JPH08105338A - Control mechanism of auxiliary chamber type gas engine - Google Patents
Control mechanism of auxiliary chamber type gas engineInfo
- Publication number
- JPH08105338A JPH08105338A JP6241212A JP24121294A JPH08105338A JP H08105338 A JPH08105338 A JP H08105338A JP 6241212 A JP6241212 A JP 6241212A JP 24121294 A JP24121294 A JP 24121294A JP H08105338 A JPH08105338 A JP H08105338A
- Authority
- JP
- Japan
- Prior art keywords
- gas
- air
- fuel ratio
- methane
- chamber type
- 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.)
- Granted
Links
- VNWKTOKETHGBQD-UHFFFAOYSA-N methane Chemical compound C VNWKTOKETHGBQD-UHFFFAOYSA-N 0.000 claims abstract description 188
- 239000000446 fuel Substances 0.000 claims abstract description 89
- 230000029087 digestion Effects 0.000 claims abstract description 26
- 238000000855 fermentation Methods 0.000 claims abstract description 19
- 230000004151 fermentation Effects 0.000 claims abstract description 19
- 239000000126 substance Substances 0.000 claims abstract description 10
- 230000001079 digestive effect Effects 0.000 claims description 24
- 239000005416 organic matter Substances 0.000 claims description 10
- CURLTUGMZLYLDI-UHFFFAOYSA-N Carbon dioxide Chemical compound O=C=O CURLTUGMZLYLDI-UHFFFAOYSA-N 0.000 abstract description 12
- 238000002485 combustion reaction Methods 0.000 abstract description 10
- 229910002092 carbon dioxide Inorganic materials 0.000 abstract description 6
- 239000001569 carbon dioxide Substances 0.000 abstract description 6
- 239000000203 mixture Substances 0.000 abstract description 6
- 239000010865 sewage Substances 0.000 abstract description 3
- 239000010802 sludge Substances 0.000 abstract description 2
- 239000007789 gas Substances 0.000 description 110
- 238000006073 displacement reaction Methods 0.000 description 12
- 238000010586 diagram Methods 0.000 description 9
- 239000000498 cooling water Substances 0.000 description 5
- 230000020169 heat generation Effects 0.000 description 5
- 238000001514 detection method Methods 0.000 description 4
- VYPSYNLAJGMNEJ-UHFFFAOYSA-N Silicium dioxide Chemical compound O=[Si]=O VYPSYNLAJGMNEJ-UHFFFAOYSA-N 0.000 description 2
- 230000007423 decrease Effects 0.000 description 2
- 239000000741 silica gel Substances 0.000 description 2
- 229910002027 silica gel Inorganic materials 0.000 description 2
- 238000006243 chemical reaction Methods 0.000 description 1
- 238000007796 conventional method Methods 0.000 description 1
- 239000002826 coolant Substances 0.000 description 1
- 230000000694 effects Effects 0.000 description 1
- 239000002737 fuel gas Substances 0.000 description 1
- 239000002574 poison Substances 0.000 description 1
- 231100000614 poison Toxicity 0.000 description 1
- 230000002195 synergetic effect Effects 0.000 description 1
Classifications
-
- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/10—Internal combustion engine [ICE] based vehicles
- Y02T10/12—Improving ICE efficiencies
-
- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/10—Internal combustion engine [ICE] based vehicles
- Y02T10/30—Use of alternative fuels, e.g. biofuels
Landscapes
- Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)
- Combined Controls Of Internal Combustion Engines (AREA)
- Electrical Control Of Ignition Timing (AREA)
- Combustion Methods Of Internal-Combustion Engines (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、汚水処理場等におい
て、有機物の醗酵により発生するメタンガス等の消化ガ
スを燃料として燃焼させる副室式ガス機関の、発熱量変
動時の発熱量均一制御機構に関する。BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a calorific value uniform control mechanism for a calorific value fluctuation of a sub-chamber type gas engine which burns digestive gas such as methane gas generated by fermentation of organic substances as fuel in a sewage treatment plant. Regarding
【０００２】[0002]
【従来の技術】従来から副室式ガス機関の制御機構にお
いて、補正用のみのバルブを設けた制御方式はあった
が、ＮＯｘ濃度の低減を図る希薄燃焼方式には構成され
ていなかった。また、通常の希薄燃焼では発熱量が低く
なった場合に、出力が低下するという不具合いがあっ
た。また希薄燃焼（リーンバーン）センサを使用する場
合には、機関を構成する部材のシリカゲルが発生する毒
を受けて耐久性が低下するという不具合いがあった。ま
た、従来のメタン濃度の検出方法は、メタンセンサに頼
っていたが、該メタンセンサは、それを構成するシリカ
ゲルの補充が必要であり、耐久性に欠けるという欠点が
あった。また、メタンガス濃度が低くなった場合に、負
荷によって希薄燃焼限界が移動することが知られていな
かった。2. Description of the Related Art Conventionally, there has been a control system in which a valve for correction is provided in a control mechanism of a sub-chamber type gas engine, but it has not been constructed in a lean burn system for reducing NOx concentration. Further, in the ordinary lean burn, there is a problem that the output is reduced when the calorific value becomes low. Further, when a lean burn sensor is used, there is a problem that durability is lowered due to the poison generated by silica gel of a member constituting the engine. Further, the conventional method for detecting the concentration of methane relies on a methane sensor, but the methane sensor has a drawback that it is required to replenish the silica gel constituting the methane sensor and thus lacks durability. Further, it has not been known that the lean combustion limit shifts depending on the load when the methane gas concentration becomes low.
【０００３】[0003]
【発明が解決しようとする課題】本発明においては、有
機物の醗酵により発生する消化ガスを燃料とする副室式
ガス機関において、発熱量が変化してもＮＯｘ濃度を上
昇させずに出力を確保可能としたものである。また、消
化ガスの成分がセンサにダメージを与え無いようにし
て、耐久性を向上させたものである。また、耐久性を向
上し、メタンガス組成の急激な変動に対しても対応可能
なガス発熱量変動検出センサを提供するのである。ま
た、発熱量が変化しても、また機関負荷が変化した場合
にも、安定した運転が出来るように構成したものであ
る。DISCLOSURE OF THE INVENTION According to the present invention, in a sub-chamber type gas engine using a digestion gas generated by fermentation of an organic substance as a fuel, the output is secured without increasing the NOx concentration even if the calorific value changes. It was possible. Further, the components of the digestive gas do not damage the sensor, and the durability is improved. Further, the present invention provides a gas calorific value variation detection sensor which has improved durability and can cope with a sudden variation in methane gas composition. Further, it is configured such that stable operation can be performed even when the heat generation amount changes or the engine load changes.
【０００４】[0004]
【課題を解決するための手段】本発明が解決しようとす
る課題は以上の如くであり、次に該課題を解決するため
の手段を説明する。請求項１においては、有機物の醗酵
により発生する消化ガスを燃料とする副室式ガス機関に
おいて、消化ガスタンク１４からの消化ガスのメタン濃
度をメタン計１２により検出し、該メタン計１２の出力
により、空燃比制御バルブ１３を制御し、空燃比λを制
御するものである。The problems to be solved by the present invention are as described above. Next, the means for solving the problems will be described. According to the first aspect, in a sub-chamber type gas engine that uses digestive gas generated by fermentation of organic matter as fuel, the methane concentration of the digestive gas from the digestive gas tank 14 is detected by the methane meter 12, and the output of the methane meter 12 is used. The air-fuel ratio control valve 13 is controlled to control the air-fuel ratio λ.
【０００５】請求項２においては、有機物の醗酵により
発生する消化ガスを燃料とする副室式ガス機関におい
て、消化ガスのメタン濃度が低い場合に、空燃比λをリ
ッチにすることにより希薄限界を避けて安定した運転を
行うものである。According to a second aspect of the present invention, in a sub-chamber gas engine that uses digestive gas generated by fermentation of organic matter as fuel, when the methane concentration of the digestive gas is low, the lean limit is set by making the air-fuel ratio λ rich. It avoids and performs stable operation.
【０００６】請求項３においては、有機物の醗酵により
発生する消化ガスを燃料とする副室式ガス機関におい
て、吸気管内圧力と機関出力と吸気管内温度を検出し、
負荷と吸気管内温度で決定される吸気管内圧力となるよ
うに空燃比を制御するものである。In a third aspect of the present invention, in a sub-chamber type gas engine that uses digestive gas generated by fermentation of organic matter as fuel, the pressure in the intake pipe, the engine output, and the temperature in the intake pipe are detected.
The air-fuel ratio is controlled so that the intake pipe internal pressure is determined by the load and the intake pipe internal temperature.
【０００７】請求項４においては、有機物の醗酵により
発生する消化ガスを燃料とする副室式ガス機関におい
て、消化ガスのガス供給ラインに容積型ガスメータと質
量流量計を直列に配置し、容積型ガスメータと質量流量
計の検出値の差により、メタン濃度を演算するものであ
る。According to a fourth aspect of the present invention, in a sub-chamber type gas engine that uses digestive gas generated by fermentation of organic matter as fuel, a positive displacement gas meter and a mass flowmeter are arranged in series in a digestion gas gas supply line, and a positive displacement type gas meter is installed. The methane concentration is calculated based on the difference between the detected values of the gas meter and the mass flow meter.
【０００８】[0008]
【作用】次に作用を説明する。請求項１によれば、有機
物の醗酵により発生する消化ガスを燃料とする副室式ガ
ス機関において、消化ガスタンク１４からの消化ガスの
メタン濃度をメタン計１２により検出し、該メタン計１
２の出力により、空燃比制御バルブ１３を制御し、空燃
比λを制御することにより、消化ガスの発熱量が変化し
ても、ＮＯｘを上昇させずに副室式ガス機関の出力を確
保することが出来るのである。また通常のリーンバーン
の場合には発熱量が低くなった場合に、出力が低下する
という欠点があったが、本発明によりこの不具合いを解
消することが出来た。Next, the operation will be described. According to claim 1, in a sub-chamber gas engine that uses digestive gas generated by fermentation of organic matter as fuel, the methane concentration of the digestive gas from the digestive gas tank 14 is detected by the methane meter 12, and the methane meter 1
By controlling the air-fuel ratio control valve 13 with the output of 2 and controlling the air-fuel ratio λ, the output of the sub-chamber gas engine is secured without increasing NOx even if the heat generation amount of the digestion gas changes. You can do it. Further, in the case of the ordinary lean burn, there is a drawback that the output is lowered when the calorific value is lowered, but the present invention can solve this problem.
【０００９】請求項２によれば、有機物の醗酵により発
生する消化ガスを燃料とする副室式ガス機関において、
消化ガスのメタン濃度が低い場合に、空燃比λをリッチ
にすることにより希薄限界を避けて安定した運転を行う
ことが出来た。According to the second aspect of the present invention, there is provided a sub-chamber type gas engine which uses as a fuel a digestive gas generated by fermentation of an organic substance,
When the methane concentration of the digested gas was low, the air-fuel ratio λ was made rich, and stable operation could be performed avoiding the lean limit.
【００１０】請求項３によれば、有機物の醗酵により発
生する消化ガスを燃料とする副室式ガス機関において、
吸気管内圧力と機関出力と吸気管内温度を検出し、負荷
と吸気管内温度で決定される吸気管内圧力となるように
空燃比を制御するので、消化ガスの発熱量が変化した場
合や、メタン濃度が変化した場合にも、空燃比制御バル
ブ１３により空燃比λを変更することにより、ＮＯｘ濃
度の低い安定した燃焼を行うことが出来る。According to a third aspect of the present invention, there is provided a sub-chamber type gas engine which uses a digestion gas generated by fermentation of an organic substance as a fuel,
The air-fuel ratio is controlled so that the intake pipe internal pressure, engine output, and intake pipe internal temperature are detected, and the intake pipe internal pressure is determined by the load and intake pipe internal temperature. Even when is changed, stable combustion with a low NOx concentration can be performed by changing the air-fuel ratio λ by the air-fuel ratio control valve 13.
【００１１】請求項４によれば、有機物の醗酵により発
生する消化ガスを燃料とする副室式ガス機関において、
消化ガスのガス供給ラインに容積型ガスメータと質量流
量計を直列に配置し、容積型ガスメータと質量流量計の
検出値の差により、メタン濃度を演算するので、メタン
濃度と発熱量の変化に対応して、空燃比λを変更する制
御を行う場合の基礎となるメタン濃度の値を正確に演算
することが出来るので、その後の副室式ガス機関の制御
機構を正確に作動させることが出来るので、安定した副
室式ガス機関の制御運転状態を得ることが出来た。According to a fourth aspect of the present invention, there is provided a sub-chamber type gas engine which uses a digestive gas produced by fermentation of an organic substance as a fuel,
A positive displacement gas meter and a mass flowmeter are placed in series on the gas supply line for digestion gas, and the methane concentration is calculated based on the difference between the detected values of the positive displacement gas meter and the mass flowmeter. Then, the value of the methane concentration, which is the basis for performing the control to change the air-fuel ratio λ, can be accurately calculated, so that the control mechanism of the subsequent subchamber type gas engine can be operated accurately. It was possible to obtain a stable controlled operation state of the sub-chamber type gas engine.
【００１２】[0012]
【実施例】次に実施例を説明する。図１はメタン計１２
の出力により、空燃比制御バルブの制御ステップ数を補
正し、発熱量変動時に発熱量を均一化する制御機構の制
御回路図、図２はメタン濃度を三段階に変更した場合の
空燃比λとＮＯｘ濃度の相関を示す図面、図３はメタン
濃度を三段階に変更した場合の空燃比λと機関出力ｆの
相関を示す図面、図４はメタン濃度を三段階に変更した
場合の空気流量Ｑと空燃比λとの相関を示す図面、図５
はメタン濃度を三段階に変更した場合の点火時期と機関
出力ｆの相関関係を示す図面、図６は点火時期（Ｃ
Ａ’）に対する熱発生率の相関関係を示す図面、図７
は、メタン濃度が低い場合に、濃度を高くすることによ
り希薄限界を避ける制御機構の回路図、図８は図７の制
御において、負荷と空燃比λとの関係を示す図面、図９
はメタン濃度と空燃比制御バルブ１３の開度の関係を示
す図面である。EXAMPLES Next, examples will be described. Figure 1 shows a methane meter 12
Control circuit diagram of the control mechanism that corrects the number of control steps of the air-fuel ratio control valve by the output of, and makes the calorific value uniform when the calorific value changes. Fig. 2 shows the air-fuel ratio λ when the methane concentration is changed in three stages. Drawing showing the correlation of NOx concentration, FIG. 3 is a drawing showing the correlation between the air-fuel ratio λ and engine output f when the methane concentration is changed in three stages, and FIG. 4 is the air flow rate Q when the methane concentration is changed in three stages. 5 is a drawing showing the correlation between the air-fuel ratio λ and FIG.
Is a drawing showing the correlation between the ignition timing and the engine output f when the methane concentration is changed in three stages. FIG. 6 shows the ignition timing (C
Drawing 7 which shows correlation of a heat release rate to A '), Drawing 7
9 is a circuit diagram of a control mechanism that avoids the lean limit by increasing the concentration when the methane concentration is low. FIG. 8 is a drawing showing the relationship between the load and the air-fuel ratio λ in the control of FIG.
3 is a drawing showing the relationship between the methane concentration and the opening degree of the air-fuel ratio control valve 13.
【００１３】図１０は吸気管内圧力と機関出力と吸気管
内温度を検出し、負荷と吸気管内温度で決定される吸気
管内圧力となるように空燃比を制御する機構を示す図
面、図１１はメタン濃度と混合空気量の関係を示す図
面、図１２は空燃比λと吸気管内圧力の関係を示す図
面、図１３は吸気管内温度と吸気管内圧力の関係を示す
図面、図１４は吸気管内温度とＮＯｘ濃度の関係を示す
図面、図１５は負荷と吸気管内圧力とＮＯｘ濃度の関係
を示す図面、図１６は機関冷却水温度と吸気管内圧力の
関係を示す図面、図１７は図１０の制御のフローチャー
トを示す図面、図１８はガス供給ラインに容積型ガスメ
ータと質量流量計を直列に配置し、容積型ガスメータと
質量流量計の検出値の差により、空燃比制御バルブを補
正する制御のブロック線図、図１９は図１８の制御の計
算式を示す図面、図２０はメタン濃度に対するメタンと
炭酸ガスの比率と分子量と係数を示す図面、図２１はメ
タン濃度と係数の関係を示す図面、図２２は図１８の制
御のフローチャートを示す図面である。FIG. 10 is a drawing showing a mechanism for detecting the pressure in the intake pipe, the engine output, and the temperature in the intake pipe, and controlling the air-fuel ratio so that the pressure in the intake pipe is determined by the load and the temperature in the intake pipe. FIG. 12 is a drawing showing the relationship between the concentration and the mixed air amount, FIG. 12 is a drawing showing the relationship between the air-fuel ratio λ and the intake pipe internal pressure, FIG. 13 is a drawing showing the relationship between the intake pipe internal temperature and the intake pipe internal pressure, and FIG. 14 is the intake pipe internal temperature. FIG. 15 is a drawing showing the relationship between NOx concentration, FIG. 15 is a drawing showing the relationship between load, intake pipe internal pressure and NOx concentration, FIG. 16 is a drawing showing the relationship between engine coolant temperature and intake pipe internal pressure, and FIG. 17 is the control of FIG. FIG. 18 is a drawing showing a flow chart, in which a positive displacement gas meter and a mass flowmeter are arranged in series in a gas supply line, and a block line of control for correcting the air-fuel ratio control valve based on the difference between the detected values of the positive displacement gas meter and the mass flowmeter. FIG. 19 is a drawing showing the calculation formula of the control of FIG. 18, FIG. 20 is a drawing showing the ratio of methane and carbon dioxide to the methane concentration, the molecular weight and the coefficient, and FIG. 21 is a drawing showing the relationship between the methane concentration and the coefficient. FIG. 19 is a drawing showing a control flowchart of FIG. 18.
【００１４】図１から図６において、請求項１の発明を
説明する。汚水処理場や汚泥処理場等において、沈澱有
機物等から発生するメタンガスと炭酸ガス（ＣＯ2 ）に
より構成される消化ガスが、長時間にわたり徐々に消化
ガスタンク１４に貯留される。消化ガスは季節によって
メタン濃度が変化するが、該メタン濃度の変化をメタン
計１２により測定する。該メタン計１２による検出値に
てコントローラ１５を操作して、空燃比制御バルブ１３
を開閉し、空燃比λを制御する。また該メタン計１２が
検出したメタン濃度によりコントローラ１５を介して、
イグナイタ１９を制御して点火コイル２０と点火プラグ
２１の点火時期を調整する。これによって機関の最適燃
焼状態を得る。該イグナイタ１９には、パルサー１７が
発生する回転信号をピックアップ１８により検出し入力
している。The invention of claim 1 will be described with reference to FIGS. 1 to 6. In a sewage treatment plant, a sludge treatment plant, etc., digestive gas composed of methane gas and carbon dioxide gas (CO 2 ) generated from precipitated organic substances is gradually stored in the digestive gas tank 14 for a long time. The methane concentration of the digestive gas changes depending on the season, and the change in the methane concentration is measured by the methane meter 12. The air-fuel ratio control valve 13 is operated by operating the controller 15 with the detection value of the methane meter 12.
To control the air-fuel ratio λ. Also, depending on the methane concentration detected by the methane meter 12, via the controller 15,
The ignition timing of the ignition coil 20 and the ignition plug 21 is adjusted by controlling the igniter 19. As a result, the optimum combustion state of the engine is obtained. The rotation signal generated by the pulsar 17 is detected by the pickup 18 and input to the igniter 19.
【００１５】該消化ガスタンク１４からの消化ガスをレ
ギュレータ２により調節し、ガスバルブ１３からの空気
と混合して空燃比λを決定する。次に、該レギュレータ
２とガスバルブ１３により空燃比λを決定した消化ガス
が、ベンチュリーミキサー１において、吸気と混合され
る。該ベンチュリーミキサー１において混合後の燃料ガ
スがインタークーラ３を通過し冷却され、スロットル４
により回転数制御されながら、ピストン６とシリンダが
構成する燃焼室に供給される。前記スロットル４はガバ
ナー５により自動制御される。The digested gas from the digested gas tank 14 is adjusted by the regulator 2 and mixed with the air from the gas valve 13 to determine the air-fuel ratio λ. Next, the digested gas having the air-fuel ratio λ determined by the regulator 2 and the gas valve 13 is mixed with intake air in the venturi mixer 1. In the venturi mixer 1, the mixed fuel gas passes through the intercooler 3 and is cooled, and the throttle 4
Is supplied to the combustion chamber formed by the piston 6 and the cylinder while the rotation speed is controlled by. The throttle 4 is automatically controlled by the governor 5.
【００１６】また、消化ガスの一部をガスコンプレッサ
１１によりリッチ化して濃度を濃くし、ガスコンプレッ
サ１１から副室７に供給される。副室７に供給されるガ
スはガスレギュレータ１０により制御されて、副室７に
チェックバルブ１６から供給される。該副室７におい
て、点火プラグ２１の点火により着火する。該点火コイ
ル２０と点火プラグ２１は、メタン計１２からの信号に
よりコントローラ１５が判定し、イグナイタ１９を介し
て、その点火時期が調整される。ピストン６とシリンダ
が構成する主燃焼室で燃焼後の排気は、過給機８を介し
て大気に排出される。該過給機８はタービンがコンプレ
ッサを駆動して、ベンチュリーミキサー１において混合
された消化ガスを圧縮してインタークーラ３に押し込
む。Further, a part of the digested gas is made rich by the gas compressor 11 so as to have a high concentration, and is supplied from the gas compressor 11 to the sub chamber 7. The gas supplied to the sub chamber 7 is controlled by the gas regulator 10 and is supplied to the sub chamber 7 from the check valve 16. In the sub chamber 7, ignition is performed by ignition of the spark plug 21. The controller 15 determines the ignition coil 20 and the ignition plug 21 based on the signal from the methane meter 12, and the ignition timing is adjusted via the igniter 19. The exhaust gas after combustion in the main combustion chamber formed by the piston 6 and the cylinder is discharged to the atmosphere via the supercharger 8. In the supercharger 8, a turbine drives a compressor to compress the digested gas mixed in the Venturi mixer 1 and push it into the intercooler 3.
【００１７】消化ガスは炭酸ガスとメタンガスにより主
として構成されている。空燃比λが大きくなるとＮＯｘ
濃度が増加する。またメタン濃度が薄くなるとＮＯｘ濃
度が増加する。また、図３に示す如く、メタン濃度が季
節によって変化するが、メタン濃度が高いと希薄限界も
リーンの側に伸びる。しかし逆にメタン濃度が低いと希
薄限界がリッチ側にずれる。逆にベンチュリーミキサー
１はメタン濃度が低くなるとリーン側にシフトしていく
ので、希薄限界が低くなることとの相乗効果で、機関の
希薄限界に入り易くなり運転不能が発生しやすくなる。
そこで、図４に示す如く、ベンチュリーミキサー１のミ
キサー特性を補正することにより、リッチ側にシフトさ
せることによって安定した燃焼状態とする。またメタン
濃度が低くなると、図５に示す如く最適の点火時期は前
進する傾向があるので、図６に示す如く、メタン濃度に
従って点火時期ＣＡ’を前進させることにより最適の燃
焼状態を得ることができる。The digestion gas is mainly composed of carbon dioxide gas and methane gas. NOx increases as the air-fuel ratio λ increases
The concentration increases. Further, the NOx concentration increases as the methane concentration decreases. Further, as shown in FIG. 3, the methane concentration changes depending on the season, but when the methane concentration is high, the lean limit also extends to the lean side. However, on the contrary, when the methane concentration is low, the lean limit shifts to the rich side. On the contrary, since the Venturi mixer 1 shifts to the lean side when the methane concentration becomes low, the synergistic effect with the reduction of the lean limit makes it easy to enter the lean limit of the engine and makes the engine inoperable.
Therefore, as shown in FIG. 4, by correcting the mixer characteristics of the Venturi mixer 1, a stable combustion state is achieved by shifting to the rich side. Further, when the methane concentration becomes low, the optimum ignition timing tends to advance as shown in FIG. 5, so as shown in FIG. 6, it is possible to obtain the optimum combustion state by advancing the ignition timing CA ′ according to the methane concentration. it can.
【００１８】図７と図８と図９において、請求項２の発
明を説明する。消化ガスタンク１４からレギュレータ２
を経て、ベンチュリーミキサー１に供給する回路に、メ
タン計１２と、空燃比制御バルブ１３を設けている。そ
して，メタン計１２からの信号と、発電機出力２２から
の信号をコントローラ１５に入力し、該コントローラ１
５からの信号により、空燃比制御バルブ１３を開閉し
て、消化ガスのメタン濃度が低い場合に、空燃比λをリ
ッチにすることにより希薄限界を避けるものである。The invention of claim 2 will be described with reference to FIGS. 7, 8 and 9. Digestion gas tank 14 to regulator 2
After that, a methane meter 12 and an air-fuel ratio control valve 13 are provided in a circuit that supplies the venturi mixer 1. Then, the signal from the methane meter 12 and the signal from the generator output 22 are input to the controller 15, and the controller 1
The air-fuel ratio control valve 13 is opened / closed by a signal from No. 5 to avoid the lean limit by making the air-fuel ratio λ rich when the methane concentration of the digested gas is low.
【００１９】即ち、メタン計１２の出力をもとにして、
空燃比制御バルブ１３の開度を決定する。ベンチュリー
ミキサー１はメタン濃度が５０％で最もリッチな状態で
運転可能な諸元を選定し、空燃比制御バルブ１３をベン
チュリーミキサー１のメインジェットとして使用し、絞
ることにより高いメタン濃度での運転を可能とする。メ
タン計１２の出力により空燃比制御バルブ１３を基本開
度を決定し、発電機出力２２の信号を元に、負荷が低い
場合には、空燃比λを大きくし空気過剰率を低くし、か
つ、メタン濃度が高い程、空燃比λを大きくし空気過剰
率を低くする。メタン濃度が低く負荷が低い場合に、図
９に示す如く開度を大きくして空気過剰率を低くする制
御を行う。即ち、リッチにすることにより、希薄限界を
避けて安定した運転を可能とするのである。That is, based on the output of the methane meter 12,
The opening degree of the air-fuel ratio control valve 13 is determined. The Venturi mixer 1 has a methane concentration of 50% and can be operated in the richest condition. The air-fuel ratio control valve 13 is used as the main jet of the Venturi mixer 1 and can be operated at a high methane concentration by throttling. And The basic opening of the air-fuel ratio control valve 13 is determined by the output of the methane meter 12, and based on the signal from the generator output 22, when the load is low, the air-fuel ratio λ is increased to reduce the excess air ratio, and The higher the methane concentration, the larger the air-fuel ratio λ and the lower the excess air ratio. When the methane concentration is low and the load is low, control is performed to increase the opening to reduce the excess air ratio as shown in FIG. In other words, by making rich, stable operation is possible while avoiding the lean limit.
【００２０】図１０から図１７の図面に基づいて、請求
項３の発明を説明する。該制御機構においては、スロッ
トル４の下流側で、吸気弁との間の管の吸気管内圧力セ
ンサ２４と吸気管内温度センサ２５を別に設けている。
その容積型ガスメータに冷却水温度センサ２３と発電機
出力２２とコントローラ１５が設けられている。故に、
発電機出力２２と冷却水温度センサ２３と吸気管内圧力
センサ２４と吸気管内温度センサ２５の検出信号を、コ
ントローラ１５に送信し、コントローラ１５により判断
して空燃比制御バルブ１３の開度を調整するのである。The invention of claim 3 will be described with reference to FIGS. 10 to 17. In the control mechanism, an intake pipe internal pressure sensor 24 and an intake pipe internal temperature sensor 25 for the pipe between the intake valve and the intake valve are separately provided on the downstream side of the throttle 4.
The volumetric gas meter is provided with a cooling water temperature sensor 23, a generator output 22 and a controller 15. Therefore,
The detection signals of the generator output 22, the cooling water temperature sensor 23, the intake pipe internal pressure sensor 24, and the intake pipe internal temperature sensor 25 are transmitted to the controller 15, and the controller 15 judges and adjusts the opening degree of the air-fuel ratio control valve 13. Of.
【００２１】消化ガスはメタンと炭酸ガスの混合したガ
スである。図１１はメタン濃度が変化した場合の混合気
状態を示す。メタン濃度が変化しても、発熱量に対する
混合気量は略変化しない。このことから、機関出力が一
定であれば、メタン濃度が変化しても吸気管内圧力セン
サ２４が検出する圧力は変化しない。ＮＯｘ濃度は、混
合気の空気過剰率と吸気管内温度センサ２５が検出する
温度と、発電機出力２２が検出する負荷によっても変化
する。図１２と図１４と図１５においてこの関係が図示
されている。The digestion gas is a mixture of methane and carbon dioxide gas. FIG. 11 shows the air-fuel mixture state when the methane concentration changes. Even if the methane concentration changes, the amount of air-fuel mixture with respect to the amount of heat generation does not change substantially. From this, if the engine output is constant, the pressure detected by the intake pipe pressure sensor 24 does not change even if the methane concentration changes. The NOx concentration also changes depending on the excess air ratio of the air-fuel mixture, the temperature detected by the intake pipe temperature sensor 25, and the load detected by the generator output 22. This relationship is illustrated in FIGS. 12, 14 and 15.
【００２２】そこで制御においては、機関出力と吸気管
内圧力と、吸気管内温度を読み込み、ＮＯｘ濃度が低下
する空燃比λをマップから求め、空燃比制御バルブ１３
を制御して空燃比λをコントロールする。これにより消
化ガスのメタン濃度の比率が変化しても、吸気管内圧力
センサ２４が検出する圧力を一定に保持することによ
り、空燃比λを略一定に保つことができる。図１７にお
いて、図１０の制御のフローチャートを図示している。
まず機関始動を確認し、次に機関冷却水温度を冷却水温
度センサ２３により読み込む。暖機運転の完了を判定
し、吸気管内温度センサ２５により吸気管内温度を読み
込む。次に吸気管内圧力センサ２４により吸気管内圧を
読込み、次に発電機出力２２により機関出力を読み込
む。該発電機出力２２の値が定格出力かどうかを判断す
る。定格出力の場合に、マップより吸気管内圧力を読
む。吸気管内圧力センサ２４が検出した値と、マップか
ら読みとった値とを比較し、空燃比制御バルブ１３の開
度を算出する。次に空燃比制御バルブ１３を所定の開度
に設定して制御を終了する。Therefore, in the control, the engine output, the pressure in the intake pipe, and the temperature in the intake pipe are read, the air-fuel ratio λ at which the NOx concentration decreases is obtained from the map, and the air-fuel ratio control valve 13
To control the air-fuel ratio λ. As a result, even if the ratio of the methane concentration of the digested gas changes, the air-fuel ratio λ can be kept substantially constant by keeping the pressure detected by the intake pipe pressure sensor 24 constant. FIG. 17 shows a flowchart of the control shown in FIG.
First, the engine start is confirmed, and then the engine cooling water temperature is read by the cooling water temperature sensor 23. The completion of the warm-up operation is determined, and the intake pipe internal temperature sensor 25 reads the intake pipe internal temperature. Next, the intake pipe internal pressure sensor 24 reads the intake pipe internal pressure, and then the generator output 22 reads the engine output. It is determined whether the value of the generator output 22 is the rated output. In case of rated output, read the intake pipe pressure from the map. The value detected by the intake pipe pressure sensor 24 is compared with the value read from the map to calculate the opening degree of the air-fuel ratio control valve 13. Next, the air-fuel ratio control valve 13 is set to a predetermined opening degree and the control is ended.
【００２３】次に図１８から図２２の図面において、請
求項４の発明を説明する。請求項４の発明は、消化ガス
タンク１４から供給される消化ガスのメタン濃度を検出
し、このメタン濃度を、次の請求項１から３の発明の制
御の基礎となるメタン濃度の基礎とするものである。消
化ガスタンク１４からガスが容積型ガスメータ２７に入
り、次に直列に配置された質量流量計３０を通過する。
そして消化ガスの温度を圧力計２６で検出し、温度セン
サ３１により温度を検出する。そして容積型ガスメータ
２７からの信号を容積計算用ボックス２９により、ガス
流量を絶対状態に換算する。該換算式は、図１９におい
て示す。質量流量計３０の出力と容積計算用ボックス２
９で求めた絶対ガス流量の値から、係数Ｋの値を求め
る。係数Ｋは図２０にて示す如く、メタン濃度と比例関
係にあるので、係数Ｋから所定のメタン濃度を求めるこ
とができる。比較器２８からの出力を求めて、機関の空
燃比λを制御する。Next, the invention of claim 4 will be described with reference to FIGS. 18 to 22. The invention of claim 4 detects the methane concentration of the digestion gas supplied from the digestion gas tank 14, and uses this methane concentration as the basis of the methane concentration which is the basis of the control of the inventions of the following claims 1 to 3. Is. Gas enters the positive displacement gas meter 27 from the digestion gas tank 14 and then passes through a mass flow meter 30 arranged in series.
Then, the temperature of the digestion gas is detected by the pressure gauge 26, and the temperature is detected by the temperature sensor 31. Then, the signal from the positive displacement gas meter 27 is converted into the absolute state of the gas flow rate by the volume calculation box 29. The conversion formula is shown in FIG. Output of mass flow meter 30 and volume calculation box 2
The value of the coefficient K is obtained from the absolute gas flow rate obtained in 9. As shown in FIG. 20, the coefficient K has a proportional relationship with the methane concentration, so that the predetermined methane concentration can be obtained from the coefficient K. The air-fuel ratio λ of the engine is controlled by obtaining the output from the comparator 28.
【００２４】次に図２２において、請求項４の発明のフ
ローチャートを説明する。まず、温度センサ３１と圧力
計２６により、消化ガスの温度と圧力を求める。次に容
積型ガスメータ２７のパルスをカウントする。次に質量
流量計３０の出力を読みこむ。次に容積型ガスメータ２
７の値を容積計算用ボックス２９により絶対値に換算
し、次に質量流量計３０の値を容積計算用ボックス２９
により平均値に計算する。これにより計算式から係数Ｋ
を求める。係数Ｋからメタン濃度を計算する。そしてメ
タン濃度を出力する。該メタン濃度により、空燃比制御
バルブ１３を調整して空燃比λを制御するのである。Next, referring to FIG. 22, a flow chart of the invention of claim 4 will be described. First, the temperature sensor 31 and the pressure gauge 26 determine the temperature and pressure of the digestive gas. Next, the pulse of the positive displacement gas meter 27 is counted. Next, the output of the mass flowmeter 30 is read. Next, positive displacement gas meter 2
The value of 7 is converted into an absolute value by the volume calculation box 29, and then the value of the mass flow meter 30 is converted into the volume calculation box 29.
To calculate the average value. As a result, the coefficient K is calculated from the formula.
Ask for. Calculate the methane concentration from the coefficient K. Then, the methane concentration is output. The air-fuel ratio control valve 13 is adjusted according to the methane concentration to control the air-fuel ratio λ.
【００２５】[0025]
【発明の効果】本発明は以上の如く構成したので、次の
ような効果を奏するのである。請求項１の如く、有機物
の醗酵により発生する消化ガスを燃料とする副室式ガス
機関において、消化ガスタンク１４からの消化ガスのメ
タン濃度をメタン計１２により検出し、該メタン計１２
の出力により、空燃比制御バルブ１３を制御し、空燃比
λを制御することにより、消化ガスの発熱量が変化して
も、ＮＯｘを上昇させずに副室式ガス機関の出力を確保
することが出来るのである。また通常のリーンバーンの
場合には発熱量が低くなった場合に、出力が低下すると
いう欠点があったが、本発明によりこの不具合いを解消
することが出来たのである。Since the present invention is constructed as described above, it has the following effects. In a sub-chamber type gas engine that uses digestive gas generated by fermentation of organic matter as fuel, the methane concentration of the digestive gas from the digestive gas tank 14 is detected by a methane meter 12, and the methane meter 12 is used.
By controlling the air-fuel ratio control valve 13 and the air-fuel ratio λ by the output of the above, even if the calorific value of the digested gas changes, NOx is not increased and the output of the sub-chamber gas engine is secured. Can be done. Further, in the case of the ordinary lean burn, there is a drawback that the output is reduced when the calorific value becomes low, but the present invention can solve this problem.
【００２６】請求項２の如く、有機物の醗酵により発生
する消化ガスを燃料とする副室式ガス機関において、消
化ガスのメタン濃度が低い場合に、空燃比λをリッチに
することにより希薄限界を避けて安定した運転を行うこ
とが出来たのである。In a sub-chamber type gas engine that uses digestion gas generated by fermentation of organic matter as fuel, when the methane concentration of the digestion gas is low, the lean limit is set by making the air-fuel ratio λ rich. It was possible to avoid this and perform stable driving.
【００２７】請求項３の如く、有機物の醗酵により発生
する消化ガスを燃料とする副室式ガス機関において、吸
気管内圧力と機関出力と吸気管内温度を検出し、負荷と
吸気管内温度で決定される吸気管内圧力となるように空
燃比を制御するので、消化ガスの発熱量が変化した場合
や、メタン濃度が変化した場合にも、空燃比制御バルブ
１３により空燃比λを変更することにより、ＮＯｘ濃度
の低い安定した燃焼を行うことが出来るのである。In a sub-chamber type gas engine that uses digestive gas generated by fermentation of organic matter as fuel, the intake pipe internal pressure, engine output, and intake pipe internal temperature are detected, and the load and intake pipe internal temperature are determined. Since the air-fuel ratio is controlled so that the intake pipe pressure becomes equal to that, the air-fuel ratio λ is changed by the air-fuel ratio control valve 13 even when the calorific value of the digested gas changes or the methane concentration changes. Stable combustion with a low NOx concentration can be performed.
【００２８】請求項４の如く、有機物の醗酵により発生
する消化ガスを燃料とする副室式ガス機関において、消
化ガスのガス供給ラインに容積型ガスメータと質量流量
計を直列に配置し、容積型ガスメータと質量流量計の検
出値の差により、メタン濃度を演算するので、メタン濃
度と発熱量の変化に対応して、空燃比λを変更する制御
を行う場合の基礎となるメタン濃度の値を正確に演算す
ることが出来るので、その後の副室式ガス機関の制御機
構を正確に作動させることが出来るので、安定した副室
式ガス機関の制御運転状態を得ることが出来たのであ
る。According to a fourth aspect of the present invention, in a sub-chamber type gas engine that uses a digestive gas generated by fermentation of an organic substance as a fuel, a volumetric gas meter and a mass flowmeter are arranged in series in a digestion gas gas supply line, Since the methane concentration is calculated based on the difference between the detected values of the gas meter and the mass flow meter, the value of the methane concentration that is the basis for controlling the air-fuel ratio λ to correspond to changes in the methane concentration and calorific value can be calculated. Since the calculation can be performed accurately, the control mechanism of the sub-chamber gas engine thereafter can be accurately operated, and a stable control operation state of the sub-chamber gas engine can be obtained.
【図１】メタン計１２の出力により、空燃比制御バルブ
の制御ステップ数を補正し、発熱量変動時に発熱量を均
一化する制御機構の制御回路図。FIG. 1 is a control circuit diagram of a control mechanism that corrects the number of control steps of an air-fuel ratio control valve based on the output of a methane meter 12 and equalizes the heat generation amount when the heat generation amount changes.
【図２】メタン濃度を三段階に変更した場合の空燃比λ
とＮＯｘ濃度の相関を示す図面。[Fig. 2] Air-fuel ratio λ when the methane concentration is changed in three stages
The drawing which shows the correlation of NOx concentration with.
【図３】メタン濃度を三段階に変更した場合の空燃比λ
と機関出力ｆの相関を示す図面。[Fig. 3] Air-fuel ratio λ when the methane concentration is changed in three stages
The drawing which shows the correlation of and engine output f.
【図４】メタン濃度を三段階に変更した場合の空気流量
Ｑと空燃比λとの相関を示す図面。FIG. 4 is a drawing showing the correlation between the air flow rate Q and the air-fuel ratio λ when the methane concentration is changed in three stages.
【図５】メタン濃度を三段階に変更した場合の点火時期
と機関出力ｆの相関関係を示す図面。FIG. 5 is a diagram showing a correlation between ignition timing and engine output f when the methane concentration is changed in three stages.
【図６】点火時期（ＣＡ’）に対する熱発生率の相関関
係を示す図面。FIG. 6 is a drawing showing a correlation of heat release rate with respect to ignition timing (CA ′).
【図７】メタン濃度が低い場合に、濃度を高くすること
により希薄限界を避ける制御機構の回路図。FIG. 7 is a circuit diagram of a control mechanism that avoids the lean limit by increasing the concentration when the methane concentration is low.
【図８】図７の制御において、負荷と空燃比λとの関係
を示す図面。FIG. 8 is a drawing showing the relationship between the load and the air-fuel ratio λ in the control of FIG. 7.
【図９】メタン濃度と空燃比制御バルブ１３の開度の関
係を示す図面。FIG. 9 is a drawing showing the relationship between the methane concentration and the opening degree of the air-fuel ratio control valve 13.
【図１０】吸気管内圧力と機関出力と吸気管内温度を検
出し、負荷と吸気管内温度で決定される吸気管内圧力と
なるように空燃比を制御する機構を示す図面。FIG. 10 is a diagram showing a mechanism that detects the intake pipe internal pressure, the engine output, and the intake pipe internal temperature, and controls the air-fuel ratio so that the intake pipe internal pressure is determined by the load and the intake pipe internal temperature.
【図１１】メタン濃度と混合空気量の関係を示す図面。FIG. 11 is a drawing showing the relationship between methane concentration and the amount of mixed air.
【図１２】空燃比λと吸気管内圧力の関係を示す図面。FIG. 12 is a drawing showing the relationship between the air-fuel ratio λ and the pressure in the intake pipe.
【図１３】吸気管内温度と吸気管内圧力の関係を示す図
面。FIG. 13 is a diagram showing a relationship between an intake pipe internal temperature and an intake pipe internal pressure.
【図１４】吸気管内温度とＮＯｘ濃度の関係を示す図
面。FIG. 14 is a drawing showing the relationship between intake pipe internal temperature and NOx concentration.
【図１５】負荷と吸気管内圧力とＮＯｘ濃度の関係を示
す図面。FIG. 15 is a drawing showing the relationship between load, intake pipe pressure, and NOx concentration.
【図１６】機関冷却水温度と吸気管内圧力の関係を示す
図面。FIG. 16 is a drawing showing the relationship between engine cooling water temperature and intake pipe internal pressure.
【図１７】図１０の制御のフローチャートを示す図面。FIG. 17 is a drawing showing a flowchart of the control of FIG.
【図１８】ガス供給ラインに容積型ガスメータと質量流
量計を直列に配置し、容積型ガスメータと質量流量計の
検出値の差により、空燃比制御バルブを補正する制御の
ブロック線図。FIG. 18 is a block diagram of control in which a positive displacement gas meter and a mass flow meter are arranged in series in a gas supply line, and the air-fuel ratio control valve is corrected based on a difference between detection values of the positive displacement gas meter and the mass flow meter.
【図１９】図１８の制御の計算式を示す図面。FIG. 19 is a drawing showing a control calculation formula in FIG. 18;
【図２０】メタン濃度に対するメタンと炭酸ガスの比率
と分子量と係数を示す図面。FIG. 20 is a drawing showing the ratio of methane and carbon dioxide to the methane concentration, the molecular weight, and the coefficient.
【図２１】メタン濃度と係数の関係を示す図面。FIG. 21 is a drawing showing the relationship between methane concentration and coefficient.
【図２２】図１８の制御のフローチャートを示す図面。22 is a diagram showing a flowchart of the control of FIG.
１ ベンチュリーミキサー ２ レギュレータ ３ インタークーラ ４ スロットル ５ ガバナー ６ ピストン ７ 副室 ８ 過給機 ９ 副室供給ガスライン 1 Venturi mixer 2 Regulator 3 Intercooler 4 Throttle 5 Governor 6 Piston 7 Subchamber 8 Supercharger 9 Subchamber supply gas line
Claims (4)
燃料とする副室式ガス機関において、消化ガスタンク１
４からの消化ガスのメタン濃度をメタン計１２により検
出し、該メタン計１２の出力により、空燃比制御バルブ
１３を制御し、空燃比λを制御することを特徴とする副
室式ガス機関の制御機構。1. A digestion gas tank 1 in a sub-chamber type gas engine that uses digestion gas generated by fermentation of an organic substance as fuel.
The methane concentration of the digested gas from No. 4 is detected by the methane meter 12, and the output of the methane meter 12 controls the air-fuel ratio control valve 13 to control the air-fuel ratio λ. Control mechanism.
燃料とする副室式ガス機関において、消化ガスのメタン
濃度が低い場合に、空燃比λをリッチにすることにより
希薄限界を避けて安定した運転を行うことを特徴とする
副室式ガス機関の制御機構。2. In a sub-chamber type gas engine that uses digestion gas generated by fermentation of organic matter as fuel, when the methane concentration of the digestion gas is low, the lean limit is avoided by making the air-fuel ratio λ rich and stable. A control mechanism for a sub-chamber type gas engine which is operated.
燃料とする副室式ガス機関において、吸気管内圧力と機
関出力と吸気管内温度を検出し、負荷と吸気管内温度で
決定される吸気管内圧力となるように空燃比を制御する
ことを特徴とする副室式ガス機関の制御機構。3. An intake pipe internal pressure, which is determined by a load and an intake pipe internal temperature, by detecting an intake pipe internal pressure, an engine output and an intake pipe internal temperature in a sub-chamber type gas engine that uses a digestion gas generated by fermentation of an organic substance as a fuel. A control mechanism for a sub-chamber type gas engine, characterized in that the air-fuel ratio is controlled so that.
燃料とする副室式ガス機関において、消化ガスのガス供
給ラインに容積型ガスメータと質量流量計を直列に配置
し、容積型ガスメータと質量流量計の検出値の差によ
り、メタン濃度を演算する副室式ガス機関の制御機構。4. In a sub-chamber type gas engine that uses digestive gas generated by fermentation of organic matter as fuel, a volumetric gas meter and a mass flow meter are arranged in series in a digestion gas gas supply line, and the volumetric gas meter and the mass flow rate are arranged. A control mechanism for a sub-chamber type gas engine that calculates the methane concentration based on the difference in the detected values.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP6241212A JP2983144B2 (en) | 1994-10-05 | 1994-10-05 | Control mechanism of sub-chamber gas engine |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP6241212A JP2983144B2 (en) | 1994-10-05 | 1994-10-05 | Control mechanism of sub-chamber gas engine |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| JPH08105338A true JPH08105338A (en) | 1996-04-23 |
| JP2983144B2 JP2983144B2 (en) | 1999-11-29 |
Family
ID=17070872
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP6241212A Expired - Fee Related JP2983144B2 (en) | 1994-10-05 | 1994-10-05 | Control mechanism of sub-chamber gas engine |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JP2983144B2 (en) |
Cited By (5)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| KR20010088908A (en) * | 2001-07-02 | 2001-09-29 | 박종수 | Diesel Engine using Dual Fuel |
| JP2008248793A (en) * | 2007-03-30 | 2008-10-16 | Mitsui Eng & Shipbuild Co Ltd | Engine system |
| JP2011214568A (en) * | 2010-04-02 | 2011-10-27 | Toyota Motor Corp | Device for control of internal combustion engine |
| JP2012041851A (en) * | 2010-08-18 | 2012-03-01 | Osaka Gas Co Ltd | Heating value adjusting device |
| WO2014054080A1 (en) * | 2012-10-05 | 2014-04-10 | 川崎重工業株式会社 | Combustion stabilization device for auxiliary chamber gas engine |
-
1994
- 1994-10-05 JP JP6241212A patent/JP2983144B2/en not_active Expired - Fee Related
Cited By (6)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| KR20010088908A (en) * | 2001-07-02 | 2001-09-29 | 박종수 | Diesel Engine using Dual Fuel |
| JP2008248793A (en) * | 2007-03-30 | 2008-10-16 | Mitsui Eng & Shipbuild Co Ltd | Engine system |
| JP2011214568A (en) * | 2010-04-02 | 2011-10-27 | Toyota Motor Corp | Device for control of internal combustion engine |
| JP2012041851A (en) * | 2010-08-18 | 2012-03-01 | Osaka Gas Co Ltd | Heating value adjusting device |
| WO2014054080A1 (en) * | 2012-10-05 | 2014-04-10 | 川崎重工業株式会社 | Combustion stabilization device for auxiliary chamber gas engine |
| JPWO2014054080A1 (en) * | 2012-10-05 | 2016-08-25 | 川崎重工業株式会社 | Combustion stabilization device for sub-chamber gas engine |
Also Published As
| Publication number | Publication date |
|---|---|
| JP2983144B2 (en) | 1999-11-29 |
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