JPH0340222B2 - - Google Patents
Info
- Publication number
- JPH0340222B2 JPH0340222B2 JP57106875A JP10687582A JPH0340222B2 JP H0340222 B2 JPH0340222 B2 JP H0340222B2 JP 57106875 A JP57106875 A JP 57106875A JP 10687582 A JP10687582 A JP 10687582A JP H0340222 B2 JPH0340222 B2 JP H0340222B2
- Authority
- JP
- Japan
- Prior art keywords
- fuel
- gasoline
- engine
- gaseous fuel
- sensor
- 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.)
- Expired - Lifetime
Links
- 239000000446 fuel Substances 0.000 claims description 72
- 239000003502 gasoline Substances 0.000 claims description 29
- 239000007788 liquid Substances 0.000 claims description 24
- LFQSCWFLJHTTHZ-UHFFFAOYSA-N Ethanol Chemical compound CCO LFQSCWFLJHTTHZ-UHFFFAOYSA-N 0.000 claims description 18
- 239000006200 vaporizer Substances 0.000 claims description 2
- 238000001514 detection method Methods 0.000 claims 1
- 239000007789 gas Substances 0.000 description 8
- 239000003915 liquefied petroleum gas Substances 0.000 description 5
- 239000002828 fuel tank Substances 0.000 description 4
- 229910052739 hydrogen Inorganic materials 0.000 description 3
- 239000001257 hydrogen Substances 0.000 description 3
- 125000004435 hydrogen atom Chemical class [H]* 0.000 description 3
- HSFWRNGVRCDJHI-UHFFFAOYSA-N alpha-acetylene Natural products C#C HSFWRNGVRCDJHI-UHFFFAOYSA-N 0.000 description 2
- 238000010586 diagram Methods 0.000 description 2
- 125000002534 ethynyl group Chemical group [H]C#C* 0.000 description 2
- 238000002347 injection Methods 0.000 description 2
- 239000007924 injection Substances 0.000 description 2
- VNWKTOKETHGBQD-UHFFFAOYSA-N methane Chemical compound C VNWKTOKETHGBQD-UHFFFAOYSA-N 0.000 description 2
- 238000002485 combustion reaction Methods 0.000 description 1
- 230000005484 gravity Effects 0.000 description 1
- 238000000034 method Methods 0.000 description 1
- 239000003345 natural gas Substances 0.000 description 1
- 230000000630 rising effect Effects 0.000 description 1
Classifications
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D19/00—Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures
- F02D19/06—Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures peculiar to engines working with pluralities of fuels, e.g. alternatively with light and heavy fuel oil, other than engines indifferent to the fuel consumed
- F02D19/0626—Measuring or estimating parameters related to the fuel supply system
- F02D19/0628—Determining the fuel pressure, temperature or flow, the fuel tank fill level or a valve position
- F02D19/0631—Determining the fuel pressure, temperature or flow, the fuel tank fill level or a valve position by estimation, i.e. without using direct measurements of a corresponding sensor
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D19/00—Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures
- F02D19/06—Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures peculiar to engines working with pluralities of fuels, e.g. alternatively with light and heavy fuel oil, other than engines indifferent to the fuel consumed
- F02D19/0639—Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures peculiar to engines working with pluralities of fuels, e.g. alternatively with light and heavy fuel oil, other than engines indifferent to the fuel consumed characterised by the type of fuels
- F02D19/0642—Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures peculiar to engines working with pluralities of fuels, e.g. alternatively with light and heavy fuel oil, other than engines indifferent to the fuel consumed characterised by the type of fuels at least one fuel being gaseous, the other fuels being gaseous or liquid at standard conditions
- F02D19/0647—Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures peculiar to engines working with pluralities of fuels, e.g. alternatively with light and heavy fuel oil, other than engines indifferent to the fuel consumed characterised by the type of fuels at least one fuel being gaseous, the other fuels being gaseous or liquid at standard conditions the gaseous fuel being liquefied petroleum gas [LPG], liquefied natural gas [LNG], compressed natural gas [CNG] or dimethyl ether [DME]
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D19/00—Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures
- F02D19/06—Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures peculiar to engines working with pluralities of fuels, e.g. alternatively with light and heavy fuel oil, other than engines indifferent to the fuel consumed
- F02D19/08—Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures peculiar to engines working with pluralities of fuels, e.g. alternatively with light and heavy fuel oil, other than engines indifferent to the fuel consumed simultaneously using pluralities of fuels
- F02D19/081—Adjusting the fuel composition or mixing ratio; Transitioning from one fuel to the other
-
- 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
Landscapes
- Engineering & Computer Science (AREA)
- Chemical & Material Sciences (AREA)
- Oil, Petroleum & Natural Gas (AREA)
- Combustion & Propulsion (AREA)
- Mechanical Engineering (AREA)
- General Engineering & Computer Science (AREA)
- Output Control And Ontrol Of Special Type Engine (AREA)
- Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)
Description
最近、石油資源の枯渇によりエネルギー源の多
様化が望まれている。
特に、自動車エンジン用燃料として、主にガソ
リンが使用されているが、ガソリンの入手難およ
び高騰化によりエンジン用燃料として、植物資源
から得られるアルコールの使用が試みられてい
る。
しかし、アルコールは、ガソリンに比べて発熱
量が少なく、また、特性も異なるために、従来の
ガソリンエンジンにそのまま使用することは困難
であるが、高発熱量の気体燃料、たとえば、天然
ガス、LPG、水素、アセチレンガスなどを併用
すれば、アルコールによつて従来のガソリンエン
ジンを運転できることが明らかになり、この出願
の発明者により「気体燃料と液体燃料とを併用す
る内燃機関の運転方法」として先に特許出願（特
願昭56−044083号）されたとおりである。
この発明は、ガソリンを燃料とするように設計
された通常のガソリンエンジンを、アルコールの
ような低発熱量の揮発性液体燃料と高発熱量の気
体燃料とを併用して運転するエンジンに関し、特
に、液体燃料と気体燃料をエンジンに供給する際
に、発熱量がガソリンと等しくなるように供給
し、高出力時には高発熱量の気体燃料を比較的多
く供給して運転するエンジンに関する。
ガソリン、アルコールのような液体燃料と、天
然ガス、アセチレンガス、水素、LPGなどの気
体燃料の発熱量は第１表に示すとおりであり、
Recently, due to the depletion of oil resources, diversification of energy sources has been desired. In particular, gasoline is mainly used as a fuel for automobile engines, but due to the difficulty in obtaining gasoline and its rising price, attempts have been made to use alcohol obtained from plant resources as an engine fuel. However, alcohol has a lower calorific value than gasoline and has different characteristics, so it is difficult to use it directly in conventional gasoline engines, but it is difficult to use alcohol as it is in conventional gasoline engines. It became clear that it was possible to operate a conventional gasoline engine with alcohol if hydrogen, acetylene gas, etc. were used together, and the inventor of this application proposed a method for operating an internal combustion engine using both gaseous fuel and liquid fuel. This is as previously filed for patent (Japanese Patent Application No. 56-044083). The present invention relates to an ordinary gasoline engine designed to run on gasoline, which is operated using a combination of a volatile liquid fuel with a low calorific value such as alcohol and a gaseous fuel with a high calorific value. This invention relates to an engine that is operated by supplying liquid fuel and gaseous fuel to the engine so that the calorific value is equal to that of gasoline, and when the output is high, a relatively large amount of gaseous fuel with a high calorific value is supplied. The calorific values of liquid fuels such as gasoline and alcohol and gaseous fuels such as natural gas, acetylene gas, hydrogen, and LPG are shown in Table 1.
【表】
アルコールのような低発熱量の燃料でも、高発
熱量の気体燃料を一定の割合で吸入空気に混合す
ることにより、ガソリンの発熱量まで高めること
ができ、さらに引火点など、他の特性をも補うこ
とになり、ガソリンと同様な運転条件でエンジン
を運転することが可能であり、また、高発熱量の
気体燃料をより多く吸入空気に混合することによ
り、ガソリンよりも発熱量を高めることができて
高出力運転を行なうことができる。
ガソリンエンジンを搭載した自動車を用いて、
アルコールと各種の気体燃料とを種々の混合割合
で供給し、走行実験を行なつたところ、発熱量に
おいてガソリンと一致した状態で最良の燃費効率
が得られることが明らかになり、さらに高発熱量
の気体燃料を多く供給して発熱量を高めると出力
が増加することが明らかになつた。
従来のガソリンエンジンの液体燃料供給系は、
吸入空気に対してガソリンを一定の割合で混合す
るように構成されているので、この液体燃料供給
系をそのまま用いるアルコール燃料を供給する
と、ガソリンおよびアルコールの比重が約0.75お
よび約0.79と相違するために、重量でガソリンを
1.00としたとき、アルコールは約1.05だけ供給さ
れる。
ガソリンの発熱量は、10500cal／ｇであるのに
対し、アルコールの発熱量は6400cal／ｇであり、
1.05ｇのアルコールの発熱量は6720cal／ｇ
（6400×1.05）で、ガソリンの発熱量10500cal／
ｇとの差は、3780cal（10500−6720）であつて、
この約3780calを気体燃料により補うのである。
アルコール燃料に対し、各種の気体燃料を用いて
不足発熱量を補うために必要な気体燃料の種類と
量の関係は第２表に示すとおりである。[Table] Even with a low calorific value fuel such as alcohol, by mixing a high calorific value gaseous fuel with the intake air at a certain ratio, it is possible to increase the calorific value to that of gasoline. This makes it possible to operate the engine under the same operating conditions as gasoline, and by mixing more gaseous fuel with a high calorific value into the intake air, it generates less calorific value than gasoline. can be increased and high output operation can be performed. Using a car equipped with a gasoline engine,
When running experiments were carried out by supplying alcohol and various gaseous fuels at various mixing ratios, it became clear that the best fuel efficiency was obtained when the calorific value matched that of gasoline; It has become clear that output increases when more gaseous fuel is supplied to increase the calorific value. The liquid fuel supply system of conventional gasoline engines is
Since the structure is such that gasoline is mixed with intake air at a constant ratio, if alcohol fuel is supplied using this liquid fuel supply system as is, the specific gravities of gasoline and alcohol will differ between approximately 0.75 and approximately 0.79. , gasoline by weight
1.00, alcohol is supplied by approximately 1.05. The calorific value of gasoline is 10,500 cal/g, while the calorific value of alcohol is 6,400 cal/g.
The calorific value of 1.05g of alcohol is 6720cal/g
(6400×1.05), the calorific value of gasoline is 10500 cal/
The difference from g is 3780 cal (10500−6720),
This approximately 3,780 cal is supplemented by gaseous fuel.
Table 2 shows the relationship between the type and amount of gaseous fuel required to compensate for the insufficient calorific value of alcohol fuel using various gaseous fuels.
【表】
この発明のアルコールと気体燃料を併用するエ
ンジンの一実施例は、第１図に示すように、液体
燃料タンク１、フロート室１１、スロツトル弁１
２を備えたガソリン用キヤブレータ１０などより
なる液体燃料供給系に対し、LPG燃料ボンベ２、
イグニツシヨンキー３の閉路によつて流路を開く
ソレノイド弁４、圧力調整機能を有するペーパー
ライザ５、LPG用キヤブレータ２０よりなる気
体燃料供給系を付加すると共に、この気体燃料供
給系を排気ガス中に含まれるCOおよびO2の比率
が適当な値となるように制御するものである。
なお、LPG以外の気体燃料、たとえば水素を
併用する場合には、ベーパーライザ５は不要であ
り、その代わり圧力調整器を介して気体燃料を供
給すればよいのである。
LPG用キヤブレータ２０は、第２図に詳細に
示すように、気体燃料通路２１より液体燃料噴射
孔２２へ至る途中に、アクチユエータ２３で開閉
される絞り弁２４を設けたものである。
エンジンのエキゾーストマニホールド６には、
COセンサ７と、O2センサ８が設けられており、
これらのセンサ７，８の各出力は、アナログスイ
ツチ９を介してＡ／Ｄコンバータ１４に導かれ、
デジタル値に変換されてからマイクロコンピユー
タ１５に印加されている。
さらに、スロツトル弁１２が高角度になつたと
きに作動するスイツチ１３を設け、このスイツチ
１３の開閉状態もマイクロコンピユータ１５に導
かれている。
エンジンを排気ガスに含まれるCOとO2の関係
は、第３図に示すように、理論空燃比Ａを境にし
て、COは、曲線Ｃで示すようにリツチになるに
つれて増加し、また、O2は、曲線Ｏで示すよう
にリーンになるにつれて増加することが知られて
おり、そして、高出力時にはややリツチの状態Ｄ
で運転し、燃費を向上させるためには、ややリー
ンの状態Ｂで運転すればよいことが知られてい
る。
そこで、この発明のエンジンにおいては、ガソ
リン用キヤブレータ１０で、ガソリンでもアルコ
ールでも吸気に対して一定の割合となるように液
体燃料を供給する。
液体燃料タンク１により、ガソリンが供給され
ている場合には、キヤブレータ１０がもとよりガ
ソリンに適するように調整されているので、理論
空燃比に近い状態で運転されて排気ガス中のCO
もO2も少ない。
しかし、液体燃料としてアルコールのみが供給
される場合には、燃料不足でリーンになつて排気
ガスに含まれるO2が多くなり、そこで、O2セン
サで検出されるO2の量が、経済燃費状態Ｂとな
るようにマイクロコンピユータ１５で、気体燃料
供給用キヤブレータ２０のアクチユエータ２３を
制御して絞り弁２４を開き、最適な量の気体燃料
を供給する。
エンジンの高出力時には、スロツトル弁１２が
高角度になつてスイツチ１３が作動しているの
で、COセンサＣで検出されるCOの量が多くなつ
て、ややリツチの状態Ｄで運転されるようにマイ
クロコンピユータ１５で、気体燃料供給用キヤブ
レータ２０を制御して絞り弁２４を一層開き、高
出力に適した量の気体燃料を供給する。
このように、エンジンの排気ガスに含まれる
COおよびO2を検知して、吸気に対する液体燃料
の割合を一定に保ちつつ、気体燃料の供給量を制
御して最適な運転状態を保つことができるので、
液体燃料の品質が変わつても、すなわち、異なる
発熱量の液体燃料を使用しても、不足する発熱量
に相当する気体燃料の供給量を自動的に調整して
供給することができる。
以上で説明した実施例においては、液体燃料の
供給にキヤブレータを使用しているが、電子式燃
料噴射を行なう液体燃料供給系を使用するエンジ
ンにおいても、吸気に対して一定の割合で液体燃
料を供給させることにより、気体燃料を併用する
この発明をそのまま適用することができる。[Table] As shown in FIG. 1, an embodiment of the engine that uses both alcohol and gaseous fuel according to the present invention includes a liquid fuel tank 1, a float chamber 11, and a throttle valve 1.
2, a liquid fuel supply system consisting of a gasoline carburetor 10, etc. equipped with an LPG fuel cylinder 2,
A gaseous fuel supply system consisting of a solenoid valve 4 that opens a flow path when the ignition key 3 is closed, a paper riser 5 having a pressure adjustment function, and an LPG carburetor 20 is added, and this gaseous fuel supply system is connected to the exhaust gas. The ratio of CO and O 2 contained therein is controlled to an appropriate value. Note that when a gaseous fuel other than LPG, such as hydrogen, is used in combination, the vaporizer 5 is not necessary, and instead, the gaseous fuel may be supplied via a pressure regulator. As shown in detail in FIG. 2, the LPG carburetor 20 is provided with a throttle valve 24 that is opened and closed by an actuator 23 on the way from the gaseous fuel passage 21 to the liquid fuel injection hole 22. In the engine exhaust manifold 6,
A CO sensor 7 and an O 2 sensor 8 are provided,
The respective outputs of these sensors 7 and 8 are led to an A/D converter 14 via an analog switch 9.
It is applied to the microcomputer 15 after being converted into a digital value. Further, a switch 13 is provided which is activated when the throttle valve 12 reaches a high angle, and the open/closed state of this switch 13 is also guided to the microcomputer 15. The relationship between CO and O 2 contained in engine exhaust gas is as shown in Figure 3. From the stoichiometric air-fuel ratio A, CO increases as it becomes richer, as shown by curve C. It is known that O 2 increases as the temperature becomes leaner, as shown by curve O, and at high output, the state D becomes slightly richer.
It is known that in order to improve fuel efficiency by driving in a slightly lean state B. Therefore, in the engine of the present invention, the gasoline carburetor 10 supplies liquid fuel, whether gasoline or alcohol, at a constant ratio to the intake air. When gasoline is supplied from the liquid fuel tank 1, the carburetor 10 is adjusted to be suitable for gasoline, so it is operated at a state close to the stoichiometric air-fuel ratio, and CO in the exhaust gas is reduced.
and O2 are also low. However, when only alcohol is supplied as liquid fuel, the fuel becomes lean due to lack of fuel, and the exhaust gas contains more O 2 , so the amount of O 2 detected by the O 2 sensor is The microcomputer 15 controls the actuator 23 of the gaseous fuel supply carburetor 20 to open the throttle valve 24 so that state B is achieved, thereby supplying an optimum amount of gaseous fuel. When the engine is at high output, the throttle valve 12 is at a high angle and the switch 13 is activated, so the amount of CO detected by the CO sensor C increases and the engine is operated in a slightly rich state D. The microcomputer 15 controls the gaseous fuel supply carburetor 20 to further open the throttle valve 24 to supply an amount of gaseous fuel suitable for high output. In this way, it is contained in engine exhaust gas.
By detecting CO and O 2 , it is possible to maintain a constant ratio of liquid fuel to intake air while controlling the amount of gaseous fuel supplied to maintain optimal operating conditions.
Even if the quality of the liquid fuel changes, that is, even if liquid fuels with different calorific values are used, the amount of gaseous fuel to be supplied corresponding to the insufficient calorific value can be automatically adjusted and supplied. In the embodiment described above, a carburetor is used to supply liquid fuel, but even in an engine using a liquid fuel supply system that performs electronic fuel injection, liquid fuel is supplied at a fixed ratio to intake air. By supplying the fuel, the present invention, which uses gaseous fuel in combination, can be applied as is.
第１図は、この発明のエンジンの燃料供給系を
示す概略図、第２図は、第１図の装置で用いる気
体燃料供給用キヤブレータの要部を示す図、第３
図は、第１図の装置の動作を説明するために用い
る特性曲線図である。
１……液体燃料タンク、２……気体燃料タン
ク、６……エキゾーストマニホールド、７……
COセンサ、８……O2センサ、１０……液体燃料
用キヤブレータ、１５……マイクロコンピユー
タ、２０……気体燃料供給用キヤブレータ、２３
……アクチユエータ、２４……絞り弁。
FIG. 1 is a schematic diagram showing the fuel supply system of the engine of the present invention, FIG.
The figure is a characteristic curve diagram used to explain the operation of the apparatus of FIG. 1. 1...Liquid fuel tank, 2...Gas fuel tank, 6...Exhaust manifold, 7...
CO sensor, 8... O 2 sensor, 10... Carburetor for liquid fuel, 15... Microcomputer, 20... Carburetor for gaseous fuel supply, 23
...actuator, 24...throttle valve.
Claims (1)
エンジンの吸気流路に、吸気に対して一定の割合
で液体燃料を気化する前記エンジンの気化器を介
して、ガソリンよりも単位重量当たりの発熱量の
低いアルコール燃料を含む液体燃料を供給する液
体燃料供給系と、 ガソリンよりも単位重量当たりの発熱量が高い
気体燃料の流量をアクチユエータにより制御して
前記吸気流路に供給する気体燃料供給系と、 エキゾーストマニホールドに設けられたO2セ
ンサと、 前記エキゾーストマニホールドに設けられた
COセンサと、 スロツトルバルブの開度に基づき低、中出力状
態と高出力状態とを検出する検出手段と、 低、中出力時には上記O2センサの出力が一定
の値になるように上記アクチユエータにより前記
気体燃料の供給量を制御して、理論空燃料よりも
リーンな空燃比とし、高出力時には上記COセン
サの出力が一定の値になるように上記アクチユエ
ータにより前記気体燃料の供給量を制御して、理
論空燃比よりもリツチな空燃比とする制御手段
と、を有することを特徴とする液体燃料と気体燃
料を併用するエンジン。[Scope of Claims] 1. Gasoline is introduced into the intake flow path of an engine designed to use gasoline as the main fuel through a vaporizer of the engine that vaporizes liquid fuel at a constant ratio to the intake air. The liquid fuel supply system supplies a liquid fuel containing alcohol fuel with a low calorific value per unit weight, and the flow rate of a gaseous fuel having a higher calorific value per unit weight than gasoline is controlled by an actuator to the intake flow path. a gaseous fuel supply system, an O 2 sensor installed in the exhaust manifold, and an O 2 sensor installed in the exhaust manifold.
a CO sensor, a detection means for detecting a low, medium output state and a high output state based on the opening degree of the throttle valve, and the actuator for controlling the output of the O 2 sensor to a constant value during low and medium output. The actuator controls the supply amount of the gaseous fuel so that the air-fuel ratio is leaner than the stoichiometric air-fuel ratio, and the output of the CO sensor becomes a constant value at high output. An engine that uses both liquid fuel and gaseous fuel, characterized in that it has a control means for controlling the air-fuel ratio to be richer than the stoichiometric air-fuel ratio.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP57106875A JPS59544A (en) | 1982-06-23 | 1982-06-23 | Engine using liquid fuel and gas fuel simultaneously |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP57106875A JPS59544A (en) | 1982-06-23 | 1982-06-23 | Engine using liquid fuel and gas fuel simultaneously |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| JPS59544A JPS59544A (en) | 1984-01-05 |
| JPH0340222B2 true JPH0340222B2 (en) | 1991-06-18 |
Family
ID=14444700
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP57106875A Granted JPS59544A (en) | 1982-06-23 | 1982-06-23 | Engine using liquid fuel and gas fuel simultaneously |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JPS59544A (en) |
Families Citing this family (4)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US6076487A (en) * | 1999-02-25 | 2000-06-20 | Go-Tec | Internal combustion system using acetylene fuel |
| JP2008274883A (en) * | 2007-05-01 | 2008-11-13 | Toyota Motor Corp | Control device of internal combustion engine |
| GB2470725B (en) * | 2009-06-01 | 2013-09-11 | Gm Global Tech Operations Inc | Method for selecting fuel source for vehicle having a first fuel source and a second fuel source |
| JP6135681B2 (en) * | 2015-01-14 | 2017-05-31 | マツダ株式会社 | Multi-fuel engine control system |
Citations (4)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS5026913A (en) * | 1973-05-04 | 1975-03-20 | ||
| JPS5225921A (en) * | 1975-08-23 | 1977-02-26 | Showa Jidosha Jigiyou Kyodo Kumiai | Auxiliary fuel feed method to lpg engine |
| JPS5298823A (en) * | 1976-02-09 | 1977-08-19 | Davies Edward | Method* system and system kit for supplying additional fuel |
| JPS5741461A (en) * | 1980-08-25 | 1982-03-08 | Nissan Motor Co Ltd | Air-fuel ratio control device |
Family Cites Families (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS5745393Y2 (en) * | 1977-11-29 | 1982-10-06 |
-
1982
- 1982-06-23 JP JP57106875A patent/JPS59544A/en active Granted
Patent Citations (4)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS5026913A (en) * | 1973-05-04 | 1975-03-20 | ||
| JPS5225921A (en) * | 1975-08-23 | 1977-02-26 | Showa Jidosha Jigiyou Kyodo Kumiai | Auxiliary fuel feed method to lpg engine |
| JPS5298823A (en) * | 1976-02-09 | 1977-08-19 | Davies Edward | Method* system and system kit for supplying additional fuel |
| JPS5741461A (en) * | 1980-08-25 | 1982-03-08 | Nissan Motor Co Ltd | Air-fuel ratio control device |
Also Published As
| Publication number | Publication date |
|---|---|
| JPS59544A (en) | 1984-01-05 |
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