WO2020116425A1

WO2020116425A1 - Internal combustion engine system, vehicle, and spark plug ignition timing correction method

Info

Publication number: WO2020116425A1
Application number: PCT/JP2019/047159
Authority: WO
Inventors: 義文長島
Original assignee: いすゞ自動車株式会社
Priority date: 2018-12-03
Filing date: 2019-12-03
Publication date: 2020-06-11
Also published as: CN113167170B; JP2020090906A; CN113167170A

Abstract

Provided are: an internal combustion engine system with which the effects on engine performance caused by changes in the combustion characteristics of fuel introduced into an engine can be suppressed; a vehicle; and a spark plug ignition timing correction method. In the internal combustion engine system, natural gas is supplied as fuel to a cylinder and is ignited and combusted by means of a spark plug, wherein the system comprises a control unit that corrects, on the basis of the temperature of the fuel, the timing for ignition by the spark plug. Further provided, for example, is a fuel temperature sensor that detects the temperature of the fuel. The control unit corrects the ignition timing on the basis of the fuel temperature detected by the fuel temperature sensor.

Description

Internal combustion engine system, vehicle, and ignition timing correction method for spark plug

The present disclosure relates to an internal combustion engine system, a vehicle, and an ignition timing correction method for a spark plug.

Conventionally, a natural gas engine that uses a natural gas such as compressed natural gas (CNG) or liquefied natural gas (Liquified natural Gas: LNG) as a fuel is known.

CNG is stored in a high-pressure gas tank equipped on the vehicle, guided from this high-pressure gas tank to the fuel supply system, decompressed, and supplied to the engine intake manifold. The CNG thus supplied to the intake manifold is mixed with intake air flowing into the intake manifold, introduced into each cylinder, and ignited and burned by the spark plug.

Further, LNG is stored in a LNG tank provided in a vehicle at a low temperature capable of maintaining a liquid state, guided from this LNG tank to a fuel supply system, and vaporized by a carburetor provided in the fuel supply system. Is supplied to the engine intake manifold. The LNG thus supplied to the intake manifold is mixed with intake air flowing into the intake manifold, introduced into each cylinder, and ignited and burned by the spark plug.

For example, in a gasoline engine that uses gasoline as a fuel, a technique of determining the ignition timing according to the engine speed, load, or the temperature of the cooling water is disclosed (for example, see Patent Document 1).

Japanese Patent Laid-Open No. 2002-257020

By the way, the combustion characteristics of methane, which is the main component of natural gas, changes according to temperature and pressure. Therefore, a natural gas engine that uses natural gas as a fuel needs to consider the combustion characteristics of methane as compared with a gasoline engine.

For example, when CNG is stored in the high pressure gas tank, the pressure in the high pressure gas tank changes according to the amount of CNG stored. When the pressure in the high-pressure gas tank changes, the temperature of the fuel after depressurization introduced into the engine changes, and the combustion characteristics of the fuel change, which affects engine performance.
Even when LNG is stored in the LNG tank, when the LNG stored in the liquid is heat-exchanged by the vaporizer and supplied to the engine, the gas in the LNG tank is also supplied to the engine. When the amounts and ratios of various components in the tank change, the temperature of vaporized fuel introduced into the engine changes, and the combustion characteristics of the fuel change, which affects engine performance.

An object of the present disclosure is to provide an internal combustion engine system, a vehicle, and an ignition timing correction method for a vehicle and an ignition plug capable of suppressing the influence of a change in combustion characteristics of fuel introduced into the engine on engine performance.

In order to achieve the above object, the internal combustion engine system in the present disclosure,
In an internal combustion engine system in which natural gas is supplied to a cylinder as fuel and is ignited and burned by an ignition plug
A control unit that corrects the ignition timing of the spark plug based on the temperature of the fuel is provided.

The vehicle in the present disclosure is
The above internal combustion engine system is provided.

The ignition timing correction method for the spark plug according to the present disclosure includes
A method for correcting ignition timing of an ignition plug in an internal combustion engine system, which supplies natural gas as fuel to a cylinder, and ignites and burns by an ignition plug,
The ignition timing by the spark plug is corrected based on the temperature of the fuel.

According to the present disclosure, it is possible to suppress the influence of changes in the combustion characteristics of the fuel introduced into the engine on the engine performance.

FIG. 1 is a block diagram schematically showing a configuration of an internal combustion engine system according to the first embodiment of the present disclosure. FIG. 2 is a diagram showing the relationship between the fuel temperature and load, and the ignition timing correction value. FIG. 3 is a timing chart showing an example of valve timing, ignition timing and the like when the fuel temperature is low, and ignition timing and the like when the fuel temperature is high. FIG. 4 is a flowchart showing an example of the ignition timing correction process of the spark plug. FIG. 5 is a block diagram schematically showing the configuration of the internal combustion engine system in the second embodiment of the present disclosure.

Hereinafter, embodiments of the present disclosure will be described with reference to the drawings.
FIG. 1 is a block diagram schematically showing a configuration of an internal combustion engine system 100 according to the first embodiment of the present disclosure.

As shown in FIG. 1, the internal combustion engine system 100 includes a CNG engine 10 (hereinafter, engine). A cylinder block 11 of the engine 10 is provided with a piston 12 for each cylinder 11c. The piston 12 is connected to the crankshaft 13 via a connecting rod 14. The piston 12 moves up and down according to the rotation of the crankshaft 13. The cylinder head 15 on the cylinder block 11 is provided with an ignition plug 16 for each cylinder 11c.

Further, the internal combustion engine system 100 includes a turbocharger 60 (supercharger) that supercharges intake air, and an exhaust gas recirculation device 70 called EGR (Exhaust Gas Recirculation) that takes out a part of exhaust gas from the exhaust side and returns it to the intake side. (Hereinafter, referred to as an EGR device). The exhaust gas returned to the intake side is called EGR gas.

The turbocharger 60 includes a turbine 61 that is driven by exhaust gas, and a compressor 62 that is driven by the driving force of the turbine 61 and that compresses intake air. An intercooler 63 that cools intake air is provided in the intake pipe 23 between the compressor 62 and the intake manifold 25. The bypass passage 23a is provided with an intake throttle valve 23b for adjusting the intake amount of the bypass passage 23a.

The EGR device 70 is provided in the exhaust gas recirculation passage 71 (hereinafter, EGR passage) that connects the exhaust side and the intake side of the engine 10, and the exhaust gas recirculation cooler 72 (hereinafter, referred to as the EGR gas) that is provided in the EGR passage 71. An EGR cooler) and an exhaust gas recirculation valve 73 (hereinafter, EGR valve) provided in the EGR passage 71 for adjusting an exhaust gas recirculation amount (hereinafter, EGR amount).

The intake air to the engine 10 passes from the air cleaner 22 to the intake pipe 23 or the bypass passage 23a. The intake air that has passed through the intake pipe 23 is compressed by the compressor 62 and cooled by the intercooler 63. The intake air that has passed through the intake pipe 23 or the bypass passage 23a flows into the intake manifold 25 together with the EGR gas from the exhaust gas recirculation passage 71 and mixes with the natural gas (CNG) from the fuel injector 26 provided for each cylinder 11c. Then, it is introduced into the cylinder 11c and is ignited and burned by the spark plug 16.

On the intake side of the engine 10, a throttle opening sensor 41 for detecting the opening of the intake throttle valve 24,

intake pressure sensors

42, 43 for detecting intake pressure, and an intake temperature sensor 44 for detecting intake temperature. And 45 are provided. The detection values of these

sensors

41, 42, 43, 44, 45 are input to the control unit 50 (engine control unit).

The exhaust gas from the cylinder 11c is exhausted to the exhaust manifold 27 via the exhaust valve 18, then a part thereof flows into the EGR passage 71, and the remaining part is supplied to the exhaust pipe 28 via the turbine 61. .. Exhaust gas is supplied from the exhaust pipe 28 to the three-way catalyst 30, where the three-way catalyst 30 removes CO, non-methane hydrocarbon (NMHC), and NOx, and is exhausted to the atmosphere through the silencer 31. ..

The exhaust pipe 28 is provided with an air-fuel ratio sensor 46 (random sensor) that detects an air-fuel ratio based on the oxygen concentration of the exhaust gas exhausted from the exhaust manifold 27. The detection value of the air-fuel ratio sensor 46 is input to the control unit 50. The control unit 50 performs the air-fuel ratio control based on the detection value of the air-fuel ratio sensor 46 so that the combustion becomes stable.

CNG is stored in the high pressure gas tank 32. CNG is supplied from the high-pressure gas tank 32 to a high-pressure regulator 37 (pressure reducing device), reduced in pressure to a constant pressure by the high-pressure regulator 37, and used as fuel for the engine 10. The fuel is supplied to the intake manifold 25 of the engine 10 by the fuel injector 26. The supplied fuel is mixed with the intake air flowing into the intake manifold 25, introduced into each cylinder 11c, and ignited and burned by the spark plug 16. The control unit 50 controls the primary ignition system 17 so as to correct the ignition timing of the spark plug 16. In the following description, the term “fuel” means CNG after depressurization, and does not mean CNG before depressurization. Therefore, the term "fuel temperature" or "fuel temperature" refers to the temperature of the CNG after being depressurized, not the temperature of the CNG before being depressurized.

The high pressure gas tank 32 is provided with a tank pressure sensor 38 (CNG pressure sensor) that detects the pressure inside the tank. A CNG temperature sensor 39 that detects the temperature of CNG is arranged in the CNG supply path that supplies CNG from the high-pressure gas tank 32 to the high-pressure regulator 37. A temperature/pressure sensor 40 (corresponding to the “fuel temperature sensor” of the present disclosure) that detects the temperature and pressure of the fuel is arranged in the fuel supply path 35 that supplies fuel from the high-pressure regulator 37 to the intake manifold 25. It should be noted that the temperature and pressure of the fuel may be detected by a plurality of sensors that detect each, or, for example, the temperature may be calculated (indirectly) from the pressure. The detection values of the

respective sensors

38, 39, 40 are input to the control unit 50.

The control unit 50 performs various controls such as ignition timing correction of the spark plug 16, and includes a CPU (Central Processing Unit), a ROM (Read Only Memory), a RAM (Random Access Memory), an input port, an output port, and the like. ing. The various functions of the control unit 50 are realized by the CPU of the control unit 50 expanding the ignition timing correction program stored in the ROM into the RAM and executing the program. The control unit 50 corrects the ignition timing of the spark plug 16 based on the fuel temperature and the load of the engine 10. In this embodiment, the fuel temperature detected by the temperature/pressure sensor 40 is used as the fuel temperature. Further, the fuel injection time (ms) per stroke is used as the load of the engine 10. The fuel injection time per stroke is obtained based on the intake air amount of the engine 10 and the fuel amount calculated from the injector coefficient. The intake amount of the engine 10 is, for example, the intake pressure detected by the intake pressure sensor 43, the intake temperature detected by the intake temperature sensor 45, the atmospheric pressure detected by an atmospheric pressure sensor (not shown), and the crank angle sensor. It is calculated based on the engine speed detected from (not shown).

FIG. 2 is a diagram showing the relationship between the fuel temperature and load, and the ignition timing correction value. 2, the fuel temperature (° C.) is shown in the column direction, and the fuel injection time (ms) per stroke is shown in the row direction. Here, the correction value means the advance value Δθ(°) with respect to the ignition timing. The relationship shown in FIG. 2 is stored as a map in the ROM of the control unit 50, for example. The map can be created by experimental results or simulation.

Based on the fuel temperature and the fuel injection time per stroke, the control unit 50 refers to the map shown in FIG. 2 to obtain the advance angle value Δθ, and corrects the ignition timing of the spark plug 16 based on the obtained advance angle value Δθ. . Note that FIG. 2 shows the fuel temperatures T ₁ , T ₂ , T ₃ ,..., T _n-1 , T _n (T ₁ <T ₂ <T ₃ <... <T _n-1 <T _n ). Also shows the fuel injection time _{_{_{_{t a, t b, t c}}}} , ..., t z a _{_{(t a <t b <t}} c <... <t z). In addition, Δθ ₁ , Δθ ₂ , and Δθ ₃ (Δθ ₁ <Δθ ₂ <Δθ ₃ ) are shown.

As shown in FIG. 2, when the fuel injection time is t _a, the advance value Δθ regardless of the fuel temperature is 0. That is, the control unit 50, the fuel injection time at t _a, even when the fuel temperature is high, no correction of the ignition timing.

On the other hand, as shown in FIG. 2, when the fuel injection time is t _b , the advance value Δθ is 0 when the fuel temperature is T _n−1 , and the advance value Δθ is when the fuel temperature is T _n . Δθ is −Δθ ₁ . That is, when the fuel injection time is t _b and the fuel temperature is T _n , the control unit 50 corrects the ignition timing by −Δθ ₁ (retards Δθ ₁ ).

Further, as shown in FIG. 2, when the fuel injection time is t _c , the advance angle value Δθ is −Δθ ₁ when the fuel temperature is T _n−1 , and the advance angle value Δθ is when the fuel temperature is T _n. Is −Δθ ₂ . That is, when the fuel injection time is t _c and the fuel temperature is T _n−1 , the control unit 50 corrects the ignition timing by −Δθ ₁ (retards Δθ ₁ ) and the fuel temperature is T _n. , The ignition timing is corrected by −Δθ ₂ (retarded by Δθ ₂ ).

Further, as shown in FIG. 2, when the fuel injection time is t _z , the advance value Δθ is −Δθ ₂ when the fuel temperature is T _n−1 , and the advance value Δθ is when the fuel temperature is T _n. Is −Δθ ₃ . That is, the control unit 50 corrects the ignition timing by −Δθ ₂ (retards Δθ ₂ ) when the fuel injection time is t _z and the fuel temperature is T _n−1 , and when the fuel temperature is T _n. , The ignition timing is corrected by −Δθ ₃ (retarded by Δθ ₃ ).

As described above, when the fuel temperature becomes higher than the predetermined temperature, the control unit 50 corrects the ignition timing to be later than the ignition timing at the predetermined temperature.

FIG. 3 is a timing chart showing an example of valve timing, ignition timing and the like when the fuel temperature is low, and ignition timing and the like when the fuel temperature is high. The horizontal axis of FIG. 3 shows the crank angle (°). As shown in FIG. 3, the exhaust process is performed from a position near 180° (opening operation start position of the exhaust valve 18) to a position near 360° (closing operation end position of the exhaust valve 18). Fuel injection is performed before 360°. The intake process is performed from a position near 360° (a position where the intake valve 19 opens) to a position near 540° (a position where the intake valve 19 closes). The compression process of compressing the air-fuel mixture of fuel and intake air is started at a position near 540°. At the ignition timing, the spark plug 16 ignites the air-fuel mixture compressed in the compression stroke.

As shown in Fig. 3, the ignition timing when the fuel temperature is high is later (retarded) than the ignition timing when the fuel temperature is low.

Next, the ignition timing correction process of the spark plug 16 will be described with reference to FIG. FIG. 4 is a flowchart showing an example of an ignition timing correction process for the spark plug 16. This flow is started in response to the starting operation of the engine 10.

In step S100, the control unit 50 acquires the fuel temperature from the temperature/pressure sensor 40.

Next, in step S110, the control unit 50 acquires the fuel injection time per stroke.

Next, in step S120, the control unit 50 corrects the ignition timing with reference to the map shown in FIG. 2 based on the fuel temperature and the fuel injection time per stroke.

Next, in step S130, the control unit 50 determines whether or not the engine 10 has been stopped. If the engine 10 has been stopped (step S130: YES), the process ends. If the engine 10 has not been stopped (step S130: NO), the process returns to the step before step S100.

In the internal combustion engine system 100 in the above-described embodiment, in the internal combustion engine system 100 in which the depressurized CNG is supplied as fuel to the cylinder 11c together with the intake air and is ignited and burned by the ignition plug 16, the ignition timing of the ignition plug 16 is set to A control unit 50 that corrects based on the temperature is provided. As a result, for example, even if the pressure in the high-pressure gas tank 32 storing CNG changes and the combustion characteristics of the fuel introduced into the engine 10 change, the ignition timing is corrected according to the fuel temperature. It is possible to prevent the performance from being affected.

In the above embodiment, the ignition timing of the spark plug 16 is corrected based on the fuel temperature detected by the temperature/pressure sensor 40, but the present disclosure is not limited to this. For example, a temperature estimation unit that estimates the fuel temperature based on the CNG pressure detected by the tank pressure sensor 38 and the CNG temperature detected by the CNG temperature sensor 39 is provided, and the control unit 50 is controlled by the temperature estimation unit. The ignition timing of the spark plug 16 may be corrected based on the estimated fuel temperature. Further, the ignition timing may be corrected based on the fuel temperature detected by the temperature/pressure sensor 40 and the fuel temperature estimated by the temperature estimation unit. As a result, the ignition timing can be corrected more accurately.

In the above embodiment, the load of the engine 10 is set as the fuel injection time per stroke, and the ignition timing is corrected based on the fuel injection time per stroke.

Next, a second embodiment using vaporized LNG as fuel will be described. FIG. 5 is a block diagram schematically showing the configuration of the internal combustion engine system 100 according to the second embodiment of the present disclosure. In the description of the second embodiment, configurations different from those of the first embodiment will be mainly described, and the same configurations will be denoted by the same reference numerals and the description thereof will be omitted.

LNG is stored in the LNG tank 82 provided in the vehicle at a low temperature capable of maintaining a liquid state. LNG is decompressed by the LNG pressure regulator 88, guided from the LNG tank 82 to the LNG supply path 85, vaporized by the LNG vaporizer 86 provided in the LNG supply path 85, and further decompressed and regulated by the LNG regulator 87. And is used as fuel for the engine 10. The fuel that has been vaporized, decompressed, and adjusted is supplied to the intake manifold 25 of the engine 10 by the fuel injector 26. The supplied fuel is mixed with the intake air flowing into the intake manifold 25, introduced into each cylinder 11c, and ignited and burned by the spark plug 16. The control unit 50 controls the primary ignition system 17 so as to correct the ignition timing of the spark plug 16. In the following description, the term “fuel” means LNG after being vaporized, and does not mean LNG before being vaporized. Therefore, the term "fuel temperature" or "fuel temperature" refers to the temperature of LNG after being vaporized, not the temperature of LNG before being vaporized.

An LNG temperature sensor 40A that detects the temperature of LNG is arranged in the LNG supply path 85. The detection value of the LNG temperature sensor 40A is input to the control unit 50. The control unit 50 corrects the ignition timing of the spark plug 16 based on the fuel temperature and the load of the engine 10. The fuel temperature detected by the LNG temperature sensor 40A is used as the fuel temperature. Note that the correction of the ignition timing by the control unit 50 is the same as that in the first embodiment, so the description thereof will be omitted.

In the internal combustion engine system 100 according to the second embodiment, in the internal combustion engine system 100 in which vaporized LNG is supplied as fuel to the cylinder 11c together with intake air and is ignited and burned by the ignition plug 16, the ignition timing of the ignition plug 16 is set to The control unit 50 is provided to perform correction based on the temperature. As a result, for example, even if the amounts and ratios of various components in the LNG tank 82 change and the fuel temperature after vaporization introduced into the engine 10 changes, the ignition timing is corrected according to the fuel temperature after vaporization. Therefore, it is possible to prevent the engine performance from being affected.

In the second embodiment, the ignition timing of the spark plug 16 is corrected based on the fuel temperature detected by the LNG temperature sensor 40A, but the present disclosure is not limited to this. For example, the engine cooling water inlet of the LNG vaporizer 86, which is a heat source of LNG vaporization, a temperature estimation unit that estimates the fuel temperature from the fuel flow rate calculated from the outlet temperature and the pulse width of the fuel injector 26, and the control unit 50 controls the temperature. The ignition timing of the spark plug 16 may be corrected based on the fuel temperature estimated by the estimation unit. Further, the ignition timing may be corrected based on the fuel temperature detected by the LNG temperature sensor 40A and the fuel temperature estimated by the temperature estimation unit. As a result, the ignition timing can be corrected more accurately.

Further, in the above embodiment, the configuration in which the ignition timing of the ignition plug is corrected based on the fuel temperature is applied to the engine 10 in which the fuel is supplied to the cylinder 11c together with the intake air and the ignition plug 16 ignites and burns the fuel. It may be applied to a direct injection engine that directly injects fuel into the cylinder 11c.

In addition, each of the above-described embodiments is merely an example of an embodiment in carrying out the present disclosure, and the technical scope of the present disclosure should not be limitedly interpreted by these. That is, the present disclosure can be implemented in various forms without departing from the gist or the main features thereof.

This application is based on the Japanese patent application (Japanese Patent Application No. 2018-226653) filed on December 3, 2018, the content of which is incorporated herein by reference.

The present disclosure is suitably used for a vehicle equipped with an internal combustion engine system that is required not to affect the engine performance even when the combustion characteristics of the fuel introduced into the engine change.

10 Engine 11c Cylinder 16 Spark Plug 32 High Pressure Gas Tank 37 High Pressure Regulator 38 Tank Pressure Sensor 39 CNG Temperature Sensor 40 Temperature Pressure Sensor 40A LNG Temperature Sensor 50 Control Unit (Engine Control Unit)
82 LNG tank 85 LNG supply path 86 LNG vaporizer 87 LNG regulator 88 LNG pressure regulator 100 Internal combustion engine system

Claims

In an internal combustion engine system in which natural gas is supplied to a cylinder as fuel and is ignited and burned by a spark plug,
An internal combustion engine system comprising: a control unit that corrects an ignition timing by the spark plug based on a temperature of the fuel.
Further comprising a fuel temperature sensor for detecting the temperature of the fuel,
The control unit corrects the ignition timing based on the temperature of the fuel detected by the fuel temperature sensor,
The internal combustion engine system according to claim 1.
An internal combustion engine system in which the fuel is compressed natural gas,
A CNG temperature sensor for detecting the temperature of the compressed natural gas;
A CNG pressure sensor for detecting the pressure of the compressed natural gas;
A temperature estimation unit that estimates the temperature of the fuel from the temperature of the compressed natural gas detected by the CNG temperature sensor and the pressure of the compressed natural gas detected by the CNG pressure sensor,
The control unit corrects the ignition timing based on the temperature of the fuel estimated by the temperature estimation unit,
The internal combustion engine system according to claim 1 or 2.
An internal combustion engine system in which the fuel is vaporized liquefied natural gas,
An engine cooling water inlet of a vaporizer that serves as a heat source for vaporizing the liquefied natural gas, a fuel flow rate calculated from an outlet temperature and an injector pulse width, and a temperature estimation unit for estimating the temperature of the fuel, further comprising:
The control unit corrects the ignition timing based on the temperature of the fuel estimated by the temperature estimation unit,
The internal combustion engine system according to claim 1 or 2.
The control unit further corrects the ignition timing based on the load of the internal combustion engine,
The internal combustion engine system according to any one of claims 1 to 4.
An internal combustion engine system according to any one of claims 1 to 5,
vehicle.
A method for correcting ignition timing of an ignition plug in an internal combustion engine system, which supplies natural gas as fuel to a cylinder, and ignites and burns by an ignition plug,
An ignition timing correction method for an ignition plug, which corrects the ignition timing of the ignition plug based on the temperature of the fuel.