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WO2015029314A1 - Dispositif de commande de moteur - Google Patents

Dispositif de commande de moteur Download PDF

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Publication number
WO2015029314A1
WO2015029314A1 PCT/JP2014/003753 JP2014003753W WO2015029314A1 WO 2015029314 A1 WO2015029314 A1 WO 2015029314A1 JP 2014003753 W JP2014003753 W JP 2014003753W WO 2015029314 A1 WO2015029314 A1 WO 2015029314A1
Authority
WO
WIPO (PCT)
Prior art keywords
injection
fuel
engine
intake
valve
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/JP2014/003753
Other languages
English (en)
Japanese (ja)
Inventor
正顕 河野
基正 飯塚
優一 竹村
溝渕　剛史
和田　実
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
Soken Inc
Original Assignee
Denso Corp
Nippon Soken Inc
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, Nippon Soken Inc filed Critical Denso Corp
Publication of WO2015029314A1 publication Critical patent/WO2015029314A1/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
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D13/00—Controlling the engine output power by varying inlet or exhaust valve operating characteristics, e.g. timing
    • F02D13/02—Controlling the engine output power by varying inlet or exhaust valve operating characteristics, e.g. timing during engine operation
    • F02D13/0261—Controlling the valve overlap
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D13/00—Controlling the engine output power by varying inlet or exhaust valve operating characteristics, e.g. timing
    • F02D13/02—Controlling the engine output power by varying inlet or exhaust valve operating characteristics, e.g. timing during engine operation
    • F02D13/0269—Controlling the valves to perform a Miller-Atkinson cycle
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D15/00—Varying compression ratio
    • 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
    • F02D19/082—Premixed fuels, i.e. emulsions or blends
    • F02D19/084—Blends of gasoline and alcohols, e.g. E85
    • 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
    • F02D41/0002—Controlling intake air
    • F02D2041/001—Controlling intake air for engines with variable valve actuation
    • 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
    • F02D41/0002—Controlling intake air
    • 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
    • Y02T10/12—Improving ICE efficiencies
    • 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 an engine control device, and more particularly, to an engine control device applied to an engine capable of supplying gaseous fuel and liquid fuel.
  • Patent Document 1 discloses fuel injection control of a bi-fuel engine using gaseous fuel and liquid fuel.
  • This disclosure is intended to provide an engine control device capable of achieving both high output and improved emission during engine operation using gaseous fuel.
  • GNG fuel such as CNG is low in fuel cost and excellent in emission, and is useful as an engine fuel.
  • the octane number is higher than that of liquid fuels such as gasoline and alcohol, and knocking is less likely to occur, high-efficiency combustion at the optimal ignition timing is possible.
  • the gaseous fuel has a lower energy density than the liquid fuel, there is a characteristic that during high load operation, the torque is lower than when the liquid fuel is used due to a decrease in the intake air amount. Therefore, when performing a high load operation using gaseous fuel, it is conceivable that the intake valve closing timing is brought close to the intake bottom dead center of the engine, and the effective compression ratio of the engine is increased to improve the torque.
  • the fuel supply in one combustion cycle of the engine is changed to the injection of gaseous fuel.
  • the configuration is implemented by injecting liquid fuel. That is, in an engine operating state in which valve overlap occurs, part of the fuel used is replaced with liquid fuel that is heavier than gaseous fuel and has a high degree of freedom in setting the injection timing. As a result, it is possible to suppress blowout of unburned fuel during the valve overlap period, and it is possible to achieve both high output and improved emission even during engine operation using gaseous fuel.
  • the block diagram which shows the outline of the fuel-injection system of an engine.
  • the timing chart in the case of injecting gaseous fuel independently when the intake valve closing timing approaches the intake bottom dead center.
  • the timing chart which shows the specific aspect in the case of injecting gaseous fuel and liquid fuel when the intake valve closing timing approaches the intake bottom dead center.
  • the figure which shows the relationship between the amount of advance of intake valve closing timing, and the quantity of unburned fuel in exhaust_gas
  • the flowchart which shows the process sequence of engine control.
  • FIG. 1 shows an overall schematic diagram of a fuel injection system of a bi-fuel engine that uses compressed natural gas (CNG) as a gaseous fuel and gasoline as a liquid fuel.
  • CNG compressed natural gas
  • 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 (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.
  • 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 of the throttle valve 15 (throttle opening ⁇ t) is detected by a throttle opening 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 (the number of cylinders of the engine 10) branch pipe portions 16a connected to the exhaust port of the engine 10 and a collective portion 16b connected to the exhaust pipe 17 on the downstream side. Yes.
  • the exhaust pipe 17 is provided with an exhaust sensor for detecting exhaust components and a catalyst 19 for purifying the exhaust.
  • an air-fuel ratio sensor 18 that detects the air-fuel ratio from the oxygen concentration in the exhaust is provided.
  • the intake port and exhaust port of the engine 10 are provided with an intake valve 25 and an exhaust valve 26 as engine valves, respectively.
  • the air / fuel mixture is introduced into the cylinder 24 by the opening operation of the intake valve 25, and the exhaust gas after combustion is discharged into the exhaust passage by the opening operation of the exhaust valve 26.
  • Each of the intake valve 25 and the exhaust valve 26 is provided with an intake valve drive mechanism 28 and an exhaust valve drive mechanism 29 as variable valve mechanisms that make the valve opening periods of the valves 25 and 26 variable.
  • Each valve drive mechanism 28, 29 adjusts the advance amount (phase angle) of the intake cam shaft or the exhaust cam shaft with respect to the crankshaft of the engine 10.
  • a spark plug 20 is provided in each cylinder 24 of the engine 10.
  • a high voltage is applied to the ignition plug 20 at a desired ignition timing through an ignition device 20a having 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 24 (combustion chamber) is ignited and used for combustion.
  • the present system also includes a first injection valve 21 that injects gaseous fuel (CNG) and a second injection valve 22 that injects liquid fuel (gasoline) having a lower octane number than the gaseous fuel.
  • the first injection valve 21 injects fuel into the branch pipe portion 13 a of the intake manifold 13.
  • the second injection valve 22 directly injects fuel into the cylinder 24.
  • the gaseous fuel supply unit 40 that supplies gas fuel to the first injection valve 21 and the liquid fuel supply unit 70 that supplies liquid fuel to the second injection valve 22 will be described.
  • the gaseous fuel supply unit 40 is provided with a gas pipe 41 that connects the gas tank 42 and the first injection valve 21.
  • the gas pipe 41 is provided with a regulator 43 that adjusts the pressure of the gaseous fuel supplied to the first injection valve 21 to reduce the pressure.
  • the regulator 43 is configured so that gaseous 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, in a range of 0.2 to 1.0 MPa) that is an injection pressure of the first injection valve 21. The pressure is adjusted to be constant.
  • the gaseous fuel after the decompression adjustment is supplied to the first injection valve 21 through the gas pipe 41.
  • the interface 85 includes a throttle opening sensor 15b, an air-fuel ratio sensor 18, pressure sensors 46a and 46b, temperature sensors 47a and 47b, and other sensors (crank angle sensor, cam angle sensor, air flow meter, intake pipe pressure sensor, cooling).
  • a water temperature sensor, a vehicle speed sensor, an accelerator sensor, etc. are electrically connected, and outputs (detection signals) from these sensors are transmitted to the CPU 81.
  • the interface 85 is electrically connected to the throttle actuator 15a, the ignition device 20a, and the drive units of the injection valves 21 and 22, and outputs the drive signal sent from the CPU 81 to the drive unit. Drive the drive unit.
  • the intake side valve drive mechanism 28 determines the intake valve 25 closing timing (intake valve closing timing) as the intake bottom dead center of the engine 10. It is conceivable to increase the effective compression ratio (actual compression ratio) of the engine 10 (see FIG. 2).
  • the injection start timing corresponding to each fuel injection amount is calculated with reference to the preset injection end timing. Further, the energization control of the first injection valve 21 is performed so that the gaseous fuel is injected from the first injection valve 21 at the calculated injection start timing.
  • the injection end timing of the first injection valve 21 is set at or near the intake top dead center.
  • the intake valve closing timing When the intake valve closing timing is retarded from the intake bottom dead center, the intake valve closing timing is advanced to approach the intake bottom dead center, thereby increasing the effective compression ratio of the engine 10.
  • the mechanism advances the intake valve opening timing (opening timing of the intake valve 25) in accordance with the advance angle of the intake valve closing timing. Therefore, if the effective compression ratio is to be increased, the period TVL in which the valve opening period of the intake valve 25 and the valve opening period of the exhaust valve 26 overlap is increased. In such a case, there is a concern that blowout of unburned fuel that has been injected before or during the valve overlap period increases, leading to deterioration in emissions and engine output.
  • gaseous fuel when using gaseous fuel during high-load operation, the engine output decreases due to a decrease in the intake air amount accompanying the injection of the gaseous fuel, and an attempt is made to increase the effective compression ratio of the engine 10 to compensate for this output decrease.
  • the emission of unburned fuel during the valve overlap period causes deterioration of emissions and engine output.
  • gaseous fuel has a smaller inertia (lighter) than liquid fuel, and therefore, fuel blowout easily occurs during a valve overlap period in a high load region where intake pressure is high.
  • it is effective to inject fuel after compression top dead center or after the end of the valve overlap period. The time is long and the degree of freedom in setting the injection timing is small.
  • the present inventors have attempted to replace part of the gaseous fuel injected in one combustion cycle of the engine 10 with liquid fuel. Further, according to this attempt, during high load operation using gaseous fuel, the intake valve closing timing is brought close to the intake bottom dead center to increase the effective compression ratio of the engine 10, and the fuel within one combustion cycle of the engine 10 is increased.
  • the structure (refer FIG. 3) which implements supply of this by the injection of the gaseous fuel by the 1st injection valve 21, and the injection of the liquid fuel by the 2nd injection valve 22 was examined. According to such a configuration, it has been found that it is possible to achieve both high output of the engine 10 and emission improvement even during engine high load operation using gaseous fuel.
  • FIG. 4 is a diagram showing a result of confirmation that the effect of reducing the unburned fuel in the exhaust gas can be obtained by using the gaseous fuel and the liquid fuel when the intake valve closing timing is brought close to the intake bottom dead center.
  • the horizontal axis of FIG. 4 represents the advance amount [deg. CA] of the intake valve closing timing when the intake valve closing timing approaches the intake bottom dead center, and the vertical axis represents the advance of the intake valve closing timing.
  • the amount of change in HC in the exhaust is shown.
  • FIG. 4 shows the results of an experiment under the conditions of WOT using CNG as the gaseous fuel and gasoline as the liquid fuel. At this time, as shown in FIG.
  • This processing is performed when the engine is operated using gaseous fuel, for example, when the use of gaseous fuel is selected by the fuel selection switch, or when the gaseous fuel is selected by the CPU 81. This is executed by the CPU 81 at predetermined intervals.
  • the control unit 80 reads the parameter X related to the engine operating state.
  • the parameter X includes at least one of the accelerator opening degree ⁇ a, the throttle opening degree ⁇ t, the intake air amount Ga, the intake pipe pressure Pim, the maximum in-cylinder pressure Pmax, the engine rotational speed Ne, and the shaft torque Tq.
  • the accelerator opening ⁇ a is detected by an accelerator sensor
  • the intake air amount Ga is detected by an air flow meter.
  • the intake pipe pressure Pim is detected by an intake pipe pressure sensor
  • the engine rotational speed Ne is detected by a crank angle sensor.
  • the maximum in-cylinder pressure Pmax may be detected directly by attaching a sensor for detecting the in-cylinder pressure, or may be estimated by calculation.
  • the shaft torque Tq may be directly detected by attaching a torque sensor, for example, or may be estimated by calculation.
  • the control unit 80 determines whether or not there is a compression ratio increase request for changing the compression ratio of the engine 10 to the increase side based on the read parameter X (request determination unit).
  • the parameter X is compared with the determination value to determine whether or not there is a request to place the engine 10 in a predetermined high load state or a predetermined high rotation state.
  • the control unit 80 determines that there is a compression ratio increase request when the parameter X exceeds the determination value, and determines that there is no compression ratio increase request when the parameter X is equal to or less than the determination value.
  • the compression ratio is determined by comparing the time differential value of the parameter X with the determination value, or comparing the amount of change of the parameter X per unit angle and the determination value. It may be configured to determine whether or not there is an increase request.
  • it includes at least one of the case where the remaining amount of liquid fuel in the fuel tank 72 is below a predetermined value and the case where an abnormality occurs in any of the liquid fuel supply units 70.
  • the advance angle of the intake valve closing timing IVC toward the intake bottom dead center is limited (advance angle is prohibited).
  • step S103 When the advance angle of the intake valve closing timing is selected in step S103, the process proceeds to step S104, and the control unit 80 sends a drive command to advance the valve opening period of the intake valve 25 to the intake side valve drive mechanism 28. Output. As a result, the intake valve closing timing is advanced by the intake side valve drive mechanism 28, and the intake valve closing timing approaches the intake bottom dead center.
  • step S105 fuel injection control (subroutine in FIG. 8) for injecting gaseous fuel and liquid fuel is performed.
  • FIG. 6 is an experimental result showing a transition of change in the shaft torque [Nm] when the supply ratio (mass ratio) [%] of the gaseous fuel with respect to the total supply amount of fuel in one combustion cycle is changed.
  • FIG. 6 shows the result of an experiment under the conditions of WOT (Wide Open Throttle) using CNG as the gaseous fuel and gasoline as the liquid fuel.
  • WOT Wide Open Throttle
  • the gaseous fuel is injected with the vicinity of the intake top dead center as the injection end timing, and the liquid fuel is injected after the valve overlap period and the intake valve is opened (see FIG. 3).
  • the axial torque gradually increases as the gaseous fuel supply ratio is decreased from 100 mass%, and the axial torque becomes maximum when the gaseous fuel supply ratio is about 50 mass%.
  • the shaft torque tends to decrease with the decrease of the supply ratio of the gaseous fuel.
  • the larger the valve overlap amount the lower the gaseous fuel supply ratio ⁇ g (the higher the liquid fuel supply ratio).
  • the gaseous fuel is 100%
  • both gaseous fuel and liquid fuel are injected.
  • the supply ratio of the gaseous fuel is set between the lower limit value RC2 (40% by mass in the present embodiment) and the upper limit value RC1 (100% by mass in the present embodiment), and the valve overlap amount is large. Accordingly, the supply ratio ⁇ g of the gaseous fuel is converged to the lower limit value RC2.
  • step S201 the control unit 80 calculates the valve overlap amount VOL after the compression ratio is increased based on the engine operating state.
  • the higher the engine rotation speed or the higher the engine load the more the engine effective compression ratio is set to the increasing side, thereby setting the valve overlap amount VOL to a larger value.
  • step S202 based on the calculated valve overlap amount VOL, the control unit 80 calculates the supply ratio ⁇ g of gaseous fuel with respect to the total supply amount of fuel in one combustion cycle.
  • the map of FIG. 7 is stored in the ROM 82 in advance, and the controller 80 calculates the supply ratio ⁇ g corresponding to the valve overlap amount VOL using the map.
  • step S203 the control unit 80 calculates the injection times of the first injection valve 21 and the second injection valve 22 based on the calculated supply ratio ⁇ g of the gaseous fuel, and based on the calculated injection time, The injection start timing and the injection end timing of the first injection valve 21 and the second injection valve 22 are respectively calculated.
  • the injection end timing corresponding to each fuel injection amount is calculated with reference to a predetermined injection start timing.
  • the liquid fuel injection start timing is set behind the gaseous fuel injection end timing and is set after the end of the valve overlap period. Therefore, as shown in FIG. 3, in one combustion cycle, the first fuel injection is first performed by the first injection valve 21, and after the end of the valve overlap period after the end of the injection of the gaseous fuel, the second Liquid fuel is injected by the injection valve 22.
  • FIG. 9 shows a specific aspect of the configuration in which the injection timing is retarded when the intake valve closing timing IVC is advanced toward the intake bottom dead center.
  • broken lines (b) and (c) indicate a case where the intake valve closing timing is not changed to the advance side, and a solid line indicates a case where the intake valve closing timing is advanced.
  • the injection end timing of the gaseous fuel is set to a predetermined reference end timing (in FIG. 9, the intake top dead center). Or the vicinity thereof). At that time, it is desirable that the gaseous fuel injection start timing be after the end of the valve overlap period or after the intake top dead center.
  • an electromagnetic drive type pressure adjustment mechanism (regulator 43) is provided as an injection rate adjustment means, and gas in a high pressure state (for example, 20 MPa at maximum) is stored in the gas tank 42 by energization control to the electromagnetic drive unit of the regulator 43.
  • the fuel is depressurized and the injection pressure of the first injection valve 21 is variably adjusted.
  • FIG. 10 shows a specific mode of the gaseous fuel injection mode when the intake valve closing timing IVC is advanced toward the intake bottom dead center.
  • the broken line (c) indicates the injection timing when the gaseous fuel is injected at the first injection rate ⁇ 1, which is the injection rate during normal travel (when the compression ratio is not changed to the increasing side), and is a solid line Indicates the injection timing when the gaseous fuel is injected at a second injection rate ⁇ 2 higher than the first injection rate ⁇ 1.
  • the gaseous fuel injection end timing is set to a predetermined reference end timing (for example, intake top dead center or The gas fuel is injected at the second injection rate ⁇ 2 while being changed to the retard side from the vicinity thereof. Liquid fuel is injected after the end of the valve overlap period during the intake valve opening period. This makes it possible to avoid fuel injection during the valve overlap period.
  • the fuel supply ratio may be made variable based on the engine speed. . Specifically, the higher the engine speed, the higher the liquid fuel supply ratio relative to the total fuel supply amount within one combustion cycle of the engine. In general, knocking is likely to occur in a low rotation and high load region, and knocking is less likely to occur as the rotation speed increases. On the other hand, the higher the rotation speed, the longer the crank period required for injection, and the more difficult it is to avoid fuel blow-through.
  • the supply ratio of the gaseous fuel is set to be high, knocking is unlikely to occur, and the fuel In the high rotation range where it is difficult to avoid the blow-through of the fuel, the liquid fuel supply ratio is set high.
  • the map of FIG. 7 is stored in the ROM. Then, using the map, the gas fuel supply ratio ⁇ g and the liquid fuel supply ratio are calculated based on the valve overlap amount and the engine speed when the intake valve closing timing IVC is close to the intake bottom dead center. The configuration.
  • valve overlap amount after advance is larger than a predetermined amount
  • injection of two fuels, gaseous fuel and liquid fuel is performed, otherwise, single injection of gaseous fuel is performed.
  • both fuels may be injected even when the valve overlap amount is a predetermined amount or less.
  • the exhaust side valve drive mechanism 29 causes the valve closing timing EVC of the exhaust valve 26 to be advanced. While changing, it is good also as a structure which injects both fuel of gaseous fuel and liquid fuel.
  • the valve overlap amount can be reduced by the advance angle of the exhaust valve closing timing EVC, and blowout of unburned fuel can be reduced.
  • the intake side valve drive mechanism 28 is configured to adjust the intake valve closing timing by variably controlling the phase angle of the opening / closing timing of the intake valve 25.
  • the intake valve closing timing may be adjusted by variably controlling the operating angle (lift amount) of the intake valve 25.
  • the exhaust valve 26 when the intake valve closing timing IVC is advanced toward the intake bottom dead center, the exhaust valve 26 The valve overlap amount may be reduced by changing the lift amount.
  • FIG. 12 shows a timing chart when the valve overlap amount is reduced by changing the lift amount of the exhaust valve 26.
  • the broken line in (a) indicates the valve opening period before the lift amount change
  • the solid line indicates the valve opening period after the lift amount change.
  • the second injection valve 22 is a direct injection type, but may be a port injection type.
  • the gas fuel is CNG, but other gas fuels that are gaseous in the standard state can also be used.
  • the liquid fuel may be any fuel that has a lower knock resistance than the gaseous fuel, and examples thereof include alcohol in addition to gasoline.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (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 concerne un moteur (10) comportant : des premières soupapes d'injection (21) pour injecter un carburant gazeux ; des secondes soupapes d'injection (22) pour injecter un carburant liquide dont la résistance aux cliquetis est inférieure à celle du carburant gazeux ; et un mécanisme de soupape variable (28) qui est susceptible de faire varier une période d'ouverture de soupape de chaque soupape d'admission (25) et avance la synchronisation d'ouverture de soupape d'admission conformément à l'avancement de la synchronisation de fermeture de soupape d'admission. Lorsqu'il est déterminé qu'une demande a été faite pour augmenter le taux de compression du moteur (10), une unité de commande (80) avance la synchronisation de fermeture de soupape d'admission vers un point mort bas d'admission. De plus, lorsque la synchronisation d'ouverture de soupape de la soupape d'admission (25) chevauche la synchronisation d'ouverture de soupape d'une soupape d'échappement (26) du fait dudit avancement, l'unité de commande (80) exécute l'alimentation de carburant au sein d'un cycle de combustion du moteur (10) au moyen d'une injection du carburant gazeux par la première soupape d'injection (21) et d'une injection du carburant liquide par la seconde soupape d'injection (22).
PCT/JP2014/003753 2013-09-02 2014-07-16 Dispositif de commande de moteur Ceased WO2015029314A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
JP2013-181637 2013-09-02
JP2013181637A JP2015048790A (ja) 2013-09-02 2013-09-02 エンジン制御装置

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WO2015029314A1 true WO2015029314A1 (fr) 2015-03-05

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JP6180466B2 (ja) 2015-06-24 2017-08-16 本田技研工業株式会社 内燃機関の燃料噴射制御装置
JP6416410B2 (ja) * 2016-03-14 2018-10-31 新潟原動機株式会社 エンジンシステムとその制御方法

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JP2000291499A (ja) * 1999-04-06 2000-10-17 Nissan Motor Co Ltd 燃料改質装置付き内燃機関
JP2003138917A (ja) * 2001-10-30 2003-05-14 Mitsubishi Heavy Ind Ltd ガスエンジンのガス燃料供給方法及び装置
JP2010031684A (ja) * 2008-07-25 2010-02-12 Yamaha Motor Co Ltd 火花点火式内燃機関
WO2012137351A1 (fr) * 2011-04-08 2012-10-11 トヨタ自動車株式会社 Système de commande pour moteur à combustion interne à carburants multiples

Patent Citations (4)

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JP2000291499A (ja) * 1999-04-06 2000-10-17 Nissan Motor Co Ltd 燃料改質装置付き内燃機関
JP2003138917A (ja) * 2001-10-30 2003-05-14 Mitsubishi Heavy Ind Ltd ガスエンジンのガス燃料供給方法及び装置
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