JP2006104940A - Engine control device - Google Patents

Engine control device Download PDF

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JP2006104940A
JP2006104940A JP2004288426A JP2004288426A JP2006104940A JP 2006104940 A JP2006104940 A JP 2006104940A JP 2004288426 A JP2004288426 A JP 2004288426A JP 2004288426 A JP2004288426 A JP 2004288426A JP 2006104940 A JP2006104940 A JP 2006104940A
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engine
hydrogen gas
load
control device
combustion chamber
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JP4399861B2 (en
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Tomoaki Saito
智明 齊藤
Koji Hatano
耕二 波多野
Keihei Wakayama
敬平 若山
Masanori Matsushita
正典 松下
Kazuyasu Dosono
一保 堂園
Hiroshi Fujikawa
裕志 藤川
Kenji Morimoto
賢治 森本
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Mazda Motor Corp
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Mazda Motor Corp
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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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  • Output Control And Ontrol Of Special Type Engine (AREA)
  • Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)

Abstract

<P>PROBLEM TO BE SOLVED: To solve the problem of torque reduction and engine noise, by improving reliability of an engine, by improving mixing of hydrogen gas with air in a combustion chamber. <P>SOLUTION: This control device controls the engine by directly injecting and burning hydrogen gas into the combustion chamber; and controls to separately inject the hydrogen gas several times into the combustion chamber in a state of setting the engine to a predetermined load or more. <P>COPYRIGHT: (C)2006,JPO&NCIPI

Description

本発明は、水素エンジンを制御する装置に関する。   The present invention relates to an apparatus for controlling a hydrogen engine.

従来から、水素ガスを燃焼させて駆動するエンジンが提案されている（特許文献１、特許文献２参照）。このようなエンジンにおいて水素ガスを圧縮空気中に噴射する場合、水素ガスの塊が空気中を直進するため、ガソリンに比べて空気に対するミキシングが悪いことが知られている。
特開平６−１０７７２号公報 特開平６−２２７３４５号公報 Conventionally, an engine driven by burning hydrogen gas has been proposed (see Patent Document 1 and Patent Document 2). In such an engine, when hydrogen gas is injected into compressed air, it is known that a mass of hydrogen gas travels straight through the air, so that mixing with air is worse than gasoline.
JP-A-6-10772 JP-A-6-227345

上記従来の水素エンジンにおいて、水素ガスと空気とのミキシングが悪いと、塊状化した水素ガスが自然発火し、プラグによる点火前に爆発が起こることがある。この現象はプリイグニッションと呼ばれている。通常、圧縮行程が終了してから点火行程を経て膨張行程に移行するが、圧縮行程でプリイグニッションが起こると、圧力の逃げる場所が無く、筒内圧が大きく上がってしまう。その結果、エンジンを痛めることになり、エンジンの信頼性が低くなってしまうという問題があった。   In the conventional hydrogen engine, if the mixing of hydrogen gas and air is poor, the agglomerated hydrogen gas may spontaneously ignite and an explosion may occur before ignition by the plug. This phenomenon is called pre-ignition. Normally, after the compression stroke is completed, the ignition stroke is followed to the expansion stroke. However, when pre-ignition occurs in the compression stroke, there is no place for pressure to escape, and the in-cylinder pressure increases greatly. As a result, there is a problem that the engine is damaged and the reliability of the engine is lowered.

また、圧縮行程でプリイグニッションが起こると、エンジンの回転方向とは逆方向に爆発力が作用し、その結果、トルクが下がり、更にエンジンノイズが発生してしまうという問題もあった。   Further, when pre-ignition occurs in the compression stroke, an explosion force acts in the direction opposite to the engine rotation direction. As a result, there is a problem that torque is reduced and engine noise is further generated.

本発明は、このような従来技術の課題を解決するためになされたものであり、燃焼室内での水素ガスと空気とのミキシングを改善し、エンジンの信頼性を向上し、トルク低下及びエンジンノイズの問題を解消することを目的とする。   The present invention has been made to solve the above-described problems of the prior art, improves the mixing of hydrogen gas and air in the combustion chamber, improves the reliability of the engine, reduces torque and reduces engine noise. The purpose is to solve the problem.

上記目的を達成するため、本発明に係る装置は、燃焼室内に直接水素ガスを噴射して燃焼させるエンジンを制御するための制御装置であって、エンジンが所定負荷以上の状態では、水素ガスを燃焼室内に複数回に分けて噴射するよう制御することを特徴とする。この制御によれば、噴射される水素ガスの塊を小さくすることができ、水素ガスと空気とのミキシングを向上させることができる。   In order to achieve the above object, an apparatus according to the present invention is a control apparatus for controlling an engine that injects and burns hydrogen gas directly into a combustion chamber. Control is performed so that the fuel is injected into the combustion chamber in a plurality of times. According to this control, the lump of hydrogen gas to be injected can be reduced, and mixing of hydrogen gas and air can be improved.

前記所定負荷以上の状態では、エンジンの圧縮行程中に水素ガスを複数回に分けて噴射するよう制御することを特徴とする。これによれば高負荷でも、空気を十分に燃焼室に入れることができ、高いトルクを得ることができる。   In a state where the load is equal to or higher than the predetermined load, control is performed so that hydrogen gas is injected in a plurality of times during the compression stroke of the engine. According to this, even at a high load, air can be sufficiently introduced into the combustion chamber, and high torque can be obtained.

エンジンが前記所定負荷以下の状態では、吸気行程中において、水素ガスを燃焼室内に噴射するよう制御することを特徴とする。低負荷では、燃焼室に入れるべき空気の量が少ないため、吸気行程で水素ガスを燃焼室に噴射することに問題はなく、更に、より早い段階で水素ガスを噴射することによって、十分なミキシング時間をとることができる。   Control is performed so that hydrogen gas is injected into the combustion chamber during the intake stroke when the engine is below the predetermined load. At low loads, the amount of air that needs to enter the combustion chamber is small, so there is no problem in injecting hydrogen gas into the combustion chamber during the intake stroke, and sufficient mixing is achieved by injecting hydrogen gas at an earlier stage. I can take time.

エンジンが前記所定負荷以下の状態では、エンジンが前記所定負荷以上の状態に比べて低い燃圧で水素ガスを噴射させることを特徴とする。これによれば、高燃圧で噴射する場合に比べて水素ガスの噴射時間を確保することができる。これによって空気と水素ガスが混合される時間が長くなり、ミキシングが改善してプリイグニッションの問題が生じにくくなる効果がある。また、低負荷の場合には、全体の噴射量、つまり噴射時間が少ないので、インジェクタの精度の悪い部分を使うことになるが、低燃圧にすることで噴射時間が長くなり、インジェクタの精度の良い高流量部分を使うことができる。   When the engine is in a state below the predetermined load, hydrogen gas is injected at a lower fuel pressure than in the state in which the engine is above the predetermined load. According to this, compared with the case where it injects with a high fuel pressure, the injection time of hydrogen gas is securable. As a result, the time during which air and hydrogen gas are mixed is lengthened, so that the mixing is improved and the pre-ignition problem is less likely to occur. In addition, when the load is low, the total injection amount, that is, the injection time is short, so the part with poor accuracy of the injector is used. A good high flow rate part can be used.

エンジンが、前記所定負荷以上の状態から前記所定負荷以下の状態に遷移した後、所定時間は、水素ガスを複数回に分けて噴射するよう制御することを特徴とする。高負荷から低負荷に移行したときに、高燃圧から低燃圧となるまでは、多段噴射を行なうのでミキシングが良くなり、プリイグニッションの問題が生じにくい。   The engine is controlled to inject hydrogen gas into a plurality of times for a predetermined time after the engine transitions from a state above the predetermined load to a state below the predetermined load. When shifting from a high load to a low load, the multi-stage injection is performed until the fuel pressure is changed from a high fuel pressure to a low fuel pressure, so that mixing is improved and the problem of pre-ignition is unlikely to occur.

エンジン回転数が所定回転数以上の状態では、水素ガスを複数回に分けて噴射するよう制御することを特徴とする。エンジンが高回転で駆動している場合には、水素が噴射されてから点火までの時間が少ないため、より高いミキシング効果が要求され、多段噴射により、この要求に応えることが可能となる。   In a state where the engine speed is equal to or higher than a predetermined speed, control is performed so that hydrogen gas is injected in a plurality of times. When the engine is driven at a high speed, since the time from when hydrogen is injected until ignition is short, a higher mixing effect is required, and this requirement can be met by multistage injection.

本発明によれば、燃焼室内での水素ガスと空気とのミキシングを改善し、エンジンの信頼性を向上し、トルク低下及びエンジンノイズの問題を解消することができる。   According to the present invention, the mixing of hydrogen gas and air in the combustion chamber can be improved, the engine reliability can be improved, and the problems of torque reduction and engine noise can be solved.

以下に、図面を参照して、この発明の好適な実施の形態を例示的に詳しく説明する。ただし、この実施の形態に記載されている構成要素はあくまで例示であり、この発明の範囲をそれらのみに限定する趣旨のものではない。   Hereinafter, exemplary embodiments of the present invention will be described in detail with reference to the drawings. However, the constituent elements described in this embodiment are merely examples, and are not intended to limit the scope of the present invention only to them.

（構成）
本発明の第１実施形態に係るエンジン制御装置は、燃焼室内に直接水素ガスを噴射して燃焼させるエンジンを制御するものである。本実施形態のエンジン制御装置を適用した車両の制御系について図１に示す。図１において、１０１は、水素ガスの供給及び他の駆動系を制御するエンジン制御装置としてのコントロールユニット（ＥＣＵ）である。ＥＣＵ１０１は、エンジン回転数を検出する回転数センサ１０２、アクセルペダルの踏み込み量を検出するアクセル開度センサ１０３などから、各種の検出信号を入力する。 (Constitution)
The engine control apparatus according to the first embodiment of the present invention controls an engine that injects and burns hydrogen gas directly into a combustion chamber. A vehicle control system to which the engine control apparatus of this embodiment is applied is shown in FIG. In FIG. 1, reference numeral 101 denotes a control unit (ECU) as an engine control device that controls the supply of hydrogen gas and other drive systems. The ECU 101 receives various detection signals from a rotation speed sensor 102 that detects the engine rotation speed, an accelerator opening sensor 103 that detects the amount of depression of the accelerator pedal, and the like.

また、ＥＣＵ１０１は、内部に格納されたプログラムを実行することにより、回転数判定モジュール１０１ａ及び負荷算出・判定モジュール１０１ｂとして動作する。   Further, the ECU 101 operates as a rotation speed determination module 101a and a load calculation / determination module 101b by executing a program stored therein.

更に、ＥＣＵ１０１は、不図示のタンクから供給される水素ガスの圧力を調整するための燃圧調整器１０４、水素ガスの噴出口付近に設けられ、水素ガスの供給タイミングと１回の供給時間を制御する噴射弁１０５などに対して、制御信号を出力する。   Further, the ECU 101 is provided in the vicinity of a fuel pressure regulator 104 for adjusting the pressure of hydrogen gas supplied from a tank (not shown) and the hydrogen gas outlet, and controls the supply timing and one supply time of the hydrogen gas. A control signal is output to the injection valve 105 and the like.

ＥＣＵ１０１で行なわれる処理について図２のフローチャートを用いて説明する。まず、ＥＣＵ１０１は、ステップＳ２０１において、回転数センサ１０２から回転数を入力する。次に、ステップＳ２０２において、アクセル開度センサ１０３からアクセル開度を入力する。そして、ステップＳ２０３においては、入力したアクセル開度及び吸入空気量から負荷を算出する。
次にステップＳ２０４において負荷がＡ以下か否か判定する。もし負荷がＡ以上であれば、ステップＳ２０５に進み、高燃圧となるように、燃圧制御器１０４を制御する。そして更にステップＳ２０６に進み、圧縮行程において多段噴射するように噴射弁１０５を制御する。つまり、ＥＣＵ１０１は、エンジンが所定負荷Ａ以上の状態では、水素ガスを燃焼室内に複数回に分けて噴射するよう制御する。このとき、吸気行程から多段噴射すると、その水素ガスの量だけ空気をエンジン内に送り込むことができなくなり、空燃比が悪化して十分なトルクが得られない可能性がある。そこで、負荷がＡ以上であれば、エンジンの圧縮行程中に水素ガスを複数回に分けて噴射するよう制御することが望ましい。 Processing performed by the ECU 101 will be described with reference to the flowchart of FIG. First, the ECU 101 inputs the rotation speed from the rotation speed sensor 102 in step S201. Next, in step S202, the accelerator opening is input from the accelerator opening sensor 103. In step S203, the load is calculated from the input accelerator opening and intake air amount.
In step S204, it is determined whether the load is A or less. If the load is greater than or equal to A, the process proceeds to step S205, and the fuel pressure controller 104 is controlled so that the fuel pressure becomes high. In step S206, the injection valve 105 is controlled to perform multi-stage injection in the compression stroke. That is, the ECU 101 controls to inject the hydrogen gas into the combustion chamber in a plurality of times when the engine is in a state of the predetermined load A or more. At this time, if multistage injection is performed from the intake stroke, air cannot be sent into the engine by the amount of the hydrogen gas, and the air-fuel ratio may deteriorate and sufficient torque may not be obtained. Therefore, if the load is A or more, it is desirable to control the hydrogen gas to be injected in a plurality of times during the compression stroke of the engine.

例えば、数十msecづつ、２回に分けて水素ガスを噴射する。なお、この噴射回数を負荷に応じた回数にしてもよい。つまり、高負荷になればなるほど、噴射回数を増やしても良い。   For example, hydrogen gas is injected in two steps every several tens of milliseconds. The number of injections may be set according to the load. That is, the number of injections may be increased as the load becomes higher.

一方、ステップＳ２０４で、負荷がＡ以下であると判定されると、ステップＳ２０７に進み、低燃圧となるように、燃圧制御器１０４を制御する。噴射弁１０５の開弁期間がある時間よりも短いと、インジェクタの特性から噴射量と開弁期間とがリニアに対応しなくなり、噴射量の精度が悪化するため、噴射弁の開弁期間をある時間以上にする必要がある。本実施形態では、全体の燃料噴射量が少ない低負荷時には、燃圧を下げることによって、開弁期間を稼ぐように制御している。   On the other hand, if it is determined in step S204 that the load is A or less, the process proceeds to step S207, and the fuel pressure controller 104 is controlled so that the fuel pressure becomes low. If the valve opening period of the injection valve 105 is shorter than a certain time, the injection amount and the valve opening period do not correspond linearly due to the characteristics of the injector, and the accuracy of the injection amount deteriorates. Need to be more than an hour. In the present embodiment, control is performed so as to increase the valve opening period by reducing the fuel pressure at low load when the total fuel injection amount is small.

次に、ステップＳ２０８において負荷がＡ以下になってから所定時間Ｔが経過したか否かを判定する。所定時間Ｔが経過していれば、ステップＳ２０９に進んで、回転数がＢ（例えば２０００回転）以下か否か判定し、回転数がＢ以上であれば、ステップＳ２１０に進み、吸気行程から多段噴射するように噴射弁１０５を制御する。低負荷時には、トルクは問題にならないため、空気と水素ガスのミキシングが良くなるように、吸気行程において水素ガスを噴射する。また、回転数が大きい場合にはミキシング時間が少ないため、多段噴射を行なう必要がある。即ち、ＥＣＵ１０１は、エンジン回転数が所定回転数以上の状態では、水素ガスを複数回に分けて噴射するよう制御する。   Next, in step S208, it is determined whether or not a predetermined time T has elapsed since the load became A or less. If the predetermined time T has elapsed, the process proceeds to step S209, where it is determined whether or not the rotational speed is equal to or less than B (for example, 2000 revolutions). If the rotational speed is equal to or greater than B, the process proceeds to step S210, The injection valve 105 is controlled to inject. At low loads, torque is not a problem, so hydrogen gas is injected during the intake stroke so that air and hydrogen gas are mixed well. Further, when the rotational speed is high, the mixing time is short, so that it is necessary to perform multistage injection. That is, the ECU 101 controls to inject hydrogen gas in a plurality of times when the engine speed is equal to or higher than the predetermined speed.

ステップＳ２０９で回転数がＢ以下だと判定すると、更にステップＳ２１１に進み、吸気行程から水素ガスを１回噴射するように噴射弁１０５を制御する。ここで１回噴射としたのは、低負荷、低回転数の場合にはミキシング時間がある程度確保でき、多段噴射を行なう必要がないからである。   If it is determined in step S209 that the rotational speed is equal to or lower than B, the process proceeds to step S211 and the injection valve 105 is controlled so that hydrogen gas is injected once from the intake stroke. Here, the single injection is performed because a mixing time can be secured to some extent in the case of a low load and a low rotation speed, and it is not necessary to perform multistage injection.

すなわち、ＥＣＵ１０１は、エンジンが所定負荷Ａ以下の状態では、吸気行程中において、水素ガスを噴射するよう制御する。更に、ＥＣＵ１０１は、エンジンが所定負荷Ａ以下の状態では、エンジンが所定負荷Ａ以上の状態に比べて低い噴射圧で水素ガスを１回噴射させる。   That is, the ECU 101 controls to inject hydrogen gas during the intake stroke when the engine is at a predetermined load A or less. Furthermore, the ECU 101 injects hydrogen gas once at a lower injection pressure when the engine is at a predetermined load A or lower than when the engine is at a predetermined load A or higher.

ステップＳ２０８において、負荷がＡ以下になってから所定時間Ｔが経過していないと判定した場合には、燃圧制御器１０４の応答遅れのため、燃圧が高いままと判断される。その場合、１段噴射を行なうと、ミキシングの悪化のため、プリイグニッションが発生する可能性がある。そこで、負荷がＡ以下になってから所定時間Ｔが経過するまでは、回転数の判定を行なわずにステップＳ２１０に進み、吸気行程において多段噴射するように噴射弁１０５を制御する。つまり、ＥＣＵ１０１は、エンジンが、所定負荷Ａ以上の状態から所定負荷Ａ以下の状態に遷移した後、所定時間Ｔの間は、水素ガスを複数回に分けて噴射するよう制御する。   If it is determined in step S208 that the predetermined time T has not elapsed since the load became A or less, it is determined that the fuel pressure remains high due to a response delay of the fuel pressure controller 104. In that case, pre-ignition may occur when the first-stage injection is performed due to deterioration of mixing. Thus, until the predetermined time T elapses after the load becomes A or less, the process proceeds to step S210 without determining the rotational speed, and the injection valve 105 is controlled so that multistage injection is performed in the intake stroke. That is, the ECU 101 controls the hydrogen gas to be injected in a plurality of times for a predetermined time T after the engine transitions from the state of the predetermined load A or higher to the state of the predetermined load A or lower.

図３は、ＥＣＵ１０１が行なう制御をグラフに示したものである。負荷がＡ以上の場合には、高燃圧とし、圧縮行程で多段噴射を行なう。負荷がＡ以下の場合には、回転数がＢ以上か以下かで異なる噴射制御を行なう。つまり負荷がＡ以下で回転数がＢ以下であれば、低燃圧としたうえで、吸気行程で１段噴射を行なう。また、回転数がＢ以上であれば、低燃圧としたうえで、吸気行程で多段噴射を行なう。   FIG. 3 is a graph showing the control performed by the ECU 101. When the load is A or more, the fuel pressure is high and multistage injection is performed in the compression stroke. When the load is A or less, different injection control is performed depending on whether the rotation speed is B or more. That is, if the load is A or less and the rotational speed is B or less, the first fuel injection is performed in the intake stroke after the fuel pressure is lowered. On the other hand, if the rotational speed is equal to or higher than B, the multi-stage injection is performed in the intake stroke after the fuel pressure is lowered.

以上のような負荷や回転数に合わせて水素ガスの噴射制御を行なうことにより、燃焼室内での水素ガスと空気とのミキシングを改善し、エンジンの信頼性を向上し、トルク低下及びエンジンノイズの問題を解消することができる。   By controlling the injection of hydrogen gas in accordance with the load and rotational speed as described above, mixing of hydrogen gas and air in the combustion chamber is improved, engine reliability is improved, torque is reduced, and engine noise is reduced. The problem can be solved.

本発明に係るエンジン制御装置の実施形態としてのＥＣＵの周辺構成を示すブロック図である。It is a block diagram which shows the periphery structure of ECU as embodiment of the engine control apparatus which concerns on this invention. ＥＣＵで行なわれる処理を示すフローチャートである。It is a flowchart which shows the process performed by ECU. ＥＣＵが行う制御の内容を示すグラフである。It is a graph which shows the content of the control which ECU performs.

符号の説明Explanation of symbols

１０１ ＥＣＵ
１０１ａ 回転数判定モジュール
１０１ｂ 負荷算出・判定モジュール
１０２ 回転数センサ
１０３ アクセル開度センサ
１０４ 燃圧調整器
１０５ 噴射弁 101 ECU
101a Rotational speed determination module 101b Load calculation / determination module 102 Rotational speed sensor 103 Accelerator opening sensor 104 Fuel pressure regulator 105 Injection valve

Claims (6)

燃焼室内に直接水素ガスを噴射して燃焼させるエンジンを制御するための制御装置であって、
エンジンが所定負荷以上の状態では、水素ガスを燃焼室内に複数回に分けて噴射するよう制御することを特徴とするエンジン制御装置。 A control device for controlling an engine for injecting and burning hydrogen gas directly into a combustion chamber,
An engine control device that controls to inject hydrogen gas into a combustion chamber in a plurality of times when the engine is at a predetermined load or more. 前記所定負荷以上の状態では、エンジンの圧縮行程中に水素ガスを複数回に分けて噴射するよう制御することを特徴とする請求項１に記載のエンジン制御装置。   2. The engine control device according to claim 1, wherein in a state of the predetermined load or more, control is performed so that hydrogen gas is injected in a plurality of times during the compression stroke of the engine. エンジンが前記所定負荷以下の状態では、吸気行程中において、水素ガスを燃焼室内に噴射するよう制御することを特徴とする請求項１または２に記載のエンジン制御装置。   3. The engine control device according to claim 1, wherein when the engine is not more than the predetermined load, control is performed so that hydrogen gas is injected into the combustion chamber during an intake stroke. 4. エンジンが前記所定負荷以下の状態では、エンジンが前記所定負荷以上の状態に比べて低い燃圧で水素ガスを噴射させることを特徴とする請求項１、２または３に記載のエンジン制御装置。   4. The engine control device according to claim 1, wherein when the engine is in a state equal to or lower than the predetermined load, hydrogen gas is injected at a lower fuel pressure than in a state where the engine is equal to or higher than the predetermined load. エンジンが、前記所定負荷以上の状態から前記所定負荷以下の状態に遷移した後、所定時間は、水素ガスを複数回に分けて噴射するよう制御することを特徴とする請求項４に記載のエンジン制御装置。   5. The engine according to claim 4, wherein after the engine transitions from the state of the predetermined load or more to the state of the predetermined load or less, the hydrogen gas is controlled to be injected in a plurality of times for a predetermined time. Control device. エンジン回転数が所定回転数以上の状態では、水素ガスを複数回に分けて噴射するよう制御することを特徴とする請求項１乃至４のいずれかに記載のエンジン制御装置。   The engine control device according to any one of claims 1 to 4, wherein when the engine speed is equal to or higher than a predetermined speed, the hydrogen gas is controlled to be injected in a plurality of times.
JP2004288426A 2004-09-30 2004-09-30 Engine control device Expired - Fee Related JP4399861B2 (en)

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Cited By (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2014208009A1 (en) * 2013-06-25 2014-12-31 株式会社デンソー Injection control apparatus for internal combustion engine
CN104500248A (en) * 2014-12-19 2015-04-08 华北水利水电大学 Multiple-injection control method for fuel supply device of natural gas engine
CN110552805A (en) * 2019-08-27 2019-12-10 华北水利水电大学 combustion control system and method for hydrogen repeated direct injection internal combustion engine

Cited By (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2014208009A1 (en) * 2013-06-25 2014-12-31 株式会社デンソー Injection control apparatus for internal combustion engine
CN104500248A (en) * 2014-12-19 2015-04-08 华北水利水电大学 Multiple-injection control method for fuel supply device of natural gas engine
CN110552805A (en) * 2019-08-27 2019-12-10 华北水利水电大学 combustion control system and method for hydrogen repeated direct injection internal combustion engine

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