.
  • the case where the load is equal to or less than the predetermined value is a case where the load is low. Since oil fuel has better compression ignitability than gas fuel, by supplying only oil fuel at low load, the diesel engine can operate stably even at low load.
  • the fuel control means starts supplying the gas fuel when the load exceeds a predetermined value, controls the gas fuel and the oil fuel with different control amounts, and controls the gas fuel and the oil fuel according to the increase in the load. Increase total heat supply.
  • this structure can reduce the usage-amount of the oil fuel of a diesel engine.
  • this structure controls gas fuel and oil fuel by a different control amount, it can control different gas fuel and oil fuel according to the objective. From the above, this configuration reduces the amount of oil fuel used, and enables stable operation using oil fuel and gas fuel.
  • the fuel control means when the load exceeds the predetermined value, the fuel control means starts supplying the gas fuel and makes the supply amount of the gas fuel constant regardless of an increase in the load, It is preferable to increase the supply amount of the oil fuel according to the increase of the load.
  • the supply amount of gas fuel is constant regardless of the increase in load, and the supply amount of oil fuel is increased according to the increase in load, so governor control is performed with the oil fuel. And since this structure makes the supply amount of gaseous fuel constant, even when the residual amount of gaseous fuel is small, the driving
  • the fuel control means raises the supply amount of the gas fuel with time change to the constant supply amount.
  • the fuel control means when the load exceeds the predetermined value, causes the gas fuel and the oil fuel to have a predetermined ratio between the gas fuel and the oil fuel. Are preferably supplied.
  • the diesel engine can be operated in a more suitable state.
  • the fuel control means when the load exceeds the predetermined value, the fuel control means starts supplying the gas fuel and makes the supply amount of the oil fuel constant regardless of the increase in the load, It is preferable to increase the supply amount of the gas fuel in accordance with the increase in the load.
  • the supply amount of the oil fuel is constant regardless of the increase in the load, and the supply amount of the gas fuel is increased according to the increase in the load, so that the governor control is performed with the gas fuel.
  • this structure makes the supply amount of oil fuel constant, the usage-amount of oil fuel can be decreased and the effect acquired by gas fuel can be exhibited to the maximum.
  • a diesel engine includes a gas fuel injection valve that injects gas fuel into a combustion chamber, an oil fuel injection valve that injects oil fuel into the combustion chamber, and the control device described above. .
  • a method for controlling a diesel engine is a method for controlling a diesel engine operated by being supplied with gas fuel and oil fuel, and the oil fuel is loaded when the load of the diesel engine is equal to or less than a predetermined value.
  • a first step of supplying only the gas a second step of starting supply of the gas fuel when the load exceeds the predetermined value, controlling the gas fuel and the oil fuel with different control amounts, and And a third step of increasing the total supply heat amount of the gas fuel and the oil fuel in response to an increase in the load.
  • FIG. 1 is a configuration diagram of a dual fuel diesel engine according to a first embodiment of the present invention.
  • FIG. 1 is a block diagram showing an electrical configuration of an ECU according to a first embodiment of the present invention. It is a graph which shows the relationship between the sum of the fuel control command of the oil fuel which concerns on 1st Embodiment of this invention, and gas fuel, and a load factor. It is a graph which shows the relationship between the load factor and oil fuel control command which concern on 1st Embodiment of this invention, and the relationship between a load factor and gas fuel control command. It is a graph which shows the relationship between the load factor and oil fuel control command which concern on 2nd Embodiment of this invention, and the relationship between a load factor and gas fuel control command.
  • the diesel engine according to the first embodiment is a dual fuel diesel engine that is operated using gas fuel as main fuel and oil fuel as pilot fuel, and is used as, for example, a main engine of a ship.
  • FIG. 1 is a configuration diagram of a dual fuel diesel engine 1 according to the first embodiment.
  • the dual fuel diesel engine 1 includes a cylindrical cylinder 2, a cylinder head 3 coupled to the upper end side of the cylinder 2, and a piston 4 accommodated in the cylinder 2 so as to be able to advance and retract.
  • a combustion chamber c is formed by the peripheral wall 2 a of the cylinder 2, the cylinder head 3, and the top surface 4 a of the piston 4.
  • symbol 5 in a figure has shown the piston ring.
  • a scavenging port 6 is opened in the peripheral wall 2a on the lower side of the cylinder 2.
  • the scavenging port 6 is formed at a position above the top surface 4a of the piston 4 located near the bottom dead center (indicated by a two-dot chain line in the figure), and the piston 4 is located near the bottom dead center.
  • air is supplied from the scavenging port 6 to the combustion chamber c.
  • An exhaust port is opened at the top of the cylinder head 3 and an exhaust valve 7 for opening and closing the exhaust port is provided. The exhaust valve 7 is opened until the piston 4 reaches a position of about 100 ° before top dead center during the scavenging stroke when the piston 4 is in the upward stroke.
  • the exhaust gas in the previous stroke remaining in the combustion chamber c is scavenged by the air supplied from the scavenging port 6 to the combustion chamber c.
  • the cylinder head 3 is provided with a gas fuel injection valve 8 that injects gas fuel into the combustion chamber c, and is also provided with an oil fuel injection valve 10 that injects oil fuel with good compression ignitability into the combustion chamber c. .
  • the gas fuel injection valve 8 and the oil fuel injection valve 10 are provided one by one at positions 180 degrees apart in the circumferential direction with the cylinder center o as the center of rotation.
  • the gas fuel injection valve 8 and the oil fuel injection valve 10 are each provided with four injection holes.
  • the number of gas fuel injection valves 8 and the oil fuel injection valves 10 installed is as follows. It is not limited, For example, you may be one.
  • a plurality of gas fuel injection valves 8 and oil fuel injection valves 10 are arranged at equal intervals in the circumferential direction. It is preferable.
  • the gas fuel injection valve 8 and the oil fuel injection valve 10 are connected to an engine control unit (hereinafter referred to as “ECU”) 12 via a cable 14.
  • the ECU 12 is connected via a cable 16 to a crank angle sensor 15 that detects a rotation angle of the crankshaft 17.
  • the phase of the piston 4 is detected by receiving a signal related to the rotation angle of the crankshaft 17 from the crank angle sensor 15.
  • the gas fuel injection valve 8 and the oil fuel injection valve 10 inject gas fuel and oil fuel into the combustion chamber c at a predetermined timing based on a signal transmitted from the ECU 12.
  • FIG. 2 is a block diagram showing an electrical configuration of the ECU 12 according to the first embodiment.
  • the ECU 12 includes a governing control unit 30 and a fuel control unit 32.
  • the governing control unit 30 receives the set rotational speed and the actual rotational speed of the dual fuel diesel engine 1 and performs the governing so that the actual rotational speed becomes the set rotational speed based on the difference between the set rotational speed and the actual rotational speed. Take control. Note that the governing control unit 30 may perform the governing control based on the difference between the set load and the actual load.
  • the load according to the first embodiment is specified by a load factor (load indicator value) that varies between 0 and 100, with the maximum load on the dual fuel diesel engine 1 being 100%.
  • the fuel control unit 32 outputs a fuel control command based on the command output from the governing control unit 30.
  • the fuel control unit 32 includes an oil fuel control unit 34 and a gas fuel control unit 36.
  • the oil fuel control unit 34 calculates an oil fuel control command by a predetermined function based on the command output from the governing control unit 30 and outputs the oil fuel control command to the oil fuel injection valve 10.
  • the gas fuel control unit 36 calculates a gas fuel control command by a predetermined function based on the command output from the governing control unit 30, and outputs it to the gas fuel injection valve 8.
  • FIG. 3 is a graph showing the relationship between the load factor and the fuel control command.
  • the fuel control command shown in FIG. 3 is the sum of the oil fuel control command and the gas fuel control command. That is, the total supply heat amount of the gas fuel and the oil fuel increases as the load factor increases. As an example, the fuel control command increases in proportion to the load factor.
  • the fuel control unit 32 supplies only oil fuel when the load of the dual fuel diesel engine 1 is equal to or less than a predetermined value, and starts supplying gas fuel when the load exceeds a predetermined value.
  • the fuel control unit 32 controls the gas fuel and the oil fuel with different control amounts, and increases the total supply heat amount of the gas fuel and the oil fuel according to the increase in the load as shown in FIG. Thereby, ECU12 can reduce the usage-amount of the oil fuel of the dual fuel diesel engine 1.
  • the said predetermined value is called switching load factor in the following description. In the first embodiment, the switching load factor is 20% as an example, but is not limited to this and is arbitrarily set. Below the switching load factor is a load factor for low load operation.
  • the fuel control unit 32 When the load exceeds the switching load factor, the fuel control unit 32 according to the first embodiment starts supplying the gas fuel and keeps the supply amount of the gas fuel constant regardless of the increase in the load. Increase the amount as the load increases.
  • FIG. 4 is a graph showing the relationship between the load factor and the oil fuel control command and the relationship between the load factor and the gas fuel control command according to the first embodiment.
  • the dual fuel diesel engine 1 can be stably operated even at the low load by supplying only the oil fuel at the low load.
  • a gas fuel control command is output and becomes a constant value, and supply of gas fuel to the dual fuel diesel engine 1 is started.
  • the dual fuel diesel engine 1 is switched from the operation state that has been exclusively fired by the oil fuel to the mixed combustion state of the oil fuel and the gas fuel.
  • the increase rate of the oil fuel control command becomes smaller than that less than the switching load factor.
  • the oil fuel control command is a value obtained by subtracting the gas fuel control command from the fuel control command shown in FIG. Due to the decrease in the oil fuel control command, the relationship between the fuel control command and the load factor is maintained as shown in FIG.
  • the ECU 12 provided in the dual fuel diesel engine 1 according to the first embodiment performs governor control, and supplies only oil fuel when the load factor is equal to or lower than the switching load factor, and the load factor is switched.
  • the load factor is exceeded, the supply of gas fuel is started, the gas fuel and the oil fuel are controlled with different control amounts, and the total supply heat amount of the gas fuel and the oil fuel is increased as the load increases. Therefore, the ECU 12 according to the first embodiment can reduce the amount of oil fuel used and can stably operate using oil fuel and gas fuel.
  • the fuel control unit 32 included in the ECU 12 according to the first embodiment starts supplying the gas fuel and keeps the supply amount of the gas fuel constant regardless of the increase in the load. And the supply amount of the oil fuel is increased according to the increase of the load. Therefore, the fuel control unit 32 according to the first embodiment can operate the diesel engine using the gas fuel even when the remaining amount of the gas fuel is small.
  • the configurations of the dual fuel diesel engine 1 and the ECU 12 according to the second embodiment are the same as the configurations of the dual fuel diesel engine 1 and the ECU 12 according to the first embodiment shown in FIGS. .
  • the ECU 12 according to the second embodiment supplies only oil fuel when the load factor of the dual fuel diesel engine 1 is equal to or lower than the switching load factor, and the load factor is the switching load, as in the first embodiment. When the rate is exceeded, gas fuel supply is started.
  • the governor control reduces the fuel supply amount in order to reduce the increased rotational speed, but as a result, there is a possibility of so-called chattering in which the rotational speed is too low.
  • the fuel control unit 32 increases the supply amount of the gas fuel with a change over time to maintain a constant supply. Amount.
  • FIG. 5 is a graph showing the relationship between the load factor and the oil fuel control command and the relationship between the load factor and the gas fuel control command according to the second embodiment.
  • the gas fuel control command increases and the supply of gas fuel to the dual fuel diesel engine 1 is started.
  • the dual fuel diesel engine 1 is in a mixed combustion state of oil fuel and gas fuel.
  • the gas fuel rises to a certain value at a predetermined rate of increase so that the supply amount changes with time.
  • the oil fuel control command becomes a value obtained by subtracting the gas fuel control command from the fuel control command shown in FIG. Smaller than less.
  • the fuel control unit 32 rapidly increases the rotational speed of the dual fuel diesel engine 1 by increasing the supply amount of the gas fuel with time change until the constant supply amount is reached. Therefore, chattering can be prevented from occurring.
  • the configurations of the dual fuel diesel engine 1 and the ECU 12 according to the third embodiment are the same as the configurations of the dual fuel diesel engine 1 and the ECU 12 according to the first embodiment shown in FIGS. .
  • the ECU 12 according to the third embodiment supplies only oil fuel when the load factor of the dual fuel diesel engine 1 is equal to or lower than the switching load factor, and supplies gas fuel when the load factor exceeds the switching load factor.
  • the ratio between the gas fuel and the oil fuel is a predetermined value (hereinafter referred to as “set mixed combustion ratio”). Gas fuel and oil fuel are supplied so that The set mixed firing ratio is arbitrarily settable and can be changed depending on the load factor.
  • the fuel control unit 32 allows the set mixed combustion ratio to be arbitrarily set in order to operate the dual fuel diesel engine 1 in a more suitable state.
  • FIG. 6 is a graph showing the relationship between the load factor and the oil fuel control command and the relationship between the load factor and the gas fuel control command according to the third embodiment.
  • the gas fuel control command increases, and the supply of gas fuel to the dual fuel diesel engine 1 is started. It is said to be in a mixed firing state. In this case, the gas fuel increases as the load factor increases.
  • the oil fuel control command increases as the load factor increases although the increase rate decreases according to the amount of gas fuel supplied. The gas fuel control command and the oil fuel control command are controlled so that the ratio of the gas fuel and the oil fuel becomes the set mixed combustion ratio.
  • the opening / closing time of the gas fuel injection valve 8 and the oil fuel injection valve 10 varies, so that the governor control is performed with the gas fuel and the oil fuel. Will be done.
  • the fuel control unit 32 supplies the gas fuel and the oil fuel so that the ratio of the gas fuel and the oil fuel becomes the set mixed combustion ratio when the load factor exceeds the switching load factor. Therefore, the dual fuel diesel engine 1 can be operated in a more suitable state.
  • the configurations of the dual fuel diesel engine 1 and the ECU 12 according to the fourth embodiment are the same as the configurations of the dual fuel diesel engine 1 and the ECU 12 according to the first embodiment shown in FIGS. .
  • the ECU 12 according to the fourth embodiment supplies only oil fuel when the load factor of the dual fuel diesel engine 1 is equal to or lower than the switching load factor, and supplies gas fuel when the load factor exceeds the switching load factor. Start. Then, when the load factor exceeds the switching load factor, the fuel control unit 32 according to the fourth embodiment starts supplying gas fuel and makes the supply amount of oil fuel constant regardless of the increase in load. The fuel supply amount is increased according to the increase in load.
  • FIG. 7 is a graph showing the relationship between the load factor and the oil fuel control command and the relationship between the load factor and the gas fuel control command according to the fourth embodiment.
  • the oil fuel control command increases as the load factor increases until the load factor reaches the switching load factor (20%), but becomes constant when the load factor reaches the switching load factor.
  • the gas fuel control command increases when the load factor becomes the switching load factor, and the supply of gas fuel to the dual fuel diesel engine 1 is started.
  • the dual fuel diesel engine 1 is in a mixed combustion state of oil fuel and gas fuel.
  • the gas fuel control command increases as the load factor increases. As a result, the relationship between the fuel control command and the load factor is maintained as shown in FIG.
  • the opening / closing time of the oil fuel injection valve 10 is fixed and the opening / closing time of the gas fuel injection valve 8 varies.
  • the governor control will be performed.
  • the fuel control unit 32 when the load factor exceeds the switching load factor, the fuel control unit 32 according to the fourth embodiment starts supplying gas fuel and makes the supply amount of oil fuel constant regardless of the load increase. Since the supply amount of gas fuel is increased in accordance with the increase in load, the amount of oil fuel used can be reduced and the effect obtained by the gas fuel can be maximized.

Abstract

An ECU provided in a dual-fuel diesel engine performs governor control, supplying only an oil fuel when the load factor is equal to or less than a changeover load factor and beginning the supply of a gas fuel when the load factor exceeds the changeover factor, with the gas fuel and the oil fuel being controlled with different control amounts, and the total amount of heat supplied with the gas fuel and the oil fuel being increased in accordance with an increase in the load. When the load factor exceeds the changeover load factor a fuel control unit provided in the ECU begins supplying the gas fuel and maintains a fixed gas fuel supply amount regardless of the rise in the load, and increases the oil fuel supply amount in accordance with the rise in the load.

Description

ディーゼルエンジンの制御装置、ディーゼルエンジン、及びディーゼルエンジンの制御方法Diesel engine control device, diesel engine, and diesel engine control method
　本発明は、ディーゼルエンジンの制御装置、ディーゼルエンジン、及びディーゼルエンジンの制御方法に関するものである。 The present invention relates to a diesel engine control device, a diesel engine, and a diesel engine control method.
　天然ガス等のガス燃料を主燃料とし、圧縮着火性の良い油燃料をパイロット燃料とし、高温下の燃焼室で油燃料を自己着火させることで、主燃料であるガス燃料を燃焼させるディーゼルエンジン（以下、「二元燃料ディーゼルエンジン」という。）が知られている。二元燃料ディーゼルエンジンは、ガス燃料を用いるため、燃焼時にＣＯ２が少なく、黒煙などの有害物質の排出が少ない。 Diesel engine that uses natural gas or other gas fuel as the main fuel, oil fuel with good compression ignitability as pilot fuel, and self-ignition of the oil fuel in the combustion chamber under high temperature to burn the main fuel gas fuel ( Hereinafter, “dual fuel diesel engine” is known). Since the dual fuel diesel engine uses gas fuel, it emits less CO 2 during combustion and emits less harmful substances such as black smoke.
　例えば、特許文献１には、ガス燃料等の圧縮着火性の悪い低セタン価燃料を主燃料とし、圧縮着火性の良い油燃料をパイロット燃料とした二元燃料ディーゼルエンジンが開示されている。この特許文献１のエンジンは、シリンダヘッドに設けられたガス燃料噴射弁及びパイロット燃料噴射弁を備えており、これらガス燃料噴射弁及びパイロット燃料噴射弁から燃焼室に向けてガス燃料及びパイロット燃料を噴射することで、高温の燃焼室内でパイロット燃料を自己着火させ、これにより主燃料を燃焼させる。 For example, Patent Document 1 discloses a dual fuel diesel engine in which a low cetane number fuel with poor compression ignitability such as gas fuel is a main fuel and an oil fuel with good compression ignitability is a pilot fuel. The engine disclosed in Patent Document 1 includes a gas fuel injection valve and a pilot fuel injection valve provided in a cylinder head. Gas fuel and pilot fuel are supplied from the gas fuel injection valve and the pilot fuel injection valve toward the combustion chamber. By injecting, the pilot fuel is self-ignited in the high-temperature combustion chamber, thereby burning the main fuel.
実開昭６２－４５３３９号公報Japanese Utility Model Publication No. 62-45339
　しかしながら、特許文献１には、油燃料とガス燃料とのディーゼルエンジンへの供給方法が具体的には開示されていない。そして、二元燃料ディーゼルエンジンでは、油燃料とガス燃料とを用いた安定した運転が課題となる。 However, Patent Document 1 does not specifically disclose a method of supplying oil fuel and gas fuel to a diesel engine. In a dual fuel diesel engine, stable operation using oil fuel and gas fuel becomes a problem.
　本発明は、このような事情に鑑みてなされたものであって、油燃料の使用量を低減させると共に、油燃料とガス燃料とを用いた安定した運転を可能とする、ディーゼルエンジンの制御装置、ディーゼルエンジン、及びディーゼルエンジンの制御方法を提供することを目的とする。 The present invention has been made in view of such circumstances, and reduces the amount of oil fuel used and enables a stable operation using oil fuel and gas fuel. An object of the present invention is to provide a diesel engine and a method for controlling the diesel engine.
　上記課題を解決するために、本発明のディーゼルエンジンの制御装置、ディーゼルエンジン、及びディーゼルエンジンの制御方法は以下の手段を採用する。 In order to solve the above-described problems, the diesel engine control device, the diesel engine, and the diesel engine control method of the present invention employ the following means.
　本発明の第一態様に係るディーゼルエンジンの制御装置は、ガス燃料と油燃料が供給されて運転されるディーゼルエンジンの制御装置であって、ガバナ制御を行うガバナ制御手段と、ディーゼルエンジンの負荷が所定値以下の場合に前記油燃料のみを供給し、前記負荷が前記所定値を超えた場合に前記ガス燃料の供給を開始し、前記ガス燃料と前記油燃料とを異なる制御量で制御し、かつ前記負荷の上昇に応じて前記ガス燃料と前記油燃料との合計供給熱量を上昇させる燃料制御手段と、を備える。 A control device for a diesel engine according to a first aspect of the present invention is a control device for a diesel engine that is operated by being supplied with gas fuel and oil fuel, and includes a governor control means for performing governor control, and a load on the diesel engine. When only the oil fuel is supplied when it is below a predetermined value, when the load exceeds the predetermined value, the supply of the gas fuel is started, and the gas fuel and the oil fuel are controlled with different control amounts, And fuel control means for increasing the total amount of heat supplied from the gas fuel and the oil fuel in response to an increase in the load.
　本構成によれば、ディーゼルエンジンの制御装置は、ガス燃料と油燃料のディーゼルエンジンへの供給量を制御する。ガス燃料と油燃料の供給は、ガバナ制御手段によるガバナ制御で行われる。 According to this configuration, the diesel engine control device controls the supply amount of gas fuel and oil fuel to the diesel engine. Gas fuel and oil fuel are supplied by governor control by the governor control means.
　燃料制御手段は、ディーゼルエンジンの負荷が所定値以下の場合に油燃料のみを供給する。負荷が所定値以下の場合とは、低負荷時の場合である。油燃料はガス燃料よりも圧縮着火性が良いので、低負荷時に油燃料のみが供給されることにより、ディーゼルエンジンは低負荷時でも安定した運転が可能となる。 The fuel control means supplies only oil fuel when the load of the diesel engine is below a predetermined value. The case where the load is equal to or less than the predetermined value is a case where the load is low. Since oil fuel has better compression ignitability than gas fuel, by supplying only oil fuel at low load, the diesel engine can operate stably even at low load.
　そして、燃料制御手段は、負荷が所定値を超えた場合にガス燃料の供給を開始し、ガス燃料と油燃料を異なる制御量で制御し、かつ負荷の上昇に応じてガス燃料と油燃料の合計供給熱量を上昇させる。これにより、本構成は、ディーゼルエンジンの油燃料の使用量を低減させることができる。また、本構成は、ガス燃料と油燃料を異なる制御量で制御するので、目的に応じて異なるガス燃料と油燃料の制御を行うことができる。
　以上のことから、本構成は、油燃料の使用量を低減させると共に、油燃料とガス燃料とを用いた安定した運転が可能となる。 The fuel control means starts supplying the gas fuel when the load exceeds a predetermined value, controls the gas fuel and the oil fuel with different control amounts, and controls the gas fuel and the oil fuel according to the increase in the load. Increase total heat supply. Thereby, this structure can reduce the usage-amount of the oil fuel of a diesel engine. Moreover, since this structure controls gas fuel and oil fuel by a different control amount, it can control different gas fuel and oil fuel according to the objective.
From the above, this configuration reduces the amount of oil fuel used, and enables stable operation using oil fuel and gas fuel.
　上記第一態様では、前記燃料制御手段が、前記負荷が前記所定値を超えた場合、前記ガス燃料の供給を開始すると共に前記ガス燃料の供給量を前記負荷の上昇にかかわらず一定とし、前記油燃料の供給量を前記負荷の上昇に応じて上昇させることが好ましい。 In the first aspect, when the load exceeds the predetermined value, the fuel control means starts supplying the gas fuel and makes the supply amount of the gas fuel constant regardless of an increase in the load, It is preferable to increase the supply amount of the oil fuel according to the increase of the load.
　本構成によれば、ガス燃料の供給量を負荷の上昇にかかわらず一定とし、油燃料の供給量を負荷の上昇に応じて上昇させるので、油燃料でガバナ制御が行われることとなる。そして、本構成は、ガス燃料の供給量を一定とするので、ガス燃料の残量が少ない場合でも、ガス燃料を用いたディーゼルエンジンの運転が可能となる。 According to this configuration, the supply amount of gas fuel is constant regardless of the increase in load, and the supply amount of oil fuel is increased according to the increase in load, so governor control is performed with the oil fuel. And since this structure makes the supply amount of gaseous fuel constant, even when the residual amount of gaseous fuel is small, the driving | operation of the diesel engine using gaseous fuel is attained.
　上記第一態様では、前記燃料制御手段が、前記負荷が前記所定値を超えた場合、時間変化を伴って前記ガス燃料の供給量を上昇させて前記一定の供給量とすることが好ましい。 In the first aspect, it is preferable that when the load exceeds the predetermined value, the fuel control means raises the supply amount of the gas fuel with time change to the constant supply amount.
　負荷が所定値を超えた場合に、ガス燃料を急峻に増加させて供給するとディーゼルエンジンの回転数が急激に上昇する可能性がある。このような場合、ガバナ制御により、上昇した回転数を減少させるために燃料供給量を減少させるが、その結果、回転数が下がり過ぎるといった、所謂チャタリングが発生する可能性がある。
　本構成によれば、一定の供給量となるまで時間変化を伴いガス燃料の供給量を上昇させることによって、ディーゼルエンジンの回転数が急激に上昇することを抑制するので、チャタリングの発生を防ぐことができる。 When the load exceeds a predetermined value, if the gas fuel is supplied in a sudden increase, the rotational speed of the diesel engine may increase rapidly. In such a case, the governor control reduces the fuel supply amount in order to reduce the increased rotational speed, but as a result, there is a possibility of so-called chattering in which the rotational speed is too low.
According to this configuration, by increasing the gas fuel supply amount with time change until a constant supply amount is reached, the rapid increase in the rotational speed of the diesel engine is suppressed, thus preventing chattering. Can do.
　上記第一態様では、前記燃料制御手段が、前記負荷が前記所定値を超えた場合、前記ガス燃料と前記油燃料との比が予め定められた値となるように前記ガス燃料と前記油燃料とを供給することが好ましい。 In the first aspect, when the load exceeds the predetermined value, the fuel control means causes the gas fuel and the oil fuel to have a predetermined ratio between the gas fuel and the oil fuel. Are preferably supplied.
　本構成によれば、ガス燃料と油燃料の混焼比率を任意に設定するので、ディーゼルエンジンをより適した状態で運転することができる。 According to this configuration, since the mixed combustion ratio of gas fuel and oil fuel is arbitrarily set, the diesel engine can be operated in a more suitable state.
　上記第一態様では、前記燃料制御手段が、前記負荷が前記所定値を超えた場合、前記ガス燃料の供給を開始すると共に前記油燃料の供給量を前記負荷の上昇にかかわらず一定とし、前記ガス燃料の供給量を前記負荷の上昇に応じて上昇させることが好ましい。 In the first aspect, when the load exceeds the predetermined value, the fuel control means starts supplying the gas fuel and makes the supply amount of the oil fuel constant regardless of the increase in the load, It is preferable to increase the supply amount of the gas fuel in accordance with the increase in the load.
　本構成によれば、油燃料の供給量を負荷の上昇にかかわらず一定とし、ガス燃料の供給量を負荷の上昇に応じて上昇させるので、ガス燃料でガバナ制御が行われることとなる。そして、本構成は、油燃料の供給量を一定とするので油燃料の使用量を減少させ、ガス燃料により得られる効果を最大限に発揮できる。 According to this configuration, the supply amount of the oil fuel is constant regardless of the increase in the load, and the supply amount of the gas fuel is increased according to the increase in the load, so that the governor control is performed with the gas fuel. And since this structure makes the supply amount of oil fuel constant, the usage-amount of oil fuel can be decreased and the effect acquired by gas fuel can be exhibited to the maximum.
　本発明の第二態様に係るディーゼルエンジンは、燃焼室にガス燃料を噴射するガス燃料噴射弁と、前記燃焼室に油燃料を噴射する油燃料噴射弁と、上記記載の制御装置と、を備える。 A diesel engine according to a second aspect of the present invention includes a gas fuel injection valve that injects gas fuel into a combustion chamber, an oil fuel injection valve that injects oil fuel into the combustion chamber, and the control device described above. .
　本発明の第三態様に係るディーゼルエンジンの制御方法は、ガス燃料と油燃料が供給されて運転されるディーゼルエンジンの制御方法であって、ディーゼルエンジンの負荷が所定値以下の場合に前記油燃料のみを供給する第１工程と、前記負荷が前記所定値を超えた場合に前記ガス燃料の供給を開始する第２工程と、前記ガス燃料と前記油燃料とを異なる制御量で制御し、かつ前記負荷の上昇に応じて前記ガス燃料と前記油燃料との合計供給熱量を上昇させる第３工程と、を含む。 A method for controlling a diesel engine according to a third aspect of the present invention is a method for controlling a diesel engine operated by being supplied with gas fuel and oil fuel, and the oil fuel is loaded when the load of the diesel engine is equal to or less than a predetermined value. A first step of supplying only the gas, a second step of starting supply of the gas fuel when the load exceeds the predetermined value, controlling the gas fuel and the oil fuel with different control amounts, and And a third step of increasing the total supply heat amount of the gas fuel and the oil fuel in response to an increase in the load.
　本発明によれば、油燃料の使用量を低減させると共に、油燃料とガス燃料とを用いた安定した運転を可能とする、という優れた効果を有する。 According to the present invention, there are excellent effects of reducing the amount of oil fuel used and enabling stable operation using oil fuel and gas fuel.
本発明の第１実施形態に係る二元燃料ディーゼルエンジンの構成図である。1 is a configuration diagram of a dual fuel diesel engine according to a first embodiment of the present invention. FIG. 本発明の第１実施形態に係るＥＣＵの電気的構成を示すブロック図である。1 is a block diagram showing an electrical configuration of an ECU according to a first embodiment of the present invention. 本発明の第１実施形態に係る油燃料とガス燃料との燃料制御指令の和と負荷率との関係を示すグラフである。It is a graph which shows the relationship between the sum of the fuel control command of the oil fuel which concerns on 1st Embodiment of this invention, and gas fuel, and a load factor. 本発明の第１実施形態に係る負荷率と油燃料制御指令との関係、負荷率とガス燃料制御指令との関係を示すグラフである。It is a graph which shows the relationship between the load factor and oil fuel control command which concern on 1st Embodiment of this invention, and the relationship between a load factor and gas fuel control command. 本発明の第２実施形態に係る負荷率と油燃料制御指令との関係、負荷率とガス燃料制御指令との関係を示すグラフである。It is a graph which shows the relationship between the load factor and oil fuel control command which concern on 2nd Embodiment of this invention, and the relationship between a load factor and gas fuel control command. 本発明の第３実施形態に係る負荷率と油燃料制御指令との関係、負荷率とガス燃料制御指令との関係を示すグラフである。It is a graph which shows the relationship between the load factor and oil fuel control command which concern on 3rd Embodiment of this invention, and the relationship between a load factor and gas fuel control command. 本発明の第４実施形態に係る負荷率と油燃料制御指令との関係、負荷率とガス燃料制御指令との関係を示すグラフである。It is a graph which shows the relationship between the load factor and oil fuel control command which concern on 4th Embodiment of this invention, and the relationship between a load factor and gas fuel control command.
　以下に、本発明に係るディーゼルエンジンの制御装置、ディーゼルエンジン、及びディーゼルエンジンの制御方法の一実施形態について、図面を参照して説明する。 Hereinafter, an embodiment of a diesel engine control device, a diesel engine, and a diesel engine control method according to the present invention will be described with reference to the drawings.
〔第１実施形態〕
　以下、本発明の第１実施形態について説明する。
　本第１実施形態に係るディーゼルエンジンは、主燃料としてガス燃料を用い、パイロット燃料として油燃料を用いて運転される二元燃料ディーゼルエンジンであり、例えば船舶の主機として用いられる。 [First Embodiment]
The first embodiment of the present invention will be described below.
The diesel engine according to the first embodiment is a dual fuel diesel engine that is operated using gas fuel as main fuel and oil fuel as pilot fuel, and is used as, for example, a main engine of a ship.
　図１は、本第１実施形態に係る二元燃料ディーゼルエンジン１の構成図である。
　二元燃料ディーゼルエンジン１は、円筒状のシリンダ２と、該シリンダ２の上端側に結合されたシリンダヘッド３と、シリンダ２の内部に進退自在に収容されたピストン４と、を備えている。そして、これらシリンダ２の周壁２ａと、シリンダヘッド３と、ピストン４の頂面４ａとで燃焼室ｃが形成されている。
　なお、図中の符号５は、ピストンリングを示している。 FIG. 1 is a configuration diagram of a dual fuel diesel engine 1 according to the first embodiment.
The dual fuel diesel engine 1 includes a cylindrical cylinder 2, a cylinder head 3 coupled to the upper end side of the cylinder 2, and a piston 4 accommodated in the cylinder 2 so as to be able to advance and retract. A combustion chamber c is formed by the peripheral wall 2 a of the cylinder 2, the cylinder head 3, and the top surface 4 a of the piston 4.
In addition, the code | symbol 5 in a figure has shown the piston ring.
　シリンダ２の下方側の周壁２ａには掃気ポート６が開口している。この掃気ポート６は、下死点近傍に位置するピストン４の頂面４ａ（図中に二点鎖線で表示）よりも上方の位置に形成されており、ピストン４が下死点近傍に位置する時に、掃気ポート６から燃焼室ｃに空気が供給されるようになっている。また、シリンダヘッド３の頂部には排気ポートが開口すると共に、該排気ポートを開閉する排気バルブ７が設けられている。この排気バルブ７は、ピストン４が上昇行程にある掃気行程時において、ピストン４が上死点の手前約１００°の位置に到達するまで開放される。そして、掃気ポート６から燃焼室ｃに供給される空気によって、燃焼室ｃに残留する前行程の排ガスが掃気されるようになっている。 A scavenging port 6 is opened in the peripheral wall 2a on the lower side of the cylinder 2. The scavenging port 6 is formed at a position above the top surface 4a of the piston 4 located near the bottom dead center (indicated by a two-dot chain line in the figure), and the piston 4 is located near the bottom dead center. Sometimes, air is supplied from the scavenging port 6 to the combustion chamber c. An exhaust port is opened at the top of the cylinder head 3 and an exhaust valve 7 for opening and closing the exhaust port is provided. The exhaust valve 7 is opened until the piston 4 reaches a position of about 100 ° before top dead center during the scavenging stroke when the piston 4 is in the upward stroke. The exhaust gas in the previous stroke remaining in the combustion chamber c is scavenged by the air supplied from the scavenging port 6 to the combustion chamber c.
　シリンダヘッド３には、燃焼室ｃにガス燃料を噴射するガス燃料噴射弁８が設けられると共に、同じく燃焼室ｃに圧縮着火性の良い油燃料を噴射する油燃料噴射弁１０が設けられている。このガス燃料噴射弁８及び油燃料噴射弁１０は、シリンダ中心ｏを回転中心として円周方向に１８０°離れた位置にそれぞれ１つずつ設けられている。 The cylinder head 3 is provided with a gas fuel injection valve 8 that injects gas fuel into the combustion chamber c, and is also provided with an oil fuel injection valve 10 that injects oil fuel with good compression ignitability into the combustion chamber c. . The gas fuel injection valve 8 and the oil fuel injection valve 10 are provided one by one at positions 180 degrees apart in the circumferential direction with the cylinder center o as the center of rotation.
　なお、本第１実施形態では、ガス燃料噴射弁８及び油燃料噴射弁１０には、それぞれ４つの噴孔が設けられているが、ガス燃料噴射弁８及び油燃料噴射弁１０の設置数は限定されず、例えば、１つであっても構わない。しかしながら、シリンダヘッド３の頂部に排気バルブ７が設けられる本第１実施形態にあっては、複数個のガス燃料噴射弁８及び油燃料噴射弁１０が、それぞれ円周方向に等間隔で配置されるのが好ましい。 In the first embodiment, the gas fuel injection valve 8 and the oil fuel injection valve 10 are each provided with four injection holes. However, the number of gas fuel injection valves 8 and the oil fuel injection valves 10 installed is as follows. It is not limited, For example, you may be one. However, in the first embodiment in which the exhaust valve 7 is provided at the top of the cylinder head 3, a plurality of gas fuel injection valves 8 and oil fuel injection valves 10 are arranged at equal intervals in the circumferential direction. It is preferable.
　さらに、ガス燃料噴射弁８及び油燃料噴射弁１０は、ケーブル１４を介してエンジンコントロールユニット（以下、「ＥＣＵ」という。）１２に接続されている。
　ＥＣＵ１２は、ケーブル１６を介してクランク軸１７の回転角を検出するクランク角センサ１５に接続されている。そして、クランク角センサ１５からクランク軸１７の回転角にかかる信号を受信することで、ピストン４の位相を検知する。また、ガス燃料噴射弁８及び油燃料噴射弁１０は、ＥＣＵ１２から送信される信号に基づいて、所定のタイミングで燃焼室ｃにガス燃料及び油燃料を噴射する。 Further, the gas fuel injection valve 8 and the oil fuel injection valve 10 are connected to an engine control unit (hereinafter referred to as “ECU”) 12 via a cable 14.
The ECU 12 is connected via a cable 16 to a crank angle sensor 15 that detects a rotation angle of the crankshaft 17. The phase of the piston 4 is detected by receiving a signal related to the rotation angle of the crankshaft 17 from the crank angle sensor 15. Further, the gas fuel injection valve 8 and the oil fuel injection valve 10 inject gas fuel and oil fuel into the combustion chamber c at a predetermined timing based on a signal transmitted from the ECU 12.
　図２は、第１実施形態に係るＥＣＵ１２の電気的構成を示すブロック図である。
　ＥＣＵ１２は、ガバニング制御部３０及び燃料制御部３２を備える。 FIG. 2 is a block diagram showing an electrical configuration of the ECU 12 according to the first embodiment.
The ECU 12 includes a governing control unit 30 and a fuel control unit 32.
　ガバニング制御部３０は、二元燃料ディーゼルエンジン１の設定回転数と実回転数とが入力され、設定回転数と実回転数との差分に基づいて実回転数が設定回転数となるようにガバニング制御を行う。なお、ガバニング制御部３０は、設定負荷と実負荷との差分に基づいて、ガバニング制御を行ってもよい。なお、本第１実施形態に係る負荷は、二元燃料ディーゼルエンジン１に対する最大負荷を１００％とし、０から１００の間で変化する負荷率（ロードインジケータ値）で特定される。 The governing control unit 30 receives the set rotational speed and the actual rotational speed of the dual fuel diesel engine 1 and performs the governing so that the actual rotational speed becomes the set rotational speed based on the difference between the set rotational speed and the actual rotational speed. Take control. Note that the governing control unit 30 may perform the governing control based on the difference between the set load and the actual load. The load according to the first embodiment is specified by a load factor (load indicator value) that varies between 0 and 100, with the maximum load on the dual fuel diesel engine 1 being 100%.
　燃料制御部３２は、ガバニング制御部３０から出力された指令に基づいて、燃料制御指令を出力する。 The fuel control unit 32 outputs a fuel control command based on the command output from the governing control unit 30.
　本第１実施形態に係る燃料制御部３２は、油燃料制御部３４及びガス燃料制御部３６を備える。
　油燃料制御部３４は、ガバニング制御部３０から出力された指令に基づいて、所定の関数によって油燃料制御指令を算出し、油燃料噴射弁１０へ出力する。
　ガス燃料制御部３６は、ガバニング制御部３０から出力された指令に基づいて、所定の関数によってガス燃料制御指令を算出し、ガス燃料噴射弁８へ出力する。 The fuel control unit 32 according to the first embodiment includes an oil fuel control unit 34 and a gas fuel control unit 36.
The oil fuel control unit 34 calculates an oil fuel control command by a predetermined function based on the command output from the governing control unit 30 and outputs the oil fuel control command to the oil fuel injection valve 10.
The gas fuel control unit 36 calculates a gas fuel control command by a predetermined function based on the command output from the governing control unit 30, and outputs it to the gas fuel injection valve 8.
　図３は、負荷率と燃料制御指令との関係を示すグラフである。
　図３に示される燃料制御指令は、油燃料制御指令とガス燃料制御指令との和である。すなわち、負荷率の上昇に応じてガス燃料と油燃料の合計供給熱量が上昇する。一例として、燃料制御指令は負荷率に比例して上昇する。 FIG. 3 is a graph showing the relationship between the load factor and the fuel control command.
The fuel control command shown in FIG. 3 is the sum of the oil fuel control command and the gas fuel control command. That is, the total supply heat amount of the gas fuel and the oil fuel increases as the load factor increases. As an example, the fuel control command increases in proportion to the load factor.
　燃料制御部３２は、二元燃料ディーゼルエンジン１の負荷が所定値以下の場合に油燃料のみを供給し、負荷が所定値を超えた場合にガス燃料の供給を開始する。そして、燃料制御部３２は、ガス燃料と油燃料を異なる制御量で制御し、かつ図３に示されるように負荷の上昇に応じてガス燃料と油燃料の合計供給熱量を上昇させる。これにより、ＥＣＵ１２は、二元燃料ディーゼルエンジン１の油燃料の使用量を低減させることができる。また、ＥＣＵ１２は、ガス燃料と油燃料を異なる制御量で制御するので、目的に応じて異なるガス燃料と油燃料の制御を行うことができる。
　なお、上記所定値を以下の説明において、切替負荷率という。本第１実施形態では、切替負荷率を一例として２０％とするが、これに限られず任意に設定される。切替負荷率以下は、低負荷運転とされる負荷率である。 The fuel control unit 32 supplies only oil fuel when the load of the dual fuel diesel engine 1 is equal to or less than a predetermined value, and starts supplying gas fuel when the load exceeds a predetermined value. The fuel control unit 32 controls the gas fuel and the oil fuel with different control amounts, and increases the total supply heat amount of the gas fuel and the oil fuel according to the increase in the load as shown in FIG. Thereby, ECU12 can reduce the usage-amount of the oil fuel of the dual fuel diesel engine 1. FIG. Further, since the ECU 12 controls the gas fuel and the oil fuel with different control amounts, the ECU 12 can control different gas fuel and oil fuel depending on the purpose.
In addition, the said predetermined value is called switching load factor in the following description. In the first embodiment, the switching load factor is 20% as an example, but is not limited to this and is arbitrarily set. Below the switching load factor is a load factor for low load operation.
　本第１実施形態に係る燃料制御部３２は、負荷が切替負荷率を超えた場合、ガス燃料の供給を開始すると共にガス燃料の供給量を負荷の上昇にかかわらず一定とし、油燃料の供給量を負荷の上昇に応じて上昇させる。 When the load exceeds the switching load factor, the fuel control unit 32 according to the first embodiment starts supplying the gas fuel and keeps the supply amount of the gas fuel constant regardless of the increase in the load. Increase the amount as the load increases.
　図４は、本第１実施形態に係る負荷率と油燃料制御指令との関係、負荷率とガス燃料制御指令との関係を示すグラフである。 FIG. 4 is a graph showing the relationship between the load factor and the oil fuel control command and the relationship between the load factor and the gas fuel control command according to the first embodiment.
　図４に示されるように、負荷率が切替負荷率（２０％）以下の場合、油燃料制御指令のみが出力され、油燃料制御指令は、負荷率の上昇と共に上昇する。油燃料はガス燃料よりも圧縮着火性が良いので、低負荷時に油燃料のみが供給されることにより、二元燃料ディーゼルエンジン１は低負荷時でも安定した運転が可能となる。
　そして、負荷率が切替負荷率を超えるとガス燃料制御指令が出力されて一定値となり、二元燃料ディーゼルエンジン１へのガス燃料の供給が開始される。このように、二元燃料ディーゼルエンジン１は、負荷率が切替負荷率を超えると、それまで油燃料による専焼状態であった運転状態が、油燃料とガス燃料との混焼状態に切り替えられる。 As shown in FIG. 4, when the load factor is equal to or less than the switching load factor (20%), only the oil fuel control command is output, and the oil fuel control command increases as the load factor increases. Since the oil fuel has better compression ignitability than the gas fuel, the dual fuel diesel engine 1 can be stably operated even at the low load by supplying only the oil fuel at the low load.
When the load factor exceeds the switching load factor, a gas fuel control command is output and becomes a constant value, and supply of gas fuel to the dual fuel diesel engine 1 is started. As described above, when the load factor exceeds the switching load factor, the dual fuel diesel engine 1 is switched from the operation state that has been exclusively fired by the oil fuel to the mixed combustion state of the oil fuel and the gas fuel.
　一方、油燃料制御指令は、負荷率が切替負荷率を超えるとその上昇率が切替負荷率未満に比べて小さくなる。換言すると、油燃料制御指令は、図３に示される燃料制御指令からガス燃料制御指令を減算した値となる。この油燃料制御指令の減少によって、図３に示されるように燃料制御指令と負荷率との関係が保たれる。 On the other hand, when the load factor exceeds the switching load factor, the increase rate of the oil fuel control command becomes smaller than that less than the switching load factor. In other words, the oil fuel control command is a value obtained by subtracting the gas fuel control command from the fuel control command shown in FIG. Due to the decrease in the oil fuel control command, the relationship between the fuel control command and the load factor is maintained as shown in FIG.
　すなわち、本第１実施形態では、負荷率が切替負荷率を超えると、ガス燃料噴射弁８の開閉時間が固定にされ、油燃料噴射弁１０の開閉時間が変動することとなるので、油燃料でガバナ制御が行われることとなる。 That is, in the first embodiment, when the load factor exceeds the switching load factor, the opening / closing time of the gas fuel injection valve 8 is fixed, and the opening / closing time of the oil fuel injection valve 10 varies. Thus, governor control is performed.
　以上説明したように、本第１実施形態に係る二元燃料ディーゼルエンジン１が備えるＥＣＵ１２は、ガバナ制御を行い、負荷率が切替負荷率以下の場合に油燃料のみを供給し、負荷率が切替負荷率を超えた場合にガス燃料の供給を開始し、ガス燃料と油燃料を異なる制御量で制御し、かつ負荷の上昇に応じてガス燃料と油燃料の合計供給熱量を上昇させる。従って、本第１実施形態に係るＥＣＵ１２は、油燃料の使用量を低減させると共に、油燃料とガス燃料とを用いた安定した運転が可能となる。 As described above, the ECU 12 provided in the dual fuel diesel engine 1 according to the first embodiment performs governor control, and supplies only oil fuel when the load factor is equal to or lower than the switching load factor, and the load factor is switched. When the load factor is exceeded, the supply of gas fuel is started, the gas fuel and the oil fuel are controlled with different control amounts, and the total supply heat amount of the gas fuel and the oil fuel is increased as the load increases. Therefore, the ECU 12 according to the first embodiment can reduce the amount of oil fuel used and can stably operate using oil fuel and gas fuel.
　そして、本第１実施形態に係るＥＣＵ１２が備える燃料制御部３２は、負荷率が切替負荷率を超えた場合、ガス燃料の供給を開始すると共にガス燃料の供給量を負荷の上昇にかかわらず一定とし、油燃料の供給量を負荷の上昇に応じて上昇させる。従って、本第１実施形態に係る燃料制御部３２は、ガス燃料の残量が少ない場合でも、ガス燃料を用いたディーゼルエンジンの運転が可能となる。 When the load factor exceeds the switching load factor, the fuel control unit 32 included in the ECU 12 according to the first embodiment starts supplying the gas fuel and keeps the supply amount of the gas fuel constant regardless of the increase in the load. And the supply amount of the oil fuel is increased according to the increase of the load. Therefore, the fuel control unit 32 according to the first embodiment can operate the diesel engine using the gas fuel even when the remaining amount of the gas fuel is small.
〔第２実施形態〕
　以下、本発明の第２実施形態について説明する。 [Second Embodiment]
Hereinafter, a second embodiment of the present invention will be described.
　本第２実施形態に係る二元燃料ディーゼルエンジン１及びＥＣＵ１２の構成は、図１，２に示す第１実施形態に係る二元燃料ディーゼルエンジン１及びＥＣＵ１２の構成と同様であるので説明を省略する。
　なお、本第２実施形態に係るＥＣＵ１２は、上記第１実施形態と同様に、二元燃料ディーゼルエンジン１の負荷率が切替負荷率以下の場合に油燃料のみを供給し、負荷率が切替負荷率を超えた場合にガス燃料の供給を開始する。 The configurations of the dual fuel diesel engine 1 and the ECU 12 according to the second embodiment are the same as the configurations of the dual fuel diesel engine 1 and the ECU 12 according to the first embodiment shown in FIGS. .
The ECU 12 according to the second embodiment supplies only oil fuel when the load factor of the dual fuel diesel engine 1 is equal to or lower than the switching load factor, and the load factor is the switching load, as in the first embodiment. When the rate is exceeded, gas fuel supply is started.
　しかしながら、負荷率が切替負荷率を超えた場合にガス燃料を急峻に増加させて供給すると、二元燃料ディーゼルエンジン１の回転数が急激に上昇する可能性がある。このような場合、ガバナ制御により、上昇した回転数を減少させるために燃料供給量を減少させるが、その結果、回転数が下がり過ぎるといった、所謂チャタリングが発生する可能性がある。 However, if the gas fuel is suddenly increased and supplied when the load factor exceeds the switching load factor, the rotational speed of the dual fuel diesel engine 1 may increase rapidly. In such a case, the governor control reduces the fuel supply amount in order to reduce the increased rotational speed, but as a result, there is a possibility of so-called chattering in which the rotational speed is too low.
　そこで、本第２実施形態に係る燃料制御部３２は、二元燃料ディーゼルエンジン１の負荷率が切替負荷率を超えた場合、時間変化を伴ってガス燃料の供給量を上昇させて一定の供給量とする。 Therefore, when the load factor of the dual fuel diesel engine 1 exceeds the switching load factor, the fuel control unit 32 according to the second embodiment increases the supply amount of the gas fuel with a change over time to maintain a constant supply. Amount.
　図５は、第２実施形態に係る負荷率と油燃料制御指令との関係、負荷率とガス燃料制御指令との関係を示すグラフである。 FIG. 5 is a graph showing the relationship between the load factor and the oil fuel control command and the relationship between the load factor and the gas fuel control command according to the second embodiment.
　図５に示されるように、負荷率が切替負荷率（２０％）となるとガス燃料制御指令が上昇し、二元燃料ディーゼルエンジン１へのガス燃料の供給が開始される。これにより、二元燃料ディーゼルエンジン１は、油燃料とガス燃料との混焼状態とされる。この場合、ガス燃料は、時間変化を伴って供給量が変化するように、予め定められた上昇率で、一定値まで上昇する。
　一方、油燃料制御指令は、負荷率が切替負荷率を超えると、図３に示される燃料制御指令からガス燃料制御指令を減算した値となるので、その上昇率は、負荷率が切替負荷率未満に比べて小さくなる。 As shown in FIG. 5, when the load factor reaches the switching load factor (20%), the gas fuel control command increases and the supply of gas fuel to the dual fuel diesel engine 1 is started. As a result, the dual fuel diesel engine 1 is in a mixed combustion state of oil fuel and gas fuel. In this case, the gas fuel rises to a certain value at a predetermined rate of increase so that the supply amount changes with time.
On the other hand, when the load factor exceeds the switching load factor, the oil fuel control command becomes a value obtained by subtracting the gas fuel control command from the fuel control command shown in FIG. Smaller than less.
　このように、本第２実施形態に係る燃料制御部３２は、一定の供給量となるまで時間変化を伴いガス燃料の供給量を上昇させることによって、二元燃料ディーゼルエンジン１の回転数が急激に上昇することを抑制するので、チャタリングの発生を防ぐことができる。 As described above, the fuel control unit 32 according to the second embodiment rapidly increases the rotational speed of the dual fuel diesel engine 1 by increasing the supply amount of the gas fuel with time change until the constant supply amount is reached. Therefore, chattering can be prevented from occurring.
〔第３実施形態〕
　以下、本発明の第３実施形態について説明する。 [Third Embodiment]
Hereinafter, a third embodiment of the present invention will be described.
　本第３実施形態に係る二元燃料ディーゼルエンジン１及びＥＣＵ１２の構成は、図１，２に示す第１実施形態に係る二元燃料ディーゼルエンジン１及びＥＣＵ１２の構成と同様であるので説明を省略する。 The configurations of the dual fuel diesel engine 1 and the ECU 12 according to the third embodiment are the same as the configurations of the dual fuel diesel engine 1 and the ECU 12 according to the first embodiment shown in FIGS. .
　本第３実施形態に係るＥＣＵ１２は、二元燃料ディーゼルエンジン１の負荷率が切替負荷率以下の場合に油燃料のみを供給し、負荷率が切替負荷率を超えた場合にガス燃料の供給を開始する。
　そして、本第３実施形態に係る燃料制御部３２は、負荷率が切替負荷率を超えた場合、ガス燃料と油燃料の比が予め定められた値（以下、「設定混焼比率」という。）となるようにガス燃料と油燃料を供給する。設定混焼比率は、任意に設定可能とされており、負荷率によって変化させることができる。 The ECU 12 according to the third embodiment supplies only oil fuel when the load factor of the dual fuel diesel engine 1 is equal to or lower than the switching load factor, and supplies gas fuel when the load factor exceeds the switching load factor. Start.
In the fuel control unit 32 according to the third embodiment, when the load factor exceeds the switching load factor, the ratio between the gas fuel and the oil fuel is a predetermined value (hereinafter referred to as “set mixed combustion ratio”). Gas fuel and oil fuel are supplied so that The set mixed firing ratio is arbitrarily settable and can be changed depending on the load factor.
　負荷率によっては、例えばガス燃料又は油燃料の比率を高くした方が、二元燃料ディーゼルエンジン１のより安定した運転や効率の良い運転が可能となる場合がある。このため、本第３実施形態に係る燃料制御部３２は、より適した状態で二元燃料ディーゼルエンジン１を運転するために設定混焼比率を任意に設定可能とする。 Depending on the load factor, for example, a higher ratio of gas fuel or oil fuel may enable more stable operation or more efficient operation of the dual fuel diesel engine 1 in some cases. For this reason, the fuel control unit 32 according to the third embodiment allows the set mixed combustion ratio to be arbitrarily set in order to operate the dual fuel diesel engine 1 in a more suitable state.
　図６は、本第３実施形態に係る負荷率と油燃料制御指令との関係、負荷率とガス燃料制御指令との関係を示すグラフである。 FIG. 6 is a graph showing the relationship between the load factor and the oil fuel control command and the relationship between the load factor and the gas fuel control command according to the third embodiment.
　図６に示されるように、負荷率が切替負荷率（２０％）となるとガス燃料制御指令が上昇し、二元燃料ディーゼルエンジン１へのガス燃料の供給が開始され、油燃料とガス燃料との混焼状態とされる。この場合、ガス燃料は、負荷率の上昇と共に上昇する。
　一方、油燃料制御指令は、負荷率が切替負荷率となるとガス燃料の供給量に応じて上昇率が小さくなるものの、負荷率の上昇と共に上昇する。
　ガス燃料制御指令と油燃料制御指令は、ガス燃料と油燃料の比が設定混焼比率となるように制御される。 As shown in FIG. 6, when the load factor reaches the switching load factor (20%), the gas fuel control command increases, and the supply of gas fuel to the dual fuel diesel engine 1 is started. It is said to be in a mixed firing state. In this case, the gas fuel increases as the load factor increases.
On the other hand, when the load factor becomes the switching load factor, the oil fuel control command increases as the load factor increases although the increase rate decreases according to the amount of gas fuel supplied.
The gas fuel control command and the oil fuel control command are controlled so that the ratio of the gas fuel and the oil fuel becomes the set mixed combustion ratio.
　すなわち、本第３実施形態では、負荷率が切替負荷率を超えると、ガス燃料噴射弁８及び油燃料噴射弁１０の開閉時間が変動することとなるので、ガス燃料及び油燃料でガバナ制御が行われることとなる。 That is, in the third embodiment, when the load factor exceeds the switching load factor, the opening / closing time of the gas fuel injection valve 8 and the oil fuel injection valve 10 varies, so that the governor control is performed with the gas fuel and the oil fuel. Will be done.
　このように、本第３実施形態に係る燃料制御部３２は、負荷率が切替負荷率を超えた場合、ガス燃料と油燃料の比が設定混焼比率となるようにガス燃料と油燃料を供給するので、二元燃料ディーゼルエンジン１をより適した状態で運転することができる。 Thus, the fuel control unit 32 according to the third embodiment supplies the gas fuel and the oil fuel so that the ratio of the gas fuel and the oil fuel becomes the set mixed combustion ratio when the load factor exceeds the switching load factor. Therefore, the dual fuel diesel engine 1 can be operated in a more suitable state.
〔第４実施形態〕
　以下、本発明の第４実施形態について説明する。 [Fourth Embodiment]
The fourth embodiment of the present invention will be described below.
　本第４実施形態に係る二元燃料ディーゼルエンジン１及びＥＣＵ１２の構成は、図１，２に示す第１実施形態に係る二元燃料ディーゼルエンジン１及びＥＣＵ１２の構成と同様であるので説明を省略する。 The configurations of the dual fuel diesel engine 1 and the ECU 12 according to the fourth embodiment are the same as the configurations of the dual fuel diesel engine 1 and the ECU 12 according to the first embodiment shown in FIGS. .
　本第４実施形態に係るＥＣＵ１２は、二元燃料ディーゼルエンジン１の負荷率が切替負荷率以下の場合に油燃料のみを供給し、負荷率が切替負荷率を超えた場合にガス燃料の供給を開始する。
　そして、本第４実施形態に係る燃料制御部３２は、負荷率が切替負荷率を超えた場合、ガス燃料の供給を開始すると共に油燃料の供給量を負荷の上昇にかかわらず一定とし、ガス燃料の供給量を負荷の上昇に応じて上昇させる。 The ECU 12 according to the fourth embodiment supplies only oil fuel when the load factor of the dual fuel diesel engine 1 is equal to or lower than the switching load factor, and supplies gas fuel when the load factor exceeds the switching load factor. Start.
Then, when the load factor exceeds the switching load factor, the fuel control unit 32 according to the fourth embodiment starts supplying gas fuel and makes the supply amount of oil fuel constant regardless of the increase in load. The fuel supply amount is increased according to the increase in load.
　図７は、本第４実施形態に係る負荷率と油燃料制御指令との関係、負荷率とガス燃料制御指令との関係を示すグラフである。 FIG. 7 is a graph showing the relationship between the load factor and the oil fuel control command and the relationship between the load factor and the gas fuel control command according to the fourth embodiment.
　図７に示されるように、油燃料制御指令は、負荷率が切替負荷率（２０％）となるまで負荷率の上昇に伴い上昇するが、負荷率が切替負荷率となると一定となる。
　一方、ガス燃料制御指令は、負荷率が切替負荷率となると上昇し、二元燃料ディーゼルエンジン１へのガス燃料の供給が開始される。これにより、二元燃料ディーゼルエンジン１は、油燃料とガス燃料との混焼状態とされる。そして、ガス燃料制御指令は、負荷率の上昇に応じて上昇する。これにより、図３に示されるように燃料制御指令と負荷率との関係が保たれる。 As shown in FIG. 7, the oil fuel control command increases as the load factor increases until the load factor reaches the switching load factor (20%), but becomes constant when the load factor reaches the switching load factor.
On the other hand, the gas fuel control command increases when the load factor becomes the switching load factor, and the supply of gas fuel to the dual fuel diesel engine 1 is started. As a result, the dual fuel diesel engine 1 is in a mixed combustion state of oil fuel and gas fuel. The gas fuel control command increases as the load factor increases. As a result, the relationship between the fuel control command and the load factor is maintained as shown in FIG.
　すなわち、本第４実施形態では、負荷率が切替負荷率を超えると、油燃料噴射弁１０の開閉時間が固定され、ガス燃料噴射弁８の開閉時間が変動することとなるので、ガス燃料でガバナ制御が行われることとなる。 That is, in the fourth embodiment, when the load factor exceeds the switching load factor, the opening / closing time of the oil fuel injection valve 10 is fixed and the opening / closing time of the gas fuel injection valve 8 varies. The governor control will be performed.
　このように、本第４実施形態に係る燃料制御部３２は、負荷率が切替負荷率を超えた場合、ガス燃料の供給を開始すると共に油燃料の供給量を負荷の上昇にかかわらず一定とし、ガス燃料の供給量を負荷の上昇に応じて上昇させるので、油燃料の使用量を減少させ、ガス燃料により得られる効果を最大限に発揮できる。 As described above, when the load factor exceeds the switching load factor, the fuel control unit 32 according to the fourth embodiment starts supplying gas fuel and makes the supply amount of oil fuel constant regardless of the load increase. Since the supply amount of gas fuel is increased in accordance with the increase in load, the amount of oil fuel used can be reduced and the effect obtained by the gas fuel can be maximized.
　以上、本発明を、上記各実施形態を用いて説明したが、本発明の技術的範囲は上記実施形態に記載の範囲には限定されない。発明の要旨を逸脱しない範囲で上記各実施形態に多様な変更又は改良を加えることができ、該変更又は改良を加えた形態も本発明の技術的範囲に含まれる。 As mentioned above, although this invention was demonstrated using said each embodiment, the technical scope of this invention is not limited to the range as described in the said embodiment. Various changes or improvements can be added to the above-described embodiments without departing from the gist of the invention, and embodiments to which the changes or improvements are added are also included in the technical scope of the present invention.
　１　　　二元燃料ディーゼルエンジン
　１２　　ＥＣＵ
　３０　　ガバニング制御部
　３２　　燃料制御部
  1 Dual fuel diesel engine 12 ECU
30 Governing control unit 32 Fuel control unit

Claims (7)

  1. 　ガス燃料と油燃料が供給されて運転されるディーゼルエンジンの制御装置であって、
    　ガバナ制御を行うガバナ制御手段と、
    　ディーゼルエンジンの負荷が所定値以下の場合に前記油燃料のみを供給し、前記負荷が前記所定値を超えた場合に前記ガス燃料の供給を開始し、前記ガス燃料と前記油燃料とを異なる制御量で制御し、かつ前記負荷の上昇に応じて前記ガス燃料と前記油燃料との合計供給熱量を上昇させる燃料制御手段と、
    を備えるディーゼルエンジンの制御装置。     A control device for a diesel engine operated by being supplied with gas fuel and oil fuel,
    Governor control means for performing governor control;
    When the load of the diesel engine is less than or equal to a predetermined value, only the oil fuel is supplied, and when the load exceeds the predetermined value, the supply of the gas fuel is started, and the gas fuel and the oil fuel are controlled differently. Fuel control means for controlling the amount and increasing the total supply heat amount of the gas fuel and the oil fuel in response to an increase in the load;
    A diesel engine control device.
  2. 　前記燃料制御手段は、前記負荷が前記所定値を超えた場合、前記ガス燃料の供給を開始すると共に前記ガス燃料の供給量を前記負荷の上昇にかかわらず一定とし、前記油燃料の供給量を前記負荷の上昇に応じて上昇させる請求項１記載のディーゼルエンジンの制御装置。 When the load exceeds the predetermined value, the fuel control means starts supplying the gas fuel, makes the supply amount of the gas fuel constant regardless of the increase in the load, and sets the supply amount of the oil fuel. The control device for a diesel engine according to claim 1, wherein the control device raises the load in response to an increase in the load.
  3. 　前記燃料制御手段は、前記負荷が前記所定値を超えた場合、時間変化を伴って前記ガス燃料の供給量を上昇させて前記一定の供給量とする請求項２記載のディーゼルエンジンの制御装置。 3. The control device for a diesel engine according to claim 2, wherein, when the load exceeds the predetermined value, the fuel control means increases the supply amount of the gas fuel with a time change to the constant supply amount.
  4. 　前記燃料制御手段は、前記負荷が前記所定値を超えた場合、前記ガス燃料と前記油燃料との比が予め定められた値となるように前記ガス燃料と前記油燃料とを供給する請求項１記載のディーゼルエンジンの制御装置。 The fuel control means supplies the gas fuel and the oil fuel so that a ratio of the gas fuel and the oil fuel becomes a predetermined value when the load exceeds the predetermined value. The control apparatus of the diesel engine of 1.
  5. 　前記燃料制御手段は、前記負荷が前記所定値を超えた場合、前記ガス燃料の供給を開始すると共に前記油燃料の供給量を前記負荷の上昇にかかわらず一定とし、前記ガス燃料の供給量を前記負荷の上昇に応じて上昇させる請求項１記載のディーゼルエンジンの制御装置。 When the load exceeds the predetermined value, the fuel control means starts supplying the gas fuel, makes the supply amount of the oil fuel constant regardless of the increase in the load, and sets the supply amount of the gas fuel. The control device for a diesel engine according to claim 1, wherein the control device raises the load in response to an increase in the load.
  6. 　燃焼室にガス燃料を噴射するガス燃料噴射弁と、
    　前記燃焼室に油燃料を噴射する油燃料噴射弁と、
    　請求項１から請求項５の何れか１項記載の制御装置と、
    を備えるディーゼルエンジン。     A gas fuel injection valve for injecting gas fuel into the combustion chamber;
    An oil fuel injection valve for injecting oil fuel into the combustion chamber;
    A control device according to any one of claims 1 to 5;
    Diesel engine equipped with.
  7. 　ガス燃料と油燃料が供給されて運転されるディーゼルエンジンの制御方法であって、
    　ディーゼルエンジンの負荷が所定値以下の場合に前記油燃料のみを供給する第１工程と、
    　前記負荷が前記所定値を超えた場合に前記ガス燃料の供給を開始する第２工程と、
    　前記ガス燃料と前記油燃料とを異なる制御量で制御し、かつ前記負荷の上昇に応じて前記ガス燃料と前記油燃料との合計供給熱量を上昇させる第３工程と、
    を含むディーゼルエンジンの制御方法。
    　     A method for controlling a diesel engine operated by being supplied with gas fuel and oil fuel,
    A first step of supplying only the oil fuel when the load of the diesel engine is a predetermined value or less;
    A second step of starting supply of the gaseous fuel when the load exceeds the predetermined value;
    A third step of controlling the gas fuel and the oil fuel with different control amounts, and increasing a total supply heat amount of the gas fuel and the oil fuel according to an increase in the load;
    Control method of diesel engine including
PCT/JP2013/069662 2012-11-14 2013-07-19 Diesel engine control device, diesel engine, and diesel engine control method WO2014077002A1 (en)

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