CN108930597B - Marine medium-speed dual-fuel engine control method and system based on rapid control prototype - Google Patents
Marine medium-speed dual-fuel engine control method and system based on rapid control prototype Download PDFInfo
- Publication number
- CN108930597B CN108930597B CN201810710444.2A CN201810710444A CN108930597B CN 108930597 B CN108930597 B CN 108930597B CN 201810710444 A CN201810710444 A CN 201810710444A CN 108930597 B CN108930597 B CN 108930597B
- Authority
- CN
- China
- Prior art keywords
- control
- current
- speed
- gas
- engine
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Active
Links
Images
Classifications
-
- 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
-
- 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
-
- 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
Landscapes
- Engineering & Computer Science (AREA)
- Chemical & Material Sciences (AREA)
- Oil, Petroleum & Natural Gas (AREA)
- Combustion & Propulsion (AREA)
- Mechanical Engineering (AREA)
- General Engineering & Computer Science (AREA)
- Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)
- Output Control And Ontrol Of Special Type Engine (AREA)
- Combined Controls Of Internal Combustion Engines (AREA)
Abstract
本发明公开了一种基于快速控制原型的船用中速双燃料发动机控制方法，包括：信号采集模块采集发动机状态参数，输出至基本控制单元和辅助控制单元；基本控制模块依据发动机状态参数进行发动机燃气安全控制、燃料模式切换控制、燃气喷射控制、和空燃比控制；辅助控制模块依据发动机状态参数进行缸平衡控制和爆震控制；输出执行模块根据发动机状态参数进行微引燃喷射控制，同时接收并执行基本控制模块和辅助控制模块发出的控制信号。本发明还公开了一种基于快速控制原型的船用中速双燃料发动机控制系统。本发明基于快速控制原型，提出一种中速双燃料发动机控制方法，能够完成发动机各类型传感器信号的实时采集处理和控制信号输出。
The invention discloses a marine medium-speed dual-fuel engine control method based on a rapid control prototype, comprising: a signal acquisition module collects engine state parameters and outputs them to a basic control unit and an auxiliary control unit; Safety control, fuel mode switching control, gas injection control, and air-fuel ratio control; the auxiliary control module performs cylinder balance control and knocking control according to the engine state parameters; the output execution module performs micro-pilot injection control according to the engine state parameters, while receiving and Executes control signals from the basic control module and the auxiliary control module. The invention also discloses a marine medium-speed dual-fuel engine control system based on a rapid control prototype. Based on the rapid control prototype, the invention proposes a medium-speed dual-fuel engine control method, which can complete the real-time acquisition and processing of various types of sensor signals of the engine and control signal output.
Description
Technical Field
The invention belongs to the field of internal combustion engine engineering, and particularly relates to a control method and a control system of a marine medium-speed dual-fuel engine based on a rapid control prototype.
Background
With the continuous improvement of the discharge requirements of the international maritime organization on the marine engine, the natural gas fuel is an effective measure for realizing energy conservation and emission reduction of the engine. Compared with the heavy oil combustion of a marine diesel engine, the emission of NOx, SOx and particulate matters of the natural gas engine is obviously reduced. The natural gas engine is used in ocean-going ships abroad, the development of a control system is complete, and the engineering development of the marine medium-speed dual-fuel engine is being dedicated in China. Compared with a marine diesel engine, the marine medium-speed micro-jet ignition dual-fuel engine is more complex in structure and more difficult to control in combustion: the dual-fuel engine is additionally provided with a set of fuel gas supply system and a set of micro-pilot injection system which are both electronically controlled, so that higher requirements are provided for an engine control system; when the pilot fuel quantity only accounts for 1% of the fuel energy, the in-cylinder combustion is lean combustion, the excess air coefficient is controlled to be about 1.9, and the conditions of knocking and fire catching easily occur, so that an engine control system is required to be capable of accurately controlling the supercharging pressure, the fuel gas injection and the micro-pilot injection; because the gas is injected by adopting the intake manifold in a multi-point way, under the same injection pulse width, the injection quantity of the gas of each cylinder is greatly influenced by the front-back pressure difference of the gas injection valve, so that the work of each cylinder is not uniform, and the engine control system is required to correct the injection pulse width of the gas of each cylinder to realize the power balance of each cylinder; the combustion process in the cylinder of the marine medium-speed dual-fuel engine is complex, and control parameters such as different micro-ignition injection parameters, fuel gas injection parameters and excess air coefficients influence the combustion in the cylinder, so that the engine control system is required to have flexible and convenient functions, control parameters can be modified in real time, and a control strategy is optimized, and the method has great significance for the development of the domestic independent property marine dual-fuel machine.
The invention content is as follows:
in order to overcome the defects of the background art, the invention provides a control method of a marine medium-speed dual-fuel engine based on a rapid control prototype, which solves various problems possibly encountered in the research and development stage of a marine medium-speed dual-fuel engine control system and accelerates the development process.
In order to solve the technical problems, the invention adopts the technical scheme that:
the marine medium-speed dual-fuel engine control method based on the rapid control prototype comprises the following steps:
and 4, the output execution module performs micro-pilot injection control according to the engine state parameters and receives and executes control signals sent by the basic control module and the auxiliary control module.
Preferably, the engine state parameters include a marine medium speed dual fuel engine speed signal, a torque signal, a clock signal, an oxygen sensor signal, a gas line related pressure, a temperature and switch valve position signal, a fuel line related pressure, a temperature and switch valve position signal, an air line related pressure, a temperature and switch valve position signal, a related flow signal, a cylinder pressure signal, and a cylinder vibration signal.
Preferably, the specific method for controlling the safety of the engine gas in the step 2 comprises the following steps:
step 211, obtaining current diffuser position feedback, stop valve position feedback, inert gas valve position feedback signals, gas supply pressure, double-arm pipe pressure and gas concentration, and judging whether the current diffuser position feedback, the stop valve position feedback, the inert gas valve position feedback signals, the gas supply pressure, the double-arm pipe pressure and the gas concentration are all within a set threshold range, if yes, entering step 212, and if not, entering step 213;
step 212, entering a gas mode preparation state, closing a bleeding valve, opening a stop valve and closing an inert gas valve;
step 213, entering a fault state of the gas supply system, sending an audible and visual alarm, starting a purging mode of the gas supply system when the pressure of the double-arm pipe and the gas concentration exceed the limits, opening the bleeding valve, closing the stop valve, opening the inert gas valve, and returning to the step 211.
Preferably, the specific method of the fuel mode switching control in step 2 includes:
step 221, acquiring the current rotating speed, the current load, the set rotating speed, the set load and the gas supply state of the engine; when the fluctuation of the engine speed is within 5rpm, no alarm is given to gas supply, and the gas supply is within the load range of 20% -80%, the diesel mode can be switched to the gas mode; when the fluctuation of the engine speed is within 5rpm, the gas mode can be switched to the diesel mode; the gas mode can be quickly switched to the diesel mode under any condition; acquiring the current fuel gas injection pulse width and the rack position of the electronic speed regulator, and calculating to obtain the engine fuel substitution rate;
step 222, during automatic switching:
when the engine runs into the switchable interval in the diesel mode and switching is allowed, the engine is automatically switched from the diesel mode to the gas mode;
when the engine is in a traveling state or the rotating speed control divergence occurs in the process of switching to the gas mode, the engine is automatically switched from the gas mode to the diesel mode;
when switching manually: the engine switching process can be manually activated at any rotating speed and load;
step 223, judging the current engine running mode, if the current engine running mode is the diesel mode, entering the step 4, and switching the diesel mode to the gas mode; if the current mode is the gas mode, entering the step 5, and switching the gas mode to the diesel mode; and 6, judging the current switching type, and if the current switching type is fast switching, entering the step 6.
Step 224, when the diesel mode is switched to the gas mode, the gas supply valve is opened, the position of a gas injection rail is controlled to reach a current rotating speed/load target value, the position of a waste gas bypass valve is controlled to reach the current rotating speed/load target position, the micro-ignition injection timing and the injection amount are controlled to be target values under the current rotating speed/load gas mode, the gas injection is gradually increased according to the preset gas injection pulse width increasing rate, the set rotating speed of the diesel mode speed regulation is kept unchanged, the diesel injection amount is reduced to 80% or the fuel substitution rate is calibrated by a user in the test process, the gas mode closed-loop speed regulation is enabled, the air-fuel ratio closed-loop control is activated, the diesel mode speed regulation is cut off, the diesel mode set rotating speed is reduced according to the preset reducing rate, and the diesel injection is gradually reduced to 0; in the switching process, the micro-pilot injection parameters are kept unchanged;
step 225, when the gas mode is switched to the diesel mode, the gas mode speed regulation is continuously kept, but the set rotating speed of the electronic speed regulator is larger than the current rotating speed or the rotating speed calibrated by a user in the test process, the diesel injection quantity is increased, the gas injection pulse width is reduced to 20% of the fuel substitution rate obtained in the step 221 or the fuel substitution rate calibrated by the user in the test process, the diesel mode speed regulation is enabled, the gas mode speed regulation is cut off, the gas injection pulse width is reduced to 0 according to the preset reduction rate, the micro-pilot injection timing and the injection quantity are set according to the diesel mode, and the opening degree of a waste gas bypass valve is closed;
step 226, during fast switching, enabling diesel mode speed regulation, setting an initial rack position to be 80% of the diesel mode rack position under the current rotating speed/load, enabling the set rotating speed of the electronic speed regulator to be larger than the current rotating speed or the rotating speed calibrated by a user in the retest process, simultaneously setting the fuel gas injection pulse width of each cylinder to be 0, and closing the waste gas bypass valve until the rotating speed of the engine is stable;
step 227, maintain set speed/load during engine fuel mode switching.
Preferably, the specific method for controlling the engine gas injection in the step 2 comprises the following steps:
231, acquiring the current rotating speed, the current load, the set rotating speed, the set load and the current gas pressure of the engine, and entering a step 232;
step 232, according to a preset speed/load change rate limiting curve under the load section, interpolating to obtain a current speed/load target value; controlling the gas injection pressure, controlling the gas injection time and controlling the gas injection pulse width;
step 233, the specific method of controlling the gas injection pressure includes:
step 233-1, according to the current rotation speed/load target value obtained in step 232, combining the pre-stored rotation speed-load-gas injection pressure comparison table MAP1 to obtain the lookup table target value of the current gas injection pressure, manually offsetting the gas injection pressure target value according to the lookup table target value, calculating to obtain the current gas injection pressure automatic control target value, manually setting the current gas injection pressure target value,
233-2, selecting automatic control or manual setting, and setting the gas injection pressure automatic control target value or manual setting target value obtained in step 3-1 as the final target value of the current gas injection pressure;
233-3, according to the current rotation speed/load target value obtained in the step 232, combining a prestored rotation speed-load-gas injection pressure limit value comparison table MAP2 to obtain an upper limit value and a lower limit value of the current gas injection pressure, judging whether the final target value of the current gas injection pressure obtained in the step 233-2 is within the limit value range, if yes, outputting the final target value of the current gas injection pressure, if no, outputting the upper limit value or the lower limit value, and entering the step 233-4;
step 233-4, the gas pressure obtained in step 231 and the output value of step 233-3 are used as the input of the PID controller, and the current gas injection pressure is controlled and corrected;
step 234, controlling the gas injection time, wherein the specific method comprises the following steps:
according to the current rotating speed/load target value obtained in the step 232, combining a prestored rotating speed-load-gas injection time comparison table MAP3 to obtain a current gas injection time set value of each cylinder, manually offsetting the gas injection time of each cylinder to obtain a final set value of the current gas injection time, and controlling the gas injection time of each cylinder by taking the final set value as output;
235, controlling the gas injection pulse width, wherein the specific method comprises the following steps:
235-1, calculating to obtain an upper limit value and a lower limit value of the current gas injection pulse width according to the current rotating speed/load target value obtained in the step 232 and the related thermal parameters of the current gas inlet pressure, the current gas inlet temperature, the air humidity, the gas temperature and the gas methane value;
step 235-2, according to the current rotating speed/load target value obtained in the step 232, combining a prestored rotating speed-load-fuel gas injection quantity comparison table MAP4 to obtain a current fuel gas injection quantity reference value of each cylinder, and calculating according to the current fuel gas injection pressure difference to obtain a current fuel gas injection pulse width reference value;
235-3, selecting a rotation speed or load control mode, using the current rotation speed/current load obtained in the step 231 and the current rotation speed/load target value obtained in the step 232 as the input of a PID controller, and calculating a gas injection pulse width correction value; in addition, the PID control parameters are obtained by combining a rotating speed-load-gas pulse width control PID parameter comparison table MAP5 according to the current rotating speed/load target value obtained in the step 232;
and 235-4, adding the reference value of the gas injection pulse width obtained in the step 235-2, the corrected value obtained in the step 235-3, the manual corrected value of the gas injection pulse width of each cylinder and the corrected value of the gas injection pulse width of each cylinder by the cylinder balancing module, and judging whether the corrected value is within the limit range of the gas injection pulse width obtained in the step 235-1, if so, outputting the value as the control output of the gas injection pulse width, otherwise, outputting an upper limit value or a lower limit value, and finishing the control of the gas injection pulse width of each cylinder.
Preferably, the specific method of air-fuel ratio control in step 2 includes:
241, acquiring the current rotating speed, the current load, the set rotating speed and the set load of the engine, and interpolating to obtain a current rotating speed/load target value according to a preset rotating speed/load change rate limiting curve under a load section; acquiring a current oxygen sensor signal, and calculating to obtain the actual air-fuel ratio of the current engine; obtaining the current gas injection quantity and thermal parameters of the engine, wherein the thermal parameters comprise supercharged air pressure and temperature, calculating to obtain the current theoretical air-fuel ratio, and obtaining the current waste gas bypass valve opening position;
step 242, obtaining a current air-fuel ratio target value according to the current engine speed/load target value obtained in step 241 by combining a speed-load-air-fuel ratio comparison table MAP6, and manually offsetting the target value;
step 243, using the actual air-fuel ratio or the theoretical air-fuel ratio of the engine obtained in step 241 as the current air-fuel ratio of the engine, using the target value of the air-fuel ratio obtained in step 242 as the set value, and using the two as the input of the PID controller, wherein the PID control parameter is obtained by combining a rotating speed-load-air-fuel ratio control PID parameter comparison table MAP7 according to the current rotating speed/load target value of the engine obtained in step 241;
in step 244, the current wastegate valve opening position is controlled based on the current waste bypass valve opening position obtained in step 241 and the correction value output by the PID control in step 253, to control the air-fuel ratio.
Preferably, the specific method of the micro pilot injection control in step 2 includes:
step 251, setting a micro pilot injection control input/output interface according to the function requirement of a user on the micro pilot injection controller, and finishing communication between the rapid control prototype and the micro pilot injection ECU;
step 252, manually setting a micro-pilot injection rail pressure within a micro-pilot injection control range of a user, and sending a set value serving as an output to a micro-pilot injection ECU to complete micro-pilot injection rail pressure control;
step 253, obtaining the current rotating speed, the current load, the set rotating speed and the set load of the engine, interpolating to obtain a current rotating speed/load target value according to the preset rotating speed/load change rate limiting curves under different load sections, entering step 254 to finish micro-pilot injection timing control, and entering step 255 to finish micro-pilot injection amount control;
step 254, according to the current rotating speed/load target value obtained in step 253, checking a combined rotating speed-load-micro-pilot injection time comparison table MAP8 to obtain a current micro-pilot injection timing reference value, manually offsetting the micro-pilot injection timing of each cylinder, receiving the micro-pilot injection timing correction from the knock control module to obtain a current micro-pilot injection timing set value of each cylinder, and sending the set value as output to a micro-pilot injection ECU to complete micro-pilot injection timing control;
and 255, checking a rotating speed-load-micro pilot injection quantity comparison table MAP9 to obtain a current micro pilot injection quantity reference value according to the current rotating speed/load target value obtained in the step 253, manually offsetting the micro pilot injection quantity of each cylinder, receiving the micro pilot injection quantity correction from the knock control module, finally obtaining a current micro pilot injection quantity set value of each cylinder, and sending the set value as output to the micro pilot injection ECU to finish the control of the micro pilot injection quantity.
Preferably, the specific method for controlling the cylinder balance in the step 3 comprises the following steps:
step 311, manually activating a cylinder balance control module, selecting whether to perform cylinder balance control, and if so, entering step 312;
step 312, selecting the type of the activated cylinder balance mode, if the exhaust temperature balance mode is selected, entering step 313, if the detonation pressure balance mode is selected, entering step 315, and if the average indicated pressure IMEP balance mode is selected, entering step 316; if the mid-combustion CA50 balance mode is selected, go to step 317;
313, acquiring the current exhaust temperature of each cylinder, calculating an average exhaust temperature value, respectively taking the actual exhaust temperature and the average exhaust temperature of each cylinder as a current value and a set value according to the deviation of the exhaust temperature and the average exhaust temperature of each cylinder, and calculating to obtain a gas injection pulse width compensation value of each cylinder through a PID control algorithm;
step 314, acquiring a pressure signal, a current rotating speed/load and thermodynamic parameters of each cylinder at present, and calculating to obtain characteristic parameters of each cylinder, wherein the thermodynamic parameters comprise an intake air temperature and an air humidity, and the characteristic parameters comprise detonation pressure, average indicated pressure IMEP and a combustion midpoint CA 50; sending each characteristic parameter of each cylinder to a state monitoring module for displaying;
315, calculating the average detonation pressure value of each cylinder according to the detonation pressure of each cylinder obtained in the 314, respectively taking the actual detonation pressure and the average detonation pressure of each cylinder as a current value and a set value according to the deviation of the detonation pressure and the average detonation pressure of each cylinder, and calculating to obtain the fuel gas injection pulse width compensation value of each cylinder through a PID control algorithm;
step 316, calculating the IMEP average value of each cylinder according to the IMEP of each cylinder obtained in the step 314, respectively taking the actual IMEP and the average IMEP of each cylinder as a current value and a set value according to the deviation of the IMEP and the average IMEP of each cylinder, and calculating to obtain a gas injection pulse width compensation value of each cylinder through a PID control algorithm;
and 317, calculating the average value of each cylinder CA50 according to each cylinder CA50 obtained in the step 314, respectively taking the actual CA50 and the average CA50 of each cylinder as a current value and a set value according to the deviation of each cylinder CA50 and the average CA50, and calculating to obtain the gas injection pulse width compensation value of each cylinder through a PID control algorithm.
Preferably, the specific method of knock control in step 3 includes:
step 321, manually activating a knock control module, selecting whether to perform knock control, and if so, entering step 322;
322, collecting and processing vibration signals of each cylinder in real time, respectively calculating four characteristic parameters of the relative energy of knocking in a frequency domain, a root mean square value, a variance and a crest factor of the vibration signals, and calculating to obtain a current engine knocking index;
323, acquiring relevant thermal parameters such as the current rotating speed/load, the intake and exhaust temperature and the like of the engine, and judging the current engine knock grade according to the knock index obtained in the step 322;
step 324, if the knock grade obtained in the step 323 is slight knock, delaying the micro-pilot injection timing, increasing the micro-pilot injection quantity, and opening a waste gas bypass valve; if the knock grade obtained in the step 323 is moderate knock, the knock control module sends a load reduction request signal to the controller; and if the knock grade obtained in the step 323 is severe knock, activating the engine to stop emergently by the knock control module, and sending the knock index of each cylinder to the state monitoring module for displaying.
A marine medium-speed dual-fuel engine control system based on a rapid control prototype, which is carried out by using the method, is characterized in that: the system comprises a signal acquisition module, a basic control module, an auxiliary control module and a parameter display modification module, wherein the basic control module, the auxiliary control module and the parameter display modification module are connected to the output end of the signal acquisition module, and the signal output ends of the basic control module and the auxiliary control module are connected with an output execution module.
The invention has the beneficial effects that: the invention provides a control method of a medium-speed dual-fuel engine based on a rapid control prototype, which can complete real-time acquisition and processing of various sensor signals and control signal output of the engine, realize the control functions of engine running state monitoring, start-stop logic, fuel mode switching, fuel supply, fuel gas injection control, micro-pilot injection control, air-fuel ratio control, knocking and fire control, cylinder balance control and the like, and finally meet the requirements of safe and stable running of the engine. Each hardware module adopts pluggable arrangement, and during actual configuration, corresponding modules with enough channels and sampling frequency are selected according to the type and the number of the sensors of the engine and the type and the number of the actuators, so that the method can be realized. By adopting the modular programming design, the control parameters and the control algorithm can be modified in real time, and the updating and optimization of the engine control method are facilitated; the control method is customized according to the electronic speed regulator and the micro-spraying system, and is flexible and convenient; based on the rapid control prototype design, the dual-fuel engine for the ship can be controlled based on the rotating speed or the load; each control parameter can be modified in real time, and platform support is provided for development of an independent property dual-fuel engine control system and optimization of the combustion performance of the engine; the control system can realize various control functions of the marine medium-speed micro-jet ignition dual-fuel engine, and is also suitable for the same type of electric spark ignition natural gas engine and the diesel engine modified dual-fuel machine; the knock and misfire monitoring control and cylinder balance control functions are integrated, guarantee is provided for engine operation, and meanwhile platform support is provided for engine control strategy optimization.
Drawings
FIG. 1 is a schematic structural diagram of a system according to a first embodiment of the present invention;
FIG. 2 is a flow chart of a method for controlling gas safety according to a second embodiment of the present invention;
FIG. 3 is a flowchart of a gas mode switching control method according to a second embodiment of the present invention;
FIG. 4 is a flowchart of a method for controlling gas injection according to a second embodiment of the present invention;
FIG. 5 is a flowchart of a method of controlling an air-fuel ratio according to a second embodiment of the present invention;
FIG. 6 is a flow chart of a method of micro-ignition control in a second embodiment of the present invention;
FIG. 7 is a flowchart of a method for cylinder balancing control according to a second embodiment of the present invention;
FIG. 8 is a flowchart illustrating a method of knock control according to a second embodiment of the present invention.
In the figure:
1 signal acquisition module, 2 parameter display and modification module, 3 basic control module, 3-1 engine start-stop control unit, 3-2 gas safety control unit, 3-3 diesel mode speed regulation unit, 3-4 mode switching control unit, 3-5 engine gas mode speed regulation control unit, 3-6 gas injection control unit, 3-7 micro-ignition injection control unit, 3-8 air-fuel ratio control unit, 4 auxiliary control module, 4-1 cylinder balance control unit, 4-2 cylinder stop control unit, 4-3 knock control unit, 5 output execution unit, 5-1 gas, air and fuel oil system related switch valve group, 5-2 electronic speed regulator, 5-3 gas pressure regulating valve, 5-4 gas injection valve, 5-5 micro-ignition injection execution unit, 5-6 waste gas bypass valve.
Detailed Description
The invention is further described below with reference to the accompanying drawings and examples.
Example one
A marine medium-speed dual-fuel engine control system based on a rapid control prototype comprises: the device comprises a signal acquisition module 1, a basic control module 3, an auxiliary control module 4 and a parameter display modification module 2 which are connected to the output end of the signal acquisition module 1, wherein the signal output ends of the basic control module 3 and the auxiliary control module 4 are connected with an output execution module 5.
The basic control module 3 comprises an engine start-stop control unit 3-1, a gas safety control unit 3-2, a diesel mode speed regulating unit 3-3, a mode switching control unit 3-4, an engine gas mode speed regulating control unit 3-5, a gas injection control unit 3-6, a micro-pilot injection control unit 3-7 and an air-fuel ratio control unit 3-8, the auxiliary control module 4 comprises a cylinder balance control unit 4-1, a cylinder deactivation control unit 4-2 and a knock control unit 4-3, the output execution unit 5 comprises a related switch valve group 5-1, an electronic speed regulator 5-2, a gas pressure regulating valve 5-3, a gas injection valve 5-4, a micro-pilot injection execution unit 5-5 and a waste gas bypass valve 5-6 in a gas, air and fuel oil system. The workflow of this embodiment includes:
step 4, sending the engine state parameters obtained in the step 1 to an engine rapid control prototype auxiliary control module to complete engine cylinder balance control, engine cylinder deactivation control and engine knock control;
step 5, controlling the opening and closing states of related switch valve groups in an engine gas, air and fuel system according to the output of the engine start-stop control unit and the gas safety control unit;
step 7, controlling the gas injection pressure, the injection timing and the injection pulse width of the engine according to the outputs of the mode switching control unit, the engine gas mode speed regulation control unit and the gas injection control unit; correcting the pulse width of the gas injection by the output of the cylinder balance control unit and the cylinder deactivation control unit;
step 8, sending out micro-pilot injection pressure, timing and injection quantity signals to a micro-pilot injection controller according to the output of the micro-pilot injection control unit, and controlling the micro-pilot injection parameters; correcting the micro-pilot injection timing and the injection quantity by the output of a knock control unit;
step 9, controlling the position of the waste gas bypass valve according to the output of the air-fuel ratio control unit, and correcting the position of the waste gas bypass valve according to the output of the knock control unit;
and step 10, according to the control requirements and the function development requirements, the control outputs related to the steps 5, 6, 7, 8 and 9 can be automatically controlled according to each control module, and manual bias or manual setting can also be carried out to verify and develop different control functions, calibrate control parameters and meet the function development requirements of the engine.
And 11, manually activating a specific module aiming at the related function modules involved in the steps 3 and 4 by the rapid control prototype, and testing and developing the function modules based on a hardware-in-loop simulation platform.
Example two
The control method of the marine medium-speed dual-fuel engine based on the rapid control prototype comprises the following steps:
Output to the basic control unit and the auxiliary control unit;
and 4, the output execution module carries out micro-pilot injection control on the engine state parameters and receives and executes control signals sent by the basic control module and the auxiliary control module.
As shown in fig. 2, the gas safety control method includes the following steps:
step 211, obtaining current diffuser position feedback, stop valve position feedback, inert gas valve position feedback, gas supply pressure, double-arm pipe pressure and gas concentration, judging whether the current diffuser position feedback, stop valve position feedback, inert gas valve position feedback, gas supply pressure, double-arm pipe pressure and gas concentration are within a normal range, if the current diffuser position feedback, stop valve position feedback, inert gas valve position feedback, double-arm pipe pressure and gas concentration are within the normal range, entering step 212;
step 212, when the gas supply system is normal, entering a gas mode preparation state, closing a bleeding valve, opening a stop valve and closing an inert gas valve;
step 213, when the feedback fault of the position of the bleeding valve, the feedback fault of the position of the stop valve, the feedback fault of the position of the inert gas valve, insufficient or overrun of the gas supply pressure, overrun of the pressure of the double-arm pipe and overrun of the gas concentration, the gas supply system enters a fault state and gives out an audible and visual alarm, particularly when the pressure of the double-arm pipe and the gas concentration are overrun, the purging mode of the gas supply system is started, the bleeding valve is opened, the stop valve is closed, the inert gas valve is opened, and after the parameters are recovered to be normal, the step 212 is carried out.
As shown in fig. 3, the fuel mode switching control method includes the steps of:
step 221, obtaining the current rotating speed, the current load, the set rotating speed, the set load and the gas supply state of the engine, and judging whether mode switching can be performed: when the engine speed/load is stable, the fuel gas supply is normal, and the engine works in the load range of 20% -80%, the diesel mode is allowed to be switched to the fuel gas mode; when the engine speed/load is stable, the gas mode is allowed to be switched to the diesel mode under any load; in any event, the gas mode is allowed to quickly switch to the diesel mode. And acquiring the current gas injection pulse width and the rack position of the electronic speed regulator, and calculating to obtain the engine fuel substitution rate.
Step 222, when the output of step 221 allows switching, automatic switching or manual switching can be selected: during automatic switching, when the diesel mode of the engine runs into a switchable interval and switching is allowed, the engine is automatically switched from the diesel mode to the gas mode, and when the rotating speed of the engine in the gas mode fluctuates abnormally, the engine is automatically switched from the gas mode to the diesel mode; during manual switching, the engine switching process can be manually activated under different rotating speeds and loads so as to debug the parameter setting of the engine switching process.
Step 223, according to the output of step 222, determining the current switching type: if the current mode is the diesel mode, the step 224 is entered, and the diesel mode is switched to the gas mode; if the current mode is the gas mode, step 225 is entered, and the gas mode is switched to the diesel mode; when the type is fast handover, step 226 is entered.
Step 224, when the diesel mode is switched to the gas mode in the step 223, the gas supply valve is opened, the gas injection rail pressure is controlled to reach the current rotating speed/load target value, the waste gas bypass valve position is controlled to reach the current rotating speed/load target position, the micro-pilot injection timing and the injection quantity are controlled to be the target values under the current rotating speed/load gas mode, gradually increasing the gas injection according to the preset gas injection pulse width rising rate, keeping the set rotating speed of the diesel mode speed regulation unchanged, and reducing the diesel injection quantity to 80 percent of the fuel substitution rate obtained in the step 1 (the value can be calibrated by a user in the test process), so that the gas mode closed-loop speed regulation is enabled, the air-fuel ratio closed-loop control is activated, and simultaneously, the speed regulation in the diesel mode is cut off, and the set rotating speed in the diesel mode is reduced according to the preset reduction rate, so that the diesel injection is gradually reduced to 0. In the switching process, the micro-pilot injection parameters are kept unchanged;
and 225, when the gas mode is switched to the diesel mode output in the step 223, continuously keeping the gas mode speed regulation, but simultaneously enabling the set rotating speed of the electronic speed regulator to be larger than the current rotating speed (the difference value can be calibrated by a user in the test process), gradually increasing the diesel injection quantity, reversely forcing the gas injection pulse width to be reduced to 20% of the fuel substitution rate obtained in the step 1 (the value can be calibrated by the user in the test process), enabling the diesel mode speed regulation, cutting off the gas mode speed regulation, reducing the gas injection pulse width to 0 according to the preset reduction rate, setting the micro-pilot injection timing and the injection quantity according to the diesel mode, and closing the opening of the waste gas bypass valve.
Step 226, when the output of step 223 is fast switching, enabling diesel mode speed regulation, setting the initial rack position to be 80% of the diesel mode rack position under the current rotating speed/load, enabling the set rotating speed of the electronic speed regulator to be larger than the current rotating speed (the difference value can be calibrated by a user in the test process), simultaneously setting the gas injection pulse width of each cylinder to be 0, and closing the waste gas bypass valve until the rotating speed of the engine is stable.
As shown in fig. 4, the engine gas injection control method includes the steps of:
231, acquiring the current rotating speed, the current load, the set rotating speed, the set load and the current gas pressure of the engine, and entering a step 232;
step 232, interpolating according to preset limiting curves of the rotating speed/load change rate under different load sections to obtain a current rotating speed/load target value, entering step 233 to complete gas injection pressure control, entering step 234 to complete gas injection time control, and entering step 235 to complete gas injection pulse width control;
step 233 gas injection pressure control includes:
step 233-1, according to the current rotation speed/load target value obtained in step 232, looking up a rotation speed-load-gas injection pressure comparison table MAP1 to obtain a look-up target value of the current gas injection pressure, at this time, manually biasing the gas injection pressure target value, and calculating to obtain an automatic control target value of the current gas injection pressure; in addition, the current gas injection pressure target value can be manually set;
233-2, selecting automatic control or manual setting, and setting the automatic control target value or manual setting target value of the gas injection pressure obtained at 233-1 as the final target value of the current gas injection pressure;
233-3, according to the current rotation speed/load target value obtained in the step 232, looking up a table of rotation speed-load-gas injection pressure limit value comparison table MAP2 to obtain an upper limit value and a lower limit value of the current gas injection pressure, judging whether the final target value of the current gas injection pressure obtained in the step 233-2 is within the limit value range, outputting the final target value of the current gas injection pressure when the final target value is within the range, outputting the upper limit value or the lower limit value when the final target value is higher than the upper limit value or lower than the lower limit value, and entering the step 233-4;
and step 233-4, the gas pressure obtained in step 231 and the output value obtained in step 233-3 are used as the input of the PID controller, and the current gas injection pressure is controlled and corrected.
Step 234, the gas injection timing control comprises:
according to the current rotating speed/load target value obtained in the step 232, a rotating speed-load-gas injection time comparison table MAP3 is checked to obtain a current gas injection time set value of each cylinder, at the moment, the gas injection time of each cylinder can be manually biased to obtain a final set value of the current gas injection time, and the final set value is used as output control gas injection time of each cylinder;
step 235 gas injection pulsewidth control comprises:
235-1, calculating to obtain an upper limit value and a lower limit value of the current gas injection pulse width according to the current rotating speed/load target value obtained in the step 232 and relevant thermal parameters such as the current air inlet pressure, the air inlet temperature, the air humidity, the gas temperature, the gas methane value and the like;
step 235-2, according to the current rotating speed/load target value obtained in the step 232, checking a rotating speed-load-fuel gas injection quantity comparison table MAP4 to obtain a current fuel gas injection quantity reference value of each cylinder, and calculating according to the current fuel gas injection pressure difference to obtain a current fuel gas injection pulse width reference value;
235-3, selecting a control mode based on the rotating speed (propulsion) or the load (power generation), taking the current rotating speed/current load obtained in the step 1 and the current rotating speed/load target value obtained in the step 232 as the input of a PID controller, and calculating a gas injection pulse width correction value; in addition, the PID control parameters are respectively obtained by looking up a rotating speed-load-gas pulse width control PID parameter comparison table MAP5 according to the current rotating speed/load target value obtained in the step 232;
and 235-4, adding the reference value of the gas injection pulse width obtained in the step 235-2, the correction value obtained in the step 235-3, the manual correction value of the gas injection pulse width of each cylinder and the correction value of the gas injection pulse width of each cylinder by the cylinder balancing module, judging whether the correction value is within the limit range of the gas injection pulse width obtained in the step 235-1, outputting the value as the control output of the gas injection pulse width when the correction value is within the range, and outputting an upper limit value or a lower limit value when the correction value is higher than the upper limit value or lower than the lower limit value to finally finish the control of the gas injection pulse width of each cylinder.
As shown in fig. 5, the engine air-fuel ratio control method includes the steps of:
241, acquiring the current rotating speed, the current load, the set rotating speed and the set load of the engine, and interpolating to obtain a current rotating speed/load target value according to preset rotating speed/load change rate limiting curves under different load sections; acquiring a current oxygen sensor signal, and calculating to obtain the actual air-fuel ratio of the current engine; acquiring thermal parameters such as the current gas injection quantity, the supercharged air pressure and the temperature of the engine, and calculating to obtain the current theoretical air-fuel ratio; the current wastegate valve opening position is acquired.
Step 242, according to the current engine speed/load target value obtained in step 241, looking up a speed-load-air-fuel ratio comparison table MAP6 to obtain a current air-fuel ratio target value, and meanwhile, manually offsetting the target value;
step 243, using the actual air-fuel ratio or the theoretical air-fuel ratio of the engine obtained in step 241 as the current air-fuel ratio of the engine, using the target value of the air-fuel ratio obtained in step 242 as the set value, and using the two as the input of the PID controller, wherein the PID control parameter is obtained by looking up a PID parameter comparison table MAP7 of the rotating speed-load-air-fuel ratio control according to the current rotating speed/load target value of the engine obtained in step 241;
in step 244, the current wastegate valve opening position is controlled based on the current waste bypass valve opening position obtained in step 241 and the correction value output by the PID control in step 243 to control the air-fuel ratio to be around the target value.
As shown in fig. 6, the micro pilot injection control method includes the steps of:
step 251, defining a micro pilot injection control input/output interface according to the functional requirements of a third-party micro pilot injection controller, and finishing communication between the rapid control prototype and the micro pilot injection ECU;
step 252, manually setting a micro-pilot injection rail pressure within a third-party micro-pilot injection control range, and sending the set value serving as output to a micro-pilot injection ECU to complete micro-pilot injection rail pressure control;
step 253, obtaining the current rotating speed, the current load, the set rotating speed and the set load of the engine, interpolating to obtain a current rotating speed/load target value according to the preset rotating speed/load change rate limiting curves under different load sections, entering step 254 to finish micro-pilot injection timing control, and entering step 255 to finish micro-pilot injection amount control;
step 254, according to the current rotating speed/load target value obtained in step 253, checking a rotating speed-load-micro pilot injection time comparison table MAP8 to obtain a current micro pilot injection timing reference value, at this time, manually offsetting the micro pilot injection timing of each cylinder, receiving the micro pilot injection timing correction from a knock control module, finally obtaining a current micro pilot injection timing set value of each cylinder, and sending the set value as output to a micro pilot injection ECU to complete the micro pilot injection timing control;
and 255, checking a rotating speed-load-micro pilot injection quantity comparison table MAP9 to obtain a current micro pilot injection quantity reference value according to the current rotating speed/load target value obtained in the step 253, manually offsetting the micro pilot injection quantity of each cylinder at the moment, receiving the micro pilot injection quantity correction from the knock control module, finally obtaining a current micro pilot injection quantity set value of each cylinder, and sending the set value to a micro pilot injection ECU (electronic control unit) as output to finish the control of the micro pilot injection quantity.
As shown in fig. 7, the cylinder balance control method includes the steps of:
step 311, manually activating a cylinder balance control module to select whether to execute the module;
step 312, selecting the type of the activated cylinder balancing mode, the exhaust temperature balancing mode entering step 313, the detonation pressure balancing mode entering step 315, the IMEP (mean indicated pressure) balancing mode entering step 316, the CA50 (mid-combustion) balancing mode entering step 317;
313, acquiring the current exhaust temperature of each cylinder, calculating the average value of the exhaust temperature, taking the actual exhaust temperature and the average exhaust temperature of each cylinder as a current value and a set value according to the deviation of the exhaust temperature and the average exhaust temperature of each cylinder, and calculating to obtain a gas injection pulse width compensation value of each cylinder through a PID control algorithm;
step 314, acquiring thermal parameters such as a current pressure signal, a current rotating speed/load, an air inlet temperature, air humidity and the like of each cylinder, and calculating to obtain characteristic parameters of each cylinder, such as detonation pressure, IMEP and CA 50; and each characteristic parameter of each cylinder is sent to a state monitoring unit for displaying.
315, calculating the average detonation pressure value of each cylinder according to the detonation pressure of each cylinder obtained in the 314, respectively taking the actual detonation pressure and the average detonation pressure of each cylinder as a current value and a set value according to the deviation of the detonation pressure and the average detonation pressure of each cylinder, and calculating to obtain the fuel gas injection pulse width compensation value of each cylinder through a PID control algorithm;
step 316, calculating the IMEP average value of each cylinder according to the IMEP of each cylinder obtained in the step 314, respectively taking the actual IMEP and the average IMEP of each cylinder as a current value and a set value according to the deviation of the IMEP and the average IMEP of each cylinder, and calculating to obtain a gas injection pulse width compensation value of each cylinder through a PID control algorithm;
step 317, calculating the average value of each cylinder CA50 according to each cylinder CA50 obtained in step 314, respectively taking the actual CA50 and the average CA50 of each cylinder as a current value and a set value according to the deviation of each cylinder CA50 and the average CA50, and calculating to obtain the gas injection pulse width compensation value of each cylinder through a PID control algorithm;
and step 318, reserving interfaces for correcting other control parameters, such as micro-pilot injection time, micro-pilot injection quantity, waste gas bypass valve opening and the like according to various cylinder balance calculation algorithms of step 313, step 314, step 315, step 316 and step 317.
As shown in fig. 8, the knock control method includes the steps of:
step 321, manually activating a knock control module to select whether to execute the module;
322, collecting and processing vibration signals of each cylinder in real time, respectively calculating four characteristic parameters of the relative energy of knocking in a frequency domain, a root mean square value, a variance and a crest factor of the vibration signals, and calculating to obtain a current engine knocking index;
323, acquiring relevant thermal parameters such as the current rotating speed/load, the intake and exhaust temperature and the like of the engine, and judging the current engine knock grade according to the knock index obtained in the step 322;
324, when the output of 323 is slight knock, postponing the micro-pilot injection timing, increasing the micro-pilot injection amount, and opening a waste gate valve; when the output of the step 323 is moderate knock, the knock control module sends a load reduction request to the controller; when the output of step 323 is a heavy knock, the knock control module activates an emergency stop of the engine. In addition, each cylinder knock index is sent to the state monitoring unit for display.
It will be understood that modifications and variations can be made by persons skilled in the art in light of the above teachings and all such modifications and variations are intended to be included within the scope of the invention as defined in the appended claims.
Claims (9)
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201810710444.2A CN108930597B (en) | 2018-07-02 | 2018-07-02 | Marine medium-speed dual-fuel engine control method and system based on rapid control prototype |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201810710444.2A CN108930597B (en) | 2018-07-02 | 2018-07-02 | Marine medium-speed dual-fuel engine control method and system based on rapid control prototype |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| CN108930597A CN108930597A (en) | 2018-12-04 |
| CN108930597B true CN108930597B (en) | 2021-03-19 |
Family
ID=64447228
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN201810710444.2A Active CN108930597B (en) | 2018-07-02 | 2018-07-02 | Marine medium-speed dual-fuel engine control method and system based on rapid control prototype |
Country Status (1)
| Country | Link |
|---|---|
| CN (1) | CN108930597B (en) |
Families Citing this family (8)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN113294266B (en) * | 2020-02-21 | 2022-07-05 | 中国石油天然气股份有限公司 | Air-fuel ratio regulating and controlling device and method for compressor |
| CN111120098B (en) * | 2020-03-31 | 2020-06-26 | 潍柴重机股份有限公司 | Dual-fuel mode display and communication method and system |
| CN111502841A (en) * | 2020-04-23 | 2020-08-07 | 西南大学 | Self-adaptive control system and method for fuel of internal combustion generator set |
| CN112648096B (en) * | 2020-12-04 | 2023-05-23 | 浙江吉利控股集团有限公司 | Oil way deviation adjusting method, device, equipment and storage medium |
| CN114483387B (en) * | 2022-01-26 | 2023-02-28 | 武汉理工大学 | Exhaust gas reforming dual-fuel engine system and control method |
| CN115182823B (en) * | 2022-03-08 | 2023-08-11 | 西安交通大学 | A Fuel Adaptive Control System Based on Ion Current Signal |
| CN115075965B (en) * | 2022-05-18 | 2023-04-07 | 陆丰华润燃气有限公司 | Control method for dual-fuel engine |
| CN117052553A (en) * | 2023-09-14 | 2023-11-14 | 哈尔滨工程大学 | Rapid prototype fuel injection control system of ammonia-diesel dual-fuel engine |
Family Cites Families (6)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| DE102008027544A1 (en) * | 2008-06-10 | 2009-12-17 | Heatec Thermotechnik Gmbh | Relief valve mechanism for supplying combustion gas to e.g. burners of heater, has control device connected with retaining mechanism and bistabile drive to alternatively operate retaining mechanism and drive in closing direction |
| JP5308466B2 (en) * | 2011-01-31 | 2013-10-09 | 三菱重工業株式会社 | Fuel gas supply method and apparatus for gas engine |
| CN205036458U (en) * | 2015-08-06 | 2016-02-17 | 上海佳豪船舶工程设计股份有限公司 | Fuel control system suitable for small -size LNG power boats and ships |
| CN105971746B (en) * | 2016-05-10 | 2019-10-25 | 武汉理工大学 | Control system of marine medium-speed micro-injection and ignition dual-fuel engine |
| CN106194453A (en) * | 2016-08-29 | 2016-12-07 | 重庆红江机械有限责任公司 | The micro-spray of diesel oil is ignited natural gas formula double fuel machine control system and method |
| CN207302283U (en) * | 2017-10-27 | 2018-05-01 | 海普康（扬州）自动化技术有限公司 | LNG fuel control monitoring and security system |
-
2018
- 2018-07-02 CN CN201810710444.2A patent/CN108930597B/en active Active
Also Published As
| Publication number | Publication date |
|---|---|
| CN108930597A (en) | 2018-12-04 |
Similar Documents
| Publication | Publication Date | Title |
|---|---|---|
| CN108930597B (en) | Marine medium-speed dual-fuel engine control method and system based on rapid control prototype | |
| CN103982308B (en) | The control system of the oil gas dual-fuel electromotor of automatically controlled fuel feeding and control method thereof | |
| US7620490B2 (en) | Fuel injection control device for internal combustion engine | |
| US9062596B2 (en) | Wastegate valve control device for internal combustion engine and wastegate valve control method for internal combustion engine | |
| US20110219861A1 (en) | Abnormality diagnostic device of internal combustion engine with turbocharger | |
| JP2009024677A (en) | Control device for internal combustion engine | |
| US20120303247A1 (en) | Control apparatus for internal combustion engine | |
| CN103380281B (en) | Controller and control method for internal combustion engine | |
| JP4192759B2 (en) | Injection quantity control device for diesel engine | |
| JP5146619B2 (en) | Control device for internal combustion engine | |
| CN102828842A (en) | EGR controller for internal combustion engine | |
| JP2011027058A (en) | Control device for internal combustion engine with supercharger | |
| KR101808651B1 (en) | Diagnosis method and device for operating an internal combustion engine | |
| JP2020176607A (en) | Abnormality judgment method and abnormality judgment device of particulate filter | |
| JP7719978B2 (en) | Internal combustion engine control device and state quantity estimation method | |
| EP4532918A1 (en) | Control system for internal combustion engine, internal combustion engine configured to control combustion, and method of control thereof | |
| JP2013015105A (en) | Knock determination apparatus for internal combustion engine | |
| KR101466597B1 (en) | Method and apparatus for operating an internal combustion engine | |
| JP2010019115A (en) | Antiknock property index value detection device of fuel for diesel engine | |
| JPH0641151Y2 (en) | Knocking detection device | |
| CA2894291C (en) | Fuel injector trimming in a multi-fuel engine | |
| JP2020176606A (en) | Abnormality judgment method and abnormality judgment device of particulate filter | |
| JP2018031340A (en) | Fuel property determination device and combustion control device for engine | |
| JP6340633B2 (en) | Engine fuel property determination device and combustion control device | |
| JP6409834B2 (en) | Engine fuel property determination device and combustion control device |
Legal Events
| Date | Code | Title | Description |
|---|---|---|---|
| PB01 | Publication | ||
| PB01 | Publication | ||
| SE01 | Entry into force of request for substantive examination | ||
| SE01 | Entry into force of request for substantive examination | ||
| GR01 | Patent grant | ||
| GR01 | Patent grant |