JPS58117345A - Fuel-air mixture control device of reformed alcohol gas engine - Google Patents
Fuel-air mixture control device of reformed alcohol gas engineInfo
- Publication number
- JPS58117345A JPS58117345A JP56210212A JP21021281A JPS58117345A JP S58117345 A JPS58117345 A JP S58117345A JP 56210212 A JP56210212 A JP 56210212A JP 21021281 A JP21021281 A JP 21021281A JP S58117345 A JPS58117345 A JP S58117345A
- Authority
- JP
- Japan
- Prior art keywords
- gas
- fuel
- ratio
- exhaust
- engine
- 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
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D41/00—Electrical control of supply of combustible mixture or its constituents
- F02D41/0025—Controlling engines characterised by use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures
- F02D41/0047—Controlling exhaust gas recirculation [EGR]
- F02D41/005—Controlling exhaust gas recirculation [EGR] according to engine operating conditions
-
- 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
- F02D19/0644—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 hydrogen, ammonia or carbon monoxide
-
- 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
- F02D19/0649—Liquid fuels having different boiling temperatures, volatilities, densities, viscosities, cetane or octane numbers
- F02D19/0652—Biofuels, e.g. plant oils
- F02D19/0655—Biofuels, e.g. plant oils at least one fuel being an alcohol, e.g. ethanol
-
- 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
- F02D19/0663—Details on the fuel supply system, e.g. tanks, valves, pipes, pumps, rails, injectors or mixers
- F02D19/0668—Treating or cleaning means; Fuel filters
- F02D19/0671—Means to generate or modify a fuel, e.g. reformers, electrolytic cells or membranes
-
- 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
-
- 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
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D41/00—Electrical control of supply of combustible mixture or its constituents
- F02D41/0025—Controlling engines characterised by use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures
-
- 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
-
- 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
- Y02T10/40—Engine management systems
Landscapes
- Engineering & Computer Science (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Mechanical Engineering (AREA)
- General Engineering & Computer Science (AREA)
- Oil, Petroleum & Natural Gas (AREA)
- Life Sciences & Earth Sciences (AREA)
- Biodiversity & Conservation Biology (AREA)
- Biotechnology (AREA)
- Botany (AREA)
- Sustainable Development (AREA)
- Sustainable Energy (AREA)
- Exhaust-Gas Circulating Devices (AREA)
- Output Control And Ontrol Of Special Type Engine (AREA)
Abstract
Description
【発明の詳細な説明】
本発明はアルコール改質ガスエンジンの混合気制御装置
に関する。DETAILED DESCRIPTION OF THE INVENTION The present invention relates to a mixture control device for an alcohol reformed gas engine.
従来のアルコール改質ガスエンジンとしては１夕噛えば
第１図に示したようなものがある（特開昭５２−１１３
４２６参照）。As a conventional alcohol reformed gas engine, there is one like the one shown in Fig.
426).
図において、エンジン１の排気通路２には改質触媒３を
偏えた改質器４を介装し、この改質器４に供される改質
用アルコールはアルコール流量制御用の電磁弁５及び逆
止弁６を備えたアルコール通路７を介して定圧ポンプ８
により、改質器４のアルコール人口９に送給される。改
質器４の改質カス出口１０はガス通路ＩＩを介してガス
流量制御用のガスバルブ１２に接続される。エンジンの
暖気運転により改質触媒３の温度が設定値（例えば２８
０℃）以上になって充分な改質能力を備えるようになる
と、電磁弁５が開いて改質器４へのアルコールが供給さ
れ、改質反応により［１２とＣＱを主体としたガスが分
解生成される。該改質器４で生成された改質ガスはガス
通路１１へ供給される。そして前記ガスバルブ１２で流
量制御された改質ガスと、エアクリーナ１３からエアフ
ロメータ１４を経て１次エアバルブ１５及び２次エアバ
ルブ１６で流量制御された空気とをエンジン１に供給す
るようにしている。ここで、１次エアバルブ１５はアク
セルペダルに連動して開度制御され、２次エアバルブ１
６は後述するコントローラからの指令により改質ガス流
量に応じて吸入空気量を調整するように開度制御される
。また、ガスバルブ１２上流のガス通路１１には改質ガ
ス圧力を検出するガス圧力センサ１７を装着し、該セン
サＩ７と、吸入空気量を検出するエアフロメータ１４と
、エンジンの回転速度を検出する回転速度センサ１８と
、改質触媒３の温度を検出する温度センサ１９と、図示
しないアクセルペダルの踏込操作量を検出するアクセル
操作量センサ２０との各出力をコントローラ２１に供給
することによりこのコントローラ２１の出力でガスバル
ブ１２及び２次エアバルブ１６の開度を調整するように
している。In the figure, a reformer 4 in which a reforming catalyst 3 is biased is installed in an exhaust passage 2 of an engine 1, and the reforming alcohol supplied to the reformer 4 is supplied to the reformer 4 through a solenoid valve 5 for controlling the alcohol flow rate. Constant pressure pump 8 via alcohol passage 7 with check valve 6
The alcohol is then fed to the alcohol population 9 of the reformer 4. A reformed waste outlet 10 of the reformer 4 is connected to a gas valve 12 for controlling gas flow rate via a gas passage II. As the engine warms up, the temperature of the reforming catalyst 3 increases to the set value (for example, 28
When the temperature reaches 0°C or higher and sufficient reforming capacity is achieved, the solenoid valve 5 opens and alcohol is supplied to the reformer 4, and the reforming reaction decomposes the gas mainly consisting of [12 and CQ]. generated. The reformed gas generated in the reformer 4 is supplied to the gas passage 11. The reformed gas whose flow rate is controlled by the gas valve 12 and the air whose flow rate is controlled by the primary air valve 15 and the secondary air valve 16 from the air cleaner 13 via the air flow meter 14 are supplied to the engine 1. Here, the opening degree of the primary air valve 15 is controlled in conjunction with the accelerator pedal, and the secondary air valve 1
6, the opening degree is controlled by a command from a controller, which will be described later, so as to adjust the intake air amount according to the reformed gas flow rate. Further, a gas pressure sensor 17 for detecting reformed gas pressure is installed in the gas passage 11 upstream of the gas valve 12, and the sensor I7, an air flow meter 14 for detecting the amount of intake air, and a rotation speed for detecting the engine rotation speed are connected to the gas pressure sensor 17 for detecting the reformed gas pressure. The controller 21 is controlled by supplying the outputs of a speed sensor 18, a temperature sensor 19 that detects the temperature of the reforming catalyst 3, and an accelerator operation amount sensor 20 that detects the amount of depression of an accelerator pedal (not shown) to the controller 21. The opening degrees of the gas valve 12 and the secondary air valve 16 are adjusted by the output.
一方、改質触媒３の温度が設定値より低く改質能力が充
分でない暖機初期運転時及び高出力が要求される高負荷
運転時等にはコントローラ２１の指令によって制御され
るアルコールインジェクタ２２によって未改質の液状ア
ルコールがエンジンｌに供給される。この場合、前記２
次エアバルブ１６は閉じられ吸入空気量は１次エアバル
ブ１５のみによっ°（制御される。On the other hand, during initial warm-up operation when the temperature of the reforming catalyst 3 is lower than the set value and the reforming capacity is insufficient, and during high-load operation where high output is required, the alcohol injector 22 is controlled by the commands of the controller 21. Unreformed liquid alcohol is supplied to engine l. In this case, the above 2
The secondary air valve 16 is closed and the amount of intake air is controlled only by the primary air valve 15.
２３はコントローラ２１の指令によって改質器４に供給
される排気の流量を可変制御する排気バイパス弁、２４
は改質器４に供給されるアルコールと改質ＷＳ ４から
流出する改質ガスとを熱交換させるガスクーラ、２５は
マフラである。排気バイパス弁２３は改質触媒３の温度
が設定値（例えば４００°Ｃ）以上となった時開弁され
改質器４への排気流量を減少させて触媒３温度の過昇を
抑制している。23 is an exhaust bypass valve that variably controls the flow rate of exhaust gas supplied to the reformer 4 according to commands from the controller 21;
25 is a gas cooler that exchanges heat between the alcohol supplied to the reformer 4 and the reformed gas flowing out from the reformer WS 4; and 25 is a muffler. The exhaust bypass valve 23 is opened when the temperature of the reforming catalyst 3 exceeds a set value (for example, 400°C) to reduce the flow rate of exhaust gas to the reformer 4 and suppress an excessive rise in the temperature of the catalyst 3. There is.
ここで、前記ガスバルブ１２及び２次エアバルブ１６の
制御は、クランク駆動されるバキュー！、ポンプにより
発生した負圧を各バルブ１２．１６及び排気バイパス弁
２３を駆動するダイアフラムアクチュエータの圧力作動
室に導く負圧供給通路２６．２７及び２８にサーボバル
ブ２９．３０及び３１を介装し、該サーボバルブ２９．
３０及び３１の開弁時間をコントローラ２１で指令制御
することにより前記圧力作動室の負圧を制御して行われ
るようになっている。Here, the gas valve 12 and the secondary air valve 16 are controlled by a crank driven vacuum! , servo valves 29, 30 and 31 are interposed in the negative pressure supply passages 26, 27 and 28 that lead the negative pressure generated by the pump to the pressure operating chamber of the diaphragm actuator that drives each valve 12, 16 and the exhaust bypass valve 23. , the servo valve 29.
The valve opening times of valves 30 and 31 are commanded and controlled by the controller 21, thereby controlling the negative pressure in the pressure operating chamber.
ところでこのものにおいては、改質ガスが希薄燃焼性に
優れることを利用し、低負荷時において空気過剰率（以
下λという）を大きくして希薄燃焼させることにより燃
費の低減と排気の清浄化を図っている。By the way, this system utilizes the excellent lean burn properties of reformed gas to increase the excess air ratio (hereinafter referred to as λ) and perform lean combustion at low loads, thereby reducing fuel consumption and purifying exhaust gas. I'm trying.
第２図は上記希薄燃焼制御方式の一例として負荷に対す
る燃料流量及び空気流量の制御特性を示す。即ぢ、負荷
がθ〜約２フルロードの運転領域では改質ガスのみを燃
料として使用すると共に、前記改質ガスの特性を活かし
てλ＃２として希薄混合気を形成し、これを上回る負荷
領域では全燃料中の改質ガス燃）４割合（ガス燃料／（
ガス燃料＋液体燃料）；重量比、以下ガス／燃比という
）を減少させつつ、これに伴なってλを減少させ、全負
荷時にはλ＃１とする。FIG. 2 shows control characteristics of fuel flow rate and air flow rate with respect to load as an example of the lean burn control method. Immediately, in the operating range where the load is θ ~ 2 full load, only the reformed gas is used as fuel, and the characteristics of the reformed gas are utilized to form a lean mixture as λ #2, and when the load exceeds this, In the area, the reformed gas fuel in the total fuel)4 ratio (gas fuel/(
(gas fuel + liquid fuel); weight ratio (hereinafter referred to as gas/fuel ratio), λ is decreased accordingly, and λ is set to λ #1 at full load.
このようにすれば希薄燃焼を行う低負荷領域において燃
焼最高温度が低下するため冷却損失が城少し、かつ、燃
焼ガスの比熱比が増大し、ボンピング損失が減少するこ
と等により前記した如く燃費の低減、 ｔｒｉ気の清浄
化が図れるのである。In this way, the maximum combustion temperature is lowered in the low load region where lean combustion is performed, so the cooling loss is reduced, and the specific heat ratio of the combustion gas is increased, and the pumping loss is reduced, resulting in improved fuel efficiency as described above. It is possible to reduce and purify the air.
しかしながら、かかる希薄燃焼制御方式ではあまり８′
ｆ＃化を進めると燃焼が不安定となり却って燃費は悪化
する傾向があり、最良の燃費が得られるλは前記制御例
に示した如く約２．０に制限される。ところが実際には
、この程度の希薄化ではボンピング損失の低減量が小さ
いため、充分な燃費改善効果を挙げることができなかっ
た。However, in such a lean burn control system, the
If f# is increased, combustion becomes unstable and fuel efficiency tends to worsen, and λ, which provides the best fuel efficiency, is limited to about 2.0 as shown in the control example above. However, in reality, with this level of dilution, the amount of reduction in bombing loss was small, and therefore a sufficient effect of improving fuel efficiency could not be achieved.
本発明は、かかる従来の実情に鑑み為されたものでλを
１以上とする運転領域で余剰ガスとしての排気を吸気中
に遅流する構成とすることにより、ボンピング損失を大
きく低減させて熱効率を向」ニし、もって燃費改善効果
を高めた、アルコール改質ガスエンジンの混合気制御装
置を提供することを目的とする。The present invention has been developed in view of the conventional situation, and has a configuration in which the exhaust gas as surplus gas flows slowly into the intake air in the operating region where λ is 1 or more, thereby greatly reducing the pumping loss and improving thermal efficiency. An object of the present invention is to provide a mixture control device for an alcohol reformed gas engine, which improves fuel efficiency and improves fuel efficiency.
即ち、アルコール改質ガスは燃焼速度の大きなＨ２を多
量に含むため、理論空気量以り１の余剰ガスとして不活
性ガスを含ませた混合気においても空気のみで希薄化し
た希薄混合気（以下単に希薄混合気という）と同じく燃
焼し昌い。勿論余剰ガスを増大するにしたがって排気中
のＨＣは増大し、これに伴なって燃焼性は不安定化する
が、この傾向は、不活性ガスを含む混合気の方が希薄混
合気より小さいことが実験的に確かめられている。In other words, since alcohol reformed gas contains a large amount of H2, which has a high combustion rate, even if the mixture contains an inert gas as a surplus gas of 1 more than the theoretical air amount, it becomes a lean mixture (hereinafter referred to as "lean mixture") diluted with only air. It burns like a lean mixture (simply called a lean mixture). Of course, as the amount of surplus gas increases, HC in the exhaust increases and combustibility becomes unstable, but this tendency is smaller for mixtures containing inert gas than for lean mixtures. has been experimentally confirmed.
例えば、総排気量２Ｉ！の乗用車用アルコール改質ガス
エンジンにおける１０モー１゛走行運転の場合、希薄混
合気では前記したλ＃２．０程度で燃費は最良となり、
これ以上λを大きくすると却って燃費は悪化するが、不
活性ガスとして排気を混合気に含ませた場合には、排気
熱により吸気が予熱され燃焼温度が高められることもあ
ってλ−３〜４に相当する多量の排気を含ませたもので
も燃焼性は良好に維持される。そしζ、このように排気
の含有量を大きくすることにより混合気の総充填量が増
大するためボンピング損失の低減量が増大し、もって燃
費低減効果を大幅に高めることができるのである。For example, total displacement 2I! In the case of 10 motor 1 driving operation in a passenger car alcohol reformed gas engine, the best fuel efficiency is achieved with a lean mixture at λ # of about 2.0.
Increasing λ further will actually worsen fuel efficiency, but if the exhaust gas is included in the air-fuel mixture as an inert gas, the exhaust heat will preheat the intake air and raise the combustion temperature, resulting in a reduction of λ-3 to 4. Good combustibility is maintained even when a large amount of exhaust gas is included. By increasing the exhaust gas content in this way, the total amount of air-fuel mixture filling increases, so the amount of reduction in pumping loss increases, thereby making it possible to significantly enhance the fuel efficiency reduction effect.
以下に上記のことを利用した本発明を図示実施例に基づ
いて説明する。The present invention utilizing the above will be described below based on illustrated embodiments.
一実施例を示す第３図において、第１図の従来例と同一
の構成要素には同一符号を付して説明を簡略化する。図
において、エンジン１の吸気通路３２と排気通路２とを
連通して結ぶＥＧＲ（排気還流）通路３３を設けると共
に、該ＥＧＲ通路３３の下流端部にＥＧＲ制御弁３４を
設ける。又、コルトローラ３５には従来同様各部に取り
付けたヤンサから改質ガス供給圧力、吸入空気量、エン
ジン回転速度、改質触媒温度及びアクセル操作量の信号
が夫々入力される他、排気通路に設けたＯＮ。In FIG. 3 showing one embodiment, the same components as those in the conventional example shown in FIG. 1 are given the same reference numerals to simplify the explanation. In the figure, an EGR (exhaust gas recirculation) passage 33 is provided which communicates and connects an intake passage 32 and an exhaust passage 2 of the engine 1, and an EGR control valve 34 is provided at the downstream end of the EGR passage 33. In addition, signals of reformed gas supply pressure, intake air amount, engine rotation speed, reforming catalyst temperature, and accelerator operation amount are inputted to the Coltrol roller 35 from Yancers attached to various parts, as in the conventional case. TaON.
ＯＦＦ作動型の０２センサ３６から０２ｆＡ度信号が入
力される。An 02 fA degree signal is input from the 02 sensor 36 of OFF operation type.
そして、これら各入力信号に基づきフン１０−ラ（例え
ばマイクロプロセッサ）３５によって例えば次のような
制御が行なわれる。アクセル１桑作量Ｓとエンジン回転
速度Ｎｅとの信号に基づい′Ｃエンジン１の負荷率りを
演算し、該負荷率Ｉ、に基づいて算出したガス／燃比α
ｇｏ（負荷率りが小さい程大きな値をとる）と、ガス供
給圧力信号に基づいて定められる限界ガス／燃比αｇｌ
ｉｍ（改質ガス圧力Ｐｇが高い程大きな値をとる） と
を比較し、いずれか小さな値を制御すべきガス／燃比α
ｇとして設定する。この場合、改質ガス供給圧力が充分
高くて負荷率りが小さい時はガス／燃比αｇを大きくす
るように設定されることになる。Based on these input signals, the controller 10-ra (eg, microprocessor) 35 performs the following control, for example. The load factor of engine 1 is calculated based on the signal of accelerator 1 mulberry production amount S and engine rotational speed Ne, and the gas/fuel ratio α is calculated based on the load factor I.
go (the smaller the load factor, the larger the value) and the limit gas/fuel ratio αgl determined based on the gas supply pressure signal.
im (the higher the reformed gas pressure Pg, the larger the value), and the gas/fuel ratio α to be controlled to the smaller value.
Set as g. In this case, when the reformed gas supply pressure is sufficiently high and the load factor is small, the gas/fuel ratio αg is set to be large.
そして、このようにして設定されたαｇが大きい運転領
域では従来はλを大きくしていたのであるが、本発明で
は空気供給量は理論空気量とし、即ぢλ−１とする代り
に余剰ガスとして排気を混合気中に含ませる。具体的に
は、αｇの信号に基づいて前記ＥＧＲパルプ３４を駆動
するアクチュエータの圧力作動室に供給する負圧を制御
することにより、該バルブ３４の開度を制御し、αｇの
増大に応じてＥＧＲ率を大きくするのであり、この場合
、ＥＧＲ量は同一運転条件における従来の希薄混合気の
余剰空気量を大きく一ヒ回る量とすることができる（第
４図参照）。尚、λは通常は前記αｇの信号に基づいて
λ−１となるように２次エアバルブ１６が開度制御され
るが、０２ａ度センサ３６からのフィードバック信号に
より排気中ノ０２′ＪＩ！度がλ−１における設定範囲
から外れる場合には２次エアバルブ１６の開度は補正制
御され可及的にλ−１に維持されるように高精度に制御
される。Conventionally, λ was increased in the operating range where αg set in this way is large, but in the present invention, the air supply amount is set to the theoretical air amount, and instead of immediately setting it to λ-1, excess gas is used. The exhaust gas is included in the air-fuel mixture. Specifically, the opening degree of the valve 34 is controlled by controlling the negative pressure supplied to the pressure operating chamber of the actuator that drives the EGR pulp 34 based on the signal αg, and the opening degree of the valve 34 is controlled according to the increase in αg. The EGR rate is increased, and in this case, the EGR amount can be set to an amount that is much larger than the amount of excess air in a conventional lean mixture under the same operating conditions (see FIG. 4). The opening of the secondary air valve 16 is normally controlled so that λ becomes λ-1 based on the signal αg, but the opening degree of the secondary air valve 16 is controlled so that λ becomes λ-1 based on the signal αg. If the opening degree is out of the setting range at λ-1, the opening degree of the secondary air valve 16 is corrected and controlled with high accuracy to maintain it at λ-1 as much as possible.
このようにすれば低負荷域で従来の余剰空気量を上回る
閂の排気が吸気に還流されるため、混合気充填量か増大
してボンピング損失を大幅に低減できかつ、ＩＪＩ気熱
による吸気予熱で燃焼温度を高められること等により安
定した燃焼性を維持しつつ熱効率を高めることかでき、
もっ゛ζ燃費を大幅に改善できるのである。因みに、第
５図は、ＥＧＲを行なった場合の熱効率の向上度合を示
したものである。In this way, in the low load range, the bolt exhaust gas that exceeds the conventional surplus air volume is returned to the intake air, increasing the air-fuel mixture filling volume and significantly reducing the pumping loss, while preheating the intake air using IJI air heat. By increasing the combustion temperature, thermal efficiency can be increased while maintaining stable combustibility.
It is possible to significantly improve fuel efficiency. Incidentally, FIG. 5 shows the degree of improvement in thermal efficiency when EGR is performed.
一方、負荷率りが大きくλ≧１以上の混合気では安定し
た燃焼性が得られなくなる運転領域ではＥＧＲバルブ３
２を閉じてＥＧＲを停止すると共に、上述のようにして
決定したαｇの値に応してλ （〈１）の値を設定する
ことにより濃混合気を形成して従来同様の高出力を確保
することができる。On the other hand, in the operating range where the load factor is large and stable combustibility cannot be obtained with a mixture of λ≧1 or more, the EGR valve 3
2 to stop EGR and set the value of λ (<1) according to the value of αg determined as described above to form a rich air-fuel mixture and secure high output as before. can do.
尚、本実施例ではカス／燃比に基づいてλ及びＥＧＲ量
を制御する構成としたが、改質ガスの燃焼安定性の高さ
は燃焼速度の大きなＨ２に起因するものであるから、改
質ガス中のＨ２’／Ｉ１１度を検出するセンサを設け、
Ｈ２ｉ１度に基づいてλ及びＥＣＲｌｉｌを制御するよ
うにしてもよい。In this example, the configuration is such that λ and the EGR amount are controlled based on the residue/fuel ratio, but since the high combustion stability of the reformed gas is due to H2 having a high combustion speed, A sensor is installed to detect H2'/I11 degrees in the gas,
λ and ECRlil may be controlled based on H2i1 degrees.
又、本実施例はλ≧１で安定した燃焼性が得られる運転
領域でλ−１に保持し、余剰ガスの全てを排気で賄うよ
うにしたか、前記運転領域でλ〉１に設定し、余剰ガス
を排気と空気とで構成するようにしてもよいことは勿論
である。In addition, in this example, in the operating range where λ≧1 and stable combustibility can be obtained, λ-1 was maintained, and all of the excess gas was covered by exhaust gas, or λ>1 was set in the operating range. Of course, the surplus gas may be composed of exhaust gas and air.
以上説明したように、本発明によればガス／燃比が大き
くλ≧１に設定される低負荷運転領域でＥＧＲを行う構
成としたから、混合気の総充填量を大きくできることに
よりボンピング損失を大幅に低減でき、かつ、吸気予熱
等により熱効率が向上しもって燃費を著しく改善するこ
とができる。As explained above, according to the present invention, since EGR is performed in the low-load operation region where the gas/fuel ratio is large and set to λ≧1, the total filling amount of the air-fuel mixture can be increased, thereby significantly reducing the pumping loss. In addition, thermal efficiency can be improved by intake air preheating, etc., and fuel efficiency can be significantly improved.
（ＩＩ）
第１図は従来のアルコール改質ガスエンジンの一例を示
す全体構成図、第２図＃ （Ａ）、 （Ｂ）ｌよ夫々
軸間」二のエンジンにおｉＪる空気過剰率及び燃料流量
割合の負荷に対する制御特性を示す線図、第３図は本発
明の一実施例を示す構成図、第４図（Ａ）は同」一実施
例における空気流量及び還流排気流量の負荷に対する制
御特性を示す線図、同図（Ｂ）は同上実施例における燃
料流量割合の負荷に対する制御特性を示す線図、第５図
は、同」一実施例における熱効率向上の度合を示す線図
である。
１・・・エンジン ２・・・排気通路 １２・・・
ガスバルフ １４・・・エアフロメータ １５・・
・１次エアバルブ １６・・・２次エアバルブ１７・
・・ガス圧力センサ １８・・・回転速度センサ１９
・・・温度センサ ２０・・・アクセル１１作間セン
ザ ２２・・・アルコールインジェクタ３２・・・吸
気通路 ３３・・・ＥＧＲ通路３４・・・ＥＧＲ制御
弁 ３５・・・コントローラ３６・・・０２濃度セン
サ
特許出願人 日産自動車株式会社
代理人 弁理士 笹 島 富二雄
（１２）(II) Figure 1 is an overall configuration diagram showing an example of a conventional alcohol reformed gas engine, and Figure 2 shows the excess air ratio and 3 is a diagram showing the control characteristics of the fuel flow rate with respect to the load, FIG. 3 is a block diagram showing an embodiment of the present invention, and FIG. Fig. 5 is a diagram showing the control characteristics of the fuel flow rate relative to the load in the above embodiment, and Fig. 5 is a diagram showing the degree of thermal efficiency improvement in the above embodiment. be. 1...Engine 2...Exhaust passage 12...
Gas valve 14... Air flow meter 15...
・Primary air valve 16...Secondary air valve 17・
...Gas pressure sensor 18...Rotation speed sensor 19
...Temperature sensor 20...Accelerator 11 operation sensor 22...Alcohol injector 32...Intake passage 33...EGR passage 34...EGR control valve 35...Controller 36...02 Concentration Sensor patent applicant Fujio Sasashima (12) Representative of Nissan Motor Co., Ltd. Patent attorney
Claims (1)
アルコールとを燃料として供給するようにしたアルコー
ル改質ガスエンジンにおいて、エンジンの吸気通路と排
気通路とを連通して結ぶ排気還流通路を設けると共に該
排気流通路に排気還流制御弁を介設し、かつ、エンジン
の各種運転条件の検出信号に基づき空気過剰率を１以上
とする運転領域で前記排気還流制御弁を開弁さ・Ｕ、燃
料中の改質ガス供給割合の増大する運転域程排気還流率
を増大するよう排気を吸気中に還流さゼる制御手段を設
けて構成したことを特徴とするアルコール改質ガスエン
ジンの混合気制御装置。In an alcohol reformed gas engine that supplies reformed gas obtained by thermally decomposing alcohol and unreformed liquid alcohol as fuel, exhaust gas recirculation connects the intake passage and exhaust passage of the engine in communication. A passage is provided and an exhaust recirculation control valve is interposed in the exhaust flow passage, and the exhaust recirculation control valve is opened in an operating range where an excess air ratio is set to 1 or more based on detection signals of various operating conditions of the engine.・U. An alcohol reformed gas engine characterized by being provided with a control means for recirculating exhaust gas into intake air so as to increase the exhaust recirculation rate in an operating range where the reformed gas supply ratio in the fuel increases. mixture control device.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP56210212A JPS58117345A (en) | 1981-12-29 | 1981-12-29 | Fuel-air mixture control device of reformed alcohol gas engine |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP56210212A JPS58117345A (en) | 1981-12-29 | 1981-12-29 | Fuel-air mixture control device of reformed alcohol gas engine |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| JPS58117345A true JPS58117345A (en) | 1983-07-12 |
Family
ID=16585638
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP56210212A Pending JPS58117345A (en) | 1981-12-29 | 1981-12-29 | Fuel-air mixture control device of reformed alcohol gas engine |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JPS58117345A (en) |
Cited By (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US5115790A (en) * | 1989-10-31 | 1992-05-26 | Isuzu Motors Limited | Re-combustion control means for alcohol engine |
| JP2007231827A (en) * | 2006-03-01 | 2007-09-13 | Nissan Motor Co Ltd | Internal combustion engine |
-
1981
- 1981-12-29 JP JP56210212A patent/JPS58117345A/en active Pending
Cited By (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US5115790A (en) * | 1989-10-31 | 1992-05-26 | Isuzu Motors Limited | Re-combustion control means for alcohol engine |
| JP2007231827A (en) * | 2006-03-01 | 2007-09-13 | Nissan Motor Co Ltd | Internal combustion engine |
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