WO2022201894A1 - エンジン - Google Patents
エンジン Download PDFInfo
- Publication number
- WO2022201894A1 WO2022201894A1 PCT/JP2022/004373 JP2022004373W WO2022201894A1 WO 2022201894 A1 WO2022201894 A1 WO 2022201894A1 JP 2022004373 W JP2022004373 W JP 2022004373W WO 2022201894 A1 WO2022201894 A1 WO 2022201894A1
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- WIPO (PCT)
- Prior art keywords
- engine
- mode
- gaseous fuel
- fuel injection
- liquid fuel
- Prior art date
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- 239000000446 fuel Substances 0.000 claims abstract description 160
- 239000007788 liquid Substances 0.000 claims abstract description 61
- 238000002485 combustion reaction Methods 0.000 claims abstract description 52
- 238000010344 co-firing Methods 0.000 claims abstract description 17
- 238000002347 injection Methods 0.000 claims description 83
- 239000007924 injection Substances 0.000 claims description 83
- 230000001105 regulatory effect Effects 0.000 claims description 10
- 239000007789 gas Substances 0.000 description 22
- 239000002828 fuel tank Substances 0.000 description 10
- 230000033228 biological regulation Effects 0.000 description 9
- 238000000034 method Methods 0.000 description 6
- 230000007423 decrease Effects 0.000 description 5
- IJGRMHOSHXDMSA-UHFFFAOYSA-N Atomic nitrogen Chemical compound N#N IJGRMHOSHXDMSA-UHFFFAOYSA-N 0.000 description 4
- 230000001276 controlling effect Effects 0.000 description 4
- 238000010586 diagram Methods 0.000 description 4
- 229910052757 nitrogen Inorganic materials 0.000 description 2
- 230000004043 responsiveness Effects 0.000 description 2
- 229910052815 sulfur oxide Inorganic materials 0.000 description 2
- 230000001934 delay Effects 0.000 description 1
- 238000001514 detection method Methods 0.000 description 1
- 238000005516 engineering process Methods 0.000 description 1
- 238000010304 firing Methods 0.000 description 1
- 238000005457 optimization Methods 0.000 description 1
- 230000004044 response Effects 0.000 description 1
- XTQHKBHJIVJGKJ-UHFFFAOYSA-N sulfur monoxide Chemical class S=O XTQHKBHJIVJGKJ-UHFFFAOYSA-N 0.000 description 1
Images
Classifications
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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
- F02D31/00—Use of speed-sensing governors to control combustion engines, not otherwise provided for
- F02D31/001—Electric control of rotation speed
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D19/00—Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures
- F02D19/06—Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures peculiar to engines working with pluralities of fuels, e.g. alternatively with light and heavy fuel oil, other than engines indifferent to the fuel consumed
- F02D19/08—Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures peculiar to engines working with pluralities of fuels, e.g. alternatively with light and heavy fuel oil, other than engines indifferent to the fuel consumed simultaneously using pluralities of fuels
-
- 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
- F02D19/02—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 gaseous fuels
-
- 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
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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
- F02D19/00—Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures
- F02D19/06—Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures peculiar to engines working with pluralities of fuels, e.g. alternatively with light and heavy fuel oil, other than engines indifferent to the fuel consumed
- F02D19/0663—Details on the fuel supply system, e.g. tanks, valves, pipes, pumps, rails, injectors or mixers
- F02D19/0686—Injectors
- F02D19/0689—Injectors for in-cylinder direct injection
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D19/00—Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures
- F02D19/06—Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures peculiar to engines working with pluralities of fuels, e.g. alternatively with light and heavy fuel oil, other than engines indifferent to the fuel consumed
- F02D19/0663—Details on the fuel supply system, e.g. tanks, valves, pipes, pumps, rails, injectors or mixers
- F02D19/0686—Injectors
- F02D19/0694—Injectors operating with a plurality of fuels
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D19/00—Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures
- F02D19/06—Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures peculiar to engines working with pluralities of fuels, e.g. alternatively with light and heavy fuel oil, other than engines indifferent to the fuel consumed
- F02D19/08—Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures peculiar to engines working with pluralities of fuels, e.g. alternatively with light and heavy fuel oil, other than engines indifferent to the fuel consumed simultaneously using pluralities of fuels
- F02D19/081—Adjusting the fuel composition or mixing ratio; Transitioning from one fuel to the other
-
- 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
-
- 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
- F02D41/30—Controlling fuel injection
- F02D41/38—Controlling fuel injection of the high pressure type
-
- 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
- F02D2200/10—Parameters related to the engine output, e.g. engine torque or engine speed
- F02D2200/1002—Output torque
-
- 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
- F02D41/30—Controlling fuel injection
- F02D41/38—Controlling fuel injection of the high pressure type
- F02D41/40—Controlling fuel injection of the high pressure type with means for controlling injection timing or duration
- F02D41/402—Multiple injections
- F02D41/403—Multiple injections with pilot injections
-
- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/10—Internal combustion engine [ICE] based vehicles
- Y02T10/30—Use of alternative fuels, e.g. biofuels
Definitions
- the present invention relates to an engine that is compatible with gas mode, diesel mode, and mixed combustion mode.
- SOx sulfur oxides
- the present invention has been made in consideration of such circumstances, and its purpose is not only when the properties and supply of the gaseous fuel are stable, but also when the properties and supply of the gaseous fuel are unstable. , to provide an engine capable of stable control.
- An engine includes a gas mode in which gaseous fuel is mixed with air and burned, a diesel mode in which liquid fuel is injected into the combustion chamber and burned with air, and a gaseous fuel and liquid fuel are mixed.
- the injection amount of the gaseous fuel is controlled by feedback control in the mixed combustion mode.
- the liquid fuel injection amount is regulated by feedback control. good too.
- the mixed combustion ratio of gaseous fuel and liquid fuel may be calculated from the output of the diesel governor, and the operation of each part may be controlled based on the mixed combustion ratio.
- the engine according to one aspect and another aspect of the present invention includes a pilot fuel injection valve that injects pilot fuel into the combustion chamber for the purpose of igniting gaseous fuel, and a boost pressure adjustment means. good.
- the engine according to one aspect and another aspect of the present invention may control the pilot fuel injection valve and the boost pressure adjusting means based on the calculated mixed combustion ratio.
- the engine according to one aspect and another aspect of the present invention may have a control unit that switches between the gas mode, the diesel mode, and the mixed combustion mode, and further adjusts the mixed combustion ratio.
- the control unit when the speed control output becomes smaller than a predetermined threshold value during operation in the mixed combustion mode, the control unit switches to the diesel mode. good.
- the engine not only when the properties and supply of the gaseous fuel are stable, but also when the properties and supply of the gaseous fuel are unstable, the engine is capable of stable control. can provide
- FIG. 1 is a schematic diagram showing a schematic configuration of an engine according to an embodiment of the present invention
- FIG. 1 is a block diagram showing a schematic functional configuration of an engine according to an embodiment of the invention
- FIG. It is a graph for demonstrating engine speed control by feedback control of gaseous fuel injection quantity.
- 4 is a graph for explaining engine speed regulation by feedback control of liquid fuel injection amount;
- 4 is a flow chart showing the flow of co-firing rate calculation processing.
- 4 is a flowchart showing the flow of diesel mode switching processing; 7 is a graph for explaining gas mode switching processing; 4 is a flowchart showing the flow of gas mode switching processing;
- the engine according to the present embodiment is a so-called dual-fuel engine that can use both gaseous fuel and liquid fuel as fuel.
- FIG. 1 is a schematic diagram showing a schematic configuration of an engine 1 according to an embodiment of the invention.
- the engine 1 includes a combustion chamber 2, an air supply pipe 3, an exhaust pipe 4, a main fuel injection valve 5, a diesel governor 6, a liquid fuel tank 7, a gas injector 8, a supply pressure adjustment means 9, a pilot A fuel injection valve 10 , a gaseous fuel tank 11 , a crankshaft 12 , a torque meter 13 , a rotation speed sensor 14 , an operation section 15 and a control section 16 are provided.
- the air supply pipe 3 supplies air to the combustion chamber 2.
- An exhaust pipe 4 discharges exhaust from the combustion chamber 2 .
- the crankshaft 12 is an output shaft of the engine 1 and is connected to a generator (not shown) or the like.
- a torque meter 13 is provided near the crankshaft 12 and detects the load of the engine 1 .
- a rotation speed sensor 14 is provided near the crankshaft 12 and detects the rotation speed of the engine 1 .
- the operation unit 15 is used for the user to operate each unit, and is configured by a touch panel or the like.
- the main fuel injection valve 5 (corresponding to the "fuel injection valve” according to the present invention) main-injects the liquid fuel into the combustion chamber 2.
- the diesel governor 6, as shown in FIG. 1, has an injection pump 17 that supplies liquid fuel to the main fuel injection valve 5, and a rack 18 that can adjust the amount of liquid fuel supplied by the injection pump 17. .
- the liquid fuel tank 7 stores liquid fuel therein.
- the gas injector 8 injects gaseous fuel into the air supply pipe 3 .
- the pilot fuel injection valve 10 ignites the gaseous fuel by pilot-injecting a small amount of liquid fuel into the combustion chamber 2 .
- the boost pressure adjusting means 9 adjusts the flow rate of air mixed with the gaseous fuel.
- the gaseous fuel tank 11 stores gaseous fuel inside.
- FIG. 2 is a block diagram showing a schematic functional configuration of the engine 1 of this embodiment.
- the operation of the diesel governor 6 , the pilot fuel injection valve 10 , the gas injector 8 , the boost pressure adjusting means 9 , the operation section 15 and the like is controlled by the control section 16 .
- the output value of the diesel governor 6, that is, the amount of heat generated by the injected liquid fuel, the detected value of the torque meter 13, the detected value of the rotation speed sensor 14, and various user input values at the operation unit 15 etc. are output to the control unit 16 .
- the control unit 16 also switches the operating mode of the engine 1 . More specifically, the engine 1 can operate in three operating modes: a gas mode, a diesel mode, and a mixed combustion mode.
- the gas mode is an operation mode in which gaseous fuel is mixed with air and burned.
- the diesel mode is an operation mode in which the main fuel injection valve 5 injects liquid fuel into the combustion chamber 2 and combusts it with air.
- the mixed combustion mode is an operation mode in which gaseous fuel and liquid fuel are mixed and combusted with air.
- the control unit 16 automatically switches between these three operation modes according to the load of the engine 1 and the like. It should be noted that the operation mode can also be switched by the user via the operation unit 15 .
- the control unit 16 controls the injection amount of either the gaseous fuel or the liquid fuel by feedback control, for example, PID control, thereby regulating the speed of the engine 1, that is, keeping its rotation speed constant. keep within the range of For example, when the liquid fuel injection amount is relatively small and the gaseous fuel injection amount is relatively large, the control unit 16 fixes the liquid fuel injection amount to a constant value, monotonously increases or monotonously decreases, while feedbacking the gaseous fuel injection amount.
- the engine 1 is regulated by control.
- FIG. 3 is a graph for explaining speed regulation of the engine 1 by feedback control of gaseous fuel injection amount.
- the horizontal axis indicates the passage of time
- the vertical axis indicates the liquid fuel injection amount or the gaseous fuel injection amount.
- the control unit 16 monotonously decreases the liquid fuel injection amount, and then fixes it to a constant value set according to the engine load and the like. Further, after time T1, the control unit 16 switches to regulate the speed of the engine 1 by feedback control of the gaseous fuel injection amount. That is, the control unit 16 controls the operations of the gas injector 8 and the like so that the rotation speed of the engine 1 coincides with the target value. As a result, the gaseous fuel injection amount increases by a predetermined amount as shown in FIG. In this way, by regulating the speed of the engine 1 using gaseous fuel with a relatively large injection amount, it is possible to regulate the speed with good responsiveness, and it is possible to prevent the engine 1 from becoming uncontrollable. .
- FIG. 4 is a graph for explaining speed regulation of the engine 1 by feedback control of the liquid fuel injection amount.
- the gaseous fuel injection amount is 0 before time T2, and the engine 1 is operated in the diesel mode.
- the control unit 16 regulates the speed of the engine 1 by feedback control of the liquid fuel injection amount. After that, at time T2, the control unit 16 switches the operation mode of the engine 1 from the diesel mode to the mixed combustion mode.
- the control unit 16 fixes it to a constant value set according to the engine load or the like at time T3. In addition, even after switching to the mixed combustion mode, the control unit 16 continues to regulate the speed of the engine 1 by feedback control of the liquid fuel injection amount, which is relatively large. In this case, the liquid fuel injection amount is reduced by a predetermined amount by the amount of heat generated by the gaseous fuel that can be used.
- FIG. 5 is a flow chart showing the flow of the co-firing rate calculation process.
- the control unit 16 determines whether or not the engine 1 is operating in the mixed combustion mode (S1). As a result, when it is determined that the mixed firing mode is not in operation (S1: No), the control section 16 returns to S1 and repeats the determination. On the other hand, if it is determined in S1 that the mixed combustion mode is in operation (S1: Yes), the control unit 16 acquires the detected value of the torque meter 13 shown in FIGS. 1 and 2, that is, the load of the engine 1 (S2 ).
- the control unit 16 acquires the detection value of the rotation speed sensor 14, that is, the rotation speed of the engine 1 (S3). Then, the control unit 16 estimates the total amount of heat generated by the engine 1 based on the obtained load and rotation speed of the engine 1 (S4). Furthermore, the control unit 16 acquires the output value of the diesel governor 6, that is, the calorific value of the liquid fuel (S5). Then, the controller 16 calculates the calorific value of the gaseous fuel by the following formula (1) (S6). Finally, the control unit 16 calculates the co-firing rate using the following formula (2) (S7). Note that the order of the processes from S2 to S5 can be changed as appropriate.
- the control unit 16 controls the operations of the pilot fuel injection valve 10 and the boost pressure adjusting means 9 shown in FIGS. 1 and 2 based on the calculated mixed combustion ratio. Specifically, the control unit 16 adjusts the injection amount per injection, the injection timing, the number of injections, etc.
- the controller 16 optimizes the flow rate of the air mixed with the gaseous fuel by adjusting the supply pressure of the supply pressure adjusting means 9 to an optimum value according to the mixed combustion rate.
- the control unit 16 executes such calculation of the co-firing ratio and optimization of the operation of each unit according to the calculation at predetermined time intervals. This enables stable operation of the engine 1 .
- the control unit 16 does not use the calorific value of the gaseous fuel, whose properties and supply tends to be unstable as described above, and instead calculates the comparatively stable output value of the diesel governor 6. , that is, the calorific value of the liquid fuel is used. Therefore, it is possible to calculate a more accurate co-firing rate and to ignite the gaseous fuel more reliably based thereon.
- control unit 16 can automatically adjust the mixed combustion rate by adjusting the injection amount of the gas injector 8 according to the load of the engine 1 and the like. Note that the adjustment of the co-firing rate can also be performed by the user via the operation unit 15 .
- control unit 16 executes diesel mode switching processing for the purpose of stable speed regulation control when the engine 1 is operating in the mixed combustion mode. More specifically, when the properties and supply of the gaseous fuel become unstable and the calorific value thereof becomes unstable as described above, the gaseous fuel injection amount increases and the liquid fuel injection amount decreases. , the engine 1 running with a large amount of unstable gaseous fuel cannot be controlled stably with a small amount of liquid fuel. Therefore, the control unit 16 determines in advance the threshold value A of the output value of the diesel governor 6 that can be speed-controlled with liquid fuel. Then, when the output value of the diesel governor 6 becomes smaller than the threshold value A, the control unit 16 switches the operation mode of the engine 1 from the mixed combustion mode to the diesel mode.
- FIG. 6 is a flowchart showing the flow of diesel mode switching processing.
- the control unit 16 acquires the output value of the diesel governor 6 (S8).
- the control unit 16 determines whether or not the acquired output value of the diesel governor 6 is smaller than a predetermined threshold value A (S9).
- a predetermined threshold value A S9
- the control unit 16 returns to S8 and performs the determination of S9 again for the acquired output value of the diesel governor 6. .
- the control unit 16 sets the gaseous fuel injection amount to 0 (S10), that is, the operation mode of the engine 1 Switch to diesel mode.
- the liquid fuel injection amount is increased after that, and speed regulation control is performed based on the liquid fuel injection amount, so that the engine 1 can be operated stably.
- FIG. 7 is a graph for explaining gas mode switching processing.
- the control unit 16 fixes the gaseous fuel injection amount to a constant amount and regulates the speed of the engine 1 by feedback control of the liquid fuel injection amount.
- the gaseous fuel injection amount is larger than the predetermined threshold value B, that is, the gaseous fuel injection amount is large and the liquid fuel injection amount is small.
- the control unit 16 reduces the liquid fuel injection amount to 0 as indicated by the dashed line in the figure, and the engine by feedback control of the gaseous fuel injection amount. It is normal to start regulating at 1. In this case, the amount of gaseous fuel injected is usually greatly increased as indicated by the dashed line in the figure, corresponding to the decrease in the amount of heat generated by the liquid fuel.
- speed regulation of the engine 1 using gaseous fuel generally involves adjustment of the gaseous fuel flow rate and air flow rate and pressure. It has the characteristic of being prone to delays. Therefore, as indicated by the solid line in FIG. 7, the gaseous fuel injection amount changes for a while without increasing significantly after time T4. As a result, the responsiveness of the speed control using the gaseous fuel injection amount is lowered, and the engine 1 may fall into a dangerous state such as overrun. Therefore, the control unit 16 fixes the liquid fuel injection amount to a constant value even after the time T4, as indicated by the two-dot chain line in FIG. Then, the control unit 16 reduces the liquid fuel injection amount to 0 at time T5 when a predetermined time has passed since time T4 and the speed regulation control using the gaseous fuel injection amount is stabilized. This enables stable operation of the engine 1 .
- FIG. 8 is a flowchart showing the flow of gas mode switching processing.
- the control unit 16 determines whether or not there is an instruction to switch to the gas mode (S11). As a result, when it is determined that there is no switching command (S11: No), the control unit 16 returns to S11 and waits until a switching command is issued. On the other hand, if it is determined in S11 that there is a switching command (S11: Yes), the control unit 16 executes the above-described co-firing ratio calculation process (S12). Then, the control unit 16 determines whether or not the calculated co-firing ratio is greater than a predetermined threshold value C (S13). As a result, when it is determined that the co-firing ratio is equal to or lower than the threshold value C (S13: No), the control unit 16 returns to S12 and performs the determination of S13 again for the re-calculated co-firing ratio.
- the control unit 16 fixes the liquid fuel injection amount to a constant value (S14), and performs feedback control of the gaseous fuel injection amount.
- the speed regulation of the engine 1 is started (S15).
- the control unit 16 determines whether or not a predetermined time has passed since the start of speed regulation in S15 (S16). As a result, when it is determined that the predetermined time has not yet passed (S16: No), the control unit 16 returns to S15 and waits until the predetermined time has passed.
- control unit 16 sets the liquid fuel injection amount to 0 (S17), that is, changes the operation mode of the engine 1 from the mixed combustion mode to the gas mode. switch. It should be noted that the order of the processes of S14 and S15 can be changed.
- the present invention is particularly useful when gaseous fuel is newly injected into the gaseous fuel tank 11 or when the remaining amount of gaseous fuel tank 11 is low.
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- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Mechanical Engineering (AREA)
- General Engineering & Computer Science (AREA)
- Oil, Petroleum & Natural Gas (AREA)
- Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)
- Output Control And Ontrol Of Special Type Engine (AREA)
Abstract
Description
気体燃料の発熱量=総発熱量-液体燃料の発熱量・・・・・式(1)
混焼率=気体燃料の発熱量/総発熱量・・・・・・・・・・式(2)
そして制御部16は、算出した混焼率に基づいて、図1及び図2に示すパイロット燃料噴射弁10と給気圧調整手段9の動作を制御する。具体的には、制御部16は、パイロット燃料噴射弁10について、噴射1回当たりの噴射量、噴射時期、噴射回数等を、混焼率に応じた最適値に調整する。また制御部16は、給気圧調整手段9について、給気圧を混焼率に応じた最適値に調整することにより、気体燃料と混合する空気の流量を最適化する。制御部16は、このような混焼率の算出とそれに応じた各部の動作の最適化を、所定時間ごとに実行する。これにより、エンジン1の安定した運転が可能となる。更に制御部16は、混焼率の算出するために、上述のように性状や供給が不安定になりがちな気体燃料の発熱量を用いずに、比較的安定しているディーゼルガバナ6の出力値、すなわち液体燃料の発熱量を用いている。従って、より正確な混焼率の算出、及びそれに基づくより確実な気体燃料への着火が可能となる。
2 燃焼室
5 メイン燃料噴射弁
6 ディーゼルガバナ
9 給気圧調整手段
10 パイロット燃料噴射弁
16 制御部
Claims (8)
- 気体燃料を空気と混合させて燃焼させるガスモードと、液体燃料を燃焼室内に噴射して空気と燃焼させるディーゼルモードと、気体燃料と液体燃料とを混合して空気と燃焼させる混焼モードと、に対応可能なエンジンにおいて、
前記混焼モード時に、気体燃料の噴射量をフィードバック制御することにより調速されていることを特徴とするエンジン。 - 請求項1に記載のエンジンであって、
前記混焼モード時に、気体燃料の噴射量のフィードバック制御にて調速されていない時は、液体燃料の噴射量をフィードバック制御することにより調速されていることを特徴とするエンジン。 - 請求項1又は2に記載のエンジンにおいて、
前記燃焼室内に液体燃料を噴射する燃料噴射弁と、前記燃料噴射弁による液体燃料の噴射量を調整するディーゼルガバナと、を備え、
気体燃料と液体燃料との混焼率が前記ディーゼルガバナの出力から算出され、前記混焼率に基づいて、気体燃料の噴射及び液体燃料の噴射の少なくとも何れか一方の制御が実施されることを特徴とするエンジン。 - 請求項3に記載のエンジンであって、
気体燃料への着火を目的として、前記燃焼室にパイロット燃料を噴射するパイロット燃料噴射弁と、給気圧調整手段と、を有することを特徴とするエンジン。 - 請求項4に記載のエンジンであって、
求められた前記混焼率に基づいて、前記パイロット燃料噴射弁及び前記給気圧調整手段を制御することを特徴とするエンジン。 - 請求項3乃至5の何れか一項に記載のエンジンであって、
前記ガスモード、前記ディーゼルモード及び前記混焼モードを切り替え、更に前記混焼率を調整する制御部を有することを特徴とするエンジン。 - 請求項6に記載のエンジンであって、
前記混焼モードで稼働中に、調速出力が予め定められた閾値よりも小さくなった場合、前記制御部は前記ディーゼルモードへ切り替えることを特徴とするエンジン。 - 請求項5に記載のエンジンであって、
気体燃料の発熱量が液体燃料の発熱量よりも多いと判断された前記混焼モードから前記ガスモードへの切り替え時、切り替え指令後に一定期間、前記ディーゼルガバナの出力を保持することを特徴とするエンジン。
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- 2022-02-04 CN CN202280018644.6A patent/CN116964310A/zh active Pending
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