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WO2014115510A1 - Dispositif d'injection de carburant pour moteur à combustion interne - Google Patents

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

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Publication number
WO2014115510A1
WO2014115510A1 PCT/JP2014/000172 JP2014000172W WO2014115510A1 WO 2014115510 A1 WO2014115510 A1 WO 2014115510A1 JP 2014000172 W JP2014000172 W JP 2014000172W WO 2014115510 A1 WO2014115510 A1 WO 2014115510A1
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WO
WIPO (PCT)
Prior art keywords
injection
fuel injection
fuel
gas fuel
cylinder
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/JP2014/000172
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English (en)
Japanese (ja)
Inventor
優一 竹村
幸敏 信田
和田　実
溝渕　剛史
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
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Filing date
Publication date
Application filed by Denso Corp filed Critical Denso Corp
Publication of WO2014115510A1 publication Critical patent/WO2014115510A1/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
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/0025—Controlling engines characterised by use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures
    • F02D41/0027—Controlling engines characterised by use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures the fuel being gaseous
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D19/00—Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures
    • F02D19/06—Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures peculiar to engines working with pluralities of fuels, e.g. alternatively with light and heavy fuel oil, other than engines indifferent to the fuel consumed
    • F02D19/0602—Control of components of the fuel supply system
    • F02D19/0607—Control of components of the fuel supply system to adjust the fuel mass or volume flow
    • F02D19/061—Control of components of the fuel supply system to adjust the fuel mass or volume flow by controlling fuel injectors
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D19/00—Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures
    • F02D19/06—Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures peculiar to engines working with pluralities of fuels, e.g. alternatively with light and heavy fuel oil, other than engines indifferent to the fuel consumed
    • F02D19/0639—Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures peculiar to engines working with pluralities of fuels, e.g. alternatively with light and heavy fuel oil, other than engines indifferent to the fuel consumed characterised by the type of fuels
    • F02D19/0642—Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures peculiar to engines working with pluralities of fuels, e.g. alternatively with light and heavy fuel oil, other than engines indifferent to the fuel consumed characterised by the type of fuels at least one fuel being gaseous, the other fuels being gaseous or liquid at standard conditions
    • F02D19/0647—Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures peculiar to engines working with pluralities of fuels, e.g. alternatively with light and heavy fuel oil, other than engines indifferent to the fuel consumed characterised by the type of fuels at least one fuel being gaseous, the other fuels being gaseous or liquid at standard conditions the gaseous fuel being liquefied petroleum gas [LPG], liquefied natural gas [LNG], compressed natural gas [CNG] or dimethyl ether [DME]
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D19/00—Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures
    • F02D19/06—Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures peculiar to engines working with pluralities of fuels, e.g. alternatively with light and heavy fuel oil, other than engines indifferent to the fuel consumed
    • F02D19/08—Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures peculiar to engines working with pluralities of fuels, e.g. alternatively with light and heavy fuel oil, other than engines indifferent to the fuel consumed simultaneously using pluralities of fuels
    • F02D19/081—Adjusting the fuel composition or mixing ratio; Transitioning from one fuel to the other
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/008—Controlling each cylinder individually
    • F02D41/0082—Controlling each cylinder individually per groups or banks
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M21/00—Apparatus for supplying engines with non-liquid fuels, e.g. gaseous fuels stored in liquid form
    • F02M21/02—Apparatus for supplying engines with non-liquid fuels, e.g. gaseous fuels stored in liquid form for gaseous fuels
    • F02M21/0218—Details on the gaseous fuel supply system, e.g. tanks, valves, pipes, pumps, rails, injectors or mixers
    • F02M21/0248—Injectors
    • F02M21/0281—Adapters, sockets or the like to mount injection valves onto engines; Fuel guiding passages between injectors and the air intake system or the combustion chamber
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B43/00—Engines characterised by operating on gaseous fuels; Plants including such engines
    • 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 device for an internal combustion engine.
  • the transient response may be low.
  • the fuel of a plurality of cylinders is injected at the same time, there is a difference in mixing characteristics between the fuel and air for each cylinder, which may cause variations in combustion within the cylinder. For example, when using gas fuel, it is difficult for gas fuel to mix with air, and the combustion variation based on the difference in mixing property becomes remarkable.
  • An object of the present disclosure is to provide a fuel injection device for an internal combustion engine capable of realizing optimization of combustion in the internal combustion engine while simplifying the configuration.
  • a fuel injection device for an internal combustion engine is applied to an internal combustion engine having an even number of cylinders in which gas fuel is subjected to combustion, and the combustion order is continuous in the internal combustion engine.
  • a gas fuel injection valve that is provided for each cylinder group of two cylinders that injects the gas fuel into the cylinder group, a first end connected to the gas fuel injection valve, and the same cylinder group A second end connected to an intake portion of each cylinder, and a distribution portion for distributing and discharging the gas fuel injected from the gas fuel injection valve to each intake portion of the same cylinder group, and the same cylinder group
  • An injection control unit that calculates a required amount of gas fuel for two cylinders in the engine and controls fuel injection by the gas fuel injection valve for each cylinder group based on the required amount.
  • the two cylinders belonging to the same cylinder group have a continuous combustion order, and the intake strokes are continuous in these two cylinders. Therefore, in the configuration in which the gas fuel for two cylinders is collectively injected by the gas fuel injection valve, it is possible to reduce the intake delay that occurs before the cylinder flows after the fuel injection. For example, in a situation where an increase in fuel is required due to acceleration transients, even if the increase in required amount is insufficient in the post-combustion cylinder after the combustion order, the influence of the insufficient amount can be reduced.
  • the non-intake stroke period (duration) in which both the cylinders do not become the intake stroke becomes long, and the gas fuel injection period is secured. Is easy.
  • the volume of the injected fuel is larger than that of the liquid fuel, and the injection period becomes longer, so that the injection period can be easily secured.
  • compressed natural gas (CNG) as a gas fuel and gasoline as a liquid fuel are used as combustion fuels, and a bi-fuel type on-vehicle multi-cylinder engine (multi-cylinder internal combustion engine) corresponding to a multi-cylinder internal combustion engine is used.
  • the fuel injection system is applied to the engine). An overall schematic diagram of the fuel injection system is shown in FIG.
  • the engine 10 shown in FIG. 1 is an in-line four-cylinder spark ignition engine, and the first cylinder (# 1), the second cylinder (# 2), the third cylinder (# 3), and the fourth cylinder (# 4).
  • An intake system 11 and an exhaust system 12 are connected to an intake port and an exhaust port of the engine 10, respectively.
  • the intake system 11 has an intake manifold 13 and an intake pipe 14.
  • the intake manifold 13 has a plurality of first branch pipe portions 13 a connected to the intake port of the engine 10 and a first main pipe portion 13 b connected to the intake pipe 14 on the upstream side.
  • the number of the first branch pipe portions 13a is the number of cylinders of the engine 10.
  • the first branch pipe portion 13a corresponds to an intake portion.
  • the intake pipe 14 is provided with a throttle valve 15 as an air amount adjusting unit.
  • the throttle valve 15 is configured as an electronically controlled throttle valve whose opening is adjusted by a throttle actuator 15a such as a DC motor, and the opening of the throttle valve 15 is detected by a throttle opening sensor 15b built in the throttle actuator 15a. Is done.
  • the opening degree of the throttle valve 15 is the throttle opening degree.
  • the exhaust system 12 has an exhaust manifold 16 and an exhaust pipe 17.
  • the exhaust manifold 16 has a plurality of second branch pipe portions 16 a connected to the exhaust port of the engine 10 and a second main pipe portion 16 b connected to the exhaust pipe 17 on the downstream side thereof.
  • the number of the second branch pipe portions 16a is the number of cylinders of the engine 10.
  • the exhaust pipe 17 is provided with an exhaust sensor 18 for detecting exhaust components and a catalyst 19 for purifying exhaust.
  • the exhaust sensor 18 may be an air-fuel ratio sensor that detects the air-fuel ratio from the oxygen concentration in the exhaust gas.
  • Each cylinder of the engine 10 is provided with a spark plug (not shown).
  • a high voltage is applied to the ignition plug at a desired ignition timing through an ignition device 20 including an ignition coil. By applying this high voltage, a spark discharge is generated between the opposing electrodes of each spark plug, and the fuel introduced into the cylinder or the combustion chamber is ignited and burned.
  • the fuel injection system includes a gas fuel injection valve 21 that injects gas fuel and a liquid fuel injection valve 22 that injects liquid fuel as fuel injection units that inject and supply fuel to the engine 10. .
  • Each of these injection valves 21 and 22 injects fuel into the first branch pipe portion 13a of the intake manifold 13 in the intake system 11, and the gas fuel is injected into the intake port of each cylinder by the injection of the gas fuel injection valve 21.
  • the liquid fuel is supplied to the intake port of each cylinder by the injection of the liquid fuel 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, and the valve opening drive input from the control unit 60. Each valve is driven to open by a 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.
  • a fuel conduit 23 is connected to the distal end side of the gas fuel injection valve 21, and the gas fuel injected from the gas fuel injection valve 21 passes through the fuel conduit 23 to the first of the intake manifold 13. It is discharged to the branch pipe part 13a.
  • a gas tank 42 is connected to the gas fuel injection valve 21 via a gas pipe 41, and the pressure of the gas fuel supplied to the gas fuel 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. Specifically, the regulator 43 converts the gas fuel stored in the gas tank 42 in a high pressure state (for example, a maximum of 20 MPa) to a predetermined set pressure (for example, 0.2 to 1.0 MPa) that is the injection pressure of the gas fuel injection valve 21.
  • the gas fuel after the pressure reduction adjustment is supplied to the gas fuel injection valve 21 through the gas pipe 41.
  • the upstream side of the regulator 43 is a high-pressure piping portion 41a that forms a high-pressure passage, and the downstream side is a low-pressure piping portion 41b that forms a low-pressure passage.
  • a gas fuel passage formed by the gas pipe 41 and the like further includes a tank main stop valve 44 corresponding to a tank outlet valve disposed near the fuel outlet of the gas tank 42 and a downstream side of the tank main stop valve 44. And a shutoff valve 45 disposed in the vicinity of the fuel inlet of the regulator 43.
  • the valves 44, 45 allow and shut off the flow of gas fuel in the gas pipe 41.
  • the tank main stop valve 44 and the shutoff valve 45 are both 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. Yes.
  • a first pressure sensor 46 for detecting the fuel pressure and a first temperature sensor 47 for detecting the fuel temperature are provided in the high pressure pipe 41a, and a first pressure sensor 47 for detecting the fuel pressure is provided in the low pressure pipe 41b.
  • a two-pressure sensor 48 and a second temperature sensor 49 for detecting the fuel temperature are provided.
  • the shut-off valve 45 and the first pressure sensor 46 can be provided integrally with the regulator 43.
  • a configuration in which the shut-off valve 45 and the first pressure sensor 46 are provided integrally with the regulator 43 is employed. To do.
  • a fuel tank 52 is connected to the liquid fuel injection valve 22 via a fuel pipe 51.
  • the fuel pipe 51 is provided with a fuel pump 53 that feeds the liquid fuel in the fuel tank 52 to the liquid fuel injection valve 22.
  • the control unit 60 includes a CPU 61, a ROM 62, a RAM 63, a backup RAM (BK RAM) 64, an interface 65, and a bidirectional bus 66.
  • the CPU 61, ROM 62, RAM 63, backup RAM 64, and interface 65 are connected to each other by a bidirectional bus 66.
  • the control unit 60 corresponds to an injection control unit or a transient determination unit.
  • the CPU 61 executes a routine (program) for controlling the operation of each part in the fuel injection system.
  • the ROM 62 stores in advance various types of data such as a routine executed by the CPU 61 and maps, parameters, and the like referred to when the routine is executed. In this case, the map includes a table, a relational expression, and the like.
  • the RAM 63 temporarily stores data as necessary when the CPU 61 executes the routine.
  • the backup RAM 64 appropriately stores data under the control of the CPU 61 in a state where the power is turned on, and retains the stored data even after the power is shut off.
  • the interface 65 is electrically connected to sensors provided in the fuel injection system, including the throttle opening sensor 15b, the exhaust sensor 18, the pressure sensors 46 and 48, and the temperature sensors 47 and 49 described above.
  • these sensors include a crank angle sensor, an air flow meter, a coolant temperature sensor, a vehicle speed sensor, and the like.
  • An output corresponding to detection signals from these sensors is transmitted to the CPU 61.
  • the interface 65 is electrically connected to driving units such as the throttle actuator 15a, the ignition device 20, 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 61 is output toward the drive unit. That is, the control unit 60 acquires an operating state based on the output signal of the above-described sensor and controls the above-described driving unit based on this operating state.
  • the four cylinders are designated as “# 1 and # 2” and “# 3 and # 2”. 4 ”and the second cylinder group, the fuel injection is performed from one gas fuel injection valve 21 to the first cylinder group, and another gas fuel injection is performed to the second cylinder group. Fuel injection is performed from the valve 21.
  • a distributor 24 is connected to each of the two gas fuel injection valves 21, and a fuel conduit 23 for the first cylinder group is connected to one distributor 24.
  • a fuel conduit 23 for the second cylinder group is connected to one distributor 24.
  • each distributor 24 and the fuel conduit 23 for two cylinders correspond to a distributor, and each distributor branches the gas fuel injected from the gas fuel injection valve 21 to each first branch corresponding to the same cylinder group. It is distributed and discharged to the tube portion 13a.
  • FIG. 2 is a time chart showing the relationship between the stroke order in each cylinder of the engine 10 and the injection timing of the gas fuel.
  • TX1 is the fuel injection timing of the gas fuel injection valve 21 for the first cylinder group
  • TX2 is the fuel injection timing of the gas fuel injection valve 21 for the second cylinder group.
  • gas fuel is injected from the gas fuel injection valve 21 in the # 2 expansion stroke and exhaust stroke corresponding to the pre-combustion cylinder in which the combustion order comes first, and then # 2
  • the gas fuel is sucked into each of the cylinders (# 2, # 1) in the intake stroke of # 1 and the intake stroke of # 1 corresponding to the post-combustion cylinder.
  • the delay time corresponding to the intake delay from the fuel injection by the gas fuel injection valve 21 to the fuel intake in each cylinder is TXd2 in # 2, and TXd1 in # 1.
  • the fuel injection timing is determined based on the injection end timing. Specifically, a predetermined timing or a predetermined crank angle position in the exhaust stroke of # 2 which is the previous combustion cylinder in the first cylinder group is determined as the injection end timing, and the injection is performed based on the required injection amount at each time. The injection start timing ahead of the end timing is determined.
  • gas fuel is injected from the gas fuel injection valve 21 in the expansion stroke and exhaust stroke of # 3 corresponding to the pre-combustion cylinder in which the combustion order comes first, and then the # 3 In the intake stroke of # 4 corresponding to the intake stroke and the post-combustion cylinder, gas fuel is sucked into each of the cylinders (# 3, # 4).
  • the delay time corresponding to the intake delay from the fuel injection by the gas fuel injection valve 21 to the fuel intake in each cylinder is TXd3 in # 3 and TXd4 in # 4.
  • the fuel injection of the gas fuel injection valve 21 is performed so that the fuel injection is completed in the exhaust stroke of the pre-combustion cylinders (# 2, # 3) in each cylinder group.
  • the fuel injection of the gas fuel injection valve 21 may be performed so that the fuel injection ends in the first half of the intake stroke of the pre-combustion cylinders (# 2, # 3).
  • the gas fuel may flow into the cylinder reliably in the intake stroke of the pre-combustion cylinder.
  • FIG. 3 shows a case in which the combustion order is divided into two cylinder groups each having two cylinders, and gas fuel is injected from the same gas fuel injection valve 21 to each cylinder group.
  • the four cylinders are divided into a two-cylinder group including a third cylinder group “# 1 and # 4” and a fourth cylinder group “# 2 and # 3”.
  • TY1 is the fuel injection timing for the third cylinder group
  • TY2 is the fuel injection timing for the fourth cylinder group.
  • gas fuel is injected from the gas fuel injection valve 21 in the # 1 expansion stroke and exhaust stroke, and in the subsequent # 1 intake stroke and # 4 intake stroke, respectively.
  • Gas fuel is sucked into the cylinders (# 1, # 4). Since the fuel injection timing TY1 also reaches the intake stroke of # 4, it is assumed that a part of the injected fuel is sucked into # 4 before the intake stroke of # 1.
  • the delay time corresponding to the intake delay from the fuel injection by the gas fuel injection valve 21 to the fuel intake in each cylinder is TYd1 for # 1, and TYd4 for # 4.
  • gas fuel is injected from the gas fuel injection valve 21 in the expansion stroke and exhaust stroke of # 2, and each of the cylinders in the subsequent intake stroke of # 2 and intake stroke of # 3. Gas fuel is sucked into (# 2, # 3).
  • the delay time corresponding to the intake delay from the fuel injection by the gas fuel injection valve 21 to the fuel intake in each cylinder is TYd2 for # 2, and TYd3 for # 3.
  • the longest intake delay is TXd1 and TXd4, and in FIG. 3, the longest intake delay is TYd3 and TYd4. Comparing the case of FIG. 2 and the case of FIG. 3, the case of FIG. 2 has a shorter intake air delay and is superior in transient response. That is, in the case of FIG. 2, each cylinder belonging to the same cylinder group has a continuous intake stroke, and therefore it is possible to shorten the intake delay.
  • FIG. 4 is a flowchart showing the procedure of the gas fuel injection control process, and this process is repeatedly performed by the control unit 60 at predetermined time intervals or at predetermined crank angles.
  • the control unit 60 calculates the intake air amount and the engine rotation speed (NE) from the detection values of the air flow meter and the crank angle sensor. In subsequent S12, the control unit 60 calculates the required injection amount based on the intake air amount and the engine speed. At this time, the control unit 60 calculates the fuel amount for the two cylinders as the required injection amount by combining the first cylinder group and “the second cylinder group. After that, in S13, the control unit 60 now calculates the required injection amount.
  • the fuel injection corresponds to the first injection, and in this embodiment, from the expansion stroke of the pre-combustion cylinder among the two cylinders of the same cylinder group.
  • the set timing of the first injection is determined so that the fuel injection corresponding to the required injection amount can be performed during the exhaust stroke, and the set timing of the first injection corresponds to the first timing.
  • the control unit 60 proceeds to S14 and sets the injection pulse of the gas fuel injection valve 21 for injecting the required injection amount.
  • the injection pulse of the gas fuel injection valve 21 corresponds to the injection pulse of the first injection. Further, the injection pulse is set so that the first injection is completed in the first half of the exhaust stroke or the intake stroke of the pre-combustion cylinder.
  • S14 corresponds to the first control unit.
  • the control unit 60 proceeds to S15, and determines whether or not the present time is the fuel injection based on acceleration transient (set timing of the fuel injection in this case.
  • the fuel injection in this case is the second injection.
  • the set timing of the second injection is determined so that the additional fuel injection can be performed, and the set timing of the second injection corresponds to the second timing.
  • the control unit 60 proceeds to S16 and determines whether or not the current state is an acceleration transient state.
  • the determination of acceleration transient is made based on the change amount of the intake air amount from the set timing of the first injection to the set timing of the second injection. If the change amount is equal to or greater than a predetermined amount, the acceleration transient state is indicated. Determine.
  • the control unit 60 proceeds to S17 and calculates an additional fuel amount corresponding to the increase in the intake air amount. At this time, it is also possible to take into account the amount of change in the engine speed.
  • the injection pulse of the gas fuel injection valve 21 for injecting the additional fuel amount is set.
  • the injection pulse of the gas fuel injection valve 21 corresponds to the injection pulse of the second injection. Further, the injection pulse is set so that the second injection is completed in the first half of the exhaust stroke or the intake stroke of the post-combustion cylinder.
  • S17 and S18 correspond to a second control unit.
  • the control unit 60 ends this process as it is without performing S17 and S18.
  • S15 and S16 correspond to a switching unit.
  • the additional amount of gas fuel injected from the gas fuel injection valve 21 is distributed to the two fuel conduits 23 communicated by the distributor 24, respectively.
  • the post-combustion cylinder since the second injection is performed in the exhaust stroke or the first half of the intake stroke of the post-combustion cylinder of the cylinder group, the post-combustion cylinder immediately enters the cylinder in the intake stroke before, after, or overlaps with the execution of the second injection. However, for the pre-combustion cylinder, additional fuel remains in the fuel conduit 23 and the inflow into the cylinder is carried over next time.
  • control unit 60 calculates the fuel amount of the first injection in consideration of the fuel amount of the previous second injection (residual amount in the fuel conduit 23) at the next first injection set timing. Good. For example, the control unit 60 calculates the fuel amount of the first injection by subtracting 1 ⁇ 2 of the fuel amount of the previous second injection from the required injection amount.
  • FIG. 5 is a time chart for explaining the injection control of gas fuel more specifically.
  • the engine 10 is in a steady operation before the timing ta, and the intake air amount is increased by the acceleration operation that is the accelerator depression operation at the timing ta. As the intake air amount increases, the fuel amount necessary for combustion in each cylinder is increased.
  • the intake amount is Q1
  • the first injection which is the injection of the gas fuel for the first cylinder group is performed with the required injection amount based on the intake amount Q1.
  • time t2 which is the set timing of the second injection
  • an increase in fuel with respect to the previous required injection amount, which is generated due to acceleration transient is calculated.
  • the second injection is performed.
  • the timing t2 corresponds to the determination timing of the additional injection.
  • additional injection based on the difference (Q2 ⁇ Q1) between the intake air amount Q1 at the previous timing t1 and the intake air amount Q2 at the timing t2 is performed.
  • the first injection based on the required injection amount and the second injection based on the acceleration transient are performed so as to end in the first half of the exhaust stroke or the first half of the intake stroke of the first cylinder group. Specifically, in FIG. 5, the first injection based on the required injection amount is performed so as to end in the exhaust stroke of # 2 which is the pre-combustion cylinder, and the second injection based on the acceleration transient is performed in the post-combustion cylinder. It is carried out so as to end in the first half of a certain # 1 intake stroke.
  • the first injection which is the injection of the gas fuel for the first cylinder group, is performed again with the required injection amount based on the intake amount Q3 at that time.
  • second injection which is additional injection based on the difference (Q4-Q3) between the intake air amount Q3 at the previous timing t3 and the intake air amount Q4 at the timing t4, is performed.
  • the same processing is performed in the second cylinder group. Specifically, as the injection of gas fuel for the second cylinder group, at timing t11, the first injection, which is the injection of gas fuel, is performed at the required injection amount based on the intake air amount Q11 at that time. Thereafter, at timing t12, the second injection that is the additional injection based on the difference (Q12 ⁇ Q11) between the intake air amount Q11 at the previous timing t11 and the intake air amount Q12 at the timing t12 is performed.
  • fuel injection is performed at the same time as the first cylinder group. Specifically, in FIG. 5, the first injection based on the required injection amount is performed so as to end in the exhaust stroke of # 3 which is the pre-combustion cylinder, and the second injection based on the acceleration transient is performed in the post-combustion cylinder. It is executed so as to end in the first half of a certain # 4 intake stroke.
  • a gas fuel injection valve 21 is provided for each cylinder group of two cylinders in which the combustion order is continuous, and the gas fuel injected from the gas fuel injection valve 21 is distributed via a distributor 24 and a distributor corresponding to the fuel conduit 23. It was made to supply to each cylinder of the same cylinder group. Then, the control unit 60 calculates the required amount of gas fuel for two cylinders in the same cylinder group, and controls the fuel injection by the gas fuel injection valve 21 for each cylinder group based on the required amount. In such a configuration, since the fuel injection is performed collectively for the two cylinders by the same gas fuel injection valve 21, the configuration can be simplified.
  • the two cylinders belonging to the same cylinder group have a continuous combustion order, and the intake strokes are continuous in these two cylinders. Therefore, in the configuration in which the gas fuel for two cylinders is collectively injected by the gas fuel injection valve 21, it is possible to reduce the intake air delay that occurs before the cylinder flows after the fuel injection. For example, in a situation where an increase in fuel is required due to acceleration transients, even if the increase in required amount is insufficient in the post-combustion cylinder after the combustion order, the influence of the insufficient amount can be reduced.
  • the duration of the non-intake stroke period in which neither of the cylinders is in the intake stroke is lengthened, and the gas fuel injection period is secured. Is easy.
  • the volume of the injected fuel is larger than that of the liquid fuel and the injection period is longer, it is easy to ensure the injection period.
  • the first injection which is the fuel injection by the gas fuel injection valve 21 is controlled so that the fuel injection is completed in the first half of the exhaust stroke or the intake stroke of the pre-combustion cylinder among the two cylinders in the same cylinder group.
  • the injected fuel for two cylinders sequentially flows into the cylinders in the intake stroke of each cylinder in the same cylinder group that continues after the injection.
  • in-cylinder inflow can be accelerated with respect to fuel injection, and transient response can be improved.
  • the fuel injection of the gas fuel injection valve 21 is performed so that the fuel injection is completed in the first half of the exhaust stroke or the intake stroke of the pre-combustion cylinder among the two cylinders in the same cylinder group.
  • the fuel injection of the gas fuel injection valve 21 is performed so that the fuel injection ends in the first half of the exhaust stroke or the intake stroke of the post-combustion cylinder.
  • the case where only the first injection is required and the case where both the first and second injections are required can vary depending on the operating state of the engine 10. Since the first injection and the second injection are appropriately performed based on the engine operating state, it is possible to realize appropriate fuel injection control according to the engine operating state.
  • the fuel injection by the gas fuel injection valve 21 is controlled so that both the first injection and the second injection are performed when it is determined that the state is an acceleration transient state.
  • acceleration transient occurs, the intake air amount increases with time, and the required amount of fuel in the engine 10 increases accordingly. In such a case, the required amount of fuel increase can be supplemented by the second injection.
  • requirement with respect to the acceleration transient of the engine 10 can be respond
  • the second injection which is an additional injection that is performed so that the fuel injection is completed in the first half of the exhaust stroke or the intake stroke of the post-combustion cylinder.
  • this may be changed.
  • the engine operating state is a high load state and the required injection amount of gas fuel is increased, the fuel injection is completed in the exhaust stroke or the first half of the intake stroke of the pre-combustion cylinder. In this case, it may be difficult to perform the first injection which is the first injection.
  • an amount of fuel that can be completed in the exhaust stroke or the first half of the intake stroke of the pre-combustion cylinder among the required injection amounts is injected, and then as the second injection.
  • the remaining amount of the requested injection amount is injected.
  • the second injection may be performed.
  • a request for enrichment for example, there is a risk of enrichment for removal of adsorbed oxygen in an exhaust purification catalyst.
  • the present disclosure is applied to a bi-fuel engine that uses gas fuel and liquid fuel as combustion fuel.
  • the present disclosure is changed to a gas engine that uses only gas fuel. It is also possible to apply.
  • the CNG fuel is used as the gas fuel.
  • gas fuels that are gases in the standard state can be used.
  • methane, ethane, propane, butane, hydrogen, DME, etc. are the main components.
  • the fuel may be used.
  • the liquid fuel is not limited to gasoline fuel, and for example, light oil or the like may be used.
  • an in-line four-cylinder engine is exemplified as a multi-cylinder engine.
  • the invention is widely applied to engines having an even number of cylinders such as a six-cylinder engine and an eight-cylinder engine. Applicable.
  • the present invention can be applied to a V-type engine and a horizontally opposed engine.

Landscapes

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

Abstract

Selon l'invention, une soupape d'injection de gaz combustible (21) est prévue pour chaque groupe de cylindres comportant chacun deux cylindres dans un moteur (10), lesdits cylindres ayant un ordre de combustion continu. Un distributeur (24) communique avec chaque soupape d'injection de gaz combustible (21) de chaque groupe de cylindres et, pour chaque cylindre, une conduite de guidage de carburant (23) est raccordée au distributeur (24). Du gaz combustible éjecté des soupapes d'injection de gaz combustible (21) est éjecté vers chaque section d'admission du même groupe de cylindres par le biais du distributeur (24) et de la conduite de guidage de carburant (23). Une unité de commande (60) calcule la quantité de gaz combustible nécessaire à deux cylindres du même groupe de cylindres, et commande l'injection de carburant par les soupapes d'injection de gaz combustible (21) pour chaque groupe de cylindres et sur la base de la quantité nécessaire.
PCT/JP2014/000172 2013-01-25 2014-01-16 Dispositif d'injection de carburant pour moteur à combustion interne Ceased WO2014115510A1 (fr)

Applications Claiming Priority (2)

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JP2013-012088 2013-01-25
JP2013012088A JP2014141952A (ja) 2013-01-25 2013-01-25 内燃機関の燃料噴射装置

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WO2014115510A1 true WO2014115510A1 (fr) 2014-07-31

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Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2018012166A1 (fr) * 2016-07-12 2018-01-18 日立オートモティブシステムズ株式会社 Dispositif de commande d'un dispositif d'injection de carburant

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Publication number Priority date Publication date Assignee Title
JPS63109275A (ja) * 1986-10-24 1988-05-13 Yanmar Diesel Engine Co Ltd 副室式大形ガス機関の安全装置
JPH08270472A (ja) * 1995-03-31 1996-10-15 Mazda Motor Corp 気体燃料エンジンの燃料供給装置
JP2011102547A (ja) * 2009-11-10 2011-05-26 Aisan Industry Co Ltd インテークマニホールド
JP2012211524A (ja) * 2011-03-30 2012-11-01 Keihin Corp 燃料噴射制御装置
JP2012237249A (ja) * 2011-05-12 2012-12-06 Toyota Industries Corp 副室式ガスエンジン

Patent Citations (5)

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Publication number Priority date Publication date Assignee Title
JPS63109275A (ja) * 1986-10-24 1988-05-13 Yanmar Diesel Engine Co Ltd 副室式大形ガス機関の安全装置
JPH08270472A (ja) * 1995-03-31 1996-10-15 Mazda Motor Corp 気体燃料エンジンの燃料供給装置
JP2011102547A (ja) * 2009-11-10 2011-05-26 Aisan Industry Co Ltd インテークマニホールド
JP2012211524A (ja) * 2011-03-30 2012-11-01 Keihin Corp 燃料噴射制御装置
JP2012237249A (ja) * 2011-05-12 2012-12-06 Toyota Industries Corp 副室式ガスエンジン

Cited By (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2018012166A1 (fr) * 2016-07-12 2018-01-18 日立オートモティブシステムズ株式会社 Dispositif de commande d'un dispositif d'injection de carburant
CN109415988A (zh) * 2016-07-12 2019-03-01 日立汽车系统株式会社 燃料喷射装置的控制装置
JPWO2018012166A1 (ja) * 2016-07-12 2019-03-14 日立オートモティブシステムズ株式会社 燃料噴射装置の制御装置
US10876492B2 (en) 2016-07-12 2020-12-29 Hitachi Automotive Systems, Ltd. Device for controlling fuel injection device
CN109415988B (zh) * 2016-07-12 2021-06-18 日立汽车系统株式会社 燃料喷射装置的控制装置

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