WO2014108969A1 - Dispositif de commande d'injection de carburant pour moteur à combustion interne - Google Patents

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

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Publication number
WO2014108969A1
WO2014108969A1 PCT/JP2013/007521 JP2013007521W WO2014108969A1 WO 2014108969 A1 WO2014108969 A1 WO 2014108969A1 JP 2013007521 W JP2013007521 W JP 2013007521W WO 2014108969 A1 WO2014108969 A1 WO 2014108969A1
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Prior art keywords
fuel
injection
gas
internal combustion
combustion engine
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PCT/JP2013/007521
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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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Publication of WO2014108969A1 publication Critical patent/WO2014108969A1/fr

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Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • 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
    • F02D19/0607—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
    • F02D19/0639—Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures peculiar to engines working with pluralities of fuels, e.g. alternatively with light and heavy fuel oil, other than engines indifferent to the fuel consumed characterised by the type of fuels
    • F02D19/0642—Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures peculiar to engines working with pluralities of fuels, e.g. alternatively with light and heavy fuel oil, other than engines indifferent to the fuel consumed characterised by the type of fuels at least one fuel being gaseous, the other fuels being gaseous or liquid at standard conditions
    • F02D19/0647—Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures peculiar to engines working with pluralities of fuels, e.g. alternatively with light and heavy fuel oil, other than engines indifferent to the fuel consumed characterised by the type of fuels at least one fuel being gaseous, the other fuels being gaseous or liquid at standard conditions the gaseous fuel being liquefied petroleum gas [LPG], liquefied natural gas [LNG], compressed natural gas [CNG] or dimethyl ether [DME]
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/0025—Controlling engines characterised by use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures
    • 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
    • F02D41/1446—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 exhaust temperatures
    • 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
    • F02B37/00—Engines characterised by provision of pumps driven at least for part of the time by exhaust
    • 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
    • F02D41/06—Introducing corrections for particular operating conditions for engine starting or warming up
    • F02D41/062—Introducing corrections for particular operating conditions for engine starting or warming up for starting
    • 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 a fuel injection control device for an internal combustion engine, and more particularly to a fuel injection control device for an in-vehicle internal combustion engine including a fuel supply system capable of supplying gas fuel into a cylinder of the internal combustion engine.
  • a fuel supply system that supplies gas fuel to a fuel injection valve is provided in the middle of a fuel tank that connects the gas tank and the fuel injection means, and a gas tank that stores the gas fuel in a high pressure state.
  • a configuration is known that includes a pressure adjustment valve that adjusts the pressure of the supplied gas fuel to a reduced pressure, and a shut-off valve that is provided upstream of the pressure adjustment valve and blocks the flow of gas fuel to the pressure adjustment valve.
  • the present disclosure has been made to solve the above-described problem, and in an internal combustion engine fuel injection system capable of using gas fuel, an internal combustion engine capable of appropriately responding when the temperature in the exhaust passage becomes high.
  • the main object of the present invention is to provide a fuel injection control device.
  • the present disclosure relates to an internal combustion engine fuel injection control device applied to an internal combustion engine fuel injection system including first injection means for injecting gaseous fuel.
  • the fuel injection control device includes a high temperature determination means for determining that the temperature in the exhaust passage of the internal combustion engine is equal to or higher than a predetermined high temperature determination value, and during operation of the internal combustion engine using the gas fuel.
  • An injection amount correction unit that corrects the injection amount of the gas fuel by the first injection unit to a decrease side when the high temperature determination unit determines that the temperature in the exhaust passage is equal to or higher than the high temperature determination value; It is characterized by providing.
  • the exhaust temperature is suppressed by correcting the injection amount of the gas fuel to the decreasing side.
  • the exhaust temperature is usually suppressed by increasing the amount of fuel when the exhaust is overheated.
  • gas fuel since there is no cooling effect due to vaporization latent heat, it is difficult to obtain the effect of suppressing the exhaust temperature even if the fuel is increased.
  • a gas fuel mainly composed of methane such as CNG fuel has an output air-fuel ratio in the vicinity of the theoretical air-fuel ratio, and it is conceivable that misfiring may be caused by enrichment of the air-fuel ratio.
  • the above-described configuration makes it possible to suitably obtain the effect of suppressing the exhaust temperature while suppressing fuel consumption.
  • the fuel injection system of the internal combustion engine that can use the gas fuel it is possible to appropriately cope with when the temperature in the exhaust passage becomes high.
  • the block diagram which shows the outline of the fuel-injection system of an engine.
  • the flowchart which shows the procedure of the exhaust temperature suppression process of 1st Embodiment.
  • the time chart which shows the specific aspect of the exhaust temperature suppression process of 1st Embodiment.
  • the flowchart which shows the procedure of the exhaust temperature suppression process of 2nd Embodiment.
  • the time chart which shows the specific aspect of the exhaust temperature suppression process of 2nd Embodiment.
  • the flowchart which shows the procedure of the exhaust temperature suppression process of 3rd Embodiment.
  • the time chart which shows the specific aspect of the exhaust temperature suppression process of 3rd Embodiment.
  • the present embodiment is embodied as a fuel injection system applied to a so-called bi-fuel type on-vehicle multi-cylinder engine that uses compressed natural gas (CNG) as a gas fuel and gasoline as a liquid fuel as combustion fuel. ing. An overall schematic diagram of this system is shown in FIG.
  • CNG compressed natural gas
  • 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 detected by a throttle opening degree sensor 15b incorporated in the throttle actuator 15a.
  • 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.
  • the exhaust pipe 17 is provided with an exhaust temperature sensor 24 for detecting the temperature (exhaust temperature) of the exhaust gas passing through the exhaust pipe 17, an exhaust sensor 18 for detecting exhaust components, and a catalyst 19 for purifying the exhaust gas.
  • an air-fuel ratio sensor that detects the air-fuel ratio from the oxygen concentration in the exhaust gas is provided.
  • 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. Of these injection valves 21 and 22, the first injection valve 21 injects fuel into the branch pipe portion 13 a of the intake manifold 13 in the intake system 11, and the second injection valve 22 directly injects fuel into the cylinder of the engine 10. Spray.
  • CNG fuel gas fuel
  • second injection valve 22 for injecting liquid fuel
  • 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. Each of these injection valves 21 and 22 is opened by energization, closed by energization interruption, and injects fuel (gas fuel, liquid fuel) in an amount corresponding to the energization time.
  • 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 is branched through the injection pipe 23. 13a is injected.
  • 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 is configured so that gas fuel in a high pressure state (for example, a maximum of 20 MPa) stored in the gas tank 42 is within a predetermined set pressure Preg (for example, 0.2 to 1.0 MPa) that is the injection pressure of the first injection valve 21.
  • the pressure is adjusted to a constant pressure of 0.3 ⁇ ⁇ [MPa] in this embodiment.
  • the gas fuel after the decompression 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.
  • the 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. These valves 44 and 45 allow and block the flow of gas fuel in the gas pipe 41. 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 shut-off valve 45 and the pressure sensor 46 can be provided integrally with the regulator 43. In this embodiment, a configuration in which the shut-off valve 45 and the pressure sensor 46 are provided integrally with the regulator 43 is adopted. .
  • 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 supercharger 50 includes an intake compressor 51 disposed on the upstream side of the throttle valve 15 in the intake pipe 14 and an exhaust disposed on the upstream side of the catalyst 19 near the outlet of the combustion chamber of the engine 10 in the exhaust pipe 17.
  • the turbine 52 and a rotary shaft 53 that connects the intake compressor 51 and the exhaust turbine 52 are configured.
  • the intake pipe 14 is provided with an intercooler (not shown) as a heat exchanger for cooling the supercharged intake air on the downstream side of the intake air compressor 51 so that a decrease in compression efficiency is suppressed. It has become.
  • the supercharger 50 can adjust the supercharging pressure of intake air by adjusting the opening of a variable vane (not shown).
  • 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, etc. in addition to maps) and parameters 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 the throttle opening sensor 15b, the exhaust sensor 18, the exhaust temperature sensor 24, the pressure sensors 46 and 48, the temperature sensors 47 and 49, and other sensors (crank angle sensor, airflow) provided in the system. Meter, cooling water temperature sensor, vehicle speed sensor, accelerator sensor, and the like), and outputs (detection signals) from these sensors 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 the operating state of the engine 10 based on the output signals of the above-described sensors, and performs the above-described driving unit control based on this operating state.
  • the intake air amount of the engine 10 is calculated based on the accelerator operation amount detected by the accelerator sensor, the engine rotation speed detected by the crank angle sensor, and the like, and the throttle actuator 15a of the throttle actuator 15a is calculated based on the calculated value. Control the drive. Further, a fuel injection amount (fuel injection time) is calculated based on the engine speed and the intake air amount detected by the air flow meter, and the driving of the injection valves 21 and 22 is controlled based on the calculated value. Further, the optimal ignition timing is calculated based on the engine rotational speed, the intake air amount, and the like, and the drive of the ignition device 20a is controlled so that ignition is performed at the optimal ignition timing.
  • a control signal is input from the control unit 80 to the ignition device 20a, the tank main stop valve 44, and the shutoff valve 45.
  • the ignition device 20a outputs a high voltage in response to a control signal from the control unit 80, and generates an ignition spark in the ignition plug.
  • the tank main stop valve 44 and the shutoff valve 45 are independently switched from the closed state to the open state in accordance with a control signal from the control unit 80.
  • the controller 80 selectively switches the fuel for combustion according to the remaining amount of fuel in the tank, an input signal from a fuel selection switch (not shown), or the like. Specifically, when the remaining amount of gas fuel in the gas tank 42 falls below a predetermined value or when the use of liquid fuel is selected by the fuel selection switch, the liquid fuel is preferentially used, and the fuel tank 72 The gas fuel is preferentially used when the remaining amount of the liquid fuel is less than a predetermined value or when the use of the gas fuel is selected by the fuel selection switch. Further, the control unit 80 switches the fuel used according to the engine operating state. Specifically, when the engine 10 is started, liquid fuel is basically used, and after the start of the engine 10 is completed, the liquid fuel is switched to the gas fuel.
  • control unit 80 prevents the overheating of exhaust system parts such as the catalyst 19 and the exhaust turbine 52, and when the temperature in the exhaust passage is overheated to a predetermined temperature or more, The injection amount correction of the fuel injected from 22 is performed.
  • the injection amount correction mode is changed according to the fuel used when the temperature in the exhaust passage becomes equal to or higher than a predetermined temperature.
  • the air-fuel ratio of the exhaust exhausted from the cylinder of the engine 10 is made richer than the stoichiometric air-fuel ratio.
  • the predetermined high temperature judgment value is a threshold value determined based on the heat resistant temperature of the exhaust system parts including the catalyst 19, and is set to 850 to 900 ° C., for example.
  • the fuel increase by the OT increase control is terminated when the temperature in the exhaust passage falls below a predetermined temperature.
  • CNG fuel has an output air-fuel ratio in the vicinity of the stoichiometric air-fuel ratio, and the combustible range on the rich side of the stoichiometric air-fuel ratio is narrower than that of gasoline fuel.
  • a fuel increase such as gasoline fuel is performed when gas fuel is used
  • the merit of the fuel increase is poor.
  • knocking is more likely to occur than when gas fuel is used.
  • the injection amount of the gas fuel by the first injection valve 21 is reduced. I am going to correct it. As a result, the exhaust temperature is suppressed while fuel consumption is suppressed.
  • step S101 the temperature in the exhaust passage is calculated.
  • the temperature (turbine temperature) of the exhaust turbine 52 is calculated based on the exhaust temperature detected by the exhaust temperature sensor 24 as the temperature in the exhaust passage.
  • step S102 it is determined whether or not the calculated turbine temperature is equal to or higher than a predetermined high temperature determination value (for example, 850 to 900 ° C.) (high temperature determination means).
  • a predetermined high temperature determination value for example, 850 to 900 ° C.
  • the temperature in the exhaust passage to be compared with the predetermined high temperature judgment value is not limited to the turbine temperature, and the exhaust temperature detected by the exhaust temperature sensor 24 may be used as it is. Further, the temperature of exhaust system parts other than the exhaust turbine 52 (for example, the catalyst 19) may be calculated, and the calculated value may be compared with the high temperature determination value. Alternatively, an estimated value of the exhaust temperature may be calculated based on the current engine operating state, and the calculated estimated temperature may be compared with the high temperature determination value.
  • step S103 fuel injection control is performed with the target air-fuel ratio as the previous value. For example, if the engine is operating at the stoichiometric air-fuel ratio, the target air-fuel ratio remains the stoichiometric air-fuel ratio.
  • step S104 determines whether gas fuel is used as the combustion fuel. If the engine is being operated using gasoline fuel, the process proceeds to step S105, where the target air-fuel ratio is set to a richer air-fuel ratio than the previous value. Further, as the target air-fuel ratio becomes richer, the injection amount of gasoline fuel by the second injection valve 22 is corrected to the increase side (OT increase correction). On the other hand, when the engine is being operated using gas fuel, the process proceeds to step S106, and the target air-fuel ratio is set to an air-fuel ratio leaner than the previous value.
  • the injection amount of the gas fuel by the first injection valve 21 is corrected to the decrease side (injection amount correction means).
  • the correction coefficient may be constant regardless of the temperature in the exhaust passage, or the correction coefficient may be variably set according to the temperature in the exhaust passage. In the latter case, it is desirable to set the correction coefficient so that the amount of decrease in the gas fuel increases as the temperature in the exhaust passage increases.
  • the fuel injection control based on the corrected injection amount is executed by the CPU 81 of the control unit 80 using an injection control routine (not shown).
  • an accelerator depression operation is performed during engine operation using gas fuel (t11), and in accordance with this, the intake amount of the engine 10 is increased and the first injection valve 21 is increased in order to increase the engine output.
  • gas fuel t11
  • the intake amount of the engine 10 is increased and the first injection valve 21 is increased in order to increase the engine output.
  • the target air-fuel ratio is changed from the stoichiometric air-fuel ratio to the stoichiometric air-fuel ratio. Change to lean air-fuel ratio.
  • the injection amount of the gas fuel injected from the first injection valve 21 is corrected to decrease.
  • the correction amount of the gas fuel is not changed in the liquid fuel injection amount and the intake air amount (the liquid fuel injection amount remains zero).
  • the reduction correction of the injection amount of the gas fuel is finished.
  • the exhaust gas temperature is gradually lowered by such correction of the fuel injection amount reduction, and the exhaust overheating is eliminated.
  • the amount of gas fuel injected by the first injection valve 21 is corrected to the reduction side.
  • injection of liquid fuel from the second injection valve 22 In contrast to correcting the amount to the increase side, when it is determined that the temperature in the exhaust passage is equal to or higher than the predetermined high temperature determination value Thi during engine operation using gas fuel, the first injection valve 21
  • the configuration is such that the amount of gas fuel injected from the fuel is corrected to the reduced amount side.
  • the injection amount of the gas fuel from the first injection valve 21 is corrected to the reduction side so that the air-fuel ratio of the exhaust gas in the exhaust passage becomes an air-fuel ratio leaner than the stoichiometric air-fuel ratio.
  • the configuration is as follows. According to this configuration, it is possible to realize an effect of suppressing exhaust gas temperature while suppressing wasteful fuel consumption by relatively simple control.
  • the exhaust temperature is likely to rise more than that of the naturally aspirated engine, and the operating range in which the exhaust temperature suppression process is performed becomes wide.
  • the exhaust turbine 52 which is one of the exhaust system components, is generally provided in the vicinity of the outlet of the combustion chamber of the engine 10, and therefore is easily exposed to higher temperature exhaust.
  • the engine operation using the gas fuel is continued by performing the exhaust gas temperature suppression process when the exhaust gas is overheated during the engine operation using the gas fuel.
  • the exhaust temperature can be lowered as it is.
  • methane which is the main component of CNG fuel
  • methane which is the main component of CNG fuel
  • liquid fuel such as gasoline
  • the fuel ratio in the mixture is large and the output per unit displacement is low.
  • the liquid fuel has a higher output than the gas fuel, and can be expected to cool the mixture by latent heat of vaporization by being injected into the engine cylinder.
  • the exhaust temperature suppression process of the present embodiment will be described using the flowchart of FIG. This process is repeatedly executed by the CPU 81 of the control unit 80 at a predetermined cycle.
  • the same processing as in FIG. 2 is denoted by the step number of FIG. 2, and the description thereof is omitted.
  • step S201 to S205 the same processing as in steps S101 to S105 of FIG. 2 is executed. If the engine using gas fuel is being operated, an affirmative determination is made in step S204, and the process proceeds to step S206.
  • step S206 the target air-fuel ratio of the exhaust is set to be richer than the previous value (air-fuel ratio setting means). For example, if the temperature in the exhaust passage becomes higher than the high temperature determination value during engine operation at the stoichiometric air-fuel ratio, the air-fuel ratio richer than the stoichiometric air-fuel ratio is set to the target air-fuel ratio.
  • step S207 the injection amount of the gas fuel injected from the first injection valve 21 is corrected to the decrease side.
  • the correction coefficient may be constant regardless of the temperature in the exhaust passage, or the correction coefficient may be variably set according to the temperature in the exhaust passage.
  • the injection amount of the liquid fuel injected from the second injection valve 22 is calculated (injection control means). Specifically, an amount (Q1 + Q2) obtained by adding the fuel amount Q1 corresponding to the reduced amount of the gas fuel and the fuel amount Q2 for cooling the exhaust gas due to the latent heat of vaporization is defined as the amount of the increased amount of fuel.
  • the injection amount of the liquid fuel injected from the second injection valve 22 is calculated.
  • the fuel injection control based on the calculated injection amount is executed by the CPU 81 of the control unit 80 using an injection control routine (not shown) (injection control means).
  • the gas fuel when the gas fuel is selected as the fuel to be used, if the temperature in the exhaust passage is lower than a predetermined high temperature judgment value, the gas fuel is used alone as the fuel for combustion. On the other hand, if the temperature in the exhaust passage is equal to or higher than a predetermined high temperature judgment value, the gas fuel injection amount is corrected to decrease in order to suppress the exhaust temperature while mainly using the gas fuel as the fuel for combustion. At the same time, the liquid fuel for the engine output compensation and the exhaust cooling due to the latent heat of vaporization is injected together.
  • the injection amount of the gas fuel injected from the first injection valve 21 is corrected to decrease, and the injection amount of the liquid fuel injected from the second injection valve 22 is set so that the actual air-fuel ratio matches the target air-fuel ratio.
  • the injection amount of the liquid fuel is set so that the fuel amount Ql for the increase correction of the liquid fuel is larger than the fuel amount Qg for the decrease correction of the gas fuel.
  • the injection amount of gas fuel is corrected to the reduction side.
  • the liquid fuel is injected by the second injection valve 22 simultaneously with the correction to the reduction side.
  • the injection amount of the gas fuel from the first injection valve 21 is corrected to the reduction side, and more than the fuel amount corresponding to the reduction correction amount.
  • a large amount of liquid fuel is injected from the second injection valve 22.
  • the amount of gas fuel is corrected and the liquid fuel is used together so that the air / fuel ratio becomes rich as a whole. Therefore, the knocking suppression effect that is characteristic of CNG fuel and the characteristics of liquid fuel are provided.
  • the exhaust cooling effect and output improvement effect due to vaporization latent heat can be effectively extracted.
  • the intake amount of the engine 10 is corrected to the reduction side, and the gas is The exhaust temperature is suppressed by correcting the fuel injection amount to the decreasing side.
  • the exhaust temperature suppression process of the present embodiment will be described using the flowchart of FIG. This process is repeatedly executed by the CPU 81 of the control unit 80 at a predetermined cycle.
  • the same processing as in FIG. 2 is denoted by the step number of FIG. 2, and the description thereof is omitted.
  • step S301 to S305 the same processing as in steps S101 to S105 of FIG. 2 is executed. If the engine using gas fuel is being operated, an affirmative determination is made in step S304, and the process proceeds to step S306.
  • step S306 the intake amount of the engine 10 is corrected to the decreasing side by setting the throttle opening to the valve closing side. In the present embodiment, the throttle valve 15 is driven to the closed side so that the current throttle opening (actual throttle opening) becomes a predetermined upper limit guard value.
  • step S307 the injection amount of the gas fuel from the first injection valve 21 is corrected to the decrease side in accordance with the decrease in the intake amount. At this time, the target air-fuel ratio remains the stoichiometric air-fuel ratio, and the gas fuel injection amount is corrected to decrease so that the actual air-fuel ratio becomes the target air-fuel ratio. Then, this process ends.
  • the throttle valve 15 as the amount adjusting means is driven to the closing side to correct the intake amount of the engine 10 to the decreasing side, and the injection amount of the gas fuel from the first injection valve 21 is corrected to the decreasing side.
  • This configuration is significant in that the exhaust gas temperature can be suppressed while controlling the air-fuel ratio at a desired value (for example, the theoretical air-fuel ratio).
  • the exhaust temperature suppression processing is configured to inject a larger amount of liquid fuel from the second injection valve 22 than the amount of fuel corresponding to the amount of decrease correction of the injection amount of gas fuel. It is good also as a structure which changes and injects the fuel amount corresponded to the amount correction
  • the high temperature determination means compares the temperature in the exhaust passage (exhaust temperature or exhaust system component temperature) calculated based on the sensor detection value or the engine operating state with a predetermined high temperature determination value, and compares Based on the result, it is configured to determine that the temperature in the exhaust passage is equal to or higher than a predetermined high temperature determination value. This may be changed so that the temperature in the exhaust passage is not calculated and the temperature in the exhaust passage is determined to be equal to or higher than a predetermined high temperature determination value based on the engine operating state. Specifically, it is determined whether or not the engine operating state is a predetermined high rotation and high load state, and if the determination is affirmative, it is determined that the temperature in the exhaust passage has exceeded a predetermined high temperature determination value. It is set as the structure which implements a suppression process.
  • the present disclosure is applied to a system including a supercharger, but the present disclosure may be applied to a system not including a supercharger.
  • the exhaust temperature suppression process of the present disclosure it is possible to effectively suppress the exhaust temperature while suppressing wasteful fuel consumption when the exhaust is overheated.
  • the second injection valve 22 is a direct injection type that directly injects fuel into the cylinder of the engine 10, but the second injection valve 22 may be a port injection type that injects fuel into the branch pipe portion 13 a of the intake manifold 13 in the intake system 11. Good.
  • first injection valves 21 and the second injection valves 22 are provided for each cylinder of the multi-cylinder engine.
  • first injection valve 21 and the second injection valve are provided in common portions of the plurality of cylinders. It is good also as a structure which provides at least any one of 22. For example, it is good also as a structure which injects gaseous fuel and liquid fuel with respect to the collection part of the intake system 11. FIG.
  • the present disclosure is embodied in a bi-fuel engine that uses gas fuel (CNG) and liquid fuel (gasoline) as combustion fuel.
  • CNG gas fuel
  • gasoline liquid fuel
  • the present disclosure is embodied in a gas engine that uses only gas fuel. It is also possible to do.
  • the CNG fuel is used as the gas fuel.
  • gas fuels that are gases in the standard state can be used.
  • 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)
  • 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

La présente invention concerne un système d'injection de carburant, destiné à un moteur (10), doté d'une première soupape d'injection (21) qui injecte un combustible gazeux. Une unité de commande (80) comprend : un moyen de détermination de haute température, qui détermine que la température dans le passage des gaz d'échappement du moteur (10) a une valeur supérieure ou égale à une valeur prédéfinie de détermination de haute température ; et un moyen de correction de la quantité d'injection qui, si le moyen de détermination de haute température détermine, lorsque le moteur est actionné par le combustible gazeux, que la température dans le passage des gaz d'échappement est supérieure ou égale à la valeur de détermination de haute température, corrige la quantité d'injection du combustible gazeux sur une valeur réduite, l'injection du combustible gazeux étant réalisée par la première soupape (21) d'injection.
PCT/JP2013/007521 2013-01-09 2013-12-23 Dispositif de commande d'injection de carburant pour moteur à combustion interne WO2014108969A1 (fr)

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JP2013002119A JP2014134128A (ja) 2013-01-09 2013-01-09 内燃機関の燃料噴射制御装置
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US11428186B2 (en) 2020-02-26 2022-08-30 Clearflame Engines, Inc. Fuel agnostic compression ignition engine
KR20230045546A (ko) * 2021-09-28 2023-04-04 만 에너지 솔루션즈, 필리알 아프 만 에너지 솔루션즈 에스이, 티스크란드 사전 혼합 공정 또는 압축 착화 공정에 따라 선택적으로 실린더를 작동시키기 위한 대형 2행정 유니플로 스캐빈지 엔진 및 방법
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US11952936B1 (en) 2019-05-15 2024-04-09 Clearflame Engines, Inc. Systems and methods for combusting unconventional fuel chemistries in a diesel engine architecture

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KR20230045546A (ko) * 2021-09-28 2023-04-04 만 에너지 솔루션즈, 필리알 아프 만 에너지 솔루션즈 에스이, 티스크란드 사전 혼합 공정 또는 압축 착화 공정에 따라 선택적으로 실린더를 작동시키기 위한 대형 2행정 유니플로 스캐빈지 엔진 및 방법
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JP7329670B2 (ja) 2021-09-28 2023-08-18 エムエーエヌ・エナジー・ソリューションズ・フィリアル・アフ・エムエーエヌ・エナジー・ソリューションズ・エスイー・ティスクランド 予混合プロセス又は圧縮着火プロセスに従って選択的にシリンダを動作させる大型２ストロークユニフロー掃気機関及び方法
KR102656099B1 (ko) 2021-09-28 2024-04-08 만 에너지 솔루션즈, 필리알 아프 만 에너지 솔루션즈 에스이, 티스크란드 사전 혼합 공정 또는 압축 착화 공정에 따라 선택적으로 실린더를 작동시키기 위한 대형 2행정 유니플로 스캐빈지 엔진 및 방법

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