WO2014091680A1 - Dispositif de commande d'injection de carburant pour moteur à combustion interne et système d'injection de carburant de véhicule - Google Patents

Dispositif de commande d'injection de carburant pour moteur à combustion interne et système d'injection de carburant de véhicule Download PDF

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Publication number
WO2014091680A1
WO2014091680A1 PCT/JP2013/006772 JP2013006772W WO2014091680A1 WO 2014091680 A1 WO2014091680 A1 WO 2014091680A1 JP 2013006772 W JP2013006772 W JP 2013006772W WO 2014091680 A1 WO2014091680 A1 WO 2014091680A1
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Prior art keywords
fuel
pressure
valve
fuel injection
gas
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PCT/JP2013/006772
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English (en)
Japanese (ja)
Inventor
優一 竹村
溝渕　剛史
和田　実
和賢 野々山
福田　圭佑
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株式会社デンソー
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    • 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
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B43/00—Engines characterised by operating on gaseous fuels; Plants including such engines
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D19/00—Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures
    • F02D19/06—Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures peculiar to engines working with pluralities of fuels, e.g. alternatively with light and heavy fuel oil, other than engines indifferent to the fuel consumed
    • F02D19/0602—Control of components of the fuel supply system
    • F02D19/0613—Switch-over from one fuel to another
    • 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
    • F02D19/0673—Valves; Pressure or flow regulators; Mixers
    • F02D19/0678—Pressure or flow regulators therefor; Fuel metering valves therefor
    • 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
    • F02D41/24—Electrical control of supply of combustible mixture or its constituents characterised by the use of digital means
    • F02D41/2406—Electrical control of supply of combustible mixture or its constituents characterised by the use of digital means using essentially read only memories
    • F02D41/2425—Particular ways of programming the data
    • F02D41/2429—Methods of calibrating or learning
    • F02D41/2441—Methods of calibrating or learning characterised by the learning conditions
    • F02D41/2448—Prohibition of learning
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M21/00—Apparatus for supplying engines with non-liquid fuels, e.g. gaseous fuels stored in liquid form
    • F02M21/02—Apparatus for supplying engines with non-liquid fuels, e.g. gaseous fuels stored in liquid form for gaseous fuels
    • F02M21/0218—Details on the gaseous fuel supply system, e.g. tanks, valves, pipes, pumps, rails, injectors or mixers
    • F02M21/023—Valves; Pressure or flow regulators in the fuel supply or return system
    • F02M21/0239—Pressure or flow regulators therefor
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M21/00—Apparatus for supplying engines with non-liquid fuels, e.g. gaseous fuels stored in liquid form
    • F02M21/02—Apparatus for supplying engines with non-liquid fuels, e.g. gaseous fuels stored in liquid form for gaseous fuels
    • F02M21/0218—Details on the gaseous fuel supply system, e.g. tanks, valves, pipes, pumps, rails, injectors or mixers
    • F02M21/0248—Injectors
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M21/00—Apparatus for supplying engines with non-liquid fuels, e.g. gaseous fuels stored in liquid form
    • F02M21/02—Apparatus for supplying engines with non-liquid fuels, e.g. gaseous fuels stored in liquid form for gaseous fuels
    • F02M21/0218—Details on the gaseous fuel supply system, e.g. tanks, valves, pipes, pumps, rails, injectors or mixers
    • F02M21/0248—Injectors
    • F02M21/0257—Details of the valve closing elements, e.g. valve seats, stems or arrangement of flow passages
    • F02M21/026—Lift valves, i.e. stem operated valves
    • F02M21/0263—Inwardly opening single or multi nozzle valves, e.g. needle valves
    • F02M21/0266—Hollow stem valves; Piston valves; Stems having a spherical tip
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B43/00—Engines characterised by operating on gaseous fuels; Plants including such engines
    • F02B43/10—Engines or plants characterised by use of other specific gases, e.g. acetylene, oxyhydrogen
    • F02B2043/103—Natural gas, e.g. methane or LNG used as a fuel
    • 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
    • F02D41/22—Safety or indicating devices for abnormal conditions
    • F02D2041/224—Diagnosis of the fuel system
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D2200/00—Input parameters for engine control
    • F02D2200/02—Input parameters for engine control the parameters being related to the engine
    • F02D2200/06—Fuel or fuel supply system parameters
    • F02D2200/0602—Fuel pressure
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D2200/00—Input parameters for engine control
    • F02D2200/60—Input parameters for engine control said parameters being related to the driver demands or status
    • F02D2200/602—Pedal position
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D2250/00—Engine control related to specific problems or objectives
    • F02D2250/31—Control of the fuel pressure
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/0025—Controlling engines characterised by use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures
    • F02D41/0027—Controlling engines characterised by use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures the fuel being gaseous
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/02—Circuit arrangements for generating control signals
    • F02D41/04—Introducing corrections for particular operating conditions
    • F02D41/042—Introducing corrections for particular operating conditions for stopping the engine
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/02—Circuit arrangements for generating control signals
    • F02D41/14—Introducing closed-loop corrections
    • F02D41/1438—Introducing closed-loop corrections using means for determining characteristics of the combustion gases; Sensors therefor
    • F02D41/1444—Introducing closed-loop corrections using means for determining characteristics of the combustion gases; Sensors therefor characterised by the characteristics of the combustion gases
    • F02D41/1454—Introducing closed-loop corrections using means for determining characteristics of the combustion gases; Sensors therefor characterised by the characteristics of the combustion gases the characteristics being an oxygen content or concentration or the air-fuel ratio
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/24—Electrical control of supply of combustible mixture or its constituents characterised by the use of digital means
    • F02D41/2406—Electrical control of supply of combustible mixture or its constituents characterised by the use of digital means using essentially read only memories
    • F02D41/2425—Particular ways of programming the data
    • F02D41/2429—Methods of calibrating or learning
    • F02D41/2451—Methods of calibrating or learning characterised by what is learned or calibrated
    • F02D41/2454—Learning of the air-fuel ratio control
    • 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 disclosure relates to an internal combustion engine fuel injection control device and a vehicle fuel injection system.
  • a fuel supply system configured to supply gas fuel to the fuel injection valve is provided in the middle of a gas tank that stores the gas fuel in a high pressure state and a fuel pipe that connects the gas tank and the fuel injection valve.
  • a pressure adjustment valve that adjusts the pressure of the gas fuel supplied from the pressure regulator, and a shut-off valve that is provided upstream of the pressure adjustment valve (that is, on the gas tank side) and blocks the flow of the gas fuel to the pressure adjustment valve
  • the present disclosure suppresses the inconvenience that the injection pressure excessively increases due to fuel leakage at the pressure control valve while the gas fuel injection is stopped, and that the gas fuel injection is hindered after resumption of the gas fuel injection.
  • the main object of the present invention is to provide a fuel injection control device for an internal combustion engine and a fuel injection system for a vehicle.
  • the present disclosure includes a gas tank that stores gas fuel in a high-pressure state, a gas fuel injection valve that injects gas fuel supplied from the gas tank through a fuel passage, and the fuel passage that is provided to the gas fuel injection valve.
  • a pressure regulating valve that depressurizes and adjusts the pressure of the gas fuel, and a shut-off valve that is provided on the upstream side of the pressure regulating valve in the fuel passage and in the vicinity thereof, and has a shut-off function that shuts off the flow of the gas fuel;
  • the present invention is applied to a fuel injection system provided with a tank outlet valve provided in the vicinity of a fuel outlet of the gas tank and having a shut-off function for shutting off the flow of gas fuel.
  • the fuel pressure in the high-pressure passage between the gas tank and the pressure regulating valve is determined in advance, and the injection stop determining means for determining that the fuel injection by the gas fuel injection valve is before stopping
  • a pressure determination means for determining whether or not the fuel pressure is equal to or greater than a predetermined value; and the injection stop determination means determines that the time is before the injection stop, and the pressure determination means determines that the fuel pressure in the high-pressure passage is a predetermined value.
  • the shutoff valve is opened, the tank outlet valve is closed or the opening is restricted, and the fuel pressure in the high pressure passage is lowered.
  • the fuel pressure in the high-pressure passage is actively lowered before the gas fuel injection is stopped, so that the fuel leakage at the pressure regulating valve is less likely to occur, and even if the fuel leakage occurs, the injection pressure is reduced.
  • the rise level can be suppressed. As a result, it is possible to suppress the inconvenience that the injection pressure is excessively increased due to fuel leakage at the pressure control valve while the injection of the gas fuel is stopped, and that the injection of the gas fuel is hindered after the injection of the gas fuel is resumed.
  • FIG. 1 is a configuration diagram showing an outline of an engine fuel injection system.
  • FIG. 2 is a diagram showing a schematic configuration of the first injection valve.
  • FIG. 3 is a diagram illustrating a schematic configuration of a regulator.
  • FIG. 4 is a schematic diagram showing the arrangement of components of the fuel injection system in the vehicle.
  • FIG. 5 is a flowchart showing a first fuel injection control process.
  • FIG. 6 is a flowchart showing a second fuel injection control process.
  • FIG. 7 is a flowchart showing a third fuel injection control process.
  • FIG. 8 is a time chart for specifically explaining the fuel injection control.
  • FIG. 9 is a time chart for specifically explaining the fuel injection control.
  • FIG. 10 is a flowchart showing a regulator upstream pressure control process.
  • FIG. 11 is a time chart for specifically explaining regulator upstream pressure control processing.
  • FIG. 12 is a flowchart showing a first fuel injection control process in another embodiment.
  • FIG. 1 An overall schematic diagram of this system is shown in FIG. 1
  • the intake system 11 is an inline three-cylinder spark ignition engine, and an intake system 11 and an exhaust system 12 are connected to an intake port and an exhaust port, respectively.
  • the intake system 11 has an intake manifold 13 and an intake pipe 14.
  • the intake manifold 13 has a plurality of (for the number of cylinders of the engine 10) branch pipe portions 13a connected to the intake port of the engine 10, and a collective portion 13b connected to the intake pipe 14 on the upstream side. ing.
  • the intake pipe 14 is provided with a throttle valve 15 as air amount adjusting means.
  • the throttle valve 15 is configured as an electronically controlled throttle valve whose opening degree is adjusted by a throttle actuator 15a such as a DC motor.
  • the opening degree of the throttle valve 15 (throttle opening degree) is a throttle opening degree built in the throttle actuator 15a. It is detected by the degree sensor 15b.
  • the exhaust system 12 has an exhaust manifold 16 and an exhaust pipe 17.
  • the exhaust manifold 16 has a plurality of (for the number of cylinders of the engine 10) branch pipe portions 16a connected to the exhaust port of the engine 10 and a collecting portion 16b connected to the exhaust pipe 17 on the downstream side. ing.
  • the exhaust pipe 17 is provided with an exhaust sensor 18 for detecting exhaust components and a catalyst 19 for purifying exhaust.
  • an air-fuel ratio sensor that detects the air-fuel ratio from the oxygen concentration in the exhaust is provided as the exhaust sensor 18.
  • a spark plug 20 is provided in each cylinder of the engine 10.
  • a high voltage is applied to the ignition plug 20 at a desired ignition timing through an ignition device 20a including an ignition coil. By applying this high voltage, a spark discharge is generated between the opposing electrodes of each spark plug 20, and the fuel introduced into the cylinder (combustion chamber) is ignited and used for combustion.
  • the present system is a fuel injection means for injecting and supplying fuel to the engine 10, a first injection valve 21 for injecting gas fuel (CNG fuel), and a second injection valve 22 for injecting liquid fuel (gasoline). And have.
  • Each of these injection valves 21 and 22 injects fuel into the branch pipe portion 13a of the intake manifold 13 in the intake system 11, and gas fuel is supplied to the intake port of each cylinder by the injection of the first injection valve 21.
  • the liquid fuel is supplied to the intake port of each cylinder by the injection of the second injection valve 22.
  • Each of the injection valves 21 and 22 is an open / close type control valve in which the valve body is lifted from the closed position to the open position by electrically driving the electromagnetic drive unit. Each valve is driven to open by a valve opening drive signal. These injection valves 21 and 22 are opened by energization and closed by energization interruption. An amount of fuel (gas fuel, liquid fuel) corresponding to the energization time is injected from each of the injection valves 21 and 22.
  • the injection pipe 23 is connected to the tip of the first injection valve 21, and the gas fuel injected from the first injection valve 21 passes through the injection pipe 23 to the branch pipe portion 13 a of the intake manifold 13. It comes to be injected.
  • the first injection valve 21 has a self-sealing structure in which the closing sealing performance is enhanced by the pressure of the gas fuel supplied to itself.
  • a valve body 32 is slidably accommodated in the cylindrical body 31, and the valve body 32 is biased in the valve closing direction by a spring 33 in the body 31.
  • the nozzle hole 34 provided at the tip of the injection valve is closed by the tip of the valve body 32.
  • a first fuel chamber 35 is provided on the rear end side (upstream side) of the valve body 32
  • a second fuel chamber 36 is provided on the front end side (downstream side) of the valve body 32.
  • the valve body 32 is provided with a small-diameter portion 32a on the tip side of the sliding portion, and a second fuel chamber 36 is provided around the small-diameter portion 32a.
  • the first fuel chamber 35 and the second fuel chamber 36 are in communication with each other via a fuel passage 37 provided in the valve body 32.
  • the inlet side of the fuel passage 37 communicates with the first fuel chamber 35, and the outlet side thereof It leads to the second fuel chamber 36.
  • the valve body 32 is displaced to the valve opening position in response to energization to the electromagnetic drive unit 38 composed of a solenoid or the like.
  • gas fuel is supplied from a regulator 43 described later to the first fuel chamber 35, and the gas fuel is also introduced into the second fuel chamber 36 through the fuel passage 37.
  • the valve body 32 is displaced to the valve opening position against the biasing force of the spring 33 as the electromagnetic drive unit 38 is energized, the nozzle hole 34 is opened, and the gas is discharged. Fuel is injected.
  • the valve body 32 is provided with a small-diameter portion 32 a on the distal end side thereof, so that the pressure receiving area on the first fuel chamber 35 side and the pressure receiving side on the second fuel chamber 36 side in the valve-closed state.
  • the area is “pressure receiving area on the first fuel chamber 35 side> pressure receiving area on the second fuel chamber 36 side” (see FIG. 2A). Therefore, in the valve closing state shown in FIG. 2A, the pressure of the gas fuel supplied from the regulator 43 side (corresponding to the injection pressure) is in the direction in which the valve body 32 is closed (valve closing direction). It comes to act more greatly.
  • the injection pressure also acts on the end face (the lower end face in the figure) of the small-diameter portion 32a, so that the fuel pressure in the valve closing direction acting on the valve body 32 and the valve opening direction are also applied.
  • the fuel pressure is almost the same.
  • a gas tank 42 is connected to the first injection valve 21 via a gas pipe 41, and the pressure of the gas fuel supplied to the first injection valve 21 is in the middle of the gas pipe 41.
  • a regulator 43 having a pressure adjusting function for adjusting the pressure under pressure.
  • the regulator 43 (a pressure adjusting valve 60, which will be described in more detail later) is configured to use gas fuel in a high pressure state (for example, a maximum of 20 MPa) stored in the gas tank 42 with a predetermined set pressure (for example, an injection pressure of the first injection valve 21)
  • the gas fuel after the pressure reduction adjustment is supplied to the first injection valve 21 through the gas pipe 41.
  • the upstream side of the regulator 43 is a high-pressure pipe portion 41a that forms a high-pressure side passage, and the downstream side is a low-pressure pipe portion 41b that forms a low-pressure side passage.
  • a gas fuel passage formed by the gas pipe 41 and the like further includes a tank main stop valve 44 (tank outlet valve) disposed in the vicinity of the fuel outlet of the gas tank 42 and a downstream side of the tank main stop valve 44. And a shutoff valve 45 disposed in the vicinity of the fuel inlet of the regulator 43.
  • the valves 44, 45 allow and shut off the flow of gas fuel in the gas pipe 41. Yes.
  • Both the tank main stop valve 44 and the shut-off valve 45 are electromagnetic on-off valves, and are normally closed so that the flow of gas fuel is cut off when not energized and the flow of gas fuel is allowed when energized.
  • a pressure sensor 46 for detecting the fuel pressure and a temperature sensor 47 for detecting the fuel temperature are provided in the high pressure piping portion 41a, and a pressure sensor 48 for detecting the fuel pressure in the low pressure piping portion 41b.
  • a temperature sensor 49 for detecting the fuel temperature is provided.
  • the gas tank 42 is provided with a tank internal pressure sensor 50 that detects a tank internal pressure that is an internal pressure of the gas tank 42.
  • the shut-off valve 45 and the pressure sensor 46 can be provided integrally with the regulator 43.
  • a configuration in which the shut-off valve 45 and the pressure sensor 46 are provided integrally with the regulator 43 is adopted. .
  • the regulator 43 constitutes a mechanical pressure adjusting device that adjusts the fuel pressure in the low-pressure pipe portion 41b with respect to a mechanically determined set pressure.
  • the regulator 43 has a high-pressure passage 51 connected to the high-pressure piping portion 41a and a low-pressure passage 52 connected to the low-pressure piping portion 41b.
  • the high-pressure passage 51 includes a shut-off valve 45 and a pressure sensor. 46 is provided.
  • the pressure sensor 46 detects the pressure of the gas fuel upstream of the shutoff valve 45.
  • Reference numeral 53 is a filter for removing foreign matter.
  • the configuration of the shut-off valve 45 is substantially the same as the configuration of the first injection valve 21 and has a self-sealing structure. The configuration will be briefly described.
  • the shut-off valve 45 has a valve body 55 biased in the valve closing direction by a spring 54, and the valve body 55 is closed against the biasing force of the spring 54 by energizing the electromagnetic drive unit 56. The valve is displaced from the position to the valve opening position.
  • a first fuel chamber 57 is provided on the rear end side (upstream side) of the valve body 55, and a second fuel chamber 58 is provided on the distal end side (downstream side where the small diameter portion is provided) of the valve body 55. Yes.
  • Both the fuel chambers 57 and 58 are communicated with each other through a fuel passage 59 provided in the valve body 55.
  • high-pressure gas fuel is supplied to both the fuel chambers 57 and 58 from the gas tank 42, and in the closed state of the shutoff valve 45, a closing force is applied to the valve body 55 by the fuel pressure on the gas tank 42 side. .
  • the valve element 55 is displaced to the valve open position against the biasing force of the spring 54 with the energization of the electromagnetic drive unit 56 (as shown), high-pressure gas fuel flows downstream.
  • a pressure regulating valve 60 is provided on the downstream side of the shutoff valve 45.
  • a valve body chamber 61 is provided in the high pressure passage 51, and a valve body 62 is accommodated in the valve body chamber 61.
  • the valve body 62 is an opening / closing member that opens and closes the valve seat portion 63 that is an inlet portion of the low pressure passage 52. If the valve body 62 is in the open position, the valve seat portion 63 is opened and the high pressure passage 51, the low pressure passage 52, Is communicated. If the valve body 62 is in the closed position, the valve seat 63 is closed and the communication between the high pressure passage 51 and the low pressure passage 52 is blocked.
  • the valve body 62 is opened and closed according to the fuel pressure (corresponding to the injection pressure) in the low-pressure passage 52 and the force in the valve opening direction generated by the valve body operating portion 65.
  • the valve element actuating portion 65 is a space that is open to the atmosphere, and has an air opening portion 67 in which an adjustment spring 66 is provided, and a diaphragm as a partition member that partitions the air release portion 67 and the low-pressure passage 52. 68.
  • the diaphragm 68 is provided integrally with the valve body 62. Fuel pressure in the low pressure passage 52 acts on the diaphragm 68 as a force in the valve closing direction, and an urging force of the adjustment spring 66 and atmospheric pressure act as a force in the valve opening direction.
  • the valve body 62 is held in the valve closing position.
  • the valve element 62 opens with the displacement of the diaphragm 68.
  • the opening position (valve lift amount) of the valve body 62 is determined according to the difference between the force in the valve closing direction and the force in the valve opening direction, and the opening area of the valve seat 63 is changed according to the opening position. As a result, the amount of fuel flowing from the high pressure passage 51 into the low pressure passage 52 is adjusted.
  • a relief valve 69 that vents gas when the fuel pressure in the low pressure passage 52 becomes abnormally high is provided in the branch portion 52a branched from the low pressure passage 52.
  • the pressure adjusting means is constituted by the pressure adjusting valve 60 made up of components such as the valve body 62 and the valve body operating portion 65.
  • the shut-off valve 45, the pressure sensor 46, and the pressure adjustment valve 60 are integrally provided in the regulator 43.
  • the shut-off valve 45 and the pressure sensor 46 are separated from the regulator 43 in the high-pressure piping 41 a. It is also possible to provide it.
  • a fuel tank 72 is connected to the second injection valve 22 via a fuel pipe 71.
  • the fuel pipe 71 is provided with a fuel pump 73 that feeds the liquid fuel in the fuel tank 72 to the second injection valve 22.
  • the control unit 80 includes a CPU 81, a ROM 82, a RAM 83, a backup RAM 84, an interface 85, and a bidirectional bus 86.
  • the CPU 81, ROM 82, RAM 83, backup RAM 84, and interface 85 are connected to each other by a bidirectional bus 86.
  • the CPU 81 executes a routine (program) for controlling the operation of each unit in the system.
  • the ROM 82 stores in advance various data such as a routine executed by the CPU 81, maps (including tables, relational expressions, and the like), parameters, and the like referred to when the routine is executed.
  • the RAM 83 temporarily stores data as necessary when the CPU 81 executes a routine.
  • the backup RAM 84 appropriately stores data under the control of the CPU 81 in a state where the power is turned on, and retains the stored data even after the power is shut off.
  • the interface 85 includes sensors (crank angle sensor, air flow meter, air flow meter, etc.) provided in the present system, including the throttle opening sensor 15b, the exhaust sensor 18, the pressure sensors 46, 48, the temperature sensors 47, 49, and the tank internal pressure sensor 50 described above.
  • a cooling water temperature sensor, a vehicle speed sensor, etc.) are electrically connected, and outputs (detection signals) from these sensors are transmitted to the CPU 81.
  • the interface 85 is electrically connected to driving units such as the throttle actuator 15a, the ignition device 20a, the injection valves 21 and 22, the tank main stop valve 44, the shutoff valve 45, and the like, and drives these driving units. Therefore, the drive signal sent from the CPU 81 is output toward the drive unit. That is, the control unit 80 acquires an operation state based on the output signals of the above-described sensors, and performs the above-described drive unit control based on the operation state.
  • FIG. 4 is a schematic diagram showing the arrangement of components of the fuel injection system in the vehicle “C”.
  • the vehicle “C” has an engine 10 disposed in the front portion of the vehicle, and a regulator 43 and a shut-off valve 45 are provided in the vicinity of the engine.
  • the engine 10 is provided with a first injection valve 21.
  • a gas tank 42 is disposed at the rear of the vehicle, and a tank main stop valve 44 is provided at the outlet thereof.
  • the gas piping 41 is provided so that it may extend in the vehicle front-back direction.
  • the pressure regulating valve 60 is likely to leak high pressure fuel from the upstream side to the downstream side. Therefore, it is considered that the injection pressure is excessively increased.
  • the valve opening operation of the valve body 32 may be affected in the first injection valve 21, and as a result, the valve body 32 moves to the valve opening position due to the excessive increase in the injection pressure.
  • the gas fuel cannot be injected normally.
  • the first injection valve 21 has a self-sealing structure as described above, and the fuel pressure (injection pressure) on the downstream side of the regulator acts in the direction in which the valve body 32 is closed. Therefore, the higher the injection pressure, the harder it is to open the valve.
  • the control unit 80 determines that it is a time before the fuel injection by the first injection valve 21 is stopped, and determines whether the regulator upstream pressure is equal to or higher than a predetermined value.
  • the shutoff valve 45 is opened while the fuel injection by the first injection valve 21 is continued.
  • the main stop valve 44 is closed to reduce the regulator upstream pressure (injection stop determination means, pressure determination means, pressure control means).
  • the fuel injection is stopped before the fuel injection is stopped by the first injection valve 21 (in other words, the fuel injection is likely to be stopped).
  • the following (1) to (3) are assumed as means for performing this. (1) Based on the request for switching from gas fuel to liquid fuel, it is determined that the time is before the stop of injection of gas fuel. (2) Based on the determination that the vehicle is in a predetermined low load state, it is determined that the time is before the stop of the injection of gas fuel. (3) Based on the request for stopping the engine, it is determined that the time is before the stop of gas fuel injection. In addition, if the engine stop request
  • FIG. 5 is a flowchart showing the fuel injection control process in the case (1)
  • FIG. 6 is a flowchart showing the fuel injection control process in the case (2)
  • FIG. 7 is the above (3).
  • 6 is a flowchart showing a fuel injection control process in the case of FIG.
  • Each of these processes is repeatedly performed by the CPU 81 of the control unit 80 at a predetermined cycle.
  • the process of FIG. 5 is called a first fuel injection control process
  • the process of FIG. 6 is called a second fuel injection control process
  • the process of FIG. 7 is called a third fuel injection control process.
  • step S11 it is determined whether or not it is a time point before the stop of the injection of the gas fuel depending on whether or not a request for switching from the gas fuel to the liquid fuel is generated. .
  • the switching from the gas fuel to the liquid fuel may be performed based on, for example, the engine operating state or the remaining amount of fuel. If no switching request is generated, the process is terminated.
  • step S13 it is determined whether or not the regulator upstream pressure is equal to or higher than a predetermined determination value K1.
  • the regulator upstream pressure is calculated from the detection value of the pressure sensor 46.
  • the regulator upstream pressure may be calculated from the detection value of the tank internal pressure sensor 50. Since the determination in step S13 is made immediately after the main tank stop valve 44 is closed (or when the tank is closed) when step S11 becomes YES, the regulator upstream pressure is calculated from the detected value of the tank internal pressure sensor 50. Is possible.
  • the determination value K1 is a threshold value for determining whether the regulator upstream pressure is high enough to affect the valve opening operation of the shutoff valve 45, and is, for example, 10 MPa.
  • step S14 If the regulator upstream pressure is less than the determination value K1, the process proceeds to step S14, and a close command for closing the shutoff valve 45 is output. In the subsequent step S15, the injection of gas fuel by the first injection valve 21 is stopped. Thereafter, this process is terminated.
  • the shutoff valve 45 is not immediately closed and the switching to the liquid fuel is not performed, and the following steps S16 to S18 are performed.
  • step S16 the update of the air-fuel ratio learning value in the air-fuel ratio feedback control is prohibited.
  • Air-fuel ratio feedback control and air-fuel ratio learning will be briefly described.
  • the controller 80 calculates a deviation between the actual air-fuel ratio detected by the exhaust sensor 18 and a target air-fuel ratio (for example, the theoretical air-fuel ratio), and calculates an air-fuel ratio feedback correction value based on the deviation. Then, the injection amount of the gas fuel is corrected by the air-fuel ratio feedback correction value. Further, an air-fuel ratio learning value is calculated based on the air-fuel ratio feedback correction value, and the learned value is stored in the backup RAM 84 (or EEPROM). At this time, the previous value of the air-fuel ratio learning value is updated with the current value. In step S16, such update of the air-fuel ratio learning value is prohibited.
  • step S17 abnormality determination of the gas fuel supply system is prohibited.
  • the abnormality determination of the gas fuel supply system will be briefly described.
  • the control unit 80 determines abnormality of the gas piping 41 (high pressure piping portion 41a) according to the regulator upstream pressure during the injection of gas fuel.
  • the magnitude of the fuel pressure in the gas pipe 41 and the behavior of the change may vary. Is different. Therefore, if the tank main stop valve 44 is closed while the gas fuel is being injected, there is a risk of erroneous determination.
  • the magnitude of the injection pressure fluctuates according to the operating load of the engine 10, and the injection pressure becomes higher at low loads such as an idle with a relatively small fuel injection amount.
  • the injection pressure becomes lower at a high load with a relatively large amount.
  • a normal range of the injection pressure is determined for each load region, and abnormality determination of the pressure adjustment valve 60 is performed depending on whether or not the injection pressure is within the normal range.
  • the tank main stop valve 44 is closed while the gas fuel is being injected, there is a risk of erroneous determination.
  • the abnormality determination may be limited by changing the abnormality determination value used in the abnormality determination.
  • step S18 the estimation of the remaining amount of fuel in the gas tank 42 is prohibited.
  • the fuel remaining amount estimation process will be briefly described. There is a correlation between the remaining amount of fuel in the gas tank 42 and the tank internal pressure. Therefore, the relationship between the fuel remaining amount in the gas tank 42 and the tank internal pressure is obtained in advance, and the control unit 80 calculates the tank internal pressure from the detection value of the tank internal pressure sensor 50 and estimates the fuel remaining amount based on the tank internal pressure. To do. Alternatively, since the tank internal pressure and the regulator upstream pressure are substantially the same in a state where the tank main stop valve 44 is opened, the control unit 80 calculates the tank internal pressure from the detection value of the pressure sensor 46 and based on the tank internal pressure. To estimate the remaining fuel. In step S18, such estimation of the remaining amount of fuel is prohibited.
  • step S21 it is determined whether the regulator upstream pressure is equal to or higher than a predetermined determination value K1 (similar to step S13 in FIG. 5).
  • step S22 It is determined whether or not it is a time point before the stop of the injection of the gas fuel depending on whether or not the engine is idling. If the regulator upstream pressure is less than the determination value K1 or not during idling, the process proceeds to step S23, and an opening command for opening the tank main stop valve 44 is output. If the tank main stop valve 44 has already been opened, the opened state is maintained.
  • step S24 if the regulator upstream pressure is equal to or higher than the determination value K1 and the engine is idling, the process proceeds to step S24, and a close command for closing the tank main stop valve 44 is output. Thereafter, in steps S25 to S27, processing for prohibiting update of the air-fuel ratio learning value in air-fuel ratio feedback control, processing for prohibiting determination of abnormality in the gas fuel supply system, and processing for prohibiting estimation of the remaining amount of fuel in the gas tank 42 are performed. Each is carried out (similar to steps S16 to S18 in FIG. 5).
  • step S31 it is determined whether or not it is a time point before the stop of the injection of gas fuel, depending on whether or not a stop request for the engine 10 is generated. At this time, for example, when the ignition switch is turned off, it is determined that an engine stop request is generated. If no engine stop request is generated, the process proceeds to step S32, and an opening command for opening the tank main stop valve 44 is output. If the tank main stop valve 44 has already been opened, the opened state is maintained.
  • step S34 it is determined whether or not the regulator upstream pressure is equal to or higher than a predetermined determination value K1 (similar to step S13 in FIG. 5). If the regulator upstream pressure is less than the determination value K1, the process proceeds to step S35, and a close command for closing the shutoff valve 45 is output. In the subsequent step S36, the injection of gas fuel by the first injection valve 21 is stopped. Thereafter, this process is terminated.
  • step S37 to S39 processing for prohibiting update of the air-fuel ratio learning value in air-fuel ratio feedback control, processing for prohibiting abnormality determination of the gas fuel supply system, and gas tank 42 are performed.
  • the process for prohibiting the estimation of the remaining amount of fuel is performed (similar to steps S16 to S18 in FIG. 5).
  • step S40 the injection of gas fuel by the first injection valve 21 is continued. Thereafter, this process is terminated.
  • FIG. 8 is a time chart for explaining the operation when a request to switch from gas fuel to liquid fuel is generated, and this corresponds to the first fuel injection control process described in FIG.
  • the fuel before the timing t1, the fuel is injected with the gas fuel, and both the tank main stop valve 44 and the shutoff valve 45 are in the open state.
  • a request for switching from gas fuel to liquid fuel is generated.
  • the tank internal pressure and the regulator upstream pressure are the same pressure, and are both equal to or higher than the determination value K1.
  • the tank main stop valve 44 is closed while the shut-off valve 45 and the gas fuel injection by the first injection valve 21 are continued.
  • the regulator upstream pressure starts to decrease while the tank internal pressure is maintained at a high level.
  • the regulator upstream pressure decreases to the determination value K1, and the shutoff valve 45 is closed accordingly.
  • the injection of gas fuel by the first injection valve 21 is stopped and the injection of liquid fuel by the second injection valve 22 is started.
  • the regulator upstream pressure is held at a substantially constant value in the vicinity of the determination value K1. In this case, even if the pressure regulating valve 60 leaks to the low pressure side of the high pressure gas fuel via the valve body seat portion (valve seat portion 63), the injection pressure (supply gas pressure to the first injection valve 21). ) Can be prevented from occurring. Therefore, when restarting the subsequent injection of the gas fuel, it is possible to suppress the inconvenience that it becomes difficult to perform the fuel injection of the first injection valve 21 due to the injection pressure being too high.
  • FIG. 9 is a time chart for explaining the operation when the engine operating state becomes an idle state (low load state), and this corresponds to the second fuel injection control process described in FIG. .
  • the engine load factor is reduced as the accelerator depression amount is reduced.
  • the tank main stop valve 44 and the shutoff valve 45 are both opened.
  • an idle flag is set.
  • the tank internal pressure and the regulator upstream pressure are the same pressure, and are both equal to or higher than the determination value K1.
  • the tank main stop valve 44 is closed while the state in which the shutoff valve 45 is opened and the state in which the gas fuel is injected by the first injection valve 21 are continued.
  • the regulator upstream pressure starts to decrease while the tank internal pressure is maintained at a high level.
  • the regulator upstream pressure decreases to the determination value K1, and the tank main stop valve 44 is opened accordingly.
  • the regulator upstream pressure rises, and when the regulator upstream pressure reaches the determination value K2 set by “K1 + ⁇ ” at the timing t13, the tank main stop valve 44 is closed again.
  • the regulator upstream pressure decreases again.
  • the determination value K2 in the fuel injection control process of FIG. 6 described above means that hysteresis is provided in the determination process of step S21.
  • the shutoff valve 45 is closed and the gas fuel injection by the first injection valve 21 is stopped.
  • the regulator upstream pressure is maintained at a pressure between the determination values K1 and K2. In this case, even if the pressure regulating valve 60 leaks to the low pressure side of the high pressure gas fuel via the valve body seat portion (valve seat portion 63), the injection pressure (supply gas pressure to the first injection valve 21). ) Can be prevented from occurring. Therefore, when the engine is restarted thereafter, it is possible to suppress the inconvenience that the fuel injection of the first injection valve 21 is difficult to be performed due to the injection pressure being too high and the engine start is adversely affected.
  • the upstream pressure of the regulator is in a predetermined high pressure state before the fuel injection is stopped in the engine operating state by the gas fuel injection of the first injection valve 21, the fuel injection by the first injection valve 21 is continued.
  • the shut-off valve 45 is opened and the tank main stop valve 44 is closed to reduce the regulator upstream pressure.
  • fuel leakage at the pressure regulating valve 60 is less likely to occur, and even if fuel leakage occurs, the injection pressure rise level Can be suppressed.
  • the update of the air-fuel ratio learning value is prohibited when the shutoff valve 45 is opened and the tank main stop valve 44 is closed while the fuel injection by the first injection valve 21 is continued.
  • the upstream side of the regulator is higher than when the gas fuel is injected with the tank main stop valve 44 opened (normal time).
  • the mode of change in pressure and injection pressure is different. Therefore, there is a concern that the correction value of the gas fuel injection amount becomes a value different from the normal value.
  • since the update of the learning value is prohibited when the gas fuel is injected with the tank main stop valve 44 closed, erroneous learning can be prevented. Therefore, it is possible to suppress the inconvenience that the emission is deteriorated due to erroneous learning.
  • the abnormality determination in the fuel supply system of the gas fuel is stopped or limited.
  • the upstream side of the regulator is higher than when the gas fuel is injected with the tank main stop valve 44 opened (normal time).
  • the mode of change in pressure and injection pressure is different. Accordingly, there is a concern that the regulator upstream pressure and the injection pressure may be out of the normal range even though the configuration of the fuel supply system such as the shutoff valve 45 and the pressure regulating valve 60 is normal.
  • the abnormality determination is stopped or limited when gas fuel is injected with the tank main stop valve 44 closed, so that erroneous determination of abnormality can be prevented.
  • the estimation of the remaining amount of fuel in the gas tank 42 is prohibited when the shutoff valve 45 is opened and the tank main stop valve 44 is closed while the fuel injection by the first injection valve 21 is continued.
  • the regulator upstream pressure decreases regardless of the tank internal pressure. Therefore, when the remaining fuel amount in the gas tank 42 is estimated based on the upstream pressure of the regulator (the pressure detected by the pressure sensor 46), the remaining fuel amount may be erroneously estimated. Further, when the remaining amount of fuel in the gas tank 42 is estimated based on the detected value of the tank internal pressure (detected pressure of the tank internal pressure sensor 50), the amount of fuel actually consumed is not reflected, so that the remaining amount of fuel is also used. May be estimated incorrectly. In this embodiment, since estimation of the remaining amount of fuel is prohibited when gas fuel is injected with the tank main stop valve 44 closed, erroneous estimation of the remaining amount of fuel can be prevented.
  • the engine 10 As a vehicle fuel injection system, the engine 10, the first injection valve 21, the pressure regulating valve 60, and the shutoff valve 45 are mounted on the front portion of the vehicle, and the gas tank 42 and the tank main stop valve 44 are mounted on the rear portion of the vehicle. Adopted the configuration.
  • the gas pipe 41 between the gas tank 42 and the pressure regulating valve 60 becomes longer, and the passage volume increases accordingly. Therefore, even if the tank main stop valve 44 is closed before the fuel injection by the first injection valve 21 is stopped, the fuel injection for a while after that is performed in the gas pipe 41 between the gas tank 42 and the pressure regulating valve 60. Therefore, it is convenient to continue the injection of the gas fuel while lowering the regulator upstream pressure as described above.
  • the tank main stop valve 44 may have a function capable of variably adjusting the opening degree.
  • the control unit 80 controls the opening degree of the tank main stop valve 44, and thereby the regulator upstream pressure is controlled to be in a predetermined pressure range (for example, a pressure range equal to or lower than the determination value K2).
  • Control for adjusting the opening of the tank main stop valve 44 to the closed side with respect to the fully open state corresponds to “control for bringing the tank main stop valve 44 into the open restriction state”.
  • step S41 it is determined in step S41 whether or not the tank internal pressure is equal to or higher than a predetermined determination value K3. If NO, the process proceeds to step S42 and the tank main stop valve 44 is fully opened. .
  • step S41 If step S41 is YES, the process proceeds to step S43, and the dissociation amount between the current value of the regulator upstream pressure and the target value is calculated.
  • step S44 the opening degree of the tank main stop valve 44 is feedback-controlled so that the current value of the regulator upstream pressure matches the target value. The above control may be performed only when it is determined that the time is before the injection of gas fuel is stopped.
  • FIG. 11 is a time chart for explaining the regulator upstream pressure control process of FIG. 10 more specifically.
  • the control target value of the regulator upstream pressure is determined, and the opening degree of the tank main stop valve 44 is feedback-controlled so as to coincide with the target value.
  • an idle flag is set (similar to timing t11 in FIG. 9). In this case, the regulator upstream pressure is maintained near the target value before and after the timing t21.
  • both the tank main stop valve 44 and the shutoff valve 45 are closed, and injection of gas fuel by the first injection valve 21 is stopped. Is done.
  • the regulator upstream pressure is maintained near the target value.
  • the regulator upstream pressure can be maintained at a desired pressure before the engine 10 is stopped, and the pressure regulating valve 60 leaks to the low pressure side of the high pressure side gas fuel via the valve body seat portion (valve seat portion 63). Even so, it is possible to suppress an excessive increase in the injection pressure (the supply gas pressure to the first injection valve 21). Therefore, when the engine is restarted thereafter, it is possible to suppress the inconvenience that the fuel injection of the first injection valve 21 is difficult to be performed due to the injection pressure being too high and the engine start is adversely affected.
  • the regulator upstream pressure is stabilized as compared with the case where a configuration in which the valve is fully closed and fully opened is used.
  • the injection pressure which is the downstream pressure of the regulator, is stabilized, and air-fuel ratio fluctuations due to pressure fluctuations can be suppressed.
  • the contents of the processing will be described with reference to FIG.
  • the process in FIG. 12 is obtained by changing a part of the process in FIG. 5, but for the sake of convenience, the process of prohibiting the update of the air-fuel ratio learning value (steps S16 to S18) is omitted.
  • step S51 the tank internal pressure detected by the tank internal pressure sensor 50 is acquired.
  • step S52 it is determined whether or not the regulator upstream pressure is within a predetermined range lower than the tank internal pressure. At this time, if the regulator upstream pressure is within a pressure range (K1 or more, a pressure range less than the tank internal pressure ⁇ ) that is less than “tank internal pressure ⁇ ”, step S52 is affirmed.
  • the pressure range may be “K1 or more and less than tank internal pressure”.
  • step S52 is NO, the tank main stop valve 44 is closed to decrease the regulator upstream pressure, and if step S52 is YES, the tank main stop valve 44 is opened to increase the regulator upstream pressure.
  • the regulator upstream pressure is maintained at a pressure lower than the tank internal pressure. In this case, it is possible to prevent the regulator upstream pressure from dropping too much.
  • an opening adjustment type injection valve whose valve opening (opening area of the injection port) is adjusted continuously or in multiple stages by electrically driving an electromagnetic driving unit (not shown).
  • the valve opening degree is adjusted by a duty signal input from the control unit 80.
  • the fuel flow rate per unit time is adjusted according to the valve opening degree of each injection valve 21, 22, and the fuel (gas fuel, liquid fuel) whose flow rate is adjusted is supplied to the intake port of each cylinder.
  • the injection valves 21 and 22 are provided for each cylinder of the multi-cylinder engine.
  • the injection valves 21 and 22 may be provided in common for a plurality of cylinders.
  • gas fuel CNG
  • liquid fuel gasoline
  • the CNG fuel is used as the gas fuel, but other gas fuels that are gas in the standard state can also be used.
  • gas fuels that are gas in the standard state
  • the liquid fuel is not limited to gasoline fuel, and for example, light oil or the like may be used.

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

Abstract

L'invention porte sur une soupape de régulation de pression (60), qui réduit la pression d'un gaz combustible fourni à des premières soupapes d'injection (21), une soupape d'arrêt de réservoir principal (44) et une soupape de coupure (45) sont disposées dans un passage de carburant comprenant une conduite de gaz (41). Une unité de commande (80) détermine si un instant précède un arrêt de l'injection de carburant par les premières soupapes d'injection (21) et détermine si une pression amont de régulateur est supérieure ou égale à une valeur prescrite qui a été déterminée à l'avance. En outre, si l'unité de commande (80) détermine que l'instant qui précède un arrêt de l'injection de carburant et détermine que la pression amont de régulateur est supérieure ou égale à la valeur prescrite, l'unité de commande (80) réduit la pression amont de régulateur en ouvrant la soupape de coupure (45) et en fermant la soupape d'arrêt de réservoir principal (44), tandis que le carburant continue d'être injecté par les premières soupapes d'injection (21).
PCT/JP2013/006772 2012-12-12 2013-11-19 Dispositif de commande d'injection de carburant pour moteur à combustion interne et système d'injection de carburant de véhicule WO2014091680A1 (fr)

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JP2012271377A JP2014114792A (ja) 2012-12-12 2012-12-12 内燃機関の燃料噴射制御装置及び車両の燃料噴射システム
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JP2016050503A (ja) * 2014-08-29 2016-04-11 株式会社デンソー 内燃機関の燃料噴射制御装置
DE102016201511A1 (de) * 2016-02-02 2017-08-03 Robert Bosch Gmbh Verfahren zum Betreiben eines Kraftstoffversorgungssystems sowie Kraftstoffversorgungssystem

Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPH0610689A (ja) * 1992-06-24 1994-01-18 Mazda Motor Corp 水素エンジンの制御装置
JP2004079451A (ja) * 2002-08-22 2004-03-11 Honda Motor Co Ltd ガス利用機関の停止方法
WO2007129599A1 (fr) * 2006-05-01 2007-11-15 Yamaha Hatsudoki Kabushiki Kaisha Moteur à combustion interne pour combustible gazeux
JP2011196258A (ja) * 2010-03-19 2011-10-06 Keihin Corp 燃料供給システム及び遮断弁故障診断装置

Patent Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPH0610689A (ja) * 1992-06-24 1994-01-18 Mazda Motor Corp 水素エンジンの制御装置
JP2004079451A (ja) * 2002-08-22 2004-03-11 Honda Motor Co Ltd ガス利用機関の停止方法
WO2007129599A1 (fr) * 2006-05-01 2007-11-15 Yamaha Hatsudoki Kabushiki Kaisha Moteur à combustion interne pour combustible gazeux
JP2011196258A (ja) * 2010-03-19 2011-10-06 Keihin Corp 燃料供給システム及び遮断弁故障診断装置

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