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CN107420208A - Gaseous fuel system system - Google Patents

Gaseous fuel system system Download PDF

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Publication number
CN107420208A
CN107420208A CN201710369720.9A CN201710369720A CN107420208A CN 107420208 A CN107420208 A CN 107420208A CN 201710369720 A CN201710369720 A CN 201710369720A CN 107420208 A CN107420208 A CN 107420208A
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China
Prior art keywords
fuel
cng
engine
liquid fuel
air
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CN201710369720.9A
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Chinese (zh)
Inventor
山中翔太
中谷文人
岩仓隆彦
菱田雄司
永田秀昭
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Aisan Industry Co Ltd
Fujitsu Ltd
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Aisan Industry Co Ltd
Fujitsu Ltd
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    • 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
    • F02D41/24—Electrical control of supply of combustible mixture or its constituents characterised by the use of digital means
    • F02D41/2406—Electrical control of supply of combustible mixture or its constituents characterised by the use of digital means using essentially read only memories
    • F02D41/2425—Particular ways of programming the data
    • F02D41/2429—Methods of calibrating or learning
    • F02D41/2441—Methods of calibrating or learning characterised by the learning conditions
    • F02D41/2445—Methods of calibrating or learning characterised by the learning conditions characterised by a plurality of learning conditions or ranges
    • 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
    • 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
    • F02D19/0602—Control of components of the fuel supply system
    • F02D19/0607—Control of components of the fuel supply system to adjust the fuel mass or volume flow
    • F02D19/061—Control of components of the fuel supply system to adjust the fuel mass or volume flow by controlling fuel injectors
    • 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
    • F02D19/0602—Control of components of the fuel supply system
    • F02D19/0613—Switch-over from one fuel to another
    • F02D19/0615—Switch-over from one fuel to another being initiated by automatic means, e.g. based on engine or vehicle 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
    • F02D19/0623—Failure diagnosis or prevention; Safety measures; Testing
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D19/00—Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures
    • F02D19/06—Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures peculiar to engines working with pluralities of fuels, e.g. alternatively with light and heavy fuel oil, other than engines indifferent to the fuel consumed
    • F02D19/0626—Measuring or estimating parameters related to the fuel supply system
    • F02D19/0628—Determining the fuel pressure, temperature or flow, the fuel tank fill level or a valve position
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D19/00—Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures
    • F02D19/06—Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures peculiar to engines working with pluralities of fuels, e.g. alternatively with light and heavy fuel oil, other than engines indifferent to the fuel consumed
    • F02D19/0639—Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures peculiar to engines working with pluralities of fuels, e.g. alternatively with light and heavy fuel oil, other than engines indifferent to the fuel consumed characterised by the type of fuels
    • F02D19/0642—Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures peculiar to engines working with pluralities of fuels, e.g. alternatively with light and heavy fuel oil, other than engines indifferent to the fuel consumed characterised by the type of fuels at least one fuel being gaseous, the other fuels being gaseous or liquid at standard conditions
    • F02D19/0647—Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures peculiar to engines working with pluralities of fuels, e.g. alternatively with light and heavy fuel oil, other than engines indifferent to the fuel consumed characterised by the type of fuels at least one fuel being gaseous, the other fuels being gaseous or liquid at standard conditions the gaseous fuel being liquefied petroleum gas [LPG], liquefied natural gas [LNG], compressed natural gas [CNG] or dimethyl ether [DME]
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D19/00—Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures
    • F02D19/06—Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures peculiar to engines working with pluralities of fuels, e.g. alternatively with light and heavy fuel oil, other than engines indifferent to the fuel consumed
    • F02D19/066—Retrofit of secondary fuel supply systems; Conversion of engines to operate on multiple 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
    • F02D41/0027—Controlling engines characterised by use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures the fuel being gaseous
    • 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
    • F02D41/22—Safety or indicating devices for abnormal conditions
    • 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
    • F02D41/24—Electrical control of supply of combustible mixture or its constituents characterised by the use of digital means
    • F02D41/2406—Electrical control of supply of combustible mixture or its constituents characterised by the use of digital means using essentially read only memories
    • F02D41/2425—Particular ways of programming the data
    • F02D41/2429—Methods of calibrating or learning
    • F02D41/2451—Methods of calibrating or learning characterised by what is learned or calibrated
    • F02D41/2454—Learning of the air-fuel ratio control
    • 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
    • F02D41/24—Electrical control of supply of combustible mixture or its constituents characterised by the use of digital means
    • F02D41/26—Electrical control of supply of combustible mixture or its constituents characterised by the use of digital means using computer, e.g. microprocessor
    • F02D41/266—Electrical control of supply of combustible mixture or its constituents characterised by the use of digital means using computer, e.g. microprocessor the computer being backed-up or assisted by another circuit, e.g. analogue
    • 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
    • F02D41/24—Electrical control of supply of combustible mixture or its constituents characterised by the use of digital means
    • F02D41/26—Electrical control of supply of combustible mixture or its constituents characterised by the use of digital means using computer, e.g. microprocessor
    • F02D41/28—Interface circuits
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D45/00—Electrical control not provided for in groups F02D41/00 - F02D43/00
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D13/00—Controlling the engine output power by varying inlet or exhaust valve operating characteristics, e.g. timing
    • F02D13/02—Controlling the engine output power by varying inlet or exhaust valve operating characteristics, e.g. timing during engine operation
    • 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
    • F02D41/24—Electrical control of supply of combustible mixture or its constituents characterised by the use of digital means
    • F02D41/26—Electrical control of supply of combustible mixture or its constituents characterised by the use of digital means using computer, e.g. microprocessor
    • F02D41/28—Interface circuits
    • F02D2041/281—Interface circuits between sensors and control unit
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D2200/00—Input parameters for engine control
    • F02D2200/02—Input parameters for engine control the parameters being related to the engine
    • F02D2200/08—Exhaust gas treatment apparatus parameters
    • F02D2200/0814—Oxygen storage amount
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D2400/00—Control systems adapted for specific engine types; Special features of engine control systems not otherwise provided for; Power supply, connectors or cabling for engine control systems
    • F02D2400/11—After-sales modification devices designed to be used to modify an engine afterwards
    • 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
    • F02D41/02—Circuit arrangements for generating control signals
    • F02D41/14—Introducing closed-loop corrections
    • F02D41/1438—Introducing closed-loop corrections using means for determining characteristics of the combustion gases; Sensors therefor
    • F02D41/1444—Introducing closed-loop corrections using means for determining characteristics of the combustion gases; Sensors therefor characterised by the characteristics of the combustion gases
    • F02D41/1454—Introducing closed-loop corrections using means for determining characteristics of the combustion gases; Sensors therefor characterised by the characteristics of the combustion gases the characteristics being an oxygen content or concentration or the air-fuel ratio
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/10—Internal combustion engine [ICE] based vehicles
    • Y02T10/30—Use of alternative fuels, e.g. biofuels

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  • Engineering & Computer Science (AREA)
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  • General Engineering & Computer Science (AREA)
  • Combustion & Propulsion (AREA)
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  • Computer Hardware Design (AREA)
  • Microelectronics & Electronic Packaging (AREA)
  • Health & Medical Sciences (AREA)
  • Biomedical Technology (AREA)
  • Output Control And Ontrol Of Special Type Engine (AREA)
  • Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)

Abstract

一种气体燃料系系统，在对汽油系发动机系统后附安装CNG系系统而构成了双燃料发动机系统的状态下，在从汽油运转切换为CNG运转时抑制CNG的空燃比偏离，防止排放、驾驶性恶化。对具备发动机(1)、汽油系设备以及主电子控制装置(主ECU)(50)的汽油系发动机系统后附安装具备CNG系设备和副ECU(51)的CNG系系统，由此构成切换汽油和CNG的使用来运转的双燃料发动机系统。主ECU(50)执行汽油空燃比学习控制，将通过该控制得到的汽油空燃比学习值反映到汽油运转的控制中。副ECU(51)与汽油空燃比学习控制相独立地执行CNG空燃比学习控制，将通过该控制得到的CNG空燃比学习值反映到CNG运转的控制中。

A gaseous fuel system that suppresses the deviation of the air-fuel ratio of CNG when switching from gasoline operation to CNG operation in a state where a CNG system is attached to a gasoline engine system to form a dual fuel engine system, thereby preventing emissions and driving Sexual deterioration. A CNG-based system equipped with CNG-based equipment and a sub-ECU (51) is attached to a gasoline-based engine system equipped with an engine (1), gasoline-based equipment, and a main electronic control unit (main ECU) (50), thereby constituting a switchover to gasoline-based engine system. and CNG to run the dual fuel engine system. The main ECU (50) executes gasoline air-fuel ratio learning control, and reflects the gasoline air-fuel ratio learning value obtained through this control to the control of gasoline operation. The sub-ECU (51) executes the CNG air-fuel ratio learning control independently of the gasoline air-fuel ratio learning control, and reflects the CNG air-fuel ratio learning value obtained through this control to the control of the CNG operation.

Description

气体燃料系系统gas fuel system

技术领域technical field

本发明涉及一种选择性地使用气体燃料和液体燃料来进行运转的双燃料发动机系统(bi-fuel engine system)，详细地说，涉及一种为了构成该发动机系统而后附安装于液体燃料系发动机系统来进行使用的气体燃料系系统。The present invention relates to a bi-fuel engine system (bi-fuel engine system) that operates selectively using gaseous fuel and liquid fuel. The gas fuel system used by the system.

背景技术Background technique

以往，作为这种技术，例如已知下述的专利文献1所记载的发动机控制系统。该系统具备进行利用汽油等液体燃料的运转的控制的主电子控制装置(主ECU)以及进行利用CNG等气体燃料的运转的控制的副ECU。在此，从曲轴转角传感器、进气压力传感器、进气温度传感器、节气阀开度传感器、冷却水温传感器以及氧传感器向主ECU输入各种信号。然后，主ECU基于氧传感器的输出信号来执行与液体燃料相关的空燃比反馈控制，并且计算该反馈控制所需的校正系数，将该校正系数作为液体燃料的空燃比学习值来进行学习。由此，防止了发动机的与液体燃料有关的排放恶化。另一方面，从曲轴转角传感器向副ECU输入信号，并且经由主ECU对副ECU输入来自其它传感器的各种信号等。然后，副ECU为了执行反馈控制，利用由主ECU学习得到的液体燃料的空燃比学习值，并且基于该学习值来学习气体燃料的空燃比学习值，并将该气体燃料的空燃比学习值反映到空燃比反馈控制。由此，防止了发动机的与气体燃料有关的排放恶化。Conventionally, as such a technique, for example, an engine control system described in Patent Document 1 below is known. This system includes a main electronic control unit (main ECU) for controlling operation using liquid fuel such as gasoline, and a sub-ECU for controlling operation using gaseous fuel such as CNG. Here, various signals are input to the main ECU from a crank angle sensor, an intake air pressure sensor, an intake air temperature sensor, a throttle valve opening sensor, a cooling water temperature sensor, and an oxygen sensor. Then, the main ECU executes air-fuel ratio feedback control related to liquid fuel based on the output signal of the oxygen sensor, calculates a correction coefficient necessary for the feedback control, and learns the correction coefficient as an air-fuel ratio learning value of liquid fuel. Thereby, deterioration of liquid fuel-related emissions of the engine is prevented. On the other hand, signals are input from the crank angle sensor to the sub-ECU, and various signals from other sensors are input to the sub-ECU via the main ECU. Then, in order to perform feedback control, the sub ECU uses the learned air-fuel ratio value of the liquid fuel learned by the main ECU, learns the learned air-fuel ratio value of the gaseous fuel based on the learned value, and reflects the learned air-fuel ratio value of the gaseous fuel. to air-fuel ratio feedback control. Thereby, deterioration of gaseous fuel-related emissions of the engine is prevented.

专利文献1：日本特开2012-36795号公报Patent Document 1: Japanese Patent Laid-Open No. 2012-36795

发明内容Contents of the invention

发明要解决的问题The problem to be solved by the invention

另外，在专利文献1所记载的系统中，在由于液体燃料系设备的经年变化等而导致发动机的空燃比产生偏离的情况下，主ECU将该空燃比偏离反映到液体燃料的空燃比学习值。另一方面，在副ECU中，为了计算气体燃料的空燃比学习值而利用了主ECU中的液体燃料的空燃比学习值，因此存在以下情况：即使气体燃料系设备未产生因经年变化等而导致的空燃比偏离，液体燃料的空燃比学习值的变化也被反映到气体燃料的空燃比学习值中。因此，存在以下担忧：在发动机从利用液体燃料的运转切换为利用气体燃料的运转的情况下，气体燃料的空燃比学习值偏离于真值，通过执行与气体燃料相关的空燃比反馈控制，气体燃料的空燃比偏离于真值。其结果，存在发动机的利用气体燃料的运转的排放恶化、驾驶性恶化的担忧。In addition, in the system described in Patent Document 1, when the air-fuel ratio of the engine deviates due to changes in liquid fuel-based equipment over time, etc., the main ECU reflects the air-fuel ratio deviation to the air-fuel ratio learning of the liquid fuel. value. On the other hand, in the sub ECU, the learned air-fuel ratio value of the liquid fuel in the main ECU is used to calculate the learned air-fuel ratio value of the gaseous fuel. Therefore, there may be cases where the air-fuel ratio of the gaseous fuel-based equipment does not change over time, etc. As a result of the deviation of the air-fuel ratio, the change of the learned value of the air-fuel ratio of the liquid fuel is also reflected in the learned value of the air-fuel ratio of the gaseous fuel. Therefore, there is a concern that when the engine is switched from operation using liquid fuel to operation using gaseous fuel, the air-fuel ratio learning value of gaseous fuel deviates from the true value, and by performing air-fuel ratio feedback control related to gaseous fuel, the gas The air-fuel ratio of the fuel deviates from the true value. As a result, there is a possibility that the emissions from the operation of the engine using the gaseous fuel will be deteriorated, and drivability may be deteriorated.

本发明是鉴于上述情况而完成的，其目的在于提供如下一种气体燃料系系统：对液体燃料系发动机系统后附安装气体燃料系系统而构成了双燃料发动机系统的状态下，该气体燃料系系统能够在发动机从利用液体燃料的运转切换为利用气体燃料的运转时抑制气体燃料的空燃比偏离，从而能够防止发动机的利用气体燃料的运转的排放恶化、驾驶性恶化。The present invention has been made in view of the above circumstances, and an object of the present invention is to provide a gas fuel system that can be used in a state where a gas fuel system is attached to a liquid fuel engine system to constitute a dual fuel engine system. The system can suppress the deviation of the air-fuel ratio of the gaseous fuel when the engine is switched from the liquid fuel operation to the gaseous fuel operation, thereby preventing the emission deterioration and drivability deterioration of the gaseous fuel operation of the engine.

用于解决问题的方案solutions to problems

为了达到上述目的，第一发明所记载的发明是一种气体燃料系系统，对液体燃料系发动机系统后附安装该气体燃料系系统来与该液体燃料系发动机系统相组合，由此构成对液体燃料和气体燃料的使用进行切换来控制发动机的运转的双燃料发动机系统，其中，该液体燃料系发动机系统具备：发动机；液体燃料系设备，其与发动机的运转有关；运转状态检测单元，其用于检测发动机的运转状态；以及主控制单元，其用于基于运转状态检测单元的检测结果，使用液体燃料系设备来控制发动机的利用液体燃料的运转，主控制单元构成为基于运转状态检测单元的检测结果来执行与液体燃料系设备相关的液体燃料空燃比学习控制，并将通过该控制得到的液体燃料空燃比学习值反映到利用液体燃料的运转的控制中，该气体燃料系系统的宗旨在于，具备：气体燃料系设备，其与发动机的运转有关；以及副控制单元，其用于使用气体燃料系设备来控制发动机的利用气体燃料的运转，副控制单元构成为：被单独输入运转状态检测单元的检测结果，基于该检测结果，与液体燃料空燃比学习控制相独立地执行与气体燃料系设备相关的气体燃料空燃比学习控制，并将通过该控制得到的气体燃料空燃比学习值反映到利用气体燃料的运转的控制中。In order to achieve the above object, the invention described in the first invention is a gas fuel system, which is attached to a liquid fuel engine system to be combined with the liquid fuel engine system, thus forming a liquid fuel engine system. A dual-fuel engine system for controlling the operation of an engine by switching between fuel and gaseous fuel, wherein the liquid fuel engine system includes: an engine; liquid fuel equipment related to the operation of the engine; an operating state detection unit for for detecting the operating state of the engine; and a main control unit for controlling the operation of the engine using liquid fuel using a liquid fuel system device based on the detection result of the operating state detecting unit, the main control unit being configured based on the operating state detecting unit The purpose of this gas fuel system is to perform liquid fuel air-fuel ratio learning control related to liquid fuel system equipment by detecting the results, and to reflect the liquid fuel air-fuel ratio learning value obtained through this control to the control of operation using liquid fuel. , having: gas fuel-based equipment, which is related to the operation of the engine; and a sub-control unit, which is used to use the gas fuel-based equipment to control the operation of the engine using gas fuel, and the sub-control unit is configured to be independently input to detect the operating state Based on the detection result of the unit, the gas fuel air-fuel ratio learning control related to the gas fuel system equipment is executed independently of the liquid fuel air-fuel ratio learning control, and the gas fuel air-fuel ratio learning value obtained through this control is reflected in the In the control of operation using gaseous fuel.

根据上述发明的结构，在构成了双燃料发动机系统的状态下，主控制单元使用液体燃料系设备来控制发动机的利用液体燃料的运转，基于运转状态检测单元的检测结果来执行与液体燃料系设备相关的液体燃料空燃比学习控制，并将通过该控制得到的液体燃料空燃比学习值反映到利用液体燃料的运转的控制中。另一方面，副控制单元使用气体燃料系设备来控制发动机的利用气体燃料的运转，被单独输入运转状态检测单元的检测结果，基于该检测结果来与液体燃料空燃比学习控制相独立地执行与气体燃料系设备相关的气体燃料空燃比学习控制，并将通过该控制得到的气体燃料空燃比学习值反映到利用气体燃料的运转的控制中。因而，即使从利用液体燃料的运转切换为利用气体燃料的运转，液体燃料空燃比学习值也不会反映到利用气体燃料的运转的控制中。According to the structure of the above invention, in the state where the dual-fuel engine system is constituted, the main control unit uses the liquid fuel system equipment to control the operation of the engine using the liquid fuel, and executes the communication with the liquid fuel system equipment based on the detection result of the operation state detection unit. The related liquid fuel air-fuel ratio learning control reflects the liquid fuel air-fuel ratio learning value obtained by the control to the control of the operation using the liquid fuel. On the other hand, the sub-control unit uses the gas fuel-based equipment to control the operation of the engine using gas fuel, and is independently input with the detection result of the operation state detection unit, based on the detection result and independently of the liquid fuel air-fuel ratio learning control. The gas fuel air-fuel ratio learning control related to the gas fuel-based equipment reflects the gas fuel air-fuel ratio learning value obtained through the control to the control of the operation using the gas fuel. Therefore, even if the operation using liquid fuel is switched to the operation using gaseous fuel, the liquid fuel air-fuel ratio learning value is not reflected in the control of the operation using gaseous fuel.

为了达到上述目的，第二发明所记载的发明的宗旨在于，在第一发明所记载的发明中，液体燃料系设备包括节气阀，该节气阀用于调节吸入到发动机的进气量，运转状态检测单元包括：氧传感器，其用于检测发动机的排气中的氧浓度；以及节气阀传感器，其用于检测节气阀的开度，主控制单元利用氧传感器的检测信号来执行液体燃料空燃比学习控制，副控制单元利用节气阀传感器的检测信号来执行气体燃料空燃比学习控制。In order to achieve the above objects, the gist of the invention described in the second claim is that, in the invention described in the first claim, the liquid fuel system equipment includes a throttle valve for adjusting the amount of intake air sucked into the engine, the operating state The detection unit includes: an oxygen sensor for detecting the oxygen concentration in the exhaust gas of the engine; and a throttle valve sensor for detecting the opening degree of the throttle valve, and the main control unit uses the detection signal of the oxygen sensor to perform the liquid fuel air-fuel ratio In the learning control, the sub-control unit uses the detection signal of the throttle valve sensor to execute the gas fuel air-fuel ratio learning control.

根据上述发明的结构，除了第一发明所记载的发明的作用以外，主控制单元利用氧传感器的检测信号来执行液体燃料空燃比学习控制，与此相对地，副控制单元利用节气阀传感器的检测信号来执行气体燃料空燃比学习控制。因而，无需为了执行气体燃料空燃比学习控制而使用氧传感器，在对液体燃料系发动机系统后附安装副控制单元时，无需将需要对布线采取噪声对策的氧传感器连接到副控制单元。According to the structure of the above invention, in addition to the action of the invention described in the first invention, the main control unit executes the liquid fuel air-fuel ratio learning control using the detection signal of the oxygen sensor, while the sub control unit uses the detection signal of the throttle valve sensor signal to perform gaseous fuel air-fuel ratio learning control. Therefore, there is no need to use an oxygen sensor for the gas fuel air-fuel ratio learning control, and when the sub control unit is attached to the liquid fuel engine system, it is not necessary to connect the oxygen sensor, which requires noise countermeasures for wiring, to the sub control unit.

为了达到上述目的，第三发明所记载的发明的宗旨在于，在第一发明或第二发明所记载的发明中，液体燃料系设备包括液体燃料供给单元，该液体燃料供给单元用于向发动机供给液体燃料，主控制单元构成为控制由液体燃料供给单元进行的液体燃料的供给，气体燃料系设备包括：气体燃料供给单元，其用于向发动机供给气体燃料；以及模式开关，为了切换使用液体燃料的液体燃料模式以及使用气体燃料的气体燃料模式而对该模式开关进行操作，主控制单元、液体燃料供给单元、气体燃料供给单元以及模式开关连接于副控制单元，在模式开关被切换为液体燃料模式的情况下，构成为：经由副控制单元将由主控制单元生成的与液体燃料的控制相关的信号输出到液体燃料供给单元，在模式开关被切换为气体燃料模式的情况下，构成为：副控制单元将从主控制单元输出的与液体燃料的控制相关的信号校正为气体燃料用的信号后输出到气体燃料供给单元。In order to achieve the above objects, the gist of the invention described in the third invention is that, in the invention described in the first invention or the second invention, the liquid fuel-based equipment includes a liquid fuel supply unit for supplying fuel to the engine. For the liquid fuel, the main control unit is configured to control the supply of the liquid fuel by the liquid fuel supply unit, and the gas fuel-based equipment includes: a gas fuel supply unit for supplying the gas fuel to the engine; and a mode switch for switching the use of the liquid fuel The mode switch is operated for the liquid fuel mode and the gas fuel mode using gas fuel, the main control unit, the liquid fuel supply unit, the gas fuel supply unit and the mode switch are connected to the sub-control unit, and the mode switch is switched to liquid fuel In the case of the mode, the configuration is such that the signal related to the control of the liquid fuel generated by the main control unit is output to the liquid fuel supply unit via the sub-control unit, and when the mode switch is switched to the gas fuel mode, the sub-control unit is configured to: The control unit corrects the signal related to the control of the liquid fuel output from the main control unit to a signal for gas fuel, and outputs the signal to the gas fuel supply unit.

根据上述发明的结构，除了第一发明或第二发明所记载的发明的作用以外，主控制单元、液体燃料供给单元、气体燃料供给单元以及模式开关连接于副控制单元。而且，在模式开关被切换为液体燃料模式的情况下，经由副控制单元将由主控制单元生成的与液体燃料的控制相关的信号输出到液体燃料供给单元。另外，在模式开关被切换为气体燃料模式的情况下，通过副控制单元将从主控制单元输出的与液体燃料的控制相关的信号校正为气体燃料用的信号后输出到气体燃料供给单元。因而，无需为了在主控制单元和副控制单元中共享与液体燃料的控制相关的信号而使从主控制单元向液体燃料供给单元的布线产生分支。另外，液体燃料供给单元、气体燃料供给单元以及模式开关集中地连接于副控制单元这一个部件。According to the structure of the above invention, in addition to the effects of the invention described in the first invention or the second invention, the main control unit, the liquid fuel supply unit, the gas fuel supply unit, and the mode switch are connected to the sub control unit. Also, when the mode switch is switched to the liquid fuel mode, the signal related to the control of the liquid fuel generated by the main control unit is output to the liquid fuel supply unit via the sub control unit. Also, when the mode switch is switched to the gas fuel mode, the signal related to liquid fuel control output from the main control unit is corrected to a signal for gas fuel by the sub control unit and output to the gas fuel supply unit. Therefore, there is no need to branch the wiring from the main control unit to the liquid fuel supply unit in order to share the signals related to the control of liquid fuel between the main control unit and the sub control unit. In addition, the liquid fuel supply unit, the gaseous fuel supply unit, and the mode switch are collectively connected to one sub-control unit.

为了达到上述目的，第四发明所记载的发明的宗旨在于，在第一发明至第三发明中的任意发明所记载的发明中，副控制单元基于气体燃料空燃比学习值来诊断气体燃料系设备的异常，在判断为存在异常的情况下，从利用气体燃料的运转切换为利用液体燃料的运转。In order to achieve the above object, the gist of the invention described in the fourth invention is that, in the invention described in any one of the first invention to the third invention, the sub-control unit diagnoses the gas fuel system equipment based on the gas fuel air-fuel ratio learning value. If it is determined that there is an abnormality, the operation using gaseous fuel is switched to the operation using liquid fuel.

根据上述发明的结构，除了第一发明至第三发明中的任意发明所记载的发明的作用以外，在气体燃料系设备存在异常的情况下，从利用气体燃料的运转切换为利用液体燃料的运转，因此即使在利用气体燃料进行运转时气体燃料系设备存在异常，也能够使发动机的运转继续。According to the configuration of the above invention, in addition to the effects of the invention described in any one of the first to third inventions, when there is an abnormality in the gas fuel system equipment, the operation using gas fuel is switched to the operation using liquid fuel. Therefore, even if there is an abnormality in the gas fuel-based equipment during operation using the gas fuel, the operation of the engine can be continued.

发明的效果The effect of the invention

根据第一发明所记载的发明，在对液体燃料系发动机系统后附安装气体燃料系系统而构成了双燃料发动机系统的状态下，在发动机从利用液体燃料的运转切换为利用气体燃料的运转时，能够抑制气体燃料的空燃比的偏离，从而能够防止发动机的利用气体燃料的运转的排放恶化、驾驶性恶化。According to the invention described in the first claim, when the engine is switched from the operation using the liquid fuel to the operation using the gas fuel in a state where the dual-fuel engine system is constituted by attaching the gas fuel system to the liquid fuel engine system Therefore, the deviation of the air-fuel ratio of the gaseous fuel can be suppressed, and the deterioration of the emission and drivability of the engine operation using the gaseous fuel can be prevented.

根据第二发明所记载的发明，除了第一发明所记载的发明的效果以外，还能够抑制氧传感器处的噪声产生，从而能够确保液体燃料空燃比学习控制的精度。According to the invention described in the second claim, in addition to the effects of the invention described in the first claim, the generation of noise at the oxygen sensor can be suppressed, and the accuracy of the liquid fuel air-fuel ratio learning control can be ensured.

根据第三发明所记载的发明，除了第一发明或第二发明所记载的发明的效果以外，在对液体燃料系发动机系统后附安装气体燃料系系统时，能够将副控制单元用作用于与液体燃料供给单元电连接的分配器，而无需另外设置分配器，从而能够实现气体燃料系系统的后附安装布线的简化。According to the invention described in the third invention, in addition to the effects of the invention described in the first invention or the second invention, when the gas fuel system is attached to the liquid fuel engine system, the sub control unit can be used as a control unit for communication with the liquid fuel engine system. The distributor to which the liquid fuel supply unit is electrically connected does not need to provide an additional distributor, so that the installation and wiring of the gas fuel system can be simplified.

根据第四发明所涉及的发明，除了第一发明至第三发明中的任意发明所记载的发明的效果以外，还能够避免发动机的利用气体燃料的运转的不良状况的产生以及发动机的意外停止。According to the invention according to the fourth invention, in addition to the effects of the invention described in any one of the first to third inventions, it is possible to avoid occurrence of malfunctions in the operation of the engine using gaseous fuel and unexpected stop of the engine.

附图说明Description of drawings

图1是表示一个实施方式所涉及的搭载于汽车的双燃料发动机系统的概要结构图。FIG. 1 is a schematic configuration diagram showing a dual-fuel engine system mounted on an automobile according to an embodiment.

图2是表示一个实施方式所涉及的双燃料发动机系统的电气结构的框图。FIG. 2 is a block diagram showing an electrical configuration of a dual-fuel engine system according to an embodiment.

图3是表示一个实施方式所涉及的汽油喷射量控制的内容的流程图。FIG. 3 is a flowchart showing the contents of gasoline injection amount control according to one embodiment.

图4是表示一个实施方式所涉及的CNG喷射量控制的内容的流程图。FIG. 4 is a flowchart showing the content of CNG injection amount control according to one embodiment.

图5是表示一个实施方式所涉及的CNG空燃比学习控制的内容的流程图。FIG. 5 is a flowchart showing the content of CNG air-fuel ratio learning control according to one embodiment.

图6是一个实施方式所涉及的为了根据节气阀开度与发动机转速之间的关系计算发动机负荷而参照的负荷映射图。FIG. 6 is a load map referred to to calculate the engine load from the relationship between the throttle valve opening and the engine speed according to one embodiment.

附图标记说明Explanation of reference signs

1：发动机；2：进气通路；4：排气通路；8：催化转化器；11：空气滤清器；12：电子节气装置；21：汽油供给装置(液体燃料供给单元)；22：汽油喷射器；23：油箱；24：汽油管路；25：汽油泵；26：输送管；31：CNG供给装置(气体燃料供给单元)；32：CNG喷射器；33：CNG储气罐；34：CNG管路；35：总阀；36：切断阀；37：CNG调节器；38：输送管；41：节气阀传感器(运转状态检测单元)；42：氧传感器(运转状态检测单元)；43：转速传感器(运转状态检测单元)；44：水温传感器(运转状态检测单元)；45：车速传感器(运转状态检测单元)；50：主ECU(主控制单元)；51：副ECU(副控制单元)；52：第一连动开关；53：第二连动开关；61：第一CNG压力传感器；62：第二CNG压力传感器；63：CNG温度传感器；66：模式开关；67：模式灯。1: Engine; 2: Intake passage; 4: Exhaust passage; 8: Catalytic converter; 11: Air filter; 12: Electronic throttle device; 21: Gasoline supply device (liquid fuel supply unit); 22: Gasoline Injector; 23: fuel tank; 24: gasoline pipeline; 25: gasoline pump; 26: delivery pipe; 31: CNG supply device (gas fuel supply unit); 32: CNG injector; 33: CNG storage tank; 34: CNG pipeline; 35: main valve; 36: cut-off valve; 37: CNG regulator; 38: delivery pipe; 41: throttle valve sensor (running state detection unit); 42: oxygen sensor (running state detection unit); 43: Speed sensor (running state detection unit); 44: water temperature sensor (running state detection unit); 45: vehicle speed sensor (running state detection unit); 50: main ECU (main control unit); 51: sub-ECU (subsidiary control unit) 52: first linkage switch; 53: second linkage switch; 61: first CNG pressure sensor; 62: second CNG pressure sensor; 63: CNG temperature sensor; 66: mode switch; 67: mode light.

具体实施方式detailed description

下面，参照附图来详细说明将本发明中的气体燃料系系统具体化的一个实施方式。Hereinafter, an embodiment in which the gas fuel-based system of the present invention is embodied will be described in detail with reference to the drawings.

图1中通过概要结构图示出了在本实施方式中搭载于汽车的双燃料发动机系统。多气缸的发动机1使经过进气通路2供给的燃料与空气的可燃混合气在各气缸3的燃烧室爆炸、燃烧，并使其燃烧后的排气气体经由排气通路4排出到外部。由此，发动机1使活塞5进行动作来使曲轴6旋转，从而得到动力。FIG. 1 shows a schematic configuration diagram of a dual-fuel engine system mounted on an automobile in the present embodiment. The multi-cylinder engine 1 explodes and combusts the combustible mixture of fuel and air supplied through the intake passage 2 in the combustion chamber of each cylinder 3 , and discharges the combusted exhaust gas to the outside through the exhaust passage 4 . As a result, the engine 1 operates the piston 5 to rotate the crankshaft 6 to obtain power.

进气通路2从其入口侧起依次具备空气滤清器11、电子节气装置12以及进气歧管(manifold)13。空气滤清器11对被吸入到进气通路2的空气进行清洁。电子节气装置12对流过进气通路2后被吸入到各气缸3的空气量(进气量)Ga进行调节。在电子节气装置12中，通过电动机14对节气阀15进行开闭驱动。设置于电子节气装置12的节气阀传感器41检测节气阀15的开度(节气阀开度)TA，并输出与其检测值相应的电信号。进气歧管13将流过进气通路2的进气分配到各气缸3。The intake passage 2 includes an air cleaner 11 , an electronic throttle 12 , and an intake manifold 13 in order from the inlet side thereof. The air cleaner 11 cleans the air sucked into the intake passage 2 . The electronic throttle device 12 adjusts the amount of air (intake air amount) Ga that is sucked into each cylinder 3 after flowing through the intake passage 2 . In the electronic throttle device 12 , a throttle valve 15 is driven to open and close by a motor 14 . The throttle sensor 41 provided in the electronic throttle device 12 detects the opening degree (throttle valve opening) TA of the throttle valve 15, and outputs an electric signal corresponding to the detected value. The intake manifold 13 distributes the intake air flowing through the intake passage 2 to the respective cylinders 3 .

本实施方式中的双燃料发动机系统构成为对发动机1切换地供给作为燃料的汽油和压缩天然气(CNG)来使发动机1进行运转。该系统的燃料供给装置20具备供给汽油的汽油供给装置21以及供给CNG的CNG供给装置31。汽油相当于本发明的液体燃料的一例，CNG相当于本发明的气体燃料的一例。汽油供给装置21具备与各气缸3对应地设置的多个汽油喷射器22以及用于向各汽油喷射器22供给汽油的油箱23、汽油管路24、汽油泵25及输送管26。汽油喷射器22采用了在发动机1的各气缸3的附近与各气缸3对应地向进气道7喷射汽油的进气道喷射式以及多点喷射(MPI)方式。在油箱23中贮存汽油。汽油泵25将汽油从油箱23加压输送到汽油管路24。被加压输送到汽油管路24的汽油经由输送管26被供给到各汽油喷射器22。通过控制各喷射器22，所供给的汽油被喷射到各进气道7后被供给到各气缸3。包括这些设备22～26的汽油供给装置21相当于本发明的液体燃料供给单元的一例。The dual-fuel engine system in the present embodiment is configured to operate the engine 1 by alternately supplying gasoline and compressed natural gas (CNG) as fuels to the engine 1 . The fuel supply device 20 of this system includes a gasoline supply device 21 that supplies gasoline and a CNG supply device 31 that supplies CNG. Gasoline corresponds to an example of the liquid fuel of the present invention, and CNG corresponds to an example of the gas fuel of the present invention. The gasoline supply device 21 includes a plurality of gasoline injectors 22 provided corresponding to each cylinder 3 , a fuel tank 23 for supplying gasoline to each gasoline injector 22 , a gasoline line 24 , a gasoline pump 25 , and a delivery pipe 26 . The gasoline injector 22 adopts a port injection type and a multi-point injection (MPI) type in which gasoline is injected into the intake port 7 corresponding to each cylinder 3 in the vicinity of each cylinder 3 of the engine 1 . Gasoline is stored in the fuel tank 23 . The gasoline pump 25 pressurizes gasoline from the fuel tank 23 to the gasoline line 24 . The gasoline that has been pressurized and sent to the gasoline line 24 is supplied to each gasoline injector 22 via a delivery pipe 26 . By controlling each injector 22 , the supplied gasoline is injected into each intake port 7 and supplied to each cylinder 3 . The gasoline supply device 21 including these devices 22 to 26 corresponds to an example of the liquid fuel supply means of the present invention.

CNG供给装置31具备一个CNG喷射器32以及用于向该喷射器32供给CNG的CNG储气罐33及CNG管路34。CNG喷射器32采用了用于在远离发动机1的各气缸3的位置向进气歧管13喷射CNG的单点喷射(SPI)方式。CNG管路34上设置有总阀35、切断阀36以及CNG调节器37。总阀35由为了控制从CNG储气罐33向CNG管路34的CNG供给和CNG供给切断而开闭的电磁阀构成。切断阀36由为了控制CNG的流动而开闭的电磁阀构成。CNG调节器37将向CNG喷射器32加压输送的CNG调整为规定压力。通过控制CNG喷射器32，从CNG储气罐33经过CNG管路34供给到CNG喷射器32的CNG被喷射到进气歧管13，再经由各进气道7被供给到各气缸3。包括这些设备32～38的CNG供给装置31相当于本发明的气体燃料供给单元的一例。The CNG supply device 31 includes one CNG injector 32 , a CNG tank 33 and a CNG pipeline 34 for supplying CNG to the injector 32 . The CNG injector 32 adopts a single point injection (SPI) method for injecting CNG into the intake manifold 13 at a position away from each cylinder 3 of the engine 1 . The CNG pipeline 34 is provided with a master valve 35 , a shut-off valve 36 and a CNG regulator 37 . The master valve 35 is constituted by an electromagnetic valve that opens and closes to control the supply of CNG from the CNG tank 33 to the CNG line 34 and to shut off the supply of CNG. The shutoff valve 36 is constituted by an electromagnetic valve that opens and closes to control the flow of CNG. The CNG regulator 37 adjusts the CNG that is pressurized and fed to the CNG injector 32 to a predetermined pressure. By controlling the CNG injector 32 , the CNG supplied from the CNG tank 33 to the CNG injector 32 through the CNG line 34 is injected into the intake manifold 13 and supplied to each cylinder 3 via each intake port 7 . The CNG supply device 31 including these devices 32 to 38 corresponds to an example of the gas fuel supply means of the present invention.

在比总阀35靠下游的CNG管路34上设置有用于检测该部位处的CNG的压力的第一CNG压力传感器61。在CNG调节器37与CNG喷射器32之间的CNG管路34上设置有输送管38。在该输送管38上设置有用于检测该管38处的CNG的压力的第二CNG压力传感器62以及用于检测该管38处的CNG的温度的CNG温度传感器63。在总阀35和切断阀36均被打开的情况下，从CNG储气罐33经由CNG管路34等向CNG喷射器32供给CNG。另一方面，在总阀35或切断阀36被闭合的情况下，向CNG喷射器32的CNG的供给被切断。A first CNG pressure sensor 61 for detecting the pressure of CNG at this location is provided on the CNG line 34 downstream of the master valve 35 . A delivery pipe 38 is provided on the CNG pipeline 34 between the CNG regulator 37 and the CNG injector 32 . A second CNG pressure sensor 62 for detecting the pressure of the CNG at the pipe 38 and a CNG temperature sensor 63 for detecting the temperature of the CNG at the pipe 38 are provided on the delivery pipe 38 . With both the master valve 35 and the shutoff valve 36 opened, CNG is supplied from the CNG tank 33 to the CNG injector 32 via the CNG line 34 and the like. On the other hand, when the master valve 35 or the shutoff valve 36 is closed, the supply of CNG to the CNG injector 32 is shut off.

与各气缸3对应地设置于发动机1的多个火花塞16接受从点火线圈17输出的高电压来进行点火动作。各火花塞16的点火时期是由点火线圈17输出高电压的时刻决定的。A plurality of spark plugs 16 provided in the engine 1 corresponding to the respective cylinders 3 receive a high voltage output from an ignition coil 17 to perform an ignition operation. The ignition timing of each spark plug 16 is determined by the timing when the ignition coil 17 outputs a high voltage.

设置于排气通路4的催化转化器8对从发动机1排出到排气通路4的排气进行净化。设置于排气通路4的氧传感器42检测从发动机1排出到排气通路4的排气中的氧浓度Ox，并输出与其检测值相应的电信号。The catalytic converter 8 provided in the exhaust passage 4 purifies the exhaust gas discharged from the engine 1 to the exhaust passage 4 . The oxygen sensor 42 provided in the exhaust passage 4 detects the oxygen concentration Ox in the exhaust gas discharged from the engine 1 to the exhaust passage 4, and outputs an electrical signal corresponding to the detected value.

设置于发动机1的转速传感器43检测曲轴6的转速、即发动机转速NE，并输出与其检测值相应的电信号。设置于发动机1的水温传感器44检测在发动机1的内部流动的冷却水的温度(冷却水温度)THW，并输出与其检测值相应的电信号。另外，汽车中设置有检测其车速并输出与其检测值相应的电信号的车速传感器45。The rotational speed sensor 43 provided in the engine 1 detects the rotational speed of the crankshaft 6, that is, the engine rotational speed NE, and outputs an electric signal corresponding to the detected value. The water temperature sensor 44 provided in the engine 1 detects the temperature (cooling water temperature) THW of the cooling water flowing inside the engine 1, and outputs an electric signal corresponding to the detected value. In addition, the vehicle is provided with a vehicle speed sensor 45 that detects the vehicle speed and outputs an electrical signal corresponding to the detected value.

在本实施方式中，进气通路2、排气通路4、催化转化器8、空气滤清器11、电子节气装置12以及汽油供给装置21构成汽油系设备，相当于本发明的液体燃料系设备的一例。另外，各种传感器41～45相当于本发明的运转状态检测单元的一例。In this embodiment, the intake passage 2, the exhaust passage 4, the catalytic converter 8, the air cleaner 11, the electronic throttle device 12, and the gasoline supply device 21 constitute gasoline-based equipment, which corresponds to the liquid fuel-based equipment of the present invention. An example of In addition, various sensors 41-45 correspond to an example of the operation state detection means of this invention.

在本实施方式中，为了控制发动机1，设置有主电子控制装置(主ECU)50和副ECU51。主ECU 50被输入从各种传感器41～45输出的各种信号。副ECU51被输入从各种传感器41～45中的水温传感器44、节气阀传感器41以及车速传感器45输出的各种信号。即，副ECU 51上未连接转速传感器43和氧传感器42。在此，主ECU 50基于这些所输入的各种信号、即根据发动机1的运转状态，对各汽油喷射器22、点火线圈17以及电子节气装置12的电动机14进行控制，以执行喷射量控制、点火时期控制等以及电子节气控制等。另一方面，副ECU 51基于所输入的信号，对各CNG喷射器32、点火线圈17、总阀35以及切断阀36进行控制，以执行喷射量校正、点火时期校正以及CNG相关控制等。主ECU 50相当于本发明的主控制单元的一例，副ECU 51相当于本发明的副控制单元的一例。In this embodiment, in order to control the engine 1, a main electronic control unit (main ECU) 50 and a sub ECU 51 are provided. Various signals output from various sensors 41 to 45 are input to main ECU 50 . Sub ECU 51 receives various signals output from water temperature sensor 44 , throttle sensor 41 , and vehicle speed sensor 45 among various sensors 41 to 45 . That is, the rotation speed sensor 43 and the oxygen sensor 42 are not connected to the sub ECU 51 . Here, the main ECU 50 controls each of the gasoline injectors 22, the ignition coil 17, and the electric motor 14 of the electronic throttle device 12 based on these various input signals, that is, according to the operating state of the engine 1, so as to perform injection quantity control, Ignition timing control, etc. and electronic throttle control, etc. On the other hand, sub-ECU 51 controls each CNG injector 32, ignition coil 17, master valve 35, and shutoff valve 36 based on the input signal to perform injection amount correction, ignition timing correction, CNG-related control, and the like. The main ECU 50 corresponds to an example of the main control unit of the present invention, and the sub-ECU 51 corresponds to an example of the sub-control unit of the present invention.

在此，喷射量控制是指主ECU 50根据发动机1的运转状态来控制汽油喷射器22、由此控制汽油喷射量。点火时期控制是指主ECU 50根据发动机1的运转状态来控制点火线圈17、由此控制通过各火花塞16将汽油点火的时期。电子节气控制是指主ECU 50根据节气阀开度TA来控制电动机14、由此控制节气阀15的开度。另一方面，喷射量校正是指副ECU 51基于主ECU 50的喷射量控制来校正喷射量并控制CNG喷射器32、由此对CNG喷射量进行校正控制。点火时期校正是指副ECU 51基于主ECU 50的点火时期控制来校正点火时期并控制点火线圈17、由此对CNG的点火时期进行校正控制。CNG相关控制是指副ECU 51基于来自第一CNG压力传感器61及第二CNG压力传感器62、CNG温度传感器63的信号来控制总阀35和切断阀36、由此控制CNG的供给。Here, the injection quantity control means that the main ECU 50 controls the gasoline injector 22 according to the operating state of the engine 1 , thereby controlling the gasoline injection quantity. The ignition timing control refers to the timing at which the main ECU 50 controls the ignition coil 17 according to the operating state of the engine 1 , thereby controlling the ignition of gasoline by each spark plug 16 . Electronic throttle control means that the main ECU 50 controls the electric motor 14 according to the throttle valve opening TA, thereby controlling the opening of the throttle valve 15 . On the other hand, the injection amount correction means that the sub-ECU 51 corrects the injection amount based on the injection amount control of the main ECU 50 and controls the CNG injector 32, thereby performing corrective control of the CNG injection amount. The ignition timing correction means that the sub-ECU 51 corrects the ignition timing based on the ignition timing control of the main ECU 50 and controls the ignition coil 17, thereby correcting and controlling the ignition timing of CNG. CNG-related control means that the sub-ECU 51 controls the supply of CNG by controlling the main valve 35 and the shutoff valve 36 based on signals from the first CNG pressure sensor 61 , the second CNG pressure sensor 62 , and the CNG temperature sensor 63 .

在本实施方式中，主ECU 50和副ECU 51具备包括中央处理装置(CPU)、只读存储器(ROM)、随机存取存储器(RAM)以及备份RAM等的周知的结构。ROM预先存储有与前述的各种控制相关的规定的控制程序。主ECU 50按照这些控制程序来执行前述的各种控制等。另外，主ECU 50通过与副ECU 51连接，来借助副ECU 51执行主ECU 50要执行的汽油系的喷射量控制和点火时期控制。另外，副ECU 51被输入从主ECU 50输出的与喷射量控制和点火时期控制相关的信号并利用这些信号，由此执行CNG系的喷射量校正和点火时期校正。In the present embodiment, the main ECU 50 and the sub-ECU 51 have a well-known configuration including a central processing unit (CPU), a read only memory (ROM), a random access memory (RAM), and a backup RAM. The ROM stores predetermined control programs related to the aforementioned various controls in advance. The main ECU 50 executes the aforementioned various controls and the like in accordance with these control programs. In addition, the main ECU 50 is connected to the sub ECU 51 , and executes the injection amount control and the ignition timing control of the gasoline system to be executed by the main ECU 50 via the sub ECU 51 . In addition, the sub-ECU 51 receives signals related to injection amount control and ignition timing control output from the main ECU 50 and utilizes these signals, thereby performing injection amount correction and ignition timing correction of the CNG system.

除此以外，在汽车的驾驶座处设置有模式开关66，为了将发动机1的运转切换为仅使用汽油的汽油模式(本发明的液体燃料模式的一例)和仅使用CNG的CNG模式(本发明的气体燃料模式)而操作该模式开关66。同样地，在驾驶座处设置有模式灯67，该模式灯67用于显示当前的运转是汽油模式还是CNG模式。模式开关66和模式灯67分别连接于副ECU 51。通过副ECU 51来控制模式灯67的显示。在本实施方式中，CNG供给装置31、各种传感器61～63、模式开关66以及模式灯67构成CNG系设备，相当于本发明的气体燃料系设备的一例。In addition, a mode switch 66 is provided at the driver's seat of the automobile to switch the operation of the engine 1 to a gasoline mode using only gasoline (an example of the liquid fuel mode of the present invention) and a CNG mode using only CNG (the present invention) gaseous fuel mode) to operate the mode switch 66. Likewise, a mode lamp 67 is provided at the driver's seat, and the mode lamp 67 is used to display whether the current operation is a gasoline mode or a CNG mode. A mode switch 66 and a mode lamp 67 are connected to the sub-ECU 51, respectively. The display of the mode lamp 67 is controlled by the sub-ECU 51 . In the present embodiment, the CNG supply device 31 , various sensors 61 to 63 , the mode switch 66 , and the mode lamp 67 constitute CNG-based equipment, and correspond to an example of the gas fuel-based equipment of the present invention.

本实施方式的双燃料发动机系统是通过对作为基础的汽油系发动机系统后附安装作为备选的CNG系统来与汽油系发动机系统相组合而构成的发动机系统。而且，在模式开关66被切换为汽油模式的情况下，该发动机系统使用原本的汽油系发动机系统来进行利用汽油的运转。另一方面，在模式开关66被切换为CNG模式的情况下，该发动机系统将汽油系发动机系统的一部分与CNG系统一并使用来进行利用CNG的运转。在本实施方式中，由发动机1、上述的汽油系设备以及主ECU 50构成汽油系发动机系统(本发明的液体燃料系发动机系统的一例)。另外，由上述的CNG系设备以及副ECU 51构成CNG系统(本发明的气体燃料系系统的一例)。The dual-fuel engine system of the present embodiment is an engine system configured by combining a gasoline-based engine system with an optional CNG system attached to a basic gasoline-based engine system. Furthermore, when the mode switch 66 is switched to the gasoline mode, the engine system performs operation using gasoline using the original gasoline-based engine system. On the other hand, when the mode switch 66 is switched to the CNG mode, the engine system uses a part of the gasoline-based engine system together with the CNG system to perform operation using CNG. In the present embodiment, a gasoline-based engine system (an example of the liquid fuel-based engine system of the present invention) is constituted by the engine 1 , the aforementioned gasoline-based equipment, and the main ECU 50 . In addition, a CNG system (an example of the gas fuel-based system of the present invention) is constituted by the above-mentioned CNG-based equipment and the sub-ECU 51 .

图2中通过框图示出了本实施方式的双燃料发动机系统的电气结构。主ECU 50具备“进气量测量”、“喷射量控制”、“点火时期控制”、“进气量校正”、“VVT(可变气门定时)控制”、“电子节气控制”、“EGR控制”、“吸附罐吹扫控制”、“故障安全(fail-safe)”以及“OBD(on-board diagnosis，车载诊断)”的各种控制程序。另一方面，副ECU 51具备汽油模式和CNG模式的“切换控制”、“喷射量校正”、“点火时期校正”、“CNG相关控制”、“故障安全”以及“OBD”的各种控制程序。另外，副ECU 51包括通过切换控制而被切换连接的第一连动开关52和第二连动开关53。而且，主ECU 50与副ECU 51经由第一主布线71和第二主布线72而连接。即，第一主布线71将从主ECU 50输出的与“喷射量控制”相关的信号经由第一连动开关52输入到副ECU 51。另外，第二主布线72将从主ECU 50输出的与“点火时期控制”相关的信号经由第二连动开关53输入到副ECU 51。另外，通过使电气配线(harness)分支来将各种传感器41～45并联连接于主ECU 50和副ECU 51。在此，副ECU 51上仅连接有除了氧传感器42和转速传感器43以外的水温传感器44、节气阀传感器41以及车速传感器45。另外，副ECU 51上连接有汽油喷射器22、CNG喷射器32、点火线圈17以及CNG相关部件35、36、61～63、66、67。FIG. 2 shows the electrical configuration of the dual-fuel engine system of the present embodiment in a block diagram. The main ECU 50 is equipped with "intake air volume measurement", "injection volume control", "ignition timing control", "intake air volume correction", "VVT (Variable Valve Timing) control", "electronic throttle control", "EGR control ", "Adsorption tank purge control", "fail-safe (fail-safe)" and "OBD (on-board diagnosis, on-board diagnosis)" various control programs. On the other hand, the sub-ECU 51 has various control programs for "switching control" between gasoline mode and CNG mode, "injection amount correction", "ignition timing correction", "CNG-related control", "fail-safe" and "OBD". . In addition, the sub ECU 51 includes a first interlocking switch 52 and a second interlocking switch 53 that are switched and connected by switching control. Further, main ECU 50 and sub ECU 51 are connected via first main wiring 71 and second main wiring 72 . That is, the first main wiring 71 inputs a signal related to “injection amount control” output from the main ECU 50 to the sub-ECU 51 via the first interlock switch 52 . In addition, the second main wiring 72 inputs a signal related to “ignition timing control” output from the main ECU 50 to the sub-ECU 51 via the second interlock switch 53 . In addition, various sensors 41 to 45 are connected in parallel to the main ECU 50 and the sub ECU 51 by branching a harness. Here, only the water temperature sensor 44 , the throttle valve sensor 41 , and the vehicle speed sensor 45 are connected to the sub ECU 51 , excluding the oxygen sensor 42 and the rotational speed sensor 43 . Further, gasoline injector 22 , CNG injector 32 , ignition coil 17 , and CNG-related components 35 , 36 , 61 to 63 , 66 , and 67 are connected to sub-ECU 51 .

而且，通过由副ECU 51的第一连动开关52进行切换，主ECU 50的与“喷射量控制”相关的信号经由副ECU 51而被输出到汽油喷射器22、或者经过副ECU 51的“喷射量校正”后被输出到CNG喷射器32。另外，通过由副ECU 51的第二连动开关53进行切换，主ECU 50的与“点火时期控制”相关的信号经由副ECU 51而被输出到点火线圈17、或者经过副ECU 51的“点火时期校正”后被输出到点火线圈17。And, by switching with the first interlocking switch 52 of the sub-ECU 51, the signal related to the “injection amount control” of the main ECU 50 is output to the gasoline injector 22 via the sub-ECU 51, or the “ Injection amount correction" is output to the CNG injector 32. In addition, by switching with the second interlocking switch 53 of the sub-ECU 51 , the signal related to “ignition timing control” of the main ECU 50 is output to the ignition coil 17 via the sub-ECU 51 , or the “ignition timing control” of the sub-ECU 51 is output to the ignition coil 17 . Period correction" is output to the ignition coil 17.

接着，说明由主ECU 50执行的汽油喷射量控制。图3中通过流程图示出了其控制内容。Next, gasoline injection amount control performed by the main ECU 50 will be described. Fig. 3 shows its control content by a flow chart.

当处理转移至该例程时，在步骤100中，主ECU 50从各种传感器41～45读入各种信号。When the process shifts to this routine, the main ECU 50 reads various signals from the various sensors 41 to 45 in step 100 .

接着，在步骤110中，主ECU 50计算汽油的基本喷射量TAUGB。主ECU50能够基于发动机转速NE和节气阀开度TA来计算基本喷射量TAUGB。Next, in step 110, the main ECU 50 calculates the basic injection amount TAUGB of gasoline. The main ECU 50 can calculate the basic injection amount TAUGB based on the engine speed NE and the throttle valve opening TA.

接着，在步骤120中，主ECU 50计算高温校正等的各种校正值KCG。主ECU 50例如能够基于冷却水温度THW来计算各种校正值KCG。Next, in step 120, the main ECU 50 calculates various correction values KCG such as high temperature correction. Main ECU 50 can calculate various correction values KCG based on cooling water temperature THW, for example.

接着，在步骤130中，主ECU 50读入汽油反馈校正值FAFG。主ECU 50例如能够基于氧浓度Ox来另外计算汽油反馈校正值FAFG。Next, in step 130, the main ECU 50 reads in the gasoline feedback correction value FAFG. The main ECU 50 can additionally calculate the gasoline feedback correction value FAFG based on the oxygen concentration Ox, for example.

接着，在步骤140中，主ECU 50读入汽油空燃比学习值FGG。主ECU 50例如能够另外计算最终的汽油喷射量的平均喷射量(实测值)与最终的汽油喷射量的平均喷射量(计算值)之差的绝对值，来作为汽油空燃比学习值FGG。在此，主ECU 50利用氧传感器42的检测信号，在该氧浓度Ox稳定时执行汽油空燃比学习控制。省略该控制的详细说明。Next, in step 140, the main ECU 50 reads the gasoline air-fuel ratio learning value FGG. For example, the main ECU 50 can additionally calculate the absolute value of the difference between the average injection amount of the final gasoline injection amount (measured value) and the average injection amount of the final gasoline injection amount (calculated value) as the gasoline air-fuel ratio learning value FGG. Here, the main ECU 50 uses the detection signal of the oxygen sensor 42 to execute the gasoline air-fuel ratio learning control when the oxygen concentration Ox is stable. A detailed description of this control is omitted.

然后，在步骤150中，主ECU 50计算最终的汽油喷射量TAUG。主ECU 50能够通过对基本喷射量TAUGB乘以各种校正值KCG、汽油反馈校正值FAFG以及汽油空燃比学习值FGG来计算最终的汽油喷射量TAUG。Then, in step 150, the main ECU 50 calculates the final gasoline injection amount TAUG. The main ECU 50 can calculate the final gasoline injection amount TAUG by multiplying the basic injection amount TAUGB by various correction values KCG, gasoline feedback correction value FAFG, and gasoline air-fuel ratio learning value FGG.

之后，在步骤160中，主ECU 50基于最终的汽油喷射量TAUG来执行汽油喷射量控制。即，主ECU 50基于最终的汽油喷射量TAUG来控制汽油喷射器22，由此执行汽油喷射控制。该步骤160的处理是在模式开关66被切换为汽油模式的情况下进行的。然后，由主ECU50生成的与汽油的控制相关的信号、即最终的汽油喷射量TAUG经由副ECU 51被输出到汽油喷射器22。之后，主ECU 50使处理返回到步骤100。Thereafter, in step 160, the main ECU 50 executes gasoline injection amount control based on the final gasoline injection amount TAUG. That is, the main ECU 50 controls the gasoline injector 22 based on the final gasoline injection amount TAUG, thereby performing gasoline injection control. The process of this step 160 is performed when the mode switch 66 is switched to the gasoline mode. Then, a signal related to gasoline control generated by the main ECU 50 , that is, a final gasoline injection amount TAUG is output to the gasoline injector 22 via the sub ECU 51 . Thereafter, main ECU 50 returns the process to step 100 .

根据上述控制，主ECU 50基于最终的汽油喷射量TAUG来控制发动机1的利用汽油的运转。在此，在模式开关66被切换为汽油模式的情况下，经由副ECU 51将最终的汽油喷射量TAUG的信号输出到汽油喷射器22。另外，主ECU 50执行与汽油系设备相关的汽油空燃比学习控制，并将通过该控制得到的汽油空燃比学习值FGG反映到利用汽油的运转的控制中。在此，主ECU 50通过利用氧传感器42的检测信号来执行汽油空燃比学习控制。According to the control described above, the main ECU 50 controls the gasoline-utilizing operation of the engine 1 based on the final gasoline injection amount TAUG. Here, when the mode switch 66 is switched to the gasoline mode, a signal of the final gasoline injection amount TAUG is output to the gasoline injector 22 via the sub ECU 51 . Also, the main ECU 50 executes gasoline air-fuel ratio learning control related to gasoline-based equipment, and reflects the gasoline air-fuel ratio learning value FGG obtained through this control to the control of the operation using gasoline. Here, the main ECU 50 executes the gasoline air-fuel ratio learning control by using the detection signal of the oxygen sensor 42 .

接着，说明由副ECU 51执行的CNG喷射量控制。图4中通过流程图示出了其控制内容。Next, the CNG injection amount control performed by the sub-ECU 51 will be described. The content of its control is shown by a flow chart in FIG. 4 .

当处理转移至该例程时，在步骤200中，副ECU 51判断是否为CNG运转。副ECU 51能够基于发动机1的运转状态或模式开关66的切换状态来进行该判断。在该判断结果为肯定的情况下，副ECU 51使处理转移至步骤210，在该判断结果为否定的情况下，副ECU 51使处理转移至步骤200。When the process shifts to this routine, in step 200, sub-ECU 51 determines whether or not the operation is CNG. The sub ECU 51 can make this determination based on the operating state of the engine 1 or the switching state of the mode switch 66 . The sub-ECU 51 transfers the processing to step 210 when the judgment result is positive, and transfers the processing to step 200 when the judgment result is negative.

在步骤210中，副ECU 51读入由主ECU 50计算出的最终的汽油喷射量TAUG。In step 210 , the sub-ECU 51 reads the final gasoline injection amount TAUG calculated by the main ECU 50 .

接着，在步骤220中，副ECU 51读入CNG空燃比学习值FGC。在后面叙述该学习值FGC的计算方法。Next, in step 220, the sub-ECU 51 reads the CNG air-fuel ratio learned value FGC. The calculation method of this learned value FGC will be described later.

接着，在步骤230中，副ECU 51读入CNG系的校正值KCC。在后面叙述该校正值KCC的计算方法。Next, in step 230, the sub-ECU 51 reads the correction value KCC of the CNG system. The calculation method of this correction value KCC will be described later.

接着，在步骤240中，副ECU 51判断CNG空燃比学习值FGC是否为固定值以内。即，副ECU 51判断CNG空燃比学习值FGC是否未发生大幅变动。在本实施方式中，该判断相当于对CNG相关部件(CNG系设备)的异常进行诊断。然后，在该判断结果为肯定的情况下、即在能够判断为CNG相关部件正常的情况下，副ECU 51使处理转移至步骤250。另一方面，在该判断结果为否定的情况下、即在能够判断为CNG相关部件异常的情况下，副ECU 51使使处理转移至步骤270。Next, in step 240, the sub-ECU 51 judges whether or not the CNG air-fuel ratio learning value FGC is within a fixed value. That is, sub-ECU 51 judges whether or not the CNG air-fuel ratio learned value FGC has not fluctuated significantly. In the present embodiment, this determination corresponds to diagnosing abnormalities of CNG-related components (CNG-based equipment). Then, when the judgment result is positive, that is, when it can be judged that the CNG-related components are normal, the sub-ECU 51 shifts the process to step 250 . On the other hand, when the determination result is negative, that is, when it can be determined that the CNG-related components are abnormal, the sub-ECU 51 shifts the process to step 270 .

在步骤250中，副ECU 51计算最终的CNG喷射量TAUC。副ECU 51能够对最终的汽油喷射量TAUG乘以CNG系的校正值KCC及CNG空燃比学习值FGC来将该汽油喷射量校正为CNG用，由此计算最终的CNG喷射量TAUC。In step 250, the sub-ECU 51 calculates the final CNG injection amount TAUC. The sub-ECU 51 can calculate the final CNG injection amount TAUC by multiplying the final gasoline injection amount TAUG by the CNG-based correction value KCC and the CNG air-fuel ratio learning value FGC to correct the gasoline injection amount for CNG.

之后，副ECU 51基于最终的CNG喷射量TAUC来执行CNG喷射量控制。即，副ECU 51基于被校正为CNG用的最终的CNG喷射量TAUC来控制CNG喷射器32，由此执行CNG喷射控制。之后，副ECU 51使处理返回到步骤200。Thereafter, the sub-ECU 51 executes CNG injection amount control based on the final CNG injection amount TAUC. That is, the sub-ECU 51 controls the CNG injector 32 based on the final CNG injection amount TAUC corrected for CNG, thereby executing the CNG injection control. Thereafter, sub-ECU 51 returns the process to step 200 .

另一方面，在从步骤240转移而至的步骤270中，由于CNG相关部件异常，因此副ECU51进行诊断输出。例如，副ECU 51能够使模式灯67闪烁来作为诊断输出。由此，能够向驾驶员通知CNG相关部件的异常。On the other hand, in step 270 transferred from step 240 , sub-ECU 51 outputs a diagnosis because a CNG-related component is abnormal. For example, the sub-ECU 51 can blink the mode lamp 67 as a diagnostic output. Accordingly, it is possible to notify the driver of an abnormality of a CNG-related component.

然后，在步骤280中，由于CNG相关部件异常，因此副ECU 51从利用CNG的运转切换为利用汽油的运转。即，副ECU 51通过切换各连动开关52、53来切换为汽油运转。之后，副ECU 51使处理返回到步骤200。Then, in step 280, since a CNG-related component is abnormal, the sub-ECU 51 switches from the operation using CNG to the operation using gasoline. That is, the sub ECU 51 switches to gasoline operation by switching the interlocking switches 52 and 53 . Thereafter, sub-ECU 51 returns the process to step 200 .

根据上述控制，副ECU 51基于最终的CNG喷射量TAUC来控制发动机1的利用CNG的运转。在此，在模式开关66被切换为CNG模式的情况下，副ECU 51将从主ECU 50输出的最终的汽油喷射量TAUG的信号校正为CNG用后输出到CNG喷射器32。另外，副ECU 51执行与CNG系设备相关的CNG空燃比学习控制，并将通过该控制得到的CNG空燃比学习值FGC反映到利用CNG的运转的控制中。另外，副ECU 51基于CNG空燃比学习值FGC来诊断CNG系设备的异常，在判断为存在异常的情况下，将发动机1的运转从利用CNG的运转切换为利用汽油的运转。According to the above control, the sub ECU 51 controls the operation of the engine 1 using CNG based on the final CNG injection amount TAUC. Here, when the mode switch 66 is switched to the CNG mode, the sub-ECU 51 corrects the signal of the final gasoline injection amount TAUG output from the main ECU 50 to be for CNG and outputs it to the CNG injector 32 . In addition, the sub-ECU 51 executes CNG air-fuel ratio learning control related to the CNG-based equipment, and reflects the CNG air-fuel ratio learning value FGC obtained by this control on the control of the operation using CNG. In addition, the sub ECU 51 diagnoses an abnormality of the CNG-based equipment based on the CNG air-fuel ratio learned value FGC, and switches the operation of the engine 1 from the operation using CNG to the operation using gasoline when it is determined that there is an abnormality.

接着，说明由副ECU 51执行的CNG空燃比学习控制的内容。图5中通过流程图示出了其控制内容。Next, the content of the CNG air-fuel ratio learning control executed by the sub ECU 51 will be described. The content of its control is shown by a flow chart in FIG. 5 .

当处理转移至该例程时，副ECU 51在步骤300中读入节气阀开度TA，在步骤310中读入发动机转速NE。When the process shifts to this routine, the sub-ECU 51 reads the throttle opening TA at step 300 and the engine speed NE at step 310 .

接着，在步骤320中，副ECU 51计算发动机负荷KL。副ECU 51例如能够通过参照如图6所示的负荷映射图来计算发动机负荷KL。该负荷映射图根据节气阀开度TA与发动机转速NE之间的关系来规定发动机负荷KL。在发动机转速NE低的情况下(低转速)，如实线所示，即使节气阀开度TA大，发动机负荷KL也比较小，在发动机转速NE高的情况下(高转速)，如粗线所示，当节气阀开度TA变大时，发动机负荷KL变得比较高。能够通过根据发动机转速NE进行校正来求出低转速与高转速之间的发动机负荷KL。Next, in step 320, the sub-ECU 51 calculates the engine load KL. The sub ECU 51 can calculate the engine load KL by referring to a load map shown in FIG. 6 , for example. The load map specifies the engine load KL based on the relationship between the throttle valve opening TA and the engine speed NE. When the engine speed NE is low (low speed), as shown by the solid line, even if the throttle valve opening TA is large, the engine load KL is relatively small; when the engine speed NE is high (high speed), as shown by the thick line As shown, when the throttle valve opening TA becomes larger, the engine load KL becomes relatively higher. The engine load KL between the low rotation speed and the high rotation speed can be obtained by performing correction based on the engine rotation speed NE.

接着，在步骤330中，副ECU 51计算CNG的基本喷射量TAUCB。副ECU51能够通过对发动机负荷KL乘以与CNG喷射器32的单体性能相关的数值及规定的常数来计算该基本喷射量TAUCB。Next, in step 330, the sub-ECU 51 calculates the basic injection amount TAUCB of CNG. The sub-ECU 51 can calculate the basic injection amount TAUCB by multiplying the engine load KL by a numerical value related to the unit performance of the CNG injector 32 and a predetermined constant.

接着，在步骤340中，副ECU 51计算CNG系的校正值KCC。副ECU 51能够基于由各CNG压力传感器61、62和CNG温度传感器63检测的CNG的压力和温度，通过参照规定的燃温和燃压映射图来计算该校正值KCC。Next, in step 340, sub-ECU 51 calculates a correction value KCC for the CNG system. The sub-ECU 51 can calculate the correction value KCC by referring to a predetermined fuel temperature and fuel pressure map based on the pressure and temperature of CNG detected by the respective CNG pressure sensors 61 , 62 and the CNG temperature sensor 63 .

接着，在步骤350中，副ECU 51计算最终的CNG计算喷射量TAUCC(计算值)。副ECU51能够通过对CNG的基本喷射量TAUCB乘以CNG系的校正值KCC来计算该最终的CNG计算喷射量TAUCC。Next, in step 350, the sub-ECU 51 calculates the final CNG calculated injection amount TAUCC (calculated value). The sub-ECU 51 can calculate the final calculated CNG injection amount TAUCC by multiplying the basic CNG injection amount TAUCB by the CNG-based correction value KCC.

接着，在步骤360中，副ECU 51判断节气阀开度TA是否稳定。即，副ECU51判断节气阀开度TA是否在规定范围内且变动少。副ECU 51在该判断结果为肯定的情况下使处理转移至步骤370，在该判断结果为否定的情况下使处理返回到步骤300。Next, in step 360, the sub-ECU 51 judges whether or not the throttle valve opening TA is stable. That is, the sub ECU 51 determines whether the throttle valve opening TA is within a predetermined range with little variation. The sub-ECU 51 transfers the process to step 370 when the result of the determination is positive, and returns the process to step 300 when the result of the determination is negative.

在步骤370中，副ECU 51计算节气阀开度稳定时的最终的CNG喷射量TAUC的平均喷射量TAUCAVE(实测值)。副ECU 51能够计算节气阀开度TA的稳定区间内的最终的CNG喷射量TAUC的平均值来作为该平均喷射量TAUCAVE。In step 370, the sub-ECU 51 calculates the average injection amount TAUCAVE (actual measurement value) of the final CNG injection amount TAUC when the throttle valve opening is stable. The sub-ECU 51 can calculate, as the average injection amount TAUCAVE, the average value of the final CNG injection amounts TAUC within the stable range of the throttle valve opening TA.

接着，在步骤380中，副ECU 51计算节气阀开度稳定时的最终的CNG计算喷射量TAUCC的平均喷射量TAUCCAVE(计算值)。副ECU 51能够计算节气阀开度TA的稳定区间内的最终的CNG计算喷射量TAUCC的平均值来作为该平均喷射量TAUCCAVE。Next, in step 380 , the sub-ECU 51 calculates the average injection amount TAUCCAVE (calculated value) of the final CNG calculated injection amount TAUCC when the throttle valve opening is stable. The sub-ECU 51 can calculate, as the average injection amount TAUCCAVE, an average value of the final calculated CNG injection amounts TAUCC in the stable section of the throttle valve opening TA.

接着，在步骤390中，副ECU 51判断上述的平均喷射量TAUCAVE(实测值)与平均喷射量TAUCCAVE(计算值)之差的绝对值是否为规定值D1以上。副ECU 51在该判断结果为肯定的情况下使处理转移至步骤400，在该判断结果为否定的情况下使处理返回到步骤300。Next, in step 390, the sub-ECU 51 judges whether or not the absolute value of the difference between the average injection amount TAUCAVE (actually measured value) and the average injection amount TAUCAVE (calculated value) is equal to or greater than a predetermined value D1. The sub-ECU 51 transfers the process to step 400 when the result of the determination is positive, and returns the process to step 300 when the result of the determination is negative.

在步骤400中，计算CNG空燃比学习值FGC。副ECU 51能够计算平均喷射量TAUCAVE(实测值)与平均喷射量TAUCCAVE(计算值)之差的绝对值来作为该空燃比学习值FGC。之后，副ECU 51使处理返回到步骤300。In step 400, a CNG air-fuel ratio learning value FGC is calculated. The sub ECU 51 can calculate the absolute value of the difference between the average injection amount TAUCAVE (actual measurement value) and the average injection amount TAUCAVE (calculated value) as the air-fuel ratio learning value FGC. Thereafter, sub-ECU 51 returns the process to step 300 .

根据上述控制，副ECU 51利用节气阀传感器41的检测信号即节气阀开度TA来执行CNG空燃比学习控制。详细地说，在节气阀开度TA稳定时，计算该稳定区间内的最终的CNG喷射量TAUC的平均喷射量TAUCAVE以及该稳定区间内的最终的CNG计算喷射量TAUCC的平均喷射量TAUCCAVE，在平均喷射量TAUCAVE(实测值)与平均喷射量TAUCCAVE(计算值)之差的绝对值为规定值D1以上时，计算该差来作为CNG空燃比学习值FGC。According to the control described above, the sub ECU 51 executes the CNG air-fuel ratio learning control using the throttle opening TA which is the detection signal of the throttle sensor 41 . Specifically, when the throttle valve opening TA is stable, the average injection amount TAUCAVE of the final CNG injection amount TAUC in the stable interval and the average injection amount TAUCCAVE of the final calculated CNG injection amount TAUCC in the stable interval are calculated. When the absolute value of the difference between the average injection amount TAUCAVE (actual measurement value) and the average injection amount TAUCAVE (calculated value) is equal to or greater than a predetermined value D1, the difference is calculated as the CNG air-fuel ratio learning value FGC.

根据以上说明的本实施方式的气体燃料系系统(CNG系系统)的结构，对汽油系发动机系统后附安装CNG系系统来与汽油系发动机系统相组合，由此构成双燃料发动机系统。在构成了该双燃料发动机系统的状态下，主ECU 50使用汽油系设备来控制发动机1的利用汽油的运转，基于各种传感器41～45的检测结果来执行与汽油系设备相关的汽油空燃比学习控制，并将通过该控制得到的汽油空燃比学习值FGG反映到发动机1的利用汽油的运转的控制中。另一方面，副ECU 51使用CNG系设备来控制发动机1的利用CNG的运转，副ECU 51被单独输入节气阀传感器41和转速传感器43的检测结果(节气阀开度TA、发动机转速NE)，基于该检测结果来与汽油空燃比学习控制相独立地执行与CNG系设备相关的CNG空燃比学习控制。然后，副ECU 51将通过该控制得到的CNG空燃比学习值FGC反映到发动机1的利用CNG的运转的控制中。因而，即使从利用汽油的运转切换为利用CNG的运转、即、即使发动机1的运转从汽油模式切换为CNG模式，汽油空燃比学习值FGG也不会被反映到发动机1的利用CNG的运转的控制中。这一点在结构上与为了计算气体燃料的空燃比学习值而利用液体燃料的空燃比学习值的以往例不同。因此，在从汽油模式切换为CNG模式时，最终的CNG喷射量TAUC不会发生阶梯性变化。因此，在对汽油系发动机系统后附安装CNG系系统而构成了双燃料发动机系统的状态下，即使发动机1从利用汽油的运转切换为利用CNG的运转，也能够抑制CNG空燃比学习值FGC偏离于真值，从而能够防止发动机1的利用CNG的运转的排放恶化、驾驶性恶化。According to the configuration of the gas fuel system (CNG system) of the present embodiment described above, the CNG system is attached to the gasoline engine system and combined with the gasoline engine system to form a dual fuel engine system. With this dual-fuel engine system configured, the main ECU 50 controls the gasoline-utilized operation of the engine 1 using the gasoline-based equipment, and executes the gasoline air-fuel ratio related to the gasoline-based equipment based on the detection results of the various sensors 41 to 45 . The learning control is performed, and the gasoline air-fuel ratio learning value FGG obtained by the control is reflected in the control of the operation of the engine 1 using gasoline. On the other hand, the sub-ECU 51 uses CNG-based equipment to control the operation of the engine 1 using CNG, and the sub-ECU 51 is individually input with the detection results (throttle valve opening TA, engine speed NE) of the throttle sensor 41 and the rotational speed sensor 43, Based on the detection result, the CNG air-fuel ratio learning control related to the CNG-based equipment is executed independently of the gasoline air-fuel ratio learning control. Then, the sub ECU 51 reflects the CNG air-fuel ratio learning value FGC obtained through this control on the control of the operation of the engine 1 using CNG. Therefore, even if the gasoline-using operation is switched to the CNG-using operation, that is, even if the engine 1 is switched from the gasoline mode to the CNG mode, the gasoline air-fuel ratio learning value FGG is not reflected in the CNG-using operation of the engine 1. in control. This point is structurally different from the conventional example in which the air-fuel ratio learning value of the liquid fuel is used for calculating the air-fuel ratio learning value of the gas fuel. Therefore, when switching from the gasoline mode to the CNG mode, the final CNG injection amount TAUC does not change stepwise. Therefore, in a state where a dual-fuel engine system is constituted by attaching a CNG-based system to a gasoline-based engine system, even if the engine 1 is switched from gasoline-based operation to CNG-based operation, it is possible to suppress the deviation of the CNG air-fuel ratio learning value FGC. Since the engine 1 is set to a true value, it is possible to prevent the deterioration of the emission and drivability of the operation of the engine 1 using CNG.

根据本实施方式的结构，主ECU 50利用氧传感器42的检测信号(氧浓度Ox)来执行汽油空燃比学习控制，与此相对地，副ECU 51利用节气阀传感器41的检测信号(节气阀开度TA)来执行CNG空燃比学习控制。因而，无需为了执行CNG空燃比学习控制而使用氧传感器42，在对汽油系发动机系统后附安装副ECU 51时，无需将需要对布线采取噪声对策的氧传感器42连接到副ECU51。因此，能够抑制氧传感器42处的噪声产生，从而能够确保汽油空燃比学习控制的精度。According to the structure of the present embodiment, the main ECU 50 executes the gasoline air-fuel ratio learning control using the detection signal (oxygen concentration Ox) of the oxygen sensor 42, while the sub-ECU 51 uses the detection signal (throttle valve open degree TA) to perform CNG air-fuel ratio learning control. Therefore, there is no need to use the oxygen sensor 42 for CNG air-fuel ratio learning control, and when the sub-ECU 51 is attached to the gasoline engine system, it is not necessary to connect the oxygen sensor 42 to the sub-ECU 51 which requires noise countermeasures for wiring. Therefore, the generation of noise at the oxygen sensor 42 can be suppressed, so that the accuracy of the gasoline air-fuel ratio learning control can be ensured.

根据本实施方式的结构，主ECU 50、汽油喷射器22、CNG喷射器32以及模式开关66连接于副ECU 51。而且，在模式开关66被切换为汽油模式的情况下，由主ECU 50生成的与汽油的控制相关的信号、即最终的汽油喷射量TAUG经由副ECU 51被输出到汽油喷射器22。另外，在模式开关66被切换为CNG模式的情况下，通过副ECU 51将从主ECU 50输出的与汽油的控制相关的信号(最终的汽油喷射量TAUG)校正为CNG用的信号后输出到CNG喷射器32。因而，无需为了在主ECU 50和副ECU 51中共享与汽油的控制相关的信号而使从主ECU 50向汽油喷射器22的布线分支。另外，汽油喷射器22、CNG喷射器32以及模式开关66集中地连接于副ECU 51这一个部件。因此，在对汽油系发动机系统后附安装CNG系系统时，能够将副ECU51用作用于与汽油喷射器22电连接的分配器，而无需另外设置分配器，从而能够实现CNG系系统的后附安装布线的简化。According to the configuration of the present embodiment, the main ECU 50 , the gasoline injector 22 , the CNG injector 32 , and the mode switch 66 are connected to the sub ECU 51 . Then, when the mode switch 66 is switched to the gasoline mode, a signal related to gasoline control generated by the main ECU 50 , that is, a final gasoline injection amount TAUG is output to the gasoline injector 22 via the sub ECU 51 . In addition, when the mode switch 66 is switched to the CNG mode, the signal related to gasoline control (final gasoline injection amount TAUG) output from the main ECU 50 is corrected by the sub-ECU 51 to a signal for CNG and output to the CNG injector 32 . Therefore, there is no need to branch the wiring from the main ECU 50 to the gasoline injector 22 in order to share the signals related to gasoline control between the main ECU 50 and the sub ECU 51 . In addition, the gasoline injector 22 , the CNG injector 32 , and the mode switch 66 are collectively connected to one sub-ECU 51 . Therefore, when a CNG-based system is attached to a gasoline-based engine system, the sub-ECU 51 can be used as a distributor for electrical connection with the gasoline injector 22 without providing an additional distributor, thereby realizing the post-installation of the CNG-based system. Simplification of installation wiring.

根据本实施方式的结构，在CNG系设备存在异常的情况下，从发动机1的利用CNG的运转切换为发动机1的利用汽油的运转，因此即使在利用CNG进行运转时CNG系设备存在异常，也能够使发动机1的运转继续。因此，能够避免发动机1的利用CNG的运转的不良状况的产生以及发动机1的意外停止。在本实施方式中，在CNG系设备存在异常的情况下，通过诊断输出而使模式灯67进行闪烁，因此能够向驾驶员通知该异常，从而能够促使驾驶员采取必要的对策。According to the structure of this embodiment, when there is an abnormality in the CNG-based equipment, the operation of the engine 1 using CNG is switched to the operation of the engine 1 using gasoline. Therefore, even if there is an abnormality in the CNG-based equipment during operation using CNG, The operation of the engine 1 can be continued. Therefore, it is possible to avoid occurrence of troubles in the operation of the engine 1 using CNG and unexpected stop of the engine 1 . In the present embodiment, when there is an abnormality in the CNG-based equipment, the diagnostic output causes the mode lamp 67 to blink, so that the driver can be notified of the abnormality, and the driver can be urged to take necessary measures.

此外，本发明不限定于前述实施方式，也能够在不脱离发明的要旨的范围内适当变更结构的一部分来实施。In addition, this invention is not limited to the said embodiment, In the range which does not deviate from the summary of invention, a part of structure can be changed suitably and implemented.

在前述实施方式中，应用汽油作为液体燃料，应用CNG作为气体燃料，但是也能够应用液化石油气(LPG)来作为气体燃料。In the foregoing embodiments, gasoline is used as the liquid fuel and CNG is used as the gaseous fuel, but it is also possible to use liquefied petroleum gas (LPG) as the gaseous fuel.

产业上的可利用性Industrial availability

本发明能够利用于通过对液体燃料系发动机系统后附安装气体燃料系系统而构成的双燃料发动机系统。The present invention can be applied to a dual fuel engine system configured by attaching a gas fuel system to a liquid fuel engine system.

Claims (4)

1. a kind of gaseous fuel system system, attached installation gaseous fuel system system after liquid fuel system engine system is come and this Liquid fuel system engine system is combined, thus forms the use to liquid fuel and gaseous fuel and switches over to control The dual fuel engine system of the operating of engine is stated, wherein, liquid fuel system engine system possesses：Engine；Liquid Fluid fuel system, device, it is relevant with the operating of the engine；Operating condition detection unit, it is used to detect the engine Operating condition；And main control unit, it is used for the testing result based on the operating condition detection unit, uses the liquid Fuel system, device controls the operating using the liquid fuel of the engine, and the main control unit is configured to be based on institute The testing result of operating condition detection unit is stated to perform the liquid fuel air-fuel ratio related to the liquid fuel system, device Control is practised, and the liquid fuel air fuel ratio learning value obtained by the control reflection is arrived to the operating for utilizing the liquid fuel In control,
Gaseous fuel system system is characterised by possessing：Gaseous fuel system, device, the operating of itself and the engine have Close；And secondary control unit, it is used to control the utilization of the engine gas using the gaseous fuel system, device The operating of fuel,
The secondary control unit is configured to：The testing result of the operating condition detection unit is individually entered, based on the detection As a result, learn control to the liquid fuel air-fuel ratio and mutually independently perform the gas combustion related with the gaseous fuel system, device Expect air-fuel ratio study control, and the gaseous fuel air fuel ratio learning value obtained by the control reflection is arrived and fired using the gas In the control of the operating of material.
2. gaseous fuel system according to claim 1 system, it is characterised in that
The liquid fuel system, device includes air throttle, and the air throttle is used to adjust the air inflow for being drawn into the engine,
The operating condition detection unit includes：Lambda sensor, it is used to detect the oxygen concentration in the exhaust of the engine；With And air throttle sensor, it is used for the aperture for detecting the air throttle,
The main control unit performs the liquid fuel air-fuel ratio study control using the detection signal of the lambda sensor,
The secondary control unit performs the gaseous fuel air-fuel ratio study using the detection signal of the air throttle sensor Control.
3. gaseous fuel system according to claim 1 or 2 system, it is characterised in that
The liquid fuel system, device includes liquid fuel feed unit, and the liquid fuel feed unit is used for the engine The liquid fuel is supplied,
The main control unit is configured to the supply for the liquid fuel that control is carried out by the liquid fuel feed unit,
The gaseous fuel system, device includes：Gaseous fuel feed unit, it is used to supply the gas combustion to the engine Material；And mode switch, in order to switch using the liquid fuel mode of the liquid fuel and using the gaseous fuel Gaseous fuel pattern and the mode switch is operated,
The main control unit, the liquid fuel feed unit, the gaseous fuel feed unit and the mode switch The secondary control unit is connected to,
In the case where the mode switch is switched to the liquid fuel mode, it is configured to：Via the secondary control unit The signal output related to the control of the liquid fuel generated by the main control unit is supplied to the liquid fuel Unit,
In the case where the mode switch is switched to the gaseous fuel pattern, it is configured to：The secondary control unit will be from The main control unit output control signal of the related signal correction for the gaseous fuel to the liquid fuel After be output to the gaseous fuel feed unit.
4. the gaseous fuel system system according to any one of claims 1 to 3, it is characterised in that
The secondary control unit diagnoses the exception of the gaseous fuel system, device based on the gaseous fuel air fuel ratio learning value, It is being judged as depositing in an exceptional case, the fortune using the liquid fuel is switched to from the operating using the gaseous fuel Turn.
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CN110284977A (en) * 2019-06-12 2019-09-27 拓尔普科技有限公司 A kind of high low grade Full-automatic cutting changes fuel supply method
US20220282835A1 (en) * 2020-06-01 2022-09-08 Daniel McNicholas Safe Transportation System Operations Including Fueling, Transfer and Charging

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CN108331668A (en) * 2018-02-08 2018-07-27 浙江吉利控股集团有限公司 Oil-gas switch method and system
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CN110284977A (en) * 2019-06-12 2019-09-27 拓尔普科技有限公司 A kind of high low grade Full-automatic cutting changes fuel supply method
US20220282835A1 (en) * 2020-06-01 2022-09-08 Daniel McNicholas Safe Transportation System Operations Including Fueling, Transfer and Charging
WO2022256280A1 (en) * 2020-06-01 2022-12-08 Mcnicholas Daniel Safe transportation system operations
US11703186B2 (en) * 2020-06-01 2023-07-18 Daniel McNicholas Safe transportation system operations including fueling, transfer and charging

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