CN113167171B - Internal combustion engine system, vehicle, and fuel supply method - Google Patents
Internal combustion engine system, vehicle, and fuel supply method Download PDFInfo
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- CN113167171B CN113167171B CN201980081591.0A CN201980081591A CN113167171B CN 113167171 B CN113167171 B CN 113167171B CN 201980081591 A CN201980081591 A CN 201980081591A CN 113167171 B CN113167171 B CN 113167171B
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- 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
- F02B29/00—Engines characterised by provision for charging or scavenging not provided for in groups F02B25/00, F02B27/00 or F02B33/00 - F02B39/00; Details thereof
- F02B29/04—Cooling of air intake supply
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- 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
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D19/00—Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures
- F02D19/02—Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures peculiar to engines working with gaseous fuels
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- 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
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- 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
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- 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
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- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Mechanical Engineering (AREA)
- General Engineering & Computer Science (AREA)
- Chemical Kinetics & Catalysis (AREA)
- General Chemical & Material Sciences (AREA)
- Oil, Petroleum & Natural Gas (AREA)
- Physics & Mathematics (AREA)
- Thermal Sciences (AREA)
- Output Control And Ontrol Of Special Type Engine (AREA)
- Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)
Abstract
The present disclosure provides an internal combustion engine system, a vehicle, and a fuel supply method, which are capable of preventing occurrence of knocking while reducing pumping loss, thereby improving fuel efficiency. An internal combustion engine system that supplies compressed natural gas as fuel to a cylinder and burns the compressed natural gas, comprising: a fuel supply portion capable of supplying a plurality of fuels of different temperatures to the cylinder; and a control portion that controls the fuel supply portion such that a temperature of fuel supplied to the cylinder when the internal combustion engine is under a first load is higher than a temperature of fuel supplied to the cylinder when the internal combustion engine is under a second load higher than the first load.
Description
Technical Field
The present disclosure relates to an internal combustion engine system, a vehicle, and a fuel supply method.
Background
Conventionally, a Compressed Natural Gas (CNG) engine is known, which decompresses CNG and uses it as fuel.
CNG is stored in high-pressure gas tanks equipped in vehicles. CNG is introduced from a high-pressure tank into a fuel supply system, and is depressurized and supplied into an intake manifold. The supplied CNG is mixed with intake air flowing into an intake manifold, introduced into each cylinder, and ignited by a spark plug (see patent document 1, for example).
CNG engines use the same combustion cycle (otto cycle) as gasoline engines, for example.
Documents of the prior art
Patent literature
Patent document 1: japanese patent laid-open publication No. 2011-214542
Disclosure of Invention
Problems to be solved by the invention
However, in the otto engine, an intake throttle valve is provided to adjust the load.
When the engine is under low load, the intake throttle valve is in a closed or slightly open state, and therefore a negative pressure is generated in the cylinder. Thereby, pumping loss occurs, resulting in deterioration of fuel efficiency.
In addition, when the engine is under high load, if the intake air temperature or the fuel temperature increases, knocking is likely to occur. There are the following problems: if the ignition timing is retarded in order to prevent occurrence of knocking, deterioration in fuel efficiency is caused.
An object of the present disclosure is to provide an internal combustion engine system, a vehicle, and a fuel supply method, which are capable of preventing occurrence of knocking while reducing pumping loss, thereby improving fuel efficiency.
Means for solving the problems
In order to achieve the above object, an internal combustion engine system according to the present disclosure is an internal combustion engine system that supplies compressed natural gas as fuel to a cylinder and burns the compressed natural gas, the internal combustion engine system including:
a fuel supply portion capable of supplying a plurality of fuels of different temperatures to the cylinder; and
a control portion that controls the fuel supply portion such that a temperature of the fuel supplied to the cylinder when the internal combustion engine is under a first load is higher than a temperature of the fuel supplied to the cylinder when the internal combustion engine is under a second load higher than the first load.
The vehicle of the present disclosure includes the internal combustion engine system.
The fuel supply method of the present disclosure is a fuel supply method of supplying compressed natural gas as fuel to a cylinder of an internal combustion engine, wherein,
the temperature of the fuel supplied to the cylinder when the internal combustion engine is placed under a first load is made higher than the temperature of the fuel supplied to the cylinder when the internal combustion engine is placed under a second load higher than the first load.
Effects of the invention
According to the present disclosure, occurrence of knocking can be prevented while reducing pumping loss, thereby improving fuel efficiency.
Drawings
Fig. 1 is a block diagram schematically showing the configuration of an internal combustion engine system according to an embodiment of the present disclosure.
Fig. 2 is a diagram showing a relationship between the engine speed and the load and the open/closed states of the high-temperature stop valve and the low-temperature stop valve.
Fig. 3 is a flowchart illustrating an example of the fuel supply method.
Fig. 4 is a block diagram schematically showing the configuration of an internal combustion engine system according to a modification of the embodiment of the present disclosure.
Detailed Description
Embodiments of the present disclosure are described below with reference to the drawings.
Fig. 1 is a block diagram schematically showing the configuration of an internal combustion engine system 100 according to an embodiment of the present disclosure.
As shown in fig. 1, the internal combustion engine system 100 includes a CNG engine 10 (hereinafter, referred to as an engine). In the cylinder block 11 of the engine 10, a piston (not shown) is provided for each cylinder 11 c. The piston moves up and down in accordance with rotation of a crankshaft (not shown). On the cylinder head 15 on the cylinder block 11, an ignition plug 16 is provided corresponding to each cylinder 11 c.
Further, the internal combustion engine system 100 includes: an intake air supply section 20; a fuel supply section 30; a control unit 50 (engine control means); a turbocharger 60 (supercharger) that supplies a large amount of intake air; and an Exhaust Gas Recirculation device 70 (hereinafter referred to as an EGR device) called EGR (Exhaust Gas Recirculation) that takes out a part of Exhaust Gas from the Exhaust side and returns it to the intake side. Further, the exhaust gas returned to the intake side is referred to as EGR gas.
The turbocharger 60 includes: a turbine 61 driven by exhaust gas; and a compressor 62 driven by the driving force of the turbine 61 to compress intake air.
The EGR device 70 includes: an exhaust gas recirculation passage 71 (hereinafter referred to as an EGR passage) connecting the exhaust side and the intake side of the engine 10; an exhaust gas recirculation cooler 72 (hereinafter referred to as EGR cooler) that is provided in the EGR passage 71 and cools the EGR gas; and an exhaust gas recirculation valve 73 (hereinafter referred to as an EGR valve) provided in the EGR passage 71 and adjusting an exhaust gas recirculation amount (hereinafter referred to as an EGR amount).
The intake air supply unit 20 includes: an intake pipe 21; an intake throttle valve 22 (corresponding to an "intake supply path switching portion" of the present disclosure); an intercooler 23; and an intake throttle valve 24. The intake pipe 21 connects the compressor 62 and the intake manifold 25. The intake pipe 21 has a cooling passage 21a (corresponding to the "low-temperature intake air supply path" of the present disclosure) and a bypass passage 21b (corresponding to the "high-temperature intake air supply path" of the present disclosure). The pressure of the intake air supplied to the engine 10 is increased by the compressor 62. As a result, the temperature of the intake air increases. The intake air whose temperature has been raised by the compressor 62 passes through the cooling passage 21a or the bypass passage 21b. The intake air that has passed through the cooling passage 21a or the bypass passage 21b flows into the intake manifold 25. The intake air flowing into the intake manifold 25 is mixed with fuel from a fuel injector 26 provided in each cylinder 11c, introduced into the cylinder 11c, and ignited for combustion by the ignition plug 16.
The cooling passage 21a is provided with an intercooler 23 that cools the intake air whose temperature has been raised by the compressor 62. The bypass passage 21b is arranged in parallel with the cooling passage 21a. The intake throttle valve 22 adjusts the amount of intake air of the bypass passage 21b. The bypass passage 21b is closed by the intake throttle valve 22, so that the intake air whose temperature has been raised by the compressor 62 is delivered to the cooling passage 21a, cooled by the intercooler 23, and flows into the intake manifold 25. In addition, the bypass passage 21b is opened by the intake throttle valve 22, so that the intake air whose temperature has been raised by the compressor 62 is delivered to the bypass passage 21b, and flows into the intake manifold 25 without being cooled by the intercooler 23.
The intake throttle valve 24 is provided at a position downstream of the junction of the cooling passage 21a and the bypass passage 21b in the intake pipe 21 and upstream of the intake manifold 25. The intake throttle valve 24 adjusts the amount of intake air flowing into an intake manifold 25.
An intake air pressure sensor 41 that detects the pressure of intake air is disposed at a junction position of the cooling passage 21a and the bypass passage 21b in the intake pipe 21. An intake air temperature sensor 42 that detects the temperature of intake air is disposed in the intake pipe 21 between the intake manifold 25 and the intake throttle valve 24. An intake pressure sensor 43 that detects the pressure of intake air is disposed in the intake manifold 25. The detection values of these sensors 41, 42, and 43 are input to the control unit 50.
The exhaust gas discharged from the cylinder 11c is discharged to an exhaust manifold 27 via an exhaust valve (not shown). A part of the exhaust gas discharged to the exhaust manifold 27 flows into the EGR passage 71, and the remaining exhaust gas is supplied to the exhaust pipe 28 via the turbine 61. The exhaust gas is supplied from the exhaust pipe 28 to the three-way catalyst 29, and carbon monoxide (CO), hydrocarbons (HC), and nitrogen oxides (NOx) in the exhaust gas are purified by the three-way catalyst 29 and discharged to the atmosphere through a muffler (not shown).
A wastegate valve 29a is provided in the exhaust pipe 28, and this wastegate valve 29a adjusts the inflow amount of the exhaust gas flowing into the turbine 61 by branching off a part of the exhaust gas discharged from the exhaust manifold 27.
Further, an air-fuel ratio sensor 46 (oxygen sensor) is disposed in the exhaust pipe 28, and the air-fuel ratio sensor 46 detects the air-fuel ratio based on the oxygen concentration of the exhaust gas discharged from the exhaust manifold 27. The detection value of the air-fuel ratio sensor 46 is input to the control section 50. The control portion 50 controls the air-fuel ratio based on the detection value of the air-fuel ratio sensor 46 to stabilize combustion.
The fuel supply unit 30 includes: a CNG supply path 31; a high-pressure regulator 32 (pressure reducing device); and a fuel supply path switching section 33.
The high pressure regulator 32 depressurizes CNG stored in a high pressure tank (not shown) to a predetermined pressure. The CNG is decompressed and expanded by the high-pressure regulator 32 to become low temperature.
The CNG supply path 31 has a high-temperature fuel supply path 31a and a low-temperature fuel supply path 31b. The fuel decompressed by the high-pressure regulator 32 is delivered to the common rail 34 through the high-temperature fuel supply path 31a or the low-temperature fuel supply path 31b, and is supplied to the intake manifold 25 through the fuel injector 26. The supplied fuel is mixed with intake air flowing into the intake manifold 25, introduced into each cylinder 11c, and ignited by the ignition plug 16 for combustion.
The high-temperature fuel supply path 31a has a heat exchanger 35. The heat exchanger 35 performs heat exchange between the fuel and the cooling water of the engine 10. For example, the cooling water is delivered from the downstream side of the engine 10 to the heat exchanger 35 via the introduction pipe 36. The cooling water is sent from the heat exchanger 35 to the inlet side of a water pump (not shown) via an outlet pipe 37. In the heat exchange between the fuel and the cooling water, the fuel receives heat from the cooling water. Thereby, the temperature of the fuel increases.
The low-temperature fuel supply path 31b is arranged in parallel with the high-temperature fuel supply path 31a.
The fuel supply path switching unit 33 includes a high-temperature shutoff valve 33a and a low-temperature shutoff valve 33b.
The high-temperature shutoff valve 33a opens and closes the high-temperature fuel supply path 31a. The low-temperature shutoff valve 33b opens and closes the low-temperature fuel supply path 31b.
When the high-temperature stop valve 33a is in an open state and the low-temperature stop valve 33b is in a closed state, the fuel (high-temperature fuel) whose temperature has been raised by the heat exchanger 35 is sent to the common rail 34. When the high-temperature stop valve 33a is in the closed state and the low-temperature stop valve 33b is in the open state, the fuel (low-temperature fuel) whose temperature has not risen is delivered to the common rail 34. When both the high-temperature stop valve 33a and the low-temperature stop valve 33b are in the open state, the high-temperature fuel and the low-temperature fuel are mixed to be at an intermediate temperature, and the intermediate-temperature fuel is delivered to the common rail 34. A fuel temperature sensor 47 that detects the fuel temperature is disposed in the common rail 34.
The control Unit 50 performs various controls such as fuel supply control based on the engine speed and load, and includes a CPU (Central Processing Unit), a ROM (Read Only Memory), a RAM (Random Access Memory), an input port, an output port, and the like. The CPU of the control unit 50 expands and executes a fuel supply control program and the like stored in the ROM in the RAM, thereby realizing various functions of the control unit 50. In the present embodiment, the engine speed is detected by a crank position sensor (not shown). The fuel injection time per stroke (ms) is used as the load. The fuel injection time per stroke is found based on the amount of fuel calculated from the intake air amount and the injector coefficient of engine 10. The intake air amount of the engine 10 is obtained based on, for example, the intake air pressure detected by the intake air pressure sensor 43, the intake air temperature detected by the intake air temperature sensor 42, the air pressure detected by an atmospheric pressure sensor (not shown) provided in the control unit 50, and the engine speed.
Fig. 2 is a diagram showing the relationship between the engine speed and load and the open/closed states of the high-temperature stop valve 33a and the low-temperature stop valve 33b. The engine speed (rpm) is shown in the column direction of fig. 2, and the fuel injection time per stroke (ms) is shown in the row direction. Here, "0" indicates that the high-temperature shutoff valve 33a is in an open state and the low-temperature shutoff valve 33b is in a closed state. "1" indicates a case where both the high-temperature shutoff valve 33a and the low-temperature shutoff valve 33b are in the open state. "2" indicates a case where the high-temperature shutoff valve 33a is in a closed state and the low-temperature shutoff valve 33b is in an open state. The relationship shown in fig. 2 is stored as a map in the ROM of the control unit 50, for example. The map may be created through experimental results or simulations.
The control unit 50 controls the high-temperature stop valve 33a and the low-temperature stop valve 33b based on the engine speed and the fuel injection time per stroke so that the open/closed states of the high-temperature stop valve 33a and the low-temperature stop valve 33b are the open/closed states shown in the map shown in fig. 2. Furthermore, fig. 2 shows the engine speed N 1 ，N 2 ，N 3 ，...，N m-1 ，N m (N 1 <N 2 <N 3 <...<N m-1 <N m ) (m is a natural number). In addition, fuel injection time t is shown 1 ，t 2 ，t 3 ，...，t n (t 1 <t 2 <t 3 <...<t n ) (n is a natural number).
As shown in fig. 2Shown when engine 10 is at low load (fuel injection time t) 1 ，t 2 ) In the lower time, the control unit 50 controls the high-temperature stop valve 33a and the low-temperature stop valve 33b such that the high-temperature stop valve 33a is in the open state and the low-temperature stop valve 33b is in the closed state. Thereby, the fuel decompressed and expanded by the high-pressure regulator 32 to have a low temperature is raised in temperature by the heat exchanger 35 and is sent to the common rail 34. As a result, the density of the fuel delivered to the common rail 34 is reduced. Further, the control portion 50 controls the intake throttle 22 so that intake air passes through the bypass passage 21b. Thereby, the intake air whose temperature has been raised by the compressor 62 is supplied to the intake manifold 25 without being cooled by the intercooler 23. As a result, the density of the intake air supplied to the intake manifold 25 decreases. If the same output is obtained, the intake throttle valve 24 is opened more when the fuel density and the intake air density are low than when the fuel density and the intake air density are high, so that the pumping loss can be reduced. This can improve fuel efficiency.
In contrast, as shown in fig. 2, when engine 10 is at a high load (fuel injection time t) n Etc.), the control unit 50 controls the high-temperature cutoff valve 33a and the low-temperature cutoff valve 33b so that the high-temperature cutoff valve 33a is in a closed state and the low-temperature cutoff valve 33b is in an open state. Thereby, the fuel decompressed and expanded by the high-pressure regulator 32 to have a low temperature is delivered to the common rail 34 without being raised in temperature by the heat exchanger 35. Further, the control portion 50 controls the intake throttle 22 so that intake air passes through the cooling passage 21a. Thereby, the intake air whose temperature has been raised by the compressor 62 is cooled by the intercooler 23 and supplied to the intake manifold 25. As described above, when engine 10 is under high load, neither the fuel temperature nor the intake air temperature increases, so occurrence of knocking can be prevented. This can improve fuel efficiency.
As shown in fig. 2, when the engine 10 is under a medium load (fuel injection time t3, etc.), the control unit 50 controls the high-temperature stop valve 33a and the low-temperature stop valve 33b such that both the high-temperature stop valve 33a and the low-temperature stop valve 33b are open. Thereby, the fuel (high-temperature fuel) whose temperature has been raised by the heat exchanger 35 and the fuel (low-temperature fuel) which has been decompressed and expanded by the high-pressure regulator 32 to have a low temperature are mixed to have an intermediate temperature. The medium temperature fuel is delivered to a common rail 34. As a result, the density of the medium-temperature fuel delivered to the common rail 34 is lower than the density of the low-temperature fuel. Further, the control portion 50 controls the intake throttle 22 so that intake air passes through the bypass passage 21b. Thus, the intake air is supplied to the intake manifold 25 without being cooled by the intercooler 23. As a result, the density of the intake air supplied to the intake manifold 25 decreases. If the same output is obtained, the intake throttle valve 24 is opened more largely when the fuel density and the intake air density are low than when the fuel density and the intake air density are high, so that the pumping loss can be reduced. In addition, when engine 10 is under a medium load, the medium-temperature fuel and the high-temperature intake air are mixed, and the intake air temperature does not rise, so occurrence of knocking can be prevented. This can improve fuel efficiency.
Next, a fuel supply method will be described with reference to fig. 2. Fig. 3 is a flowchart illustrating an example of the fuel supply method. The flow is started by the starting operation of the engine 10.
First, in step S100, the control unit 50 acquires the engine speed.
Next, in step S110, the control portion 50 acquires the fuel injection time.
Next, in step S120, control unit 50 determines whether engine 10 is under a low load based on the engine speed and the fuel injection time. If it is determined that engine 10 is under a low load (yes in step S120), the process proceeds to step S130. If it is determined that engine 10 is not under a low load (no in step S120), the process proceeds to step S150.
In step S130, the control unit 50 controls the high-temperature cutoff valve 33a and the low-temperature cutoff valve 33b such that the high-temperature cutoff valve 33a is in an open state and the low-temperature cutoff valve 33b is in a closed state.
Next, in step S140, control unit 50 determines whether or not a stop operation of engine 10 has been performed. When it is determined that the operation for stopping engine 10 has been performed (yes in step S140), the process shown in fig. 3 ends. When it is determined that the stop operation of the engine 10 is not performed (no in step S140), the process returns to the step S100.
Next, in step S150, control unit 50 determines whether engine 10 is under high load based on the engine speed and the fuel injection time. If it is determined that engine 10 is under a high load (yes in step S150), the process proceeds to step S160. If it is determined that engine 10 is not under a high load (no in step S150), the process proceeds to step S170.
In step S160, the control unit 50 controls the high-temperature stop valve 33a and the low-temperature stop valve 33b such that the high-temperature stop valve 33a is in the closed state and the low-temperature stop valve 33b is in the open state. After that, the process shifts to step S140.
In step S170, the control unit 50 controls the high-temperature cutoff valve 33a and the low-temperature cutoff valve 33b such that both the high-temperature cutoff valve 33a and the low-temperature cutoff valve 33b are in the open state. After that, the process shifts to step S140.
The internal combustion engine system 100 according to the above embodiment includes: a fuel supply portion 30 capable of supplying a plurality of fuels of different temperatures to the cylinder 11 c; and a control portion 50 that controls the fuel supply portion 30 so that the temperature of the fuel supplied to the cylinder 11c when the engine 10 is under a low load is higher than the temperature of the fuel supplied to the cylinder 11c when the engine 10 is under a high load. Thus, when the engine 10 is under low load, since the fuel temperature increases, the fuel density decreases, and the intake throttle valve 24 is opened more, pumping loss can be reduced. In addition, when engine 10 is under high load, occurrence of knocking can be prevented because the fuel temperature does not rise.
Further, the internal combustion engine system 100 according to the above embodiment includes: an intake air supply portion 20 capable of supplying a plurality of intake air of different temperatures, which is mixed with fuel, to the cylinder 11 c; the control portion 50 controls the intake air supply portion 20 so that the temperature of the intake air supplied to the cylinder 11c when the engine 10 is under a low load is higher than the temperature of the intake air supplied to the cylinder 11c when the engine 10 is under a high load. Thus, when the engine 10 is under low load, the intake air density decreases and the intake throttle valve 24 is opened more greatly due to an increase in the intake air temperature, so pumping loss can be reduced. In addition, when engine 10 is under high load, occurrence of knocking can be prevented because the intake air temperature does not rise.
Next, a modification of the present embodiment will be described with reference to fig. 4. Fig. 4 is a block diagram schematically showing the configuration of an internal combustion engine system according to a modification of the present embodiment. In the modification, the configuration different from the above-described embodiment will be mainly described, and the same reference numerals are given to the same configurations, and the description thereof will be omitted.
As shown in fig. 4, the fuel supply unit 30 in the modification includes a cooling water amount adjustment valve 33c and a CNG flow rate adjustment valve 33d. The CNG flow rate adjustment valve 33d adjusts the flow rate of the fuel supplied to the common rail 34.
The cooling water amount adjustment valve 33c adjusts the flow rate of the cooling water of the engine 10 flowing into the heat exchanger 35.
The control portion 50 adjusts the valve opening degree of the cooling water amount adjustment valve 33c according to the load (for example, fuel injection time) of the engine 10 and the engine rotation speed. Specifically, when the engine 10 is under a low load, the control portion 50 controls the cooling water amount adjustment valve 33c so that the valve opening degree becomes larger. This increases the amount of heat exchanged between the fuel and the cooling water, increases the temperature of the fuel that has been decompressed and expanded by the high-pressure regulator 32 to a low temperature, and raises the temperature of the fuel to a high temperature. Further, when the engine 10 is under a high load, the control unit 50 controls the cooling water amount adjustment valve 33c so that the valve opening degree becomes small. This reduces the amount of heat exchanged between the fuel and the cooling water, suppresses the temperature rise of the fuel that is decompressed and expanded by the high-pressure regulator 32 to a low temperature, and maintains the temperature of the fuel at the low temperature.
In the internal combustion engine system 100 of the modification, the temperature of the fuel supplied to the cylinder 11c can be finely adjusted by finely controlling the valve opening degree of the cooling water amount adjustment valve 33c between 0% and 100%.
The above embodiments are merely examples of embodying the technology of the present disclosure, and the technical scope of the present disclosure should not be limited by these embodiments. That is, the technology of the present disclosure can be implemented in various forms without departing from the gist or main features thereof.
The present application is based on the japanese patent application (japanese patent application 2018-232333), filed 12.12.2018, the content of which is incorporated herein by reference.
Industrial applicability
The present disclosure is suitable for a vehicle equipped with an internal combustion engine system that requires prevention of occurrence of knocking and improvement of fuel efficiency while reducing pumping loss.
Description of the reference numerals
10. Engine
20. Air intake supply part
21. Air inlet pipe
21a cooling passage
21b bypass passage
22. Air inlet throttle valve
30. Fuel supply part
31 CNG supply path
31a high-temperature fuel supply path
31b low-temperature fuel supply path
33. Fuel supply path switching part
35. Heat exchanger
50. Control unit
60. Turbocharger
70 EGR device
100. Internal combustion engine system
Claims (6)
1. An internal combustion engine system that supplies compressed natural gas as fuel to a cylinder and burns the compressed natural gas, the internal combustion engine system comprising:
a fuel supply portion capable of supplying a plurality of fuels of different temperatures to the cylinder;
an intake air supply portion capable of supplying a plurality of intake air of different temperatures to a cylinder so that the intake air is mixed with the fuel; and
and a control portion that controls the fuel supply portion and the intake air supply portion in such a manner that, when the internal combustion engine is under a first load, a temperature of fuel supplied to the cylinder is higher than a temperature of fuel supplied to the cylinder when the internal combustion engine is under a second load higher than the first load, and a temperature of intake air supplied to the cylinder is higher than a temperature of intake air supplied to the cylinder when the internal combustion engine is under the second load, so that the fuel and the intake air, each adjusted to be higher than a temperature when the internal combustion engine is under the second load, are mixed and supplied to the cylinder.
2. The internal combustion engine system of claim 1,
the fuel supply unit includes: a high-temperature fuel supply path having a heat exchanger capable of performing heat exchange between the fuel and cooling water of an internal combustion engine; a low-temperature fuel supply path arranged in parallel with the high-temperature fuel supply path; and a fuel supply path switching section for switching the fuel supply path,
the control portion controls the fuel supply path switching portion so that the fuel is supplied through the high-temperature fuel supply path when the internal combustion engine is under the first load, and controls the fuel supply path switching portion so that the fuel is supplied through the low-temperature fuel supply path when the internal combustion engine is under the second load.
3. The internal combustion engine system of claim 1,
the fuel supply unit includes: a heat exchanger capable of performing heat exchange between the fuel and cooling water of an internal combustion engine; and a flow rate adjusting section that adjusts a flow rate of the cooling water flowing into the heat exchanger;
the control portion controls the flow rate adjustment portion so that the flow rate of the cooling water when the internal combustion engine is under the first load is larger than the flow rate of the cooling water when the internal combustion engine is under the second load.
4. The internal combustion engine system of claim 1,
the intake air supply unit includes: a low temperature intake air supply path having an intercooler that cools the intake air; a high-temperature intake air supply path arranged in parallel with the low-temperature intake air supply path; and an intake air supply path switching section,
the control portion controls the intake air supply path switching portion so that the intake air is supplied through the high temperature intake air supply path when the internal combustion engine is under the first load, and controls the intake air supply path switching portion so that the intake air is supplied through the low temperature intake air supply path when the internal combustion engine is under the second load.
5. A vehicle provided with the internal combustion engine system according to any one of claims 1 to 4.
6. A fuel supply method that supplies compressed natural gas as fuel to a cylinder of an internal combustion engine, the fuel supply method being characterized in that,
when the internal combustion engine is under a first load, the temperature of fuel supplied to the cylinder is made higher than the temperature of fuel supplied to the cylinder when the internal combustion engine is under a second load higher than the first load, and the temperature of intake air supplied to the cylinder is made higher than the temperature of intake air supplied to the cylinder when the internal combustion engine is under the second load, and the fuel and the intake air, which are respectively adjusted to be higher than the temperature when the internal combustion engine is under the second load, are mixed and supplied to the cylinder.
Applications Claiming Priority (3)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP2018232333A JP2020094526A (en) | 2018-12-12 | 2018-12-12 | Internal combustion engine system, vehicle, and fuel supply method |
| JP2018-232333 | 2018-12-12 | ||
| PCT/JP2019/048432 WO2020122107A1 (en) | 2018-12-12 | 2019-12-11 | Internal combustion engine system, vehicle, and fuel supply method |
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| Publication number | Priority date | Publication date | Assignee | Title |
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| CN103477059B (en) * | 2011-04-21 | 2017-05-31 | 丰田自动车株式会社 | The control device and method of internal combustion engine |
| JP2016205340A (en) * | 2015-04-28 | 2016-12-08 | トヨタ自動車株式会社 | Internal Combustion Engine System |
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- 2018-12-12 JP JP2018232333A patent/JP2020094526A/en active Pending
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- 2019-12-11 WO PCT/JP2019/048432 patent/WO2020122107A1/en active Application Filing
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| JPH0374563A (en) * | 1989-08-15 | 1991-03-29 | Toyota Motor Corp | Supercharging-type lean-burning gasoline internal combustion engine |
| US5309886A (en) * | 1991-09-26 | 1994-05-10 | Mazda Motor Corporation | Supercharged internal combustion engine |
| JP2001342883A (en) * | 2000-06-01 | 2001-12-14 | Nissan Motor Co Ltd | Compression self-ignition type gasoline internal combustion engine |
| KR20040000077A (en) * | 2002-06-24 | 2004-01-03 | 현대자동차주식회사 | Control apparatus for gas temperature of CNG engine |
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| CN105358814A (en) * | 2013-07-05 | 2016-02-24 | 西港电力公司 | Apparatus and method of improving volumetric efficiency in an internal combustion engine |
Also Published As
| Publication number | Publication date |
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| JP2020094526A (en) | 2020-06-18 |
| CN113167171A (en) | 2021-07-23 |
| WO2020122107A1 (en) | 2020-06-18 |
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