JPH07197822A - Fuel supply device of gaseous fuel engine - Google Patents
Fuel supply device of gaseous fuel engineInfo
- Publication number
- JPH07197822A JPH07197822A JP5353001A JP35300193A JPH07197822A JP H07197822 A JPH07197822 A JP H07197822A JP 5353001 A JP5353001 A JP 5353001A JP 35300193 A JP35300193 A JP 35300193A JP H07197822 A JPH07197822 A JP H07197822A
- Authority
- JP
- Japan
- Prior art keywords
- fuel
- auxiliary
- engine
- passage
- control 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.)
- Pending
Links
Classifications
-
- 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
- F02B53/00—Internal-combustion aspects of rotary-piston or oscillating-piston engines
- F02B53/10—Fuel supply; Introducing fuel to combustion space
-
- 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
- F02B53/00—Internal-combustion aspects of rotary-piston or oscillating-piston engines
- F02B53/04—Charge admission or combustion-gas discharge
-
- 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
- F02B53/00—Internal-combustion aspects of rotary-piston or oscillating-piston engines
- F02B2053/005—Wankel engines
-
- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/10—Internal combustion engine [ICE] based vehicles
- Y02T10/12—Improving ICE efficiencies
Landscapes
- 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)
Abstract
Description
【０００１】[0001]
【産業上の利用分野】本発明は気体燃料エンジンの燃料
供給装置に関する。BACKGROUND OF THE INVENTION The present invention relates to a fuel supply system for a gas fuel engine.
【０００２】[0002]
【従来の技術】従来から、例えば特開平４−２６２０５
１号公報に記載されているようにガソリン代替燃料とし
て水素等の気体燃料を使用したロータリーエンジンであ
って、気体燃料を作動室内に直接供給するようにしたも
のが知られている。このように、水素等を作動室内に直
接供給する場合の燃料供給装置は、例えばロータリーエ
ンジンでは、ロータハウジングに燃料供給ポートを設
け、この燃料供給ポートの上流にエンジン回転に同期し
て開閉する燃料噴射弁を設け、気体燃料貯蔵タンクと燃
料噴射弁とを連通する燃料通路に通路面積を調整して燃
料流量を制御する燃料制御弁を設けるのが普通である。
この場合、燃料供給のタイミングは燃料噴射弁により決
定され、燃料供給量は燃料制御弁により制御される。2. Description of the Related Art Conventionally, for example, JP-A-4-26205
There is known a rotary engine that uses a gaseous fuel such as hydrogen as a gasoline alternative fuel as described in Japanese Patent Laid-Open No. 1-96, in which the gaseous fuel is directly supplied into the working chamber. As described above, in the fuel supply device for directly supplying hydrogen or the like into the working chamber, for example, in a rotary engine, a fuel supply port is provided in the rotor housing, and a fuel that opens and closes in synchronization with the engine rotation is provided upstream of the fuel supply port. It is usual that an injection valve is provided and a fuel control valve that controls the fuel flow rate by adjusting the passage area is provided in the fuel passage that connects the gaseous fuel storage tank and the fuel injection valve.
In this case, the fuel supply timing is determined by the fuel injection valve, and the fuel supply amount is controlled by the fuel control valve.
【０００３】[0003]
【発明が解決しようとする課題】気体燃料エンジンの燃
料供給装置を上記のように構成した場合に、例えば水素
エンジンでは要求燃料流量が大きいために燃料制御弁が
大きくなり、したがって、燃料制御弁は作動室に近接さ
せてエンジン本体側に直付けするということが困難で、
エンジン本体からかなり離れた位置に設置される場合が
多く、そのような場合には燃料制御弁下流の通路が長く
なるために応答性が悪くなり、また、制御精度も不十分
となる。そのため、加速時に燃料の追従性が十分でなく
なり、また、アイドル軽負荷時の微少な制御の精度が十
分でなくなるといった問題が生じていた。そこで、上記
燃料制御弁を迂回して作動室内に気体燃料を供給するよ
う補助燃料通路を設け、この補助燃料通路にエンジン作
動室に近接した配置で補助燃料制御弁を設けて、この補
助燃料制御弁により微少流量の制御を行うことで加速時
等の応答性を向上させ、また、低回転時の制御精度を向
上させるよう構成することが考えられる。しかしなが
ら、このような補助燃料制御弁を設ける場合に、補助燃
料供給ポートを新たに設けたのでは、例えばロータリエ
ンジンの場合に隣接する作動室へのエアの吹き抜けが増
大し、充填効率の低下を招いたり、次行程の作動室内に
燃料が漏れてノッキングが発生するといった問題が生じ
る。When the fuel supply system for a gas fuel engine is constructed as described above, for example, in a hydrogen engine, the fuel control valve becomes large because the required fuel flow rate is large, and therefore the fuel control valve is It is difficult to mount it directly on the engine body side in close proximity to the working chamber,
In many cases, it is installed at a position far away from the engine body, and in such a case, the passage downstream of the fuel control valve becomes long, resulting in poor responsiveness and insufficient control accuracy. As a result, there has been a problem that the fuel followability is not sufficient at the time of acceleration, and the precision of minute control during idle light load is not sufficient. Therefore, an auxiliary fuel passage is provided so as to bypass the fuel control valve to supply gaseous fuel into the working chamber, and an auxiliary fuel control valve is provided in the auxiliary fuel passage in a position close to the engine working chamber to control the auxiliary fuel. It is conceivable that the valve is used to control a minute flow rate to improve responsiveness during acceleration or the like, and to improve control accuracy during low rotation. However, in the case of providing such an auxiliary fuel control valve, if the auxiliary fuel supply port is newly provided, for example, in the case of a rotary engine, air blow-through to the adjoining working chamber is increased and the filling efficiency is reduced. There is a problem that the fuel may leak or the fuel may leak into the working chamber in the next stroke to cause knocking.
【０００４】本発明はこのような問題点を解消するため
のものであって、補助燃料供給ポートのようなエアの吹
き抜けを増大させる手段を用いることなく燃料制御の応
答性および制御精度を向上させることのできる気体燃料
エンジンの燃料供給装置を提供することを目的とする。The present invention is intended to solve such a problem, and improves the responsiveness and control accuracy of fuel control without using a means such as an auxiliary fuel supply port for increasing blow-through of air. An object of the present invention is to provide a fuel supply device for a gas fuel engine capable of performing the above.
【０００５】[0005]
【課題を解決するための手段】本発明に係る気体燃料エ
ンジンの燃料供給装置は、気体燃料貯溜部とエンジン作
動室とを連通する燃料通路に燃料流量を制御する燃料制
御弁を備え該燃料制御弁により流量制御した気体燃料を
燃料噴射弁により所定タイミングでエンジンに供給する
水素エンジン等気体燃料エンジンの燃料供給装置であっ
て、気体燃料貯溜部とエンジン作動室とを燃料制御弁を
迂回して連通するよう作動室側連通部を燃料通路若しく
はエンジン作動室に開口する他の通路に接続した補助燃
料通路を形成し、該補助燃料通路に前記燃料制御弁より
もエンジン作動室に近接させた配置で補助燃料制御弁を
設けたことを特徴とする。A fuel supply system for a gas fuel engine according to the present invention comprises a fuel control valve for controlling a fuel flow rate in a fuel passage communicating between a gas fuel reservoir and an engine working chamber. A fuel supply device for a gaseous fuel engine, such as a hydrogen engine, which supplies a gaseous fuel whose flow rate is controlled by a valve to the engine at a predetermined timing by bypassing the fuel control valve between the gaseous fuel reservoir and the engine working chamber. An auxiliary fuel passage is formed in which a communication portion on the working chamber side is connected to a fuel passage or another passage opening to the engine working chamber so as to communicate with each other, and the auxiliary fuel passage is arranged closer to the engine working chamber than the fuel control valve. Is characterized in that an auxiliary fuel control valve is provided.
【０００６】前記補助燃料通路は、作動室側連通部を燃
料噴射弁の上流で前記燃料通路に接続したものとするこ
とができる。The auxiliary fuel passage may have a working chamber side communication portion connected to the fuel passage upstream of the fuel injection valve.
【０００７】また、前記補助燃料通路は、作動室側連通
部を燃料噴射弁の下流で前記燃料通路に接続したものと
することもできる。Further, the auxiliary fuel passage may be such that the working chamber side communicating portion is connected to the fuel passage downstream of the fuel injection valve.
【０００８】また、前記補助燃料通路は、作動室側連通
部を高吸気量領域で使用する補助吸気ポートに接続した
ものとすることもできる。Further, the auxiliary fuel passage may be configured such that the working chamber side communication portion is connected to an auxiliary intake port used in a high intake amount region.
【０００９】前記補助燃料制御弁は、加速時に作動させ
るものとすることができる。The auxiliary fuel control valve may be operated during acceleration.
【００１０】また、特に、補助燃料通路が高吸気量領域
で使用する補助吸気ポートに接続されたものである場合
には、前記補助燃料制御弁は低回転時に作動させるもの
とするのがよい。Further, particularly when the auxiliary fuel passage is connected to an auxiliary intake port used in a high intake amount region, it is preferable that the auxiliary fuel control valve be operated at a low rotation speed.
【００１１】[0011]
【作用】本発明によれば、気体燃料貯溜部から供給され
る水素等の気体燃料は燃料制御弁によって流量制御さ
れ、燃料噴射弁により所定タイミングでエンジン作動室
内に供給される。また、それとは別に、気体燃料貯溜部
の気体燃料は補助燃料通路に流れ、加速時等に補助燃料
制御弁により前記燃料通路若しくは他の通路を介してエ
ンジン作動室に供給される。この場合、補助燃料制御弁
は比較的少量の燃料を制御するものであって、コンパク
トに形成できるため、レイアウトの自由度が大きく、エ
ンジン作動室に十分近接した配置とできる。したがっ
て、主通路側から供給する燃料に加えて要求燃料供給量
の一部をこの補助燃料制御弁から供給することにより、
応答性の良い、また精度の高い燃料制御が行える。ま
た、加速時等にこの補助燃料制御弁により供給される気
体燃料は既設の通路を介してエンジン作動室に供給され
るものであって、専用のポートが設けられるわけではな
い。そのため、作動室間のエアの吹き抜けを増大させる
ことがない。According to the present invention, the flow rate of the gaseous fuel such as hydrogen supplied from the gaseous fuel reservoir is controlled by the fuel control valve and is supplied into the engine operating chamber by the fuel injection valve at a predetermined timing. Separately from that, the gaseous fuel in the gaseous fuel reservoir flows into the auxiliary fuel passage and is supplied to the engine operating chamber through the fuel passage or another passage by the auxiliary fuel control valve during acceleration or the like. In this case, since the auxiliary fuel control valve controls a relatively small amount of fuel and can be formed compactly, it has a large degree of freedom in layout and can be arranged sufficiently close to the engine operating chamber. Therefore, by supplying a part of the required fuel supply amount from this auxiliary fuel control valve in addition to the fuel supplied from the main passage side,
Highly responsive and highly accurate fuel control can be performed. Further, the gaseous fuel supplied by the auxiliary fuel control valve at the time of acceleration or the like is supplied to the engine operating chamber through the existing passage, and a dedicated port is not provided. Therefore, the blow-through of air between the working chambers is not increased.
【００１２】また、前記補助燃料通路が燃料噴射弁の上
流で主通路側に接続されたものである場合には、この燃
料噴射弁の上流というのはエンジン作動室の圧力変動の
影響を受けないため、補助燃料制御弁による燃料流量の
制御は安定性に優れたものとなり、微少量の制御が可能
で、急加速時等の燃料補正が容易となる。When the auxiliary fuel passage is connected to the main passage side upstream of the fuel injection valve, the upstream side of the fuel injection valve is not affected by the pressure fluctuation in the engine working chamber. Therefore, the control of the fuel flow rate by the auxiliary fuel control valve is excellent in stability, a small amount of control is possible, and the fuel correction at the time of sudden acceleration becomes easy.
【００１３】また、前記補助燃料通路が燃料噴射弁の下
流で主通路側に接続されたものである場合には、燃料噴
射弁の開弁タイミングに関係なく追加的に補助燃料を供
給することができ、よって、加速増量等を行う場合のタ
イミングの自由度が大きくなり、より応答性の高い制御
を実現できる。また、主通路側からの気体燃料の供給は
バックファイアを防止しまた充填効率の低下を防止する
ために吸気ポートが閉じた後で行うのが普通であるが、
部分負荷時にはむしろ吸気ポートが開いてエアが流入し
ている時に気体燃料を導入することによってミキシング
を促進し、空気過剰率の大きいリーン状態で運転できる
ようにすることがＮＯｘ低減のために有利であり、燃費
改善のためにも有利である。補助燃料を燃料噴射弁のタ
イミングに関係なく設定することによってこれが可能と
なる。When the auxiliary fuel passage is connected downstream of the fuel injection valve to the main passage side, the auxiliary fuel can be additionally supplied regardless of the opening timing of the fuel injection valve. As a result, the degree of freedom in timing when increasing the amount of acceleration is increased, and control with higher responsiveness can be realized. Further, the supply of the gaseous fuel from the main passage side is usually performed after the intake port is closed in order to prevent backfire and prevent a decrease in filling efficiency.
At the time of partial load, it is advantageous for NOx reduction to promote the mixing by introducing the gaseous fuel when the intake port is open and the air is flowing, so that the engine can be operated in a lean state with a large excess air ratio. It is also advantageous for improving fuel efficiency. This is possible by setting the auxiliary fuel independently of the fuel injector timing.
【００１４】また、前記補助燃料通路が高吸気量領域で
使用する既存の補助吸気ポートに接続されたものである
場合には、吸気行程初期の筒内圧が低い段階から燃料を
供給することができ、そのため燃料圧力の設定を低くす
ることができ、配管設計の簡素化が可能となる。また、
この場合も、前記補助吸気ポートは低回転時には使用し
ないものであるので、低吸気量領域等においてミキシン
グ改善の効果が得られる。Further, when the auxiliary fuel passage is connected to an existing auxiliary intake port used in a high intake amount region, fuel can be supplied from the stage where the cylinder pressure is low at the beginning of the intake stroke. Therefore, the fuel pressure can be set low, and the piping design can be simplified. Also,
Also in this case, since the auxiliary intake port is not used at the time of low rotation, the effect of improving mixing can be obtained in the low intake amount region and the like.
【００１５】[0015]
【実施例】以下、本発明の実施例を図面に基づいて説明
する。Embodiments of the present invention will be described below with reference to the drawings.
【００１６】図１は本発明の一実施例のエンジンの燃料
供給系の基本構成を示すシステム図である。図におい
て、１は水素を燃料とするロータリーエンジンであっ
て、ペリトロコイド曲線を内周面とするロータハウジン
グ２内に三葉の内包絡面を有するロータ３が配置され、
ロータハウジング２の内周面とロータ３の外周面とロー
タハウジング２の両側面に配置されたサイドハウジング
（図示せず）とによって三つの作動室４が形成され、ロ
ータ３の回転に伴いこれら作動室４が位相差をもって容
積変化して吸気，圧縮，膨張，排気の各行程を行い、エ
キセントリックシャフト５からその出力を取り出すよう
構成され、下死点側短軸部を挟んで吸気行程側作動室に
吸気ポート６が、排気行程側作動室に排気ポート７がそ
れぞれ設けられ、また、吸気行程側作動室には吸気ポー
ト６のリーディング側に隣接する位置に独立して水素供
給ポート８が設けられている。そして、吸気ポート６に
はエアクリーナ９に連通する吸気通路１０が接続され、
該吸気通路１０には、吸入空気量を調整する電気駆動式
のスロットル弁１１が設けられ、また、スロットル弁１
１の上流に吸入空気量を検出するエアフローセンサー１
２が設けられている。また、排気ポート７には排気通路
１３が接続され、その排気通路１３に触媒コンバータ１
４が設けられ、また、触媒コンバータ１４の入口側に排
気ガス中の酸素濃度によってエンジンの空燃比を検出す
るＯ2センサー１５が設けられている。FIG. 1 is a system diagram showing a basic structure of a fuel supply system of an engine according to an embodiment of the present invention. In the figure, reference numeral 1 is a rotary engine using hydrogen as a fuel, and a rotor 3 having a trilobal inner envelope surface is arranged in a rotor housing 2 having a peritrochoid curve as an inner peripheral surface.
The inner peripheral surface of the rotor housing 2, the outer peripheral surface of the rotor 3, and the side housings (not shown) arranged on both side surfaces of the rotor housing 2 form three working chambers 4, and the three working chambers 4 are operated as the rotor 3 rotates. The chamber 4 is configured to change its volume with a phase difference to perform intake, compression, expansion, and exhaust strokes and to take out its output from the eccentric shaft 5. The intake stroke side working chamber across the bottom dead center side short shaft portion. Is provided with an intake port 6, an exhaust port side working chamber is provided with an exhaust port 7, and an intake port side working chamber is provided with a hydrogen supply port 8 independently at a position adjacent to the leading side of the intake port 6. ing. An intake passage 10 communicating with the air cleaner 9 is connected to the intake port 6,
The intake passage 10 is provided with an electrically driven throttle valve 11 for adjusting the amount of intake air.
1, an air flow sensor 1 that detects the amount of intake air upstream
Two are provided. An exhaust passage 13 is connected to the exhaust port 7, and the catalytic converter 1 is connected to the exhaust passage 13.
4 is provided, and an O 2 sensor 15 that detects the air-fuel ratio of the engine based on the oxygen concentration in the exhaust gas is provided on the inlet side of the catalytic converter 14.
【００１７】水素供給ポート８には、複数のＭＨタンク
１６1〜１６nからなる水素貯溜部１６から水素を導く水
素供給通路１７が接続され、この水素供給通路１７と水
素供給ポート８との接続部にはエンジン回転に同期して
水素を噴射するよう構成された水素噴射弁１８が設置さ
れている。また、上記水素供給通路１７には該通路１７
の通路面積を調整し気体燃料供給量を制御する電気式の
水素制御弁１９が設けられ、水素制御弁１９と水素貯蔵
部１６の間にはエンジン作動時に開きエンジン停止時に
閉じる第１遮断弁２０が、水素制御弁１９と水素噴射弁
１８の間にはエンジン停止時に閉じる第２遮断弁２１が
それぞれ設けられている。また、水素供給通路１７に
は、水素貯蔵部１６と第１遮断弁２０の間に第１の圧力
センサー２２が設けられ、水素制御弁１９と第２遮断弁
２２の間に第２の圧力センサー２３が設けられている。The hydrogen supply port 8 is connected to a hydrogen supply passage 17 for guiding hydrogen from the hydrogen storage portion 16 composed of a plurality of MH tanks 16 1 to 16 n . The hydrogen supply passage 17 and the hydrogen supply port 8 are connected to each other. A hydrogen injection valve 18 configured to inject hydrogen in synchronization with engine rotation is installed in the section. In addition, the hydrogen supply passage 17 has the passage 17
An electric hydrogen control valve 19 for adjusting a passage area of the fuel cell and controlling a gas fuel supply amount is provided, and a first cutoff valve 20 is provided between the hydrogen control valve 19 and the hydrogen storage section 16 and is closed when the engine is stopped. However, a second shutoff valve 21 that is closed when the engine is stopped is provided between the hydrogen control valve 19 and the hydrogen injection valve 18. In the hydrogen supply passage 17, a first pressure sensor 22 is provided between the hydrogen storage unit 16 and the first shutoff valve 20, and a second pressure sensor 22 is provided between the hydrogen control valve 19 and the second shutoff valve 22. 23 are provided.
【００１８】上記水素貯溜部１６は複数のＭＨタンク１
６1〜１６nを並列に配置したものであって、各ＭＨタン
ク１６1〜１６nは、それぞれ水素吸蔵合金（例えば、Ｔ
ｉＦｅ，ＬａＮｉ，ＴｉＭｎ15，ＭｍＮｉＣｒ，ＭｍＮ
ｉ5）を内蔵し、それぞれ一定温度以上で水素を放出し
所定の水素吐出圧力が得られるものとされている。The hydrogen storage section 16 is composed of a plurality of MH tanks 1.
6 1 to 16 n are arranged in parallel, and each MH tank 16 1 to 16 n has a hydrogen storage alloy (for example, T
iFe, LaNi, TiMn 15 , MmNiCr, MmN
i 5 ) are built in, and hydrogen is released at a certain temperature or higher to obtain a predetermined hydrogen discharge pressure.
【００１９】各ＭＨタンク１６1〜１６nには熱媒体とし
てエンジン冷却水が循環される。すなわち、エンジン冷
却系に接続された熱媒通路２４が設けられ、該熱媒通路
２４が各ＭＨタンク１６1〜１６nを循環するよう熱媒経
路が構成されている。そして、熱媒通路２４のエンジン
冷却系からの取り出し位置に近い上流部にはエンジン冷
却水を循環させる熱媒ポンプ２５が設置されている。ま
た、エンジン冷却系を迂回してＭＨタンク１６1〜１６n
に熱媒を循環させるよう熱媒通路２４の上流部と下流部
を連通するバイパス通路２６が設けられ、該バイパス通
路２６と熱媒通路２４上流部との接続位置にはエンジン
冷却系からの熱媒とエンジン冷却系を迂回する熱媒との
混合割合を調整して熱媒温度を所定値（例えば４０゜
Ｃ）に保つサーモバルブ２７が設けられている。Engine cooling water is circulated as a heat medium in each of the MH tanks 16 1 to 16 n . That is, the heat medium passage 24 connected to the engine cooling system is provided, and the heat medium passage 24 is configured so as to circulate through the MH tanks 16 1 to 16 n . A heat medium pump 25 that circulates the engine cooling water is installed in the upstream portion of the heat medium passage 24 near the extraction position from the engine cooling system. In addition, bypassing the engine cooling system, the MH tanks 16 1 to 16 n
A bypass passage 26 that communicates the upstream portion and the downstream portion of the heat medium passage 24 is provided so as to circulate the heat medium, and heat from the engine cooling system is provided at a connection position between the bypass passage 26 and the upstream portion of the heat medium passage 24. A thermo valve 27 is provided to maintain the heat medium temperature at a predetermined value (for example, 40 ° C.) by adjusting the mixing ratio of the medium and the heat medium that bypasses the engine cooling system.
【００２０】図において、２８はエンジンコントロール
ユニットである。このエンジンコントロールユニット２
８には、図示しない回転センサーからエンジン回転信号
が制御情報として入力され、エアフローセンサー１２か
ら吸入空気量信号信号が入力され、Ｏ2センサー１５か
ら空燃比信号が入力され、第１および第２の圧力センサ
ーからガス圧信号がそれぞれ入力され、また、そのほ
か、スタータスイッチ信号，イグニッションスイッチ信
号，アクセルセンサー２９からのアクセル開度信号等が
入力される。そして、これら情報に基づいてスロットル
弁１１の制御が行われ、水素制御弁１９の制御が行わ
れ、第１遮断弁２０および第２遮断弁２１の制御が行わ
れ、また、熱媒ポンプ２５の制御が行われる。In the figure, 28 is an engine control unit. This engine control unit 2
8, an engine rotation signal is input as control information from a rotation sensor (not shown), an intake air amount signal signal is input from an air flow sensor 12, an air-fuel ratio signal is input from an O 2 sensor 15, and the first and second Gas pressure signals are input from the pressure sensor, and in addition, a starter switch signal, an ignition switch signal, an accelerator opening signal from the accelerator sensor 29, and the like are input. Then, the throttle valve 11 is controlled based on these information, the hydrogen control valve 19 is controlled, the first shutoff valve 20 and the second shutoff valve 21 are controlled, and the heat medium pump 25 is controlled. Control is performed.
【００２１】エンジン運転時には第１遮断弁２０および
第２遮断弁２１が開かれ、ＭＨタンク１６1〜１６nから
出た水素は水素制御弁１９により通路面積が制御される
水素供給通路１７を介して供給され、水素噴射弁１８に
よりエンジン回転に同期して水素供給ポート８に噴射さ
れ、上記タイミングでエンジン１の作動室４に供給され
る。また、空気はエアクリーナ９を経て吸気通路１０に
導入され、エンジンコントロールユニット２８からの開
度信号に応じて開閉する電気式のスロットル弁１１を介
して吸気ポート６に導かれ、所定のタイミングで作動室
４に供給される。水素制御弁１９の制御では、アクセル
開度，エンジン回転数，第１遮断弁２０の上流の圧力を
検出する上記第１の圧力センサー２２の検出値等に応じ
てステップモータ３７が制御され、それにより開弁量が
制御される。When the engine is operating, the first shutoff valve 20 and the second shutoff valve 21 are opened, and the hydrogen discharged from the MH tanks 16 1 to 16 n is passed through the hydrogen supply passage 17 whose passage area is controlled by the hydrogen control valve 19. The hydrogen is injected into the hydrogen supply port 8 by the hydrogen injection valve 18 in synchronism with the engine rotation, and is supplied to the working chamber 4 of the engine 1 at the above timing. Further, the air is introduced into the intake passage 10 through the air cleaner 9, and is guided to the intake port 6 through an electric throttle valve 11 that opens and closes according to an opening signal from the engine control unit 28, and operates at a predetermined timing. It is supplied to the chamber 4. In the control of the hydrogen control valve 19, the step motor 37 is controlled in accordance with the accelerator opening, the engine speed, the detection value of the first pressure sensor 22 that detects the pressure upstream of the first shutoff valve 20, and the like. The valve opening amount is controlled by.
【００２２】また、エンジン停止時には、イグニッショ
ンスイッチＯＦＦの信号を受けて第１遮断弁２０および
第２遮断弁２１が閉じられ、水素制御弁１９も閉じられ
る。When the engine is stopped, the first shutoff valve 20 and the second shutoff valve 21 are closed in response to the ignition switch OFF signal, and the hydrogen control valve 19 is also closed.
【００２３】図２は、この実施例の要部を示す部分構造
図である。この実施例では、水素貯溜部１６と吸気行程
の作動室４とを上記水素制御弁１９を迂回して連通する
よう補助通路５１が設けられ、その補助通路５１に補助
制御弁５２が配置されている。また、この実施例では、
補助通路５１は、補助制御弁５２の出口側（作動室側連
通部）が図に実線Ａで示すように燃料噴射弁１８の上流
側に接続されている。FIG. 2 is a partial structural view showing the main part of this embodiment. In this embodiment, an auxiliary passage 51 is provided so as to connect the hydrogen storage portion 16 and the working chamber 4 in the intake stroke to bypass the hydrogen control valve 19, and the auxiliary control valve 52 is arranged in the auxiliary passage 51. There is. Also, in this example,
The auxiliary passage 51 is connected to the outlet side (working chamber side communication portion) of the auxiliary control valve 52 to the upstream side of the fuel injection valve 18 as shown by a solid line A in the figure.
【００２４】水素噴射弁１８は、ポペット弁３１により
構成され、エキセントリックシャフト５により同期駆動
される噴射弁駆動用カムシャフト３２のカム３３により
開閉駆動されて、水素供給通路１７側に連通する上流側
通路３４と水素供給ポート８に連通する下流側通路３５
を所定のタイミングで連通するよう構成されたものであ
る。また、補助制御弁５２は電磁ソレノイド弁により構
成されたものであって、エンジンコントロールユニット
２８により開弁量が制御され加速時の増量燃料を供給す
る。補助通路５の作動室側連通部はこの水素噴射弁１８
の上流側通路３４に接続されている。The hydrogen injection valve 18 is constituted by a poppet valve 31 and is opened / closed by a cam 33 of an injection valve driving cam shaft 32 which is synchronously driven by the eccentric shaft 5 so as to communicate with the hydrogen supply passage 17 upstream side. Downstream passage 35 communicating with passage 34 and hydrogen supply port 8
Are configured to communicate with each other at a predetermined timing. The auxiliary control valve 52 is composed of an electromagnetic solenoid valve, and the valve opening amount is controlled by the engine control unit 28 to supply the increased fuel amount during acceleration. The working chamber side communication portion of the auxiliary passage 5 is provided with the hydrogen injection valve 18
Is connected to the upstream passage 34.
【００２５】この実施例において、水素貯溜部１６から
供給される水素は、水素制御弁１９によって流量制御さ
れ水素噴射弁１８により所定タイミングでエンジン作動
室４内に供給されるとともに、加速時等においては補助
制御弁５２により制御されて燃料噴射弁１８の上流に供
給される。In this embodiment, the flow rate of hydrogen supplied from the hydrogen storage section 16 is controlled by the hydrogen control valve 19 to be supplied into the engine operating chamber 4 at a predetermined timing by the hydrogen injection valve 18, and at the time of acceleration or the like. Is controlled by the auxiliary control valve 52 and is supplied upstream of the fuel injection valve 18.
【００２６】補助制御弁５２は水素制御弁１９に比べて
コンパクトなもので、制御性を高めるよう作動室４に十
分近接して配置される。The auxiliary control valve 52 is more compact than the hydrogen control valve 19 and is arranged sufficiently close to the working chamber 4 to enhance controllability.
【００２７】また、本発明の他の実施例として、補助制
御弁５２の出口側を図に一点鎖線Ｂで示すように燃料噴
射弁１８の下流側通路３５に接続することもできる。こ
の場合には、加速時等において燃料噴射弁の開弁タイミ
ングに関係なく燃料増量を行うことができ、また、部分
負荷時に吸気ポートから流入するエアとのミキシングを
促進してリーン限界を上げＮＯｘ低減および燃費改善を
図るようにできる。As another embodiment of the present invention, the outlet side of the auxiliary control valve 52 may be connected to the downstream passage 35 of the fuel injection valve 18 as shown by the chain line B in the figure. In this case, the fuel amount can be increased irrespective of the opening timing of the fuel injection valve during acceleration, etc., and the lean limit can be raised by increasing the lean limit by promoting mixing with the air flowing from the intake port during partial load. It is possible to reduce and improve fuel efficiency.
【００２８】また、本発明の更に他の実施例として、補
助制御弁５２の出口側を図に一点鎖線Ｃで示すように高
吸気量領域用の補助吸気ポート６Ａに接続することもで
きる。この場合には、筒内圧が低い段階で補助燃料を供
給することができるため燃料圧力の設定を低くすること
ができ、配管設計の簡素化が可能となる。また、補助吸
気ポート６Ａからエアが流入しない常用域において補助
通路５１から水素を供給することで、吸気ポート６から
のエアとのミキシングを改善することができる。Further, as still another embodiment of the present invention, the outlet side of the auxiliary control valve 52 can be connected to the auxiliary intake port 6A for the high intake amount region as shown by the chain line C in the figure. In this case, since the auxiliary fuel can be supplied when the cylinder pressure is low, the fuel pressure can be set low, and the piping design can be simplified. Further, by supplying hydrogen from the auxiliary passage 51 in the normal region where air does not flow from the auxiliary intake port 6A, mixing with the air from the intake port 6 can be improved.
【００２９】なお、以上の実施例では水素を燃料とする
ロータリーエンジンに適用したものを説明したが、本発
明はその他の水素エンジンにも適用できる。Although the above embodiments have been described as being applied to a rotary engine using hydrogen as a fuel, the present invention can also be applied to other hydrogen engines.
【００３０】また、本発明は、水素以外の気体燃料を使
用するエンジンにも適用できるものである。The present invention can also be applied to an engine using a gaseous fuel other than hydrogen.
【００３１】[0031]
【発明の効果】本発明は以上のように構成されているの
で、気体燃料エンジンにおいて補助制御弁をコンパクト
にしてエンジン本体に近付けることにより燃料の応答性
および制御精度を高めることができ、また、既存の通路
あるいはポートを利用して補助燃料を供給することでエ
アの吹き抜け増大を防止することができる。EFFECTS OF THE INVENTION Since the present invention is configured as described above, the responsiveness and control accuracy of fuel can be enhanced by making the auxiliary control valve compact and approaching the engine body in the gas fuel engine. By supplying the auxiliary fuel using the existing passage or port, it is possible to prevent the blow-through of air from increasing.
【００３２】また、補助燃料通路を燃料噴射弁の上流に
接続することにより、筒内圧の変動の影響を受けない精
度の高い燃料制御を行うことが可能となる。Further, by connecting the auxiliary fuel passage upstream of the fuel injection valve, it becomes possible to perform highly accurate fuel control which is not affected by the fluctuation of the in-cylinder pressure.
【００３３】また、補助燃料通路を燃料噴射弁の下流に
接続することにより、補助燃料の供給タイミングを任意
に設定して応答性を一層向上させ、また、ミキシングを
改善してエミッションおよび燃費を改善することができ
る。Further, by connecting the auxiliary fuel passage downstream of the fuel injection valve, the auxiliary fuel supply timing can be set arbitrarily to further improve responsiveness, and mixing can be improved to improve emission and fuel consumption. can do.
【００３４】また、補助燃料通路を既存の補助吸気ポー
トに接続して筒内圧の低い段階での気体燃料の供給を可
能とし燃料配管の簡素化を図るようにできる。Further, the auxiliary fuel passage can be connected to the existing auxiliary intake port to supply the gaseous fuel at a stage where the cylinder pressure is low, and the fuel pipe can be simplified.
【図１】本発明の実施例のエンジンの燃料供給系の基本
構成を示すシステム図FIG. 1 is a system diagram showing a basic configuration of a fuel supply system of an engine according to an embodiment of the present invention.
【図２】本発明の実施例の要部を示す部分構造図FIG. 2 is a partial structural view showing a main part of an embodiment of the present invention.
１ ロータリーエンジン ６ 吸気ポート ６Ａ 補助吸気ポート ８ 水素供給ポート １６ 水素貯蔵部 １７ 水素供給通路 １８ 水素噴射弁 １９ 水素制御弁 ５１ 補助通路 ５２ 補助制御弁 1 Rotary Engine 6 Intake Port 6A Auxiliary Intake Port 8 Hydrogen Supply Port 16 Hydrogen Storage Portion 17 Hydrogen Supply Passage 18 Hydrogen Injection Valve 19 Hydrogen Control Valve 51 Auxiliary Passage 52 Auxiliary Control Valve
───────────────────────────────────────────────────── フロントページの続き (51)Int.Cl.6 識別記号 庁内整理番号 ＦＩ 技術表示箇所 Ｆ０２Ｍ 21/02 Ｇ Ｓ (72)発明者 笠井 貴司 広島県安芸郡府中町新地３番１号 株式会 社マツダエンジニアリング内─────────────────────────────────────────────────── ─── Continuation of the front page (51) Int.Cl. 6 Identification code Internal reference number FI Technical indication location F02M 21/02 GS (72) Inventor Takashi Kasai Shinchi Fuchu-cho, Aki-gun, Hiroshima Prefecture 3-1 Stock Within Mazda Engineering
Claims (7)
通する燃料通路に燃料流量を制御する燃料制御弁を備え
該燃料制御弁により流量制御した気体燃料を燃料噴射弁
により所定タイミングでエンジンに供給する気体燃料エ
ンジンの燃料供給装置であって、前記気体燃料貯溜部と
前記エンジン作動室とを前記燃料制御弁を迂回して連通
するよう作動室側連通部を前記燃料通路若しくは前記エ
ンジン作動室に開口する他の通路に接続した補助燃料通
路を形成し、該補助燃料通路に前記燃料制御弁よりもエ
ンジン作動室に近接させた配置で補助燃料制御弁を設け
たことを特徴とする気体燃料エンジンの燃料供給装置。1. A fuel control valve for controlling a fuel flow rate is provided in a fuel passage communicating between a gaseous fuel storage section and an engine working chamber, and gaseous fuel whose flow rate is controlled by the fuel control valve is fed to an engine at a predetermined timing by a fuel injection valve. A fuel supply device for a gas fuel engine for supplying, wherein the gas chamber is connected to the fuel passage or the engine operating chamber so that the gas fuel reservoir and the engine operating chamber communicate with each other by bypassing the fuel control valve. A fuel gas characterized in that an auxiliary fuel passage connected to another passage opening to the engine is formed, and the auxiliary fuel control valve is provided in the auxiliary fuel passage in a position closer to the engine working chamber than the fuel control valve. Engine fuel supply system.
前記燃料噴射弁の上流で前記燃料通路に接続したもので
ある請求項１記載の気体燃料エンジンの燃料供給装置。2. The fuel supply device for a gas fuel engine according to claim 1, wherein the auxiliary fuel passage has a working chamber side communication portion connected to the fuel passage upstream of the fuel injection valve.
前記燃料噴射弁の下流で前記燃料通路に接続したもので
ある請求項１記載の気体燃料エンジンの燃料供給装置。3. The fuel supply device for a gas fuel engine according to claim 1, wherein the auxiliary fuel passage has a working chamber side communication portion connected to the fuel passage downstream of the fuel injection valve.
高吸気量領域で使用する補助吸気ポートに接続したもの
である請求項１記載の気体燃料エンジンの燃料供給装
置。4. The fuel supply device for a gas fuel engine according to claim 1, wherein the auxiliary fuel passage has the communication portion on the working chamber side connected to an auxiliary intake port used in a high intake amount region.
るものとした請求項１記載の気体燃料エンジンの燃料供
給装置。5. The fuel supply system for a gas fuel engine according to claim 1, wherein the auxiliary fuel control valve is operated during acceleration.
せるものとした請求項４記載の気体燃料エンジンの燃料
供給装置。6. The fuel supply device for a gas fuel engine according to claim 4, wherein the auxiliary fuel control valve is operated at a low rotation speed.
の気体燃料エンジンの燃料供給装置。7. The fuel supply system for a gas fuel engine according to claim 1, wherein the gas fuel is hydrogen.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP5353001A JPH07197822A (en) | 1993-12-29 | 1993-12-29 | Fuel supply device of gaseous fuel engine |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP5353001A JPH07197822A (en) | 1993-12-29 | 1993-12-29 | Fuel supply device of gaseous fuel engine |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| JPH07197822A true JPH07197822A (en) | 1995-08-01 |
Family
ID=18427897
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP5353001A Pending JPH07197822A (en) | 1993-12-29 | 1993-12-29 | Fuel supply device of gaseous fuel engine |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JPH07197822A (en) |
Cited By (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN102322337A (en) * | 2011-08-02 | 2012-01-18 | 华北水利水电学院 | Tempering prevention and abnormal combustion restraining method of hydrogen fuel combustion engine |
| JP2014185593A (en) * | 2013-03-25 | 2014-10-02 | Mazda Motor Corp | Fuel injection device of hydrogen rotary engine |
| JP2017166385A (en) * | 2016-03-15 | 2017-09-21 | マツダ株式会社 | Control device for gaseous fuel engine |
-
1993
- 1993-12-29 JP JP5353001A patent/JPH07197822A/en active Pending
Cited By (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN102322337A (en) * | 2011-08-02 | 2012-01-18 | 华北水利水电学院 | Tempering prevention and abnormal combustion restraining method of hydrogen fuel combustion engine |
| JP2014185593A (en) * | 2013-03-25 | 2014-10-02 | Mazda Motor Corp | Fuel injection device of hydrogen rotary engine |
| JP2017166385A (en) * | 2016-03-15 | 2017-09-21 | マツダ株式会社 | Control device for gaseous fuel engine |
Similar Documents
| Publication | Publication Date | Title |
|---|---|---|
| US6634333B2 (en) | Direct injection type internal combustion engine | |
| US4303053A (en) | Split mode internal combustion engine with improved NOx reduction means | |
| US6609499B2 (en) | Gaseous-fuel injection system and method | |
| US7028652B2 (en) | Device for controlling an internal combustion engine with a variable valve timing system | |
| JPH11182295A (en) | Control device for cylinder fuel injection type engine | |
| JP2001263173A (en) | Four cycle engine | |
| US5133309A (en) | Multi-poppet valve type two cycle engine | |
| JPH07197822A (en) | Fuel supply device of gaseous fuel engine | |
| JPH10246162A (en) | Fuel supply device for cylinder fuel injection engine | |
| JP2923123B2 (en) | Spark ignition gas internal combustion engine | |
| US5385133A (en) | Fuel injection system for internal combustion engine | |
| JP3074228B2 (en) | Gas fuel engine with supercharger | |
| JPS5990720A (en) | Intake device for engine | |
| JPH10252486A (en) | Intake/exhaust device for internal combustion engine | |
| JPH0610772A (en) | Hydrogen engine | |
| JPH06200805A (en) | Air-fuel ratio control device of hydrogen engine | |
| JP2575784B2 (en) | Auxiliary air supply for rotary piston engine | |
| JPH0615857B2 (en) | Exhaust gas recirculation control device for engine | |
| JP2535917B2 (en) | Air-fuel ratio control method for internal combustion engine | |
| JPH1182181A (en) | Exhaust control device for internal combustion engine | |
| JPS6128047Y2 (en) | ||
| JP3430549B2 (en) | Engine intake system | |
| JPH0633803A (en) | Fuel supply device of engine | |
| JPH055432A (en) | Intake and exhaust structure for engine | |
| JPH0771321A (en) | Fuel feed controller of gas engine |