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WO2014091722A1 - Dispositif de commande de l'injection de carburant pour moteur à combustion interne - Google Patents

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

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Publication number
WO2014091722A1
WO2014091722A1 PCT/JP2013/007136 JP2013007136W WO2014091722A1 WO 2014091722 A1 WO2014091722 A1 WO 2014091722A1 JP 2013007136 W JP2013007136 W JP 2013007136W WO 2014091722 A1 WO2014091722 A1 WO 2014091722A1
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WO
WIPO (PCT)
Prior art keywords
pressure
fuel
valve
injection
internal combustion
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.)
Ceased
Application number
PCT/JP2013/007136
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English (en)
Japanese (ja)
Inventor
優一 竹村
溝渕　剛史
和田　実
和賢 野々山
福田　圭佑
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Denso Corp
Original Assignee
Denso Corp
Priority date (The priority date 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 date listed.)
Filing date
Publication date
Application filed by Denso Corp filed Critical Denso Corp
Publication of WO2014091722A1 publication Critical patent/WO2014091722A1/fr
Anticipated expiration legal-status Critical
Ceased legal-status Critical Current

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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
    • F02D19/0602—Control of components of the fuel supply system
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D19/00—Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures
    • F02D19/06—Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures peculiar to engines working with pluralities of fuels, e.g. alternatively with light and heavy fuel oil, other than engines indifferent to the fuel consumed
    • F02D19/0639—Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures peculiar to engines working with pluralities of fuels, e.g. alternatively with light and heavy fuel oil, other than engines indifferent to the fuel consumed characterised by the type of fuels
    • F02D19/0642—Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures peculiar to engines working with pluralities of fuels, e.g. alternatively with light and heavy fuel oil, other than engines indifferent to the fuel consumed characterised by the type of fuels at least one fuel being gaseous, the other fuels being gaseous or liquid at standard conditions
    • F02D19/0647—Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures peculiar to engines working with pluralities of fuels, e.g. alternatively with light and heavy fuel oil, other than engines indifferent to the fuel consumed characterised by the type of fuels at least one fuel being gaseous, the other fuels being gaseous or liquid at standard conditions the gaseous fuel being liquefied petroleum gas [LPG], liquefied natural gas [LNG], compressed natural gas [CNG] or dimethyl ether [DME]
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D19/00—Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures
    • F02D19/06—Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures peculiar to engines working with pluralities of fuels, e.g. alternatively with light and heavy fuel oil, other than engines indifferent to the fuel consumed
    • F02D19/0663—Details on the fuel supply system, e.g. tanks, valves, pipes, pumps, rails, injectors or mixers
    • F02D19/0673—Valves; Pressure or flow regulators; Mixers
    • F02D19/0681—Shut-off valves; Check valves; Safety valves; Pressure relief valves
    • 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
    • F02D19/0684—High pressure fuel injection systems; Details on pumps, rails or the arrangement of valves in the fuel supply and return systems
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/10—Internal combustion engine [ICE] based vehicles
    • Y02T10/30—Use of alternative fuels, e.g. biofuels

Definitions

  • the present disclosure relates to a fuel injection control device for an internal combustion engine, and more particularly, to a fuel injection control device for an internal combustion engine that controls opening and closing of a shut-off valve provided in a fuel passage in a fuel supply system of an in-vehicle internal combustion engine that uses gas fuel.
  • a fuel supply system that supplies gas fuel to a fuel injection valve is provided in the middle of a fuel tank that connects the gas tank and the fuel injection means, and a gas tank that stores the gas fuel in a high pressure state.
  • a pressure regulating valve that depressurizes and adjusts the pressure of the supplied gas fuel, and a shutoff valve that is provided upstream of the pressure regulating valve (on the gas tank side) and blocks the flow of the gas fuel to the pressure regulating valve. It is known (see, for example, Patent Document 1).
  • the gas fuel is a gas
  • the shutoff valve is held closed when the internal combustion engine is stopped, it is sufficient that the gas fuel leaks from a gap such as a pressure regulating valve and flows through the fuel pipe. Conceivable. Therefore, after the internal combustion engine is stopped, the pressure of the gas fuel in the fuel pipe may be in a high pressure state when the internal combustion engine is started next time. For example, the fuel injection valve cannot be opened due to the high pressure state. Inconvenience may occur. If the pressure of the gas fuel in the fuel pipe is too low when the internal combustion engine is started, the amount of fuel necessary for starting the internal combustion engine cannot be supplied to the internal combustion engine due to the low pressure state. In these cases, the startability of the internal combustion engine may be reduced.
  • An object of the present invention is to provide a fuel injection control device for an internal combustion engine.
  • the present disclosure includes a first injection unit that injects gas fuel, and a pressure that is provided in a fuel passage that supplies the gas fuel, and that adjusts the pressure of the gas fuel supplied to the first injection unit to a predetermined set pressure.
  • Fuel injection of an internal combustion engine applied to a fuel injection system comprising: a regulating valve; and a shutoff control valve provided on the upstream side of the pressure regulating valve in the fuel passage and having a shutoff function for shutting off the flow of the gas fuel
  • the present invention relates to a control device.
  • Valve opening control means for controlling the opening timing of the shutoff control valve with respect to the start request timing of the internal combustion engine in accordance with the pre-starting pressure that is the pressure of the gas fuel detected by the means.
  • the opening timing of the shutoff control valve is controlled according to the pressure of the gas fuel supplied to the first injection means when the start request is made. Therefore, it is possible to supply gas fuel having an appropriate pressure to the first injection means, and as a result, it is possible to ensure the startability of the internal combustion engine.
  • FIG. 1 is a configuration diagram showing an outline of an engine fuel injection system.
  • FIG. 2 is a diagram showing a schematic configuration of the first injection valve.
  • FIG. 3 is a diagram illustrating a schematic configuration of a regulator.
  • FIG. 4 is a view showing a relationship between a supply gas pressure to the first injection valve and a use region of the gas fuel.
  • FIG. 5 is a flowchart showing a procedure of engine start processing using gas fuel.
  • FIG. 6 is a time chart showing an engine start mode when the pre-starting pressure is near the set pressure.
  • FIG. 7 is a time chart showing an engine start mode when the pre-starting pressure is higher than the determination value K1 and lower than the determination value K2.
  • FIG. 1 is a configuration diagram showing an outline of an engine fuel injection system.
  • FIG. 2 is a diagram showing a schematic configuration of the first injection valve.
  • FIG. 3 is a diagram illustrating a schematic configuration of a regulator.
  • FIG. 4 is a view showing a relationship
  • FIG. 8 is a time chart showing an engine start mode when the pre-starting pressure is equal to or higher than a determination value K2.
  • FIG. 9 is a time chart showing an engine start mode when the supply gas pressure to the first injection valve does not decrease even by the degassing process.
  • the intake system 11 is an inline three-cylinder spark ignition engine, and an intake system 11 and an exhaust system 12 are connected to an intake port and an exhaust port, respectively.
  • the intake system 11 has an intake manifold 13 and an intake pipe 14.
  • the intake manifold 13 has a plurality of (for the number of cylinders of the engine 10) branch pipe portions 13a connected to the intake port of the engine 10, and a collective portion 13b connected to the intake pipe 14 on the upstream side. ing.
  • the intake pipe 14 is provided with a throttle valve 15 as air amount adjusting means.
  • the throttle valve 15 is configured as an electronically controlled throttle valve whose opening degree is adjusted by a throttle actuator 15a such as a DC motor.
  • the opening degree of the throttle valve 15 (throttle opening degree) is detected by a throttle opening degree sensor 15b incorporated in the throttle actuator 15a.
  • the exhaust system 12 has an exhaust manifold 16 and an exhaust pipe 17.
  • the exhaust manifold 16 has a plurality of (for the number of cylinders of the engine 10) branch pipe portions 16a connected to the exhaust port of the engine 10 and a collecting portion 16b connected to the exhaust pipe 17 on the downstream side. ing.
  • the exhaust pipe 17 is provided with an exhaust sensor 18 for detecting exhaust components and a catalyst 19 for purifying exhaust.
  • an air-fuel ratio sensor that detects the air-fuel ratio from the oxygen concentration in the exhaust gas is provided.
  • a spark plug 20 is provided in each cylinder of the engine 10.
  • a high voltage is applied to the ignition plug 20 at a desired ignition timing through an ignition device 20a including an ignition coil. By applying this high voltage, a spark discharge is generated between the opposing electrodes of each spark plug 20, and the fuel introduced into the cylinder (combustion chamber) is ignited and used for combustion.
  • the present system is a fuel injection means for injecting and supplying fuel to the engine 10, a first injection valve 21 for injecting gas fuel (CNG fuel), and a second injection valve 22 for injecting liquid fuel (gasoline). And have.
  • Each of these injection valves 21 and 22 injects fuel into the branch pipe portion 13a of the intake manifold 13 in the intake system 11, and gas fuel is supplied to the intake port of each cylinder by the injection of the first injection valve 21.
  • the liquid fuel is supplied to the intake port of each cylinder by the injection of the second injection valve 22.
  • Each of the injection valves 21 and 22 is an open / close type control valve in which the valve body is lifted from the closed position to the open position by electrically driving the electromagnetic drive unit. Each valve is driven to open by a valve opening drive signal. These injection valves 21 and 22 are opened by energization and closed by energization interruption. An amount of fuel (gas fuel, liquid fuel) corresponding to the energization time is injected from each of the injection valves 21 and 22.
  • the injection pipe 23 is connected to the tip of the first injection valve 21, and the gas fuel injected from the first injection valve 21 is branched through the injection pipe 23. 13a is injected.
  • FIG. 2A shows a non-injection state
  • FIG. 2B shows an injection state.
  • the first injection valve 21 has a self-sealing structure in which the closing sealing performance is enhanced by the pressure of the gas fuel supplied to itself.
  • the first injection valve 21 has a cylindrical body 31.
  • a valve body 32 is slidably accommodated in the body 31, and the valve body 32 is biased in the valve closing direction by a spring 33 in the body 31.
  • the nozzle hole 34 provided at the tip of the injection valve is closed by the tip of the valve body 32.
  • a first fuel chamber 35 is provided on the rear end side (upstream side) of the valve body 32, and a second fuel chamber 36 is provided on the front end side (downstream side) of the valve body 32. It has been.
  • the valve body 32 is provided with a small-diameter portion 32a on the tip side of the sliding portion, and a second fuel chamber 36 is provided around the small-diameter portion 32a.
  • the first fuel chamber 35 and the second fuel chamber 36 are in communication with each other via a fuel passage 37 provided in the valve body 32.
  • the inlet side of the fuel passage 37 communicates with the first fuel chamber 35, and the outlet side thereof It leads to the second fuel chamber 36.
  • the valve body 32 is displaced to the valve opening position in response to energization to the electromagnetic drive unit 38 composed of a solenoid or the like.
  • gas fuel is supplied from a regulator 43 described later to the first fuel chamber 35, and the gas fuel is also introduced into the second fuel chamber 36 through the fuel passage 37.
  • the valve element 32 is displaced to the valve opening position against the urging force of the spring 33 as the electromagnetic drive unit 38 is energized, the nozzle hole 34 is opened, and the gas fuel is discharged. Be injected.
  • the valve body 32 is provided with a small-diameter portion 32 a on the distal end side thereof, so that the pressure receiving area on the first fuel chamber 35 side and the pressure receiving side on the second fuel chamber 36 side in the valve-closed state.
  • the area is “pressure receiving area on the first fuel chamber 35 side> pressure receiving area on the second fuel chamber 36 side” (see FIG. 2A). Therefore, in the valve closing state shown in FIG. 2A, the pressure of the gas fuel supplied from the regulator 43 side (corresponding to the injection pressure) is in the direction in which the valve body 32 is closed (valve closing direction). It comes to act more greatly.
  • the injection pressure also acts on the end face (the lower end face in the figure) of the small-diameter portion 32a, so that the fuel pressure in the valve closing direction acting on the valve body 32 and the valve opening direction are also applied.
  • the fuel pressure is almost the same.
  • a gas tank 42 is connected to the first injection valve 21 via a gas pipe 41, and the pressure of the gas fuel supplied to the first injection valve 21 is in the middle of the gas pipe 41.
  • a regulator 43 having a pressure adjusting function for adjusting the pressure under pressure.
  • the regulator 43 (the pressure adjusting valve 60) is configured such that a gas fuel in a high pressure state (for example, a maximum of 20 MPa) stored in the gas tank 42 is a predetermined set pressure (for example, 0.2 to 1) that is the injection pressure of the first injection valve 21.
  • the pressure is adjusted to a constant pressure within a range of 0.0 MPa.
  • the gas fuel after the decompression adjustment is supplied to the first injection valve 21 through the gas pipe 41.
  • the upstream side of the regulator 43 is a high-pressure pipe portion 41a that forms a high-pressure side passage, and the downstream side is a low-pressure pipe portion 41b that forms a low-pressure side passage.
  • the gas fuel passage formed by the gas pipe 41 and the like further includes a tank main stop valve 44 (tank outlet valve) disposed in the vicinity of the fuel outlet of the gas tank 42 and a downstream side of the tank main stop valve 44.
  • a shutoff valve 45 disposed near the fuel inlet of the regulator 43 is provided, and the flow of gas fuel in the gas pipe 41 is allowed and shut off by these valves 44 and 45.
  • Both the tank main stop valve 44 and the shut-off valve 45 are electromagnetic on-off valves, and are normally closed so that the flow of gas fuel is cut off when not energized and the flow of gas fuel is allowed when energized.
  • the tank main stop valve 44 and the shutoff valve 45 correspond to a “shutoff control valve”.
  • a pressure sensor 46 for detecting the fuel pressure and a temperature sensor 47 for detecting the fuel temperature are provided in the high pressure piping portion 41a, and a pressure sensor 48 for detecting the fuel pressure in the low pressure piping portion 41b.
  • a temperature sensor 49 for detecting the fuel temperature is provided.
  • the shut-off valve 45 and the pressure sensor 46 can be provided integrally with the regulator 43. In this embodiment, a configuration in which the shut-off valve 45 and the pressure sensor 46 are provided integrally with the regulator 43 is adopted. .
  • the regulator 43 constitutes a mechanical pressure adjusting device that adjusts the fuel pressure in the low-pressure pipe portion 41b with respect to a mechanically determined set pressure.
  • the regulator 43 has a high-pressure passage 51 connected to the high-pressure piping portion 41a (that is, the gas tank 42 side) and a low-pressure passage 52 connected to the low-pressure piping portion 41b (that is, the first injection valve 21 side).
  • a shut-off valve 45 and a pressure sensor 46 are provided in the high-pressure passage 51.
  • the pressure sensor 46 detects the pressure of the gas fuel upstream of the shutoff valve 45.
  • Reference numeral 53 is a filter for removing foreign matter.
  • the configuration of the shut-off valve 45 is substantially the same as the configuration of the first injection valve 21 and has a self-sealing structure.
  • the shut-off valve 45 has a valve body 55 biased in the valve closing direction by a spring 54, and the valve body 55 is closed against the biasing force of the spring 54 by energizing the electromagnetic drive unit 56.
  • the valve is displaced from the position to the valve opening position.
  • a first fuel chamber 57 is provided on the rear end side (upstream side) of the valve body 55, and a second fuel chamber 58 is provided on the distal end side (downstream side where the small diameter portion is provided) of the valve body 55. Yes. Both the fuel chambers 57 and 58 are communicated with each other through a fuel passage 59 provided in the valve body 55.
  • high-pressure gas fuel is supplied to both the fuel chambers 57 and 58 from the gas tank 42, and in the closed state of the shutoff valve 45, a closing force is applied to the valve body 55 by the fuel pressure on the gas tank 42 side.
  • the valve element 55 is displaced to the valve open position against the biasing force of the spring 54 with the energization of the electromagnetic drive unit 56 (as shown), high-pressure gas fuel flows downstream.
  • a pressure regulating valve 60 is provided on the downstream side of the shutoff valve 45.
  • a valve body chamber 61 is provided in the high pressure passage 51, and a valve body 62 is accommodated in the valve body chamber 61.
  • the valve body 62 is an opening / closing member that opens and closes the valve seat portion 63 that is an inlet portion of the low pressure passage 52. If the valve body 62 is in the open position, the valve seat portion 63 is opened and the high pressure passage 51, the low pressure passage 52, Is communicated. If the valve body 62 is in the closed position, the valve seat 63 is closed and the communication between the high pressure passage 51 and the low pressure passage 52 is blocked.
  • the valve body 62 is opened and closed according to the fuel pressure (corresponding to the injection pressure) in the low-pressure passage 52 and the force in the valve opening direction generated by the valve body operating portion 65.
  • the valve element actuating portion 65 is a space that is open to the atmosphere, and has an air opening portion 67 in which an adjustment spring 66 is provided, and a diaphragm as a partition member that partitions the air release portion 67 and the low-pressure passage 52. 68.
  • the diaphragm 68 is provided integrally with the valve body 62. Fuel pressure in the low pressure passage 52 acts on the diaphragm 68 as a force in the valve closing direction, and an urging force of the adjustment spring 66 and atmospheric pressure act as a force in the valve opening direction.
  • the valve body 62 is held in the valve closing position.
  • the valve element 62 opens with the displacement of the diaphragm 68.
  • the opening position (valve lift amount) of the valve body 62 is determined according to the difference between the force in the valve closing direction and the force in the valve opening direction, and the opening area of the valve seat 63 is changed according to the opening position. Is done. Further, the amount of fuel flowing from the high pressure passage 51 into the low pressure passage 52 is adjusted by changing the opening area.
  • a relief valve 69 that vents gas when the fuel pressure in the low pressure passage 52 becomes abnormally high is provided in the branch portion 52a branched from the low pressure passage 52.
  • the relief valve 69 is mechanically driven, and opens when the fuel pressure in the low pressure passage 52 becomes higher than a predetermined relief pressure Pref.
  • the pressure adjusting means is constituted by the pressure adjusting valve 60 made up of components such as the valve body 62 and the valve body operating portion 65.
  • the shut-off valve 45, the pressure sensor 46, and the pressure adjustment valve 60 are integrally provided.
  • the shut-off valve 45 and the pressure sensor 46 are separated from the regulator 43 in the high-pressure piping portion 41 a. It is also possible to provide it.
  • a fuel tank 72 is connected to the second injection valve 22 via a fuel pipe 71.
  • the fuel pipe 71 is provided with a fuel pump 73 that feeds the liquid fuel in the fuel tank 72 to the second injection valve 22.
  • the control unit 80 includes a CPU 81, a ROM 82, a RAM 83, a backup RAM 84, an interface 85, and a bidirectional bus 86.
  • the CPU 81, ROM 82, RAM 83, backup RAM 84, and interface 85 are connected to each other by a bidirectional bus 86.
  • the CPU 81 executes a routine (program) for controlling the operation of each unit in the system.
  • the ROM 82 stores in advance various data such as a routine executed by the CPU 81, maps (including tables, relational expressions, and the like), parameters, and the like referred to when the routine is executed.
  • the RAM 83 temporarily stores data as necessary when the CPU 81 executes a routine.
  • the backup RAM 84 appropriately stores data under the control of the CPU 81 in a state where the power is turned on, and retains the stored data even after the power is shut off.
  • the interface 85 includes sensors (crank angle sensor, air flow meter, cooling water temperature sensor, etc.) provided in the present system, including the throttle opening sensor 15b, the exhaust sensor 18, the pressure sensors 46, 48, and the temperature sensors 47, 49 described above. A vehicle speed sensor or the like), and outputs (detection signals) from these sensors to the CPU 81.
  • the interface 85 is electrically connected to driving units such as the throttle actuator 15a, the ignition device 20a, the injection valves 21 and 22, the tank main stop valve 44, the shutoff valve 45, and the like, and drives these driving units. Therefore, the drive signal sent from the CPU 81 is output toward the drive unit. That is, the control unit 80 acquires an operation state based on the output signals of the above-described sensors, and performs the above-described drive unit control based on the operation state.
  • a control signal is input from the control unit 80 to the ignition device 20a, the tank main stop valve 44, and the shutoff valve 45.
  • the ignition device 20a outputs a high voltage in response to a control signal from the control unit 80, and generates an ignition spark in the ignition plug.
  • the tank main stop valve 44 and the shutoff valve 45 are switched from the closed state to the open state in response to a control signal from the control unit 80.
  • a starter 91 is provided in this system.
  • the starter 91 is a starting device that applies initial rotation to the output shaft 92 of the engine 10 when the engine 10 is started.
  • the starter 91 is driven by power supplied from a battery (not shown) and cranks the engine 10.
  • control unit 80 selectively switches the fuel to be used in accordance with the engine operation state, the fuel remaining amount in the tank, an input signal from a fuel selection switch (not shown), and the like. Specifically, when the remaining amount of gas fuel in the gas tank 42 falls below a predetermined value or when the use of liquid fuel is selected by the fuel selection switch, the liquid fuel is preferentially used, and the fuel tank 72 The gas fuel is preferentially used when the remaining amount of the liquid fuel is less than a predetermined value or when the use of the gas fuel is selected by the fuel selection switch. In the present embodiment, the fuel to be used is selectively switched according to the supply gas pressure to the first injection valve 21 and the engine load.
  • FIG. 4 is a diagram showing the relationship between the supply gas pressure to the first injection valve 21 and the use area of the gas fuel.
  • the horizontal axis of FIG. 4 shows the supply gas pressure to the first injection valve 21, and the vertical axis shows the magnitude of the engine load.
  • a large engine load corresponds to an increase in the required fuel amount per combustion.
  • the set pressure Preg indicated by the broken line L1 is a pressure value adjusted by the pressure adjusting valve 60 to reduce the pressure.
  • a threshold value T1 for determining whether to use gas fuel or liquid fuel is set on the higher pressure side than the set pressure Preg.
  • the threshold value T1 is determined in consideration of the minimum amount of fuel that can be injected by the first injection valve 21. Specifically, in the region where the supply gas pressure to the first injection valve 21 is equal to or higher than the threshold T1, the minimum amount of fuel that can be injected increases due to the increase in gas density, and the gas fuel generated by the first injection valve 21 increases. This means that the actual fuel injection amount becomes excessive than the required injection amount when the injection is performed.
  • the threshold value T1 is determined according to the engine load.
  • the threshold value T1 is within the range of the supply gas pressure in which the operation of the first injection valve 21 is allowed (in the region on the lower pressure side than the operating limit pressure Plim). ), The higher the load side, the higher the pressure side.
  • a threshold value T2 for determining whether to use gas fuel or liquid fuel is set on the lower pressure side than the set pressure Preg.
  • the threshold value T2 is indicated by a solid line L3, and the threshold value T2 is determined to shift to the low pressure side as the load decreases.
  • a region where “supply gas pressure> threshold value T2” is a gas fuel use region, and a region where “supply gas pressure ⁇ threshold value T2” is a liquid fuel use region.
  • the threshold values T1 and T2 for determining the use area of the gas fuel are parameters other than the supply gas pressure, specifically, for example, at least one of battery voltage, engine cooling water temperature, intake air temperature, regulator upstream pressure, gas fuel temperature, etc. It is good also as a structure made variable according to.
  • the tank main stop valve 44 and the shutoff valve 45 are kept closed. This prevents gas fuel from leaking from the fuel supply system into the atmosphere.
  • a gas such as gas fuel
  • the gas fuel leaks from the gap of the valve seat 63 of the pressure regulating valve 60 and flows from the high pressure side passage to the low pressure side passage.
  • gas fuel may be accumulated in the low-pressure piping 41b.
  • the gas fuel pressure in the low pressure passage (low pressure pipe 41b, low pressure passage 52) between the pressure regulating valve 60 and the first injection valve 21 is set at the set pressure when the engine 10 is requested to start. Preg is exceeded, and as a result of the first injection valve 21 becoming difficult to open due to this high pressure state, a desired amount of gas fuel may not be injected.
  • the reason why the first injection valve 21 is difficult to open in the high pressure state of the low pressure passage portion is as follows. That is, the first injection valve 21 is provided with a force in the closing direction by the pressure of the gas fuel from the low pressure passage portion in the closed state, and blocks the flow of the gas fuel by the force in the closing direction. Therefore, when the first injection valve 21 is opened, it is necessary to generate a driving force that overcomes the upstream fuel pressure. If there is a request for starting the engine and the pressure of the gas fuel in the low-pressure passage is in a high pressure state, a force in the closing direction acts largely on the first injection valve 21, and the first injection valve 21 is driven to open. Even if the signal is output, the first injection valve 21 may not open or the valve opening amount may be small. In such a case, there is a concern that the engine 10 cannot be started in spite of the engine start request and the startability is deteriorated.
  • the pressure of the gas fuel supplied to the first injection valve 21 at the time of the request is set.
  • the valve opening timing of the shutoff control valve (the shutoff valve 45 and the tank main stop valve 44) with respect to the start request timing of the engine 10 is controlled according to the detected fuel pressure (valve opening control means).
  • FIG. 5 is a flowchart showing the procedure of engine start processing using gas fuel. This process is repeatedly executed by the CPU 81 of the control unit 80 at a predetermined cycle.
  • step S101 it is determined whether or not there is a request for starting the engine with gas fuel. For example, when the remaining amount of liquid fuel is low, or when the use of gas fuel is selected by the fuel selection switch, starting with gas fuel instead of liquid fuel is selected as the engine start, and an engine start request with gas fuel is made. Arise. If there is no request for starting the engine with gas fuel, the present process is terminated, and if there is a request for starting, the process proceeds to the subsequent step S102.
  • a pre-starting pressure Pbf that is a gas pressure supplied to the first injection valve 21 before starting the engine, that is, before starting the engine, is detected (pressure detecting means). Specifically, the fuel pressure of the low-pressure pipe portion 41b detected by the pressure sensor 48 in response to the engine start request is acquired.
  • a determination value K1 first determination means, second determination means.
  • the determination value K1 is determined to be higher than the set pressure Preg.
  • step S104 the process proceeds to step S104 to output an opening command for opening the shutoff valve 45, and in step S105, an opening command to open the tank main stop valve 44 is output.
  • step S106 it is determined whether or not a predetermined time has elapsed from the output of the opening command of the shutoff valve 45. If the predetermined time has not elapsed since the opening command of the shutoff valve 45, the present process is terminated as it is, and if the predetermined time has elapsed, the process proceeds to step S107.
  • step S107 a start command is given to the starter 91, and engine start (cranking) by the starter 91 is started. Further, the cylinder discrimination of the engine 10 is performed with the start of cranking.
  • step S108 after the start of cranking, injection of gas fuel by the first injection valve 21 is permitted on the condition that the cylinder discrimination is completed. Then, this process ends.
  • step S109 it is determined whether or not the pre-starting pressure Pbf is greater than or equal to the determination value K2 (third determination means).
  • the determination value K2 is determined to be higher than the determination value K1 and lower than the relief pressure Pref and the operating limit pressure Plim (see FIG. 4). If “Pbf ⁇ determination value K2” in step S109, the process proceeds to step S112, the starter 91 is commanded to start cranking the engine 10. In step S113, the injection of gas fuel by the first injection valve 21 is permitted.
  • the determination value K1 corresponds to “first determination value” and “second determination value”, and the determination value K2 corresponds to “third determination value”.
  • step S109 the process proceeds to step S110, and an opening command for opening the first injection valve 21 is output (injection control means).
  • injection control means injection control means
  • the first injection valve 21 is opened with the shut-off valve 45 and the tank main stop valve 44 closed.
  • the gas fuel accumulated in the low pressure pipe portion 41b is leaked from the first injection valve 21, and the low pressure passage portion is vented (gas venting process).
  • step S111 it is determined whether or not the degassing process is finished.
  • step S110 it is determined whether or not a predetermined time has elapsed since the opening command for the first injection valve 21 was output in step S110. Then, on the condition that it is determined that the degassing process has been completed, the process proceeds to step S112, the starter 91 is driven to perform cranking of the engine 10, and in step S113, the gas fuel by the first injection valve 21 is discharged. Allow injection. Thereafter, the process proceeds to step S114.
  • step S114 (1) the engine start is completed, and (2) the fuel pressure in the low-pressure piping section 41b (the supply gas pressure to the first injection valve 21) is lower than the determination value K3. It is determined whether any of the conditions is satisfied.
  • the determination of the completion of engine start is performed based on the engine rotation speed. Specifically, it is determined that the engine start is completed when the engine rotation speed is equal to or higher than a predetermined complete explosion determination value NE1.
  • the determination value K3 is a value determined on the low pressure side from the determination value K1, and in this embodiment, the determination value K3 is higher than the low-pressure side threshold T2 when selecting the fuel to be used based on the supply gas pressure and the engine load. (See FIG. 4).
  • This determination value K3 is also the minimum value of the pressure that can ensure the injection amount necessary for starting the engine.
  • the supply gas pressure to be compared with the determination value K3 here is the fuel pressure detected each time by the pressure sensor 48. If either of the two conditions (1) and (2) is satisfied, the process proceeds to step S115, and an opening command for opening the shutoff valve 45 is output. In step S116, an opening command for opening the tank main stop valve 44 is output.
  • the determination value K1 to the determination value K3 are constant values, but may be made variable according to at least one of battery voltage, engine cooling water temperature, intake air temperature, regulator upstream pressure, gas fuel temperature, and the like. Good.
  • step S117 it is determined whether or not a predetermined time has elapsed since the start of starting of the starter 91 or the supply gas pressure detected by the pressure sensor 48 has not decreased.
  • the determination that “the supply gas pressure detected by the pressure sensor 48 has not decreased” is made by comparing the supply gas pressure (actual gas pressure) detected by the pressure sensor 48 with the pre-startup pressure Pbf. An affirmative determination is made when the amount of decrease from the pre-startup pressure Pbf at the actual gas pressure is smaller than a predetermined value.
  • step S117 If the determination in step S117 is affirmative, the process proceeds to step S118 to notify the driver that an abnormality has occurred, and the abnormality content is stored in the backup RAM 84, for example.
  • step S119 the injection of gas fuel by the first injection valve 21 is prohibited, and the engine is switched to the engine start using the liquid fuel by the second injection valve 22. Then, this process ends.
  • the tank main stop valve 44 and the shutoff valve 45 are opened in accordance with the start request.
  • the tank main stop valve 44 is subsequently opened. This is to prevent the valves from becoming difficult to open due to a decrease in battery voltage due to overlapping of the drive timings of the tank main stop valve 44 and the shutoff valve 45.
  • the shutoff valve 45 is opened first. That is, the reason why the gas pipe 41 is opened first from the downstream side is to prevent the high-pressure gas fuel from being supplied to the first injection valve 21 at once when the shutoff valve 45 is opened.
  • the starter 91 After opening the shut-off valve 45 and the tank main stop valve 44, cranking by the starter 91 is started in response to the start request at timing t12.
  • the reason why the starter 91 is driven after the shut-off valve 45 and the tank main stop valve 44 are opened is to prevent the drive timings of the tank main stop valve 44, the shut-off valve 45 and the starter 91 from overlapping.
  • the drive order of the shut-off valve 45, the tank main stop valve 44, and the starter 91 is not limited to the order of the shut-off valve 45, the tank main stop valve 44, and the starter 91, and is arbitrary.
  • the shut-off valve 45, the starter 91, and the tank main stop valve 44 may be driven in this order, or the starter 91 may be driven after the shut-off valve 45 and the tank main stop valve 44 are simultaneously opened.
  • the tank main stop valve 44 and the shut-off valve 45 are opened at the timing t23 when the supply gas pressure falls below the judgment value K3. That is, when the pre-starting pressure Pbf is in the vicinity of the set pressure Preg (FIG. 6), the timing at which the start is requested or immediately after that is the valve opening timing of the tank main stop valve 44 and the shutoff valve 45. When the pre-starting pressure Pbf exceeds the determination value K1 on the higher pressure side than the set pressure Preg (FIG. 7), the opening timing of the tank main stop valve 44 and the shutoff valve 45 is set to the start request timing rather than normal. To delay.
  • the opening operation of the shut-off valve 45 and the tank main stop valve 44 is delayed until the fuel injection for engine combustion is performed at least once from the first injection valve 21 in response to the engine start request.
  • the engine rotation speed exceeds a predetermined complete explosion determination value NE1 at timing t24, the cranking by the starter 91 is terminated and the engine start is completed.
  • the first injection valve 21 is switched from the open state to the closed state, and cranking by the starter 91 is started. Also in this case, the driving timing of the first injection valve 21 and the starter 91 is not overlapped. More specifically, the first injection valve 21 is difficult to open by driving the first injection valve 21 before the starter 91 starts driving. To avoid. By starting the cranking, the gas fuel injected by the degassing process is introduced into the combustion chamber of the engine 10.
  • a predetermined time for example, several msec
  • the determination value K3 is set within the use region of the gas fuel (see FIG. 4), and thereby, the supply gas pressure is prevented from excessively decreasing. Further, since the determination value K3 is set on the lower pressure side than the set pressure Preg, the low pressure passage portion can be made sufficiently low in pressure.
  • shutoff valve 45 and the tank main stop valve 44 are opened, it is possible to prevent the fuel pressure in the low pressure passage portion from becoming excessively higher than the set pressure Preg.
  • the shutoff valve 45 and the tank main stop valve 44 are opened, the shutoff valve 45 is first opened, and then the tank main stop valve 44 is opened. Thereafter, when the engine rotation speed exceeds a predetermined complete explosion determination value NE1, the cranking by the starter 91 is terminated and the engine start is completed.
  • cranking of the engine 10 by the starter 91 is started. Further, at timing t43 after completion of cylinder discrimination, fuel injection by the first injection valve 21 is permitted, and an opening command to the first injection valve 21 is output. If the engine speed is lower than a predetermined value Nth (for example, a complete explosion determination value or a value close thereto) even after a predetermined time has elapsed since the opening command, an output of the opening command to the first injection valve 21 is output at timing t44. The engine is stopped and the engine is switched to the engine start using the liquid fuel by the second injection valve 22.
  • Nth for example, a complete explosion determination value or a value close thereto
  • a tank main stop valve 44 and a shut-off valve as shut-off control valves according to the pressure of the gas fuel supplied to the first injection valve 21 at the time of the start request
  • the valve opening timing of 45 is controlled. If the tank main stop valve 44 and the shut-off valve 45 are opened when the fuel pressure in the low pressure passage before the engine is started is high, the pressure of the gas fuel supplied to the first injection valve 21 is further increased. As a result, it may be difficult to open the first injection valve 21. Further, when the pressure of the gas fuel supplied to the first injection valve 21 is lower than the set pressure Preg, it is necessary to quickly raise the low pressure passage portion in order to ensure the amount of fuel necessary for starting the engine. According to the above configuration, gas fuel having an appropriate pressure can be supplied to the first injection valve 21, and as a result, startability of the engine 10 can be ensured.
  • the opening timing of the shut-off valve 45 and the tank main stop valve 44 is determined as the timing when the engine start request using gas fuel is requested or immediately after that. did.
  • the valve opening timing of the shutoff valve 45 and the tank main stop valve 44 is delayed from the valve opening timing at the normal time. By doing so, it is possible to quickly open the shut-off valve 45 and the tank main stop valve 44 in response to the engine start request and maintain the low pressure passage portion at the set pressure Preg. Further, when the low pressure passage portion is in a high pressure state, the valve opening timing of the shutoff valve 45 and the tank main stop valve 44 is delayed as much as possible to suppress further increase in fuel pressure in the low pressure passage portion. be able to.
  • the shutoff valve 45 and the tank main stop valve 44 are opened before fuel injection by the first injection valve 21.
  • the shutoff valve 45 and the tank main stop valve 44 are opened before fuel injection by the first injection valve 21.
  • the shutoff valve 45 and the tank main stop valve 44 are opened after the fuel injection by the first injection valve 21 is started. That is, by opening the first injection valve 21 with the shut-off valve 45 and the tank main stop valve 44 closed, the fuel is injected from the first injection valve 21 while the fuel supply from the gas tank 42 is shut off. To do. Thereby, the gas fuel in the high pressure state of the low pressure passage portion can be actively leaked from the first injection valve 21. Further, it is possible to avoid further increase in the pressure of the low-pressure passage due to this fuel leak, and as a result, it is possible to avoid the first injection valve 21 from becoming difficult to open as the injection pressure is increased.
  • the shutoff valve 45 and the tank main stop valve 44 are closed before the starter 91 starts the engine 10.
  • a degassing process for injecting gaseous fuel from the first injection valve 21 is performed by outputting an injection command to the first injection valve 21.
  • the determination value K2 is set to be lower than the relief pressure Pref and the operation limit pressure Plim, before the relief valve 69 is opened (gas fuel is released into the atmosphere). It is possible to alleviate the high pressure state of the low pressure passage portion before and before the first injection valve 21 cannot be opened.
  • the liquid fuel is started from the engine start using the gas fuel.
  • the engine is switched to engine start using If the supply gas pressure does not decrease even when the injection command is output to the first injection valve 21, the first injection valve 21 may not function normally. In this case, the liquid is used instead of the gas fuel. By using fuel, it is possible to avoid a state where the engine cannot be started.
  • the tank main stop valve 44 and the shut-off valve 45 are provided as shut-off control valves.
  • the tank main stop valve 44 and the shut-off valve 45 are closed, and the engine is started when the engine is started.
  • the opening timing of the tank main stop valve 44 and the shutoff valve 45 is controlled according to the front pressure.
  • Only one of the tank main stop valve 44 and the shutoff valve 45 may be a target for controlling the valve opening timing at the time of starting the engine according to the pre-starting pressure Pbf.
  • the shutoff valve 45 may be closed when the engine is stopped, and the opening timing of the shutoff valve 45 may be controlled according to the pre-starting pressure when the engine is started. .
  • the determination value K1 is the minimum value of the threshold value T1 for switching the fuel to be used between gas fuel and liquid fuel.
  • the determination value K1 may be other values, for example, on the lower pressure side than the threshold value T1.
  • it may be set higher than the set pressure Preg. Further, it may be set on the high pressure side from the threshold value T1 and on the low pressure side from the determination value K2.
  • the determination value K2 is not limited to that in the above embodiment. That is, in the above-described embodiment, the determination value K2 is determined to be lower than the relief pressure Pref and the operation limit pressure Plim, but may be determined to be higher than at least one of the relief pressure Pref and the operation limit pressure Plim. .
  • step S114 of FIG. 5 the supply gas pressure to the first injection valve 21 is compared with the determination value K3, and when the supply gas pressure falls below the determination value K3, the cutoff valve 45 and the tank main stop as the cutoff control valve.
  • the valve 44 is driven to open, the configuration using the set pressure Preg may be used instead of the configuration using the determination value K3.
  • the shutoff valve 45 and the tank main stop valve 44 are opened after the fuel injection by the first injection valve 21 is started.
  • the timing for opening the shutoff valve 45 and the tank main stop valve 44 may not be after the fuel injection by the first injection valve 21 is started. . If the configuration is delayed from the normal valve opening timing (starting request timing or immediately thereafter), the shutoff valve 45 and the tank main stop valve 44 are opened before the fuel injection by the first injection valve 21 is started. May be. In this case as well, by delaying the valve opening timing, further increase in the pressure of the low pressure passage portion can be suppressed, and it is possible to avoid the first injection valve 21 from becoming difficult to open.
  • a plurality of first injection valves 21 and a plurality of second injection valves 22 are provided for each cylinder of a multi-cylinder engine. It is good also as a structure which provides at least any one of the 1st injection valve 21 and the 2nd injection valve 22 in the common part of a some cylinder. For example, it is good also as a structure which injects gaseous fuel and liquid fuel with respect to the collection part of the intake system 11.
  • FIG. 1 first injection valves 21 and a plurality of second injection valves 22 are provided for each cylinder of a multi-cylinder engine. It is good also as a structure which provides at least any one of the 1st injection valve 21 and the 2nd injection valve 22 in the common part of a some cylinder. For example, it is good also as a structure which injects gaseous fuel and liquid fuel with respect to the collection part of the intake system 11.
  • the bi-fuel engine that uses gas fuel (CNG fuel) and liquid fuel (gasoline fuel) as combustion fuel has been described.
  • the above-described gas engine that uses only gas fuel as combustion fuel is described above.
  • Embodiments may be applied.
  • the above embodiment may be applied to an engine that uses gas fuel and liquid fuel in combination.
  • the gas fuel is CNG fuel, but other gas fuels in a gas state can be used in the standard state.
  • the liquid fuel is not limited to gasoline fuel, and for example, light oil or the like may be used.

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

Abstract

L'invention porte sur l'injection de carburant dans les moteurs à combustion interne. Ce système d'injection de carburant comprend des premières soupapes d'injection (21) qui injectent un gaz combustible, une soupape de régulation de la pression (60), qui réduit la pression du gaz combustible fourni aux premières soupapes d'injection (21) à une pression préétablie, une soupape d'arrêt du réservoir principal (44) et une soupape de coupure (45) disposées en amont de la soupape de régulation de la pression (60). Lorsqu'il est requis de démarrer un moteur (10) en utilisant le gaz combustible, une unité de commande (80) commande le calage de l'ouverture de la soupape d'arrêt de réservoir principal (44) et de la soupape de coupure (45) par rapport au calage de la requête de démarrage du moteur (10) en fonction d'une pression de pré-démarrage, qui est la pression du gaz combustible qui est fourni aux premières soupapes d'injection (21) au moment de la requête.
PCT/JP2013/007136 2012-12-13 2013-12-05 Dispositif de commande de l'injection de carburant pour moteur à combustion interne Ceased WO2014091722A1 (fr)

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JP2012272834A JP2014118842A (ja) 2012-12-13 2012-12-13 内燃機関の燃料噴射制御装置
JP2012-272834 2012-12-13

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Cited By (1)

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CN110206661A (zh) * 2019-04-30 2019-09-06 天津大学 一种双燃料发动机单缸机试验平台高压气体燃料供给系统

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JP2016017435A (ja) * 2014-07-07 2016-02-01 株式会社デンソー 内燃機関の燃料噴射制御装置

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JPH07197857A (ja) * 1993-12-29 1995-08-01 Mazda Motor Corp 気体燃料エンジンの燃料供給装置
JP2002295312A (ja) * 2001-03-29 2002-10-09 Nissan Diesel Motor Co Ltd ガスエンジンの燃料供給装置
JP2004100583A (ja) * 2002-09-10 2004-04-02 Honda Motor Co Ltd ガス燃料供給装置の停止および開始方法、並びにガス燃料供給装置
JP2006307735A (ja) * 2005-04-28 2006-11-09 Aisan Ind Co Ltd 内燃機関の燃料供給装置

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JPH07197857A (ja) * 1993-12-29 1995-08-01 Mazda Motor Corp 気体燃料エンジンの燃料供給装置
JP2002295312A (ja) * 2001-03-29 2002-10-09 Nissan Diesel Motor Co Ltd ガスエンジンの燃料供給装置
JP2004100583A (ja) * 2002-09-10 2004-04-02 Honda Motor Co Ltd ガス燃料供給装置の停止および開始方法、並びにガス燃料供給装置
JP2006307735A (ja) * 2005-04-28 2006-11-09 Aisan Ind Co Ltd 内燃機関の燃料供給装置

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* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN110206661A (zh) * 2019-04-30 2019-09-06 天津大学 一种双燃料发动机单缸机试验平台高压气体燃料供给系统
CN110206661B (zh) * 2019-04-30 2023-07-14 天津大学 一种双燃料发动机单缸机试验平台高压气体燃料供给系统

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