WO2014077002A1 - Dispositif de commande de moteur diesel, moteur diesel, et procédé de commande de moteur diesel - Google Patents

Dispositif de commande de moteur diesel, moteur diesel, et procédé de commande de moteur diesel Download PDF

Info

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
Authority
WO
WIPO (PCT)
Prior art keywords
fuel
diesel engine
load
gas fuel
oil
Prior art date
Application number
PCT/JP2013/069662
Other languages
English (en)
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
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 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/zh
Priority to KR1020157011278A priority patent/KR20150060973A/ko
Publication of WO2014077002A1 publication Critical patent/WO2014077002A1/fr

Links

Images

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.

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)
  • Combustion Methods Of Internal-Combustion Engines (AREA)

Abstract

La présente invention concerne une ECU qui est prévue dans un moteur diesel à deux carburants. Ladite ECU réalise une commande de régulateur de régime, fournissant seulement un carburant liquide lorsque le facteur de charge est égal ou inférieur à un facteur de charge de permutation et commençant l'alimentation en un carburant gazeux lorsque le facteur de charge dépasse le facteur de permutation, le carburant gazeux et le carburant liquide étant commandés en utilisant des quantités de commande différentes, et la quantité totale de chaleur fournie conjointement avec le carburant gazeux et le carburant liquide étant augmentée conformément à une augmentation de la charge. Lorsque le facteur de charge dépasse le facteur de charge de permutation, une unité de commande de carburant prévue dans l'ECU commence à fournir le carburant gazeux et maintient une quantité fixe d'alimentation en carburant gazeux indépendamment de l'augmentation de la charge, et augmente la quantité d'alimentation en carburant liquide conformément à l'augmentation de la charge.
PCT/JP2013/069662 2012-11-14 2013-07-19 Dispositif de commande de moteur diesel, moteur diesel, et procédé de commande de moteur diesel WO2014077002A1 (fr)

Priority Applications (2)

Application Number Priority Date Filing Date Title
CN201380056086.3A CN104769261B (zh) 2012-11-14 2013-07-19 柴油机的控制装置、柴油机及柴油机的控制方法
KR1020157011278A KR20150060973A (ko) 2012-11-14 2013-07-19 디젤엔진의 제어장치, 디젤엔진, 및 디젤엔진의 제어방법

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
JP2012250230A JP2014098339A (ja) 2012-11-14 2012-11-14 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
JP2012-250230 2012-11-14

Publications (1)

Publication Number Publication Date
WO2014077002A1 true WO2014077002A1 (fr) 2014-05-22

Family

ID=50730927

Family Applications (1)

Application Number Title Priority Date Filing Date
PCT/JP2013/069662 WO2014077002A1 (fr) 2012-11-14 2013-07-19 Dispositif de commande de moteur diesel, moteur diesel, et procédé de commande de moteur diesel

Country Status (4)

Country Link
JP (1) JP2014098339A (fr)
KR (1) KR20150060973A (fr)
CN (1) CN104769261B (fr)
WO (1) WO2014077002A1 (fr)

Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN106168171A (zh) * 2015-05-19 2016-11-30 温特图尔汽柴油公司 操作大型柴油发动机的方法、其用途以及大型柴油发动机
EP3170734A4 (fr) * 2014-07-18 2018-08-01 Daewoo Shipbuilding & Marine Engineering Co., Ltd. Procédé servant au fonctionnement d'un moteur destiné à un navire

Families Citing this family (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP3015699B1 (fr) * 2014-10-31 2018-12-05 Winterthur Gas & Diesel AG Système d'alimentation en gaz équipé d'un système de contrôle et cylindre pour un moteur à combustion interne à piston élévateur, moteur à combustion interne à piston élévateur, ainsi que procédé de fonctionnement d'un moteur à combustion interne à piston élévateur
EP3267017A1 (fr) * 2016-07-05 2018-01-10 Winterthur Gas & Diesel AG Procédé de fonctionnement d'un moteur diesel de grosse cylindrée dual-fuel et moteur diesel de grosse cylindrée
JP6134041B1 (ja) * 2016-09-14 2017-05-24 三菱重工業株式会社 エンジン及びエンジン制御方法
JP7376995B2 (ja) 2019-03-04 2023-11-09 川崎重工業株式会社 ターボ過給機付きガスエンジン及びその燃焼方法

Citations (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2002004899A (ja) * 2000-06-27 2002-01-09 Niigata Eng Co Ltd デュアルフューエルエンジン
JP2008002431A (ja) * 2006-06-26 2008-01-10 Yamaha Motor Co Ltd 内燃機関
WO2012111114A1 (fr) * 2011-02-16 2012-08-23 トヨタ自動車株式会社 Moteur à combustion interne à carburants multiples, et son procédé de commande

Family Cites Families (7)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPH08158980A (ja) * 1994-12-06 1996-06-18 Mitsubishi Motors Corp 補助燃料着火式ガスエンジン及びその稼働方法
DK174242B1 (da) * 1996-01-15 2002-10-14 Man B & W Diesel As Fremgangsmåde til styring af brændselstilførslen til en dieselmotor, der ved højtryksindsprøjtningbåde kan tilføres brændselsolie og brændselsgas, og en højtryks gasindsprøjtningsmotor af dieseltypen
EP1255923B1 (fr) * 2000-02-11 2006-04-12 Westport Research Inc. Procede et dispositif d'injection double de carburant dans un moteur a combustion interne
JP4232568B2 (ja) * 2002-07-31 2009-03-04 株式会社豊田中央研究所 圧縮自己着火内燃機関とその燃焼制御方法
JP2004108153A (ja) * 2002-09-13 2004-04-08 Tokyo Gas Co Ltd デュアルフューエルエンジン
JP4747687B2 (ja) * 2005-06-07 2011-08-17 トヨタ自動車株式会社 バイフューエルエンジンの制御装置
CN102918237A (zh) * 2010-06-01 2013-02-06 康明斯知识产权公司 用于双燃料发动机的控制系统

Patent Citations (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2002004899A (ja) * 2000-06-27 2002-01-09 Niigata Eng Co Ltd デュアルフューエルエンジン
JP2008002431A (ja) * 2006-06-26 2008-01-10 Yamaha Motor Co Ltd 内燃機関
WO2012111114A1 (fr) * 2011-02-16 2012-08-23 トヨタ自動車株式会社 Moteur à combustion interne à carburants multiples, et son procédé de commande

Cited By (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP3170734A4 (fr) * 2014-07-18 2018-08-01 Daewoo Shipbuilding & Marine Engineering Co., Ltd. Procédé servant au fonctionnement d'un moteur destiné à un navire
CN106168171A (zh) * 2015-05-19 2016-11-30 温特图尔汽柴油公司 操作大型柴油发动机的方法、其用途以及大型柴油发动机
JP2016217346A (ja) * 2015-05-19 2016-12-22 ヴィンタートゥール ガス アンド ディーゼル アーゲー 大型ディーゼル機関を運転する方法、この方法の使用、及び大型ディーゼル機関
JP2021102961A (ja) * 2015-05-19 2021-07-15 ヴィンタートゥール ガス アンド ディーゼル アーゲー 大型ディーゼル機関を運転する方法、この方法の使用、及び大型ディーゼル機関
JP7125245B2 (ja) 2015-05-19 2022-08-24 ヴィンタートゥール ガス アンド ディーゼル アーゲー 大型ディーゼル機関を運転する方法、この方法の使用、及び大型ディーゼル機関

Also Published As

Publication number Publication date
KR20150060973A (ko) 2015-06-03
JP2014098339A (ja) 2014-05-29
CN104769261A (zh) 2015-07-08
CN104769261B (zh) 2017-07-28

Similar Documents

Publication Publication Date Title
JP6049415B2 (ja) 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
WO2014077002A1 (fr) Dispositif de commande de moteur diesel, moteur diesel, et procédé de commande de moteur diesel
WO2013183737A1 (fr) Moteur à deux temps à balayage continu
JP2009097368A (ja) 予混合圧縮着火機関
JP2022107648A (ja) 二元燃料大型ディーゼルエンジンの動作方法および二元燃料大型ディーゼルエンジン
JP7125245B2 (ja) 大型ディーゼル機関を運転する方法、この方法の使用、及び大型ディーゼル機関
CN106285964B (zh) 往复活塞式内燃发动机及其低负载操作方法、计算机可读介质
US11578684B2 (en) Method for operating an engine
JP2021105399A (ja) 大型ディーゼル機関を運転する方法、この方法の使用、及び大型ディーゼル機関
EP3256704B1 (fr) Réduction des émissions d'hydrocarbures non brûlés dans des moteurs à mélange pauvre à carburant gazeux
KR101854056B1 (ko) 이원연료기관 및 이것을 구비한 선박, 그리고 이원연료기관의 제어방법
JP6432635B2 (ja) 圧縮自己着火式エンジンの制御装置
EP3140535B1 (fr) Méthode de commande d'un moteur à deux carburants
JP2020527666A (ja) 潤滑油制御式点火エンジン燃焼
JP6614192B2 (ja) 圧縮自己着火式エンジンの制御装置
JP2015124738A (ja) 直噴エンジンの制御装置
JP6225699B2 (ja) 直噴エンジンの制御装置
JP4801744B2 (ja) 内燃機関の運転方法および装置
KR20220019293A (ko) 피스톤 엔진을 작동하는 방법 및 피스톤 엔진을 위한 제어 시스템
JP2017096134A (ja) ガスエンジン及び船舶
JP2010065673A (ja) 多段圧縮自着火内燃機関
JP2011157941A (ja) 圧縮着火内燃機関

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: 13855064

Country of ref document: EP

Kind code of ref document: A1

ENP Entry into the national phase

Ref document number: 20157011278

Country of ref document: KR

Kind code of ref document: A

NENP Non-entry into the national phase

Ref country code: DE

122 Ep: pct application non-entry in european phase

Ref document number: 13855064

Country of ref document: EP

Kind code of ref document: A1