A gas fuel injector of an electromagnetic drive type includes a cylindrical main body in which a fuel passage is formed, an opening/closing valve configured to open and close the fuel passage, a solenoid configured to open the opening/closing valve, and a nozzle provided at a distal end portion of the main body. The opening/closing valve includes a valve body configured to reciprocate together with a plunger constituting the solenoid and a valve seat configured to come into contact with and be separated from the valve body. The plunger is fixed to a retainer provided on an upstream side of the opening/closing valve. The retainer is installed between a closing spring configured to bias the plunger in a valve closing direction and an adjustment spring configured to bias the plunger in a valve opening direction.
An electronically controlled regulator may include a pressure regulating valve, which may include a discharge pressure regulating unit that adjusts a pressure of a fluid by changing a distance between a valve body and a valve seat while reciprocating a valve shaft by a valve shaft moving structure using a feed screw, a slidable piston that receives a fluid pressure in a discharge pressure chamber, and a spring that constantly biases the valve shaft in a valve closing direction. At the time of valve closing, the fluid pressure received by the piston may be converted into a pressure load in a direction of pressing the valve body, and at a time of pressure adjustment, a positional deviation of the valve shaft due to a backlash provided at a meshing portion of the feed screw may be avoided by a biasing force of the spring.
An electronic throttle control method by which an electronic control unit (ECU) controls opening and closing of a throttle while providing a control signal on a basis of an input data signal may include calculating, via the ECU, i) an engine revolution speed deviation from a difference between an engine revolution speed and an engine revolution speed command, ii) an engine revolution acceleration on a basis of the engine revolution speed, iii) a proportional torque from a product of the engine revolution speed deviation and a proportional torque coefficient, and iv) an integral torque by multiplying an integral of a product of the engine revolution speed deviation and an integral torque coefficient by a forgetting coefficient. The method may further include providing, via the ECU, the control signal for the throttle using a sum of the proportional torque and the integral torque as a torque command value.
Provided are an engine control device and a vehicle with which the methane number of LNG fuel can be estimated. The engine control device is capable of using liquefied natural gas as fuel, and is provided with an acquisition unit that acquires an ignition retard control amount for avoiding engine knocking, and an estimating unit that estimates the methane number of the liquefied natural gas on the basis of an index value indicating the acquired ignition retard control amount.
F02P 5/152 - Digital data processing dependent on pinking
F02D 19/02 - 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 gaseous fuels
F02D 41/00 - Electrical control of supply of combustible mixture or its constituents
F02M 21/02 - Apparatus for supplying engines with non-liquid fuels, e.g. gaseous fuels stored in liquid form for gaseous fuels
This fuel property determination device determines components of liquefied natural gas stored in a tank as a fuel for an engine. The fuel property determination device has: an estimation unit that estimates the methane number of the liquefied natural gas using a first estimation method when the engine is being driven, and estimates the methane number of the liquefied natural gas using a second estimation method different from the first estimation method when the engine is to be restarted from a stopped state; and a control unit that controls a notification device so as to provide a notification indicating that a property change has occurred in the liquefied natural gas, if the methane number of the liquefied natural gas estimated by the first or second estimation method is less than a threshold.
F02D 19/02 - 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 gaseous fuels
F02D 41/00 - Electrical control of supply of combustible mixture or its constituents
F02D 41/04 - Introducing corrections for particular operating conditions
F02D 41/06 - Introducing corrections for particular operating conditions for engine starting or warming up
F02D 41/22 - Safety or indicating devices for abnormal conditions
F02M 21/02 - Apparatus for supplying engines with non-liquid fuels, e.g. gaseous fuels stored in liquid form for gaseous fuels
An electronically controlled regulator may include a pressure regulating valve. The pressure regulating valve may include a valve shaft, a valve seat, and a discharge pressure regulating unit. The discharge pressure regulating unit may regulate a pressure of a fluid by causing the valve shaft to reciprocate through driving of an electric motor electronically controlled to change a distance between a valve body and the valve seat. A high-pressure fluid introduced from an introduction port may be discharged from a discharge port as a depressurized fluid at a set pressure on a side of a discharge pressure chamber while being depressurized and regulated. A seat diameter of the valve seat, a first seal diameter of a first seal member on an atmospheric pressure chamber side, and a second seal diameter of a second seal member on a pressure control chamber side may be substantially the same.
An electronically controlled regulator may include a pressure regulating valve. The pressure regulating valve may include a valve shaft, a valve seat, and a discharge pressure regulating unit. The discharge pressure regulating unit may regulate a pressure of a fluid by causing the valve shaft to reciprocate through driving of an electric motor electronically controlled to change a distance between a valve body and the valve seat. A high-pressure fluid introduced from an introduction port may be discharged from a discharge port as a depressurized fluid at a set pressure on a side of a discharge pressure chamber while being depressurized and regulated. A piston may receive a fluid pressure in the discharge pressure chamber, which pressure may be converted into a pressure load in a direction where the valve body is pressed to the seat face during valve closing when the driving of the electric motor is stopped.
An electronically controlled regulator is disclosed. The electronically controlled regulator reduces and adjusts a pressure of a high-pressure fluid introduced through an introduction port with a pressure adjusting valve and discharges a pressure-reduced fluid having a set pressure through a discharge port. A discharge pressure adjusting mechanism includes a valve shaft moving structure that operates by driving of an electric motor and moves a valve shaft to change a distance between a valve body and a valve seat, and opens and closes the pressure adjusting valve so that the pressure of the pressure-reduced fluid maintains the set pressure while operating the valve shaft moving structure with the electric motor on the basis of a value of a pressure sensor that detects the pressure of the pressure-reduced fluid.
Provided is a flow path switch valve that is positioned at a branching point in a flow path of a fluid and is used for switching the flow path, wherein the flow path switch valve has a simple and strong structure and has exceptional operability. This flow path switch valve 1 comprises: a body 10 inside of which a T-shaped passage 20 is formed, and in which a branch-pipe side of the passage 20 is employed as an inlet passage 21, one main-pipe side of the passage 20 is employed as a first outlet passage 22, and the other main-pipe side of the passage 20 is employed as a second outlet passage 23; a valve stem 30 axially supported through the body 10; a plate-form valve body 40 fixed to the valve stem 30 within the passage 20; and an actuator 50 that rotationally drives the valve stem 30, the valve body 40 having a substantially perfect circular shape when viewed from the axis of the first outlet passage 22 or the second outlet passage 23 in a state where the flow path is switched.
F16K 1/22 - Lift valves, i.e. cut-off apparatus with closure members having at least a component of their opening and closing motion perpendicular to the closing faces with pivoted closure members with pivoted discs or flaps with axis of rotation crossing the valve member, e.g. butterfly valves
Provided are: a fuel property determination device capable of allowing a user to recognize a change in fuel property with more appropriate timing; and a vehicle. This fuel property determination device determines components of liquefied natural gas stored in a tank as a fuel for an engine. The fuel property determination device has: an estimation unit that estimates the methane number of the liquefied natural gas using a first estimation method when the engine is being driven, and estimates the methane number of the liquefied natural gas using a second estimation method different from the first estimation method when the engine is to be restarted from a stopped state; and a control unit that controls a notification device so as to provide a notification indicating that a property change has occurred in the liquefied natural gas, if the methane number of the liquefied natural gas estimated by the first or second estimation method is less than a threshold.
F02D 19/02 - 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 gaseous fuels
F02D 45/00 - Electrical control not provided for in groups
F02M 21/02 - Apparatus for supplying engines with non-liquid fuels, e.g. gaseous fuels stored in liquid form for gaseous fuels
Provided are an engine control device and a vehicle with which the methane number of LNG fuel can be estimated. The engine control device is capable of using liquefied natural gas as fuel, and is provided with an acquisition unit that acquires an ignition retard control amount for avoiding engine knocking, and an estimating unit that estimates the methane number of the liquefied natural gas on the basis of an index value indicating the acquired ignition retard control amount. For example, the acquisition unit is further provided with an index value calculation unit that acquires an ignition retard control amount in each of a plurality of cylinders of the engine, and calculates, as an index value, the average value of the ignition retard control amounts in each of two or more cylinders in which the ignition retard control amount is lower than that of other cylinders in each of the acquired plurality of cylinders.
F02D 45/00 - Electrical control not provided for in groups
F02D 19/02 - 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 gaseous fuels
F02M 21/02 - Apparatus for supplying engines with non-liquid fuels, e.g. gaseous fuels stored in liquid form for gaseous fuels
F02P 5/152 - Digital data processing dependent on pinking
12.
Method and device for controlling fuel injection to engine
A method for controlling fuel injection to an engine may include calculating an amount of air passing through a throttle, which is actually controlled, from a calculated amount of air in an intake manifold, which is calculated from a pressure value detected by a pressure sensor installed in the intake manifold connecting the throttle and a cylinder to each other, and a calculated pressure change in the intake manifold. The method may further include predicting an actual amount of air to be sucked into the cylinder when mixed with fuel from the calculated amount of air in the intake manifold and the calculated amount of air passing through the throttle. The method may also include injecting an amount of fuel according to the predicted actual amount of air to be sucked into the cylinder.
An electronic control method for a throttle performed by an electronic control throttle device is disclosed. The electronic control method includes: generating, by the electronic control section, the control signal for the throttle with a sum of a proportional torque and an integral torque as a value of a torque command, by calculating an engine speed deviation from a difference between a calculated or input engine speed and an input engine speed command; calculating an engine rotational angular acceleration based on the engine speed; obtaining the proportional torque from a product of the engine speed deviation and a predetermined coefficient; and obtaining the integral torque by integrating the product of the engine speed deviation and the predetermined coefficient.
An electronic control method for a throttle by an electronic control throttle device that controls the throttle while an electronic control unit generates a control signal based on an input data signal. The method may include calculating an engine rotation speed deviation from a difference between an engine rotation speed and an input engine rotation speed command, calculating an engine rotational acceleration based on the engine rotation speed, obtaining a proportional torque from a product of the engine rotation speed deviation and a predetermined coefficient, obtaining an integral torque by integrating a value obtained by subtracting a product of the engine rotational acceleration and the predetermined coefficient from the product of the engine rotation speed deviation and the predetermined coefficient, and generating a control signal for the throttle by using a sum of the proportional torque and the integral torque as a value of a torque command.
F02D 11/10 - Arrangements for, or adaptations to, non-automatic engine control initiation means, e.g. operator initiated characterised by non-mechanical control linkages, e.g. fluid control linkages or by control linkages with power drive or assistance of the electric type
A regulator, e.g., a pressure regulator for supplying a high pressure fuel to an engine, is disclosed. The regulator includes at least a pair of annular bearings composed of a rigid synthetic resin interposed along a length direction of a pressure regulating valve body at a predetermined distance at a position on a valve seat side in an axial direction of a gap formed between the pressure regulating valve body and an inner wall of the passage formed in a body main body.
A regulator may include a main body portion, a pressure regulating chamber, a valve seat, and a piston pressure regulating valve. The piston pressure regulating valve may include a pressure regulating valve element having an end surface that is adjustable into close contact with at least a portion of the valve seat. The piston pressure regulating valve may also include a piston portion surrounding an outer periphery of the pressure regulating valve element. The piston portion may be slidable in an axial direction of a passage of the main body portion and may be biased via a pressure regulating spring disposed in an atmosphere chamber. The pressure regulating valve element may include a step protruding from a fitting portion to the piston portion at an upstream position disposed displaced from a pressure regulating range at an outer peripheral portion of the pressure regulating valve element.
F16K 17/04 - Safety valvesEqualising valves opening on surplus pressure on one sideSafety valvesEqualising valves closing on insufficient pressure on one side spring-loaded
G05D 16/10 - Control of fluid pressure without auxiliary power the sensing element being a piston or plunger
Provided is an engine misfire diagnosing/detecting method which is accurate and does not suffer from the problem of mistaking, due to disturbance such as a gap input from a tire during dirt driving, normal combustion as a misfire state. The method comprises: defining in advance two crank angles A, B at mutually different points in the engine combustion cycle; calculating, from a difference in the elapsed times of a crank angular velocity C1 at the crank angles A, B, an angular acceleration (XTM) of the engine in the vicinity of the expansion stroke as an index value of the combustion state; if the calculated index value exceeds a predetermined threshold value, preliminarily determining that the angular acceleration (XTM) has been lowered by the engine torque becoming negative due to a misfire phenomenon and that a misfire is occurring; and, if the temperature of an exhaust gas temperature sensor provided downstream of a catalyst disposed in the exhaust system of the engine exceeds a specified value, determining the presence of a failure due to misfire.
Provided is a method for diagnosing the response characteristics of a pressure sensor in the intake system or the exhaust system of an engine, for preventing, in advance, a situation in which the pressure sensor is unable to measure accurately. A deterioration in response characteristics that occurs in a pressure sensor used to control an engine is diagnosed by comparing a measured index value obtained by measuring, and converting to an index value, pressure sensor signal information, which is a pressure pulsation amplitude generated in the intake system or the exhaust system of the engine as a result of intake or exhaust that accompanies a reciprocating movement of a piston when the engine is running, with a normal index value obtained by index-value conversion from the pressure sensor signal information during normal operation.
In an electronically controlled throttle control device in which a throttle control output command calculated by an electronic control unit (ECU) is calculated based on a throttle main control command, calculated from a throttle opening deviation which is a difference between a throttle opening command and a throttle opening detection signal, and a throttle correction control command which is a value obtained by integrating a product of the throttle opening deviation and a coefficient, the coefficient for calculation of the throttle correction control command is changed depending on a driving state based on an acceleration state and a deceleration state of a throttle and a small throttle deviation state.
A regulator may include an inlet from which a high-pressure fluid is introduced, a valve seat provided at the inlet, and a pressure regulating valve body. The fluid may pass an opening between the valve seat and the valve body formed with a communication passage to a pressure regulating chamber. A load generated by pressure of pressure-regulated fluid acting on a piston unit joined to the valve body may be balanced with a load by a pressure regulating spring in an atmosphere chamber provided coaxially in parallel with the pressure regulating chamber on an opposite side of the piston unit. Fluid pressure of the pressure regulating chamber may be controlled by changing an opening area between a valve-seated seat and the valve body. The valve seat holding the valve-seated seat may be installed on an elastic member via a buffer having a sliding performance.
F02M 37/00 - Apparatus or systems for feeding liquid fuel from storage containers to carburettors or fuel-injection apparatusArrangements for purifying liquid fuel specially adapted for, or arranged on, internal-combustion engines
G05D 16/10 - Control of fluid pressure without auxiliary power the sensing element being a piston or plunger
F16K 17/04 - Safety valvesEqualising valves opening on surplus pressure on one sideSafety valvesEqualising valves closing on insufficient pressure on one side spring-loaded
F02M 21/02 - Apparatus for supplying engines with non-liquid fuels, e.g. gaseous fuels stored in liquid form for gaseous fuels
F16K 17/22 - Excess-flow valves actuated by the difference of pressure between two places in the flow line
21.
ELECTRONICALLY CONTROLLED THROTTLE DEVICE FOR INTERNAL COMBUSTION ENGINE
The purpose of the present invention is to prevent, by enabling the use of a return spring having a spring constant adapted to the seal performance of a seal member used, an increase in the reduction of the life of a motor even when a high pressure-resistant seal is used, and to prevent damage by reducing friction due to resonance of the return spring. The return spring 9 is disposed externally around a joint lever spring 10, and the load of the joint lever spring 10 in a thrust direction is set greater than the load of the return spring 9 in the thrust direction.
Provided is a fuel pressure monitoring system of a vaporizer using a safety module which issues a fault signal by detecting a pressure using a fuel pressure sensor disposed in a pressure regulating chamber of the vaporizer within a predetermined time after an engine is stopped and determining that the pressure regulating mechanism fails when the detected pressure exceeds a threshold stored in a storage device to be increased to a predetermined pressure or higher, and the pressure regulating mechanism is determined to fail only when a water temperature of cooling water in the engine of the vaporizer reaches a predetermined temperature at which warming up of the engine can be determined to be completed.
F02D 19/00 - Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures
F02M 21/00 - Apparatus for supplying engines with non-liquid fuels, e.g. gaseous fuels stored in liquid form
F02D 19/06 - 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
F02D 19/02 - 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 gaseous fuels
F02M 21/02 - Apparatus for supplying engines with non-liquid fuels, e.g. gaseous fuels stored in liquid form for gaseous fuels
F02D 41/00 - Electrical control of supply of combustible mixture or its constituents
A regulator may be configured to reduce an individual difference between products due to a size tolerance of each of a valve seated seat holding member, a valve seated seat, a piston pressure regulating valve, and a main body part. The main body part may be affected by a load of a pressure regulating spring, or a load variation at a set point of the pressure regulating spring. The regulator may be configured without a function loss due to a damage, leakage failure, or the like of the valve seated seat. A pressure regulating valve body 5 may be closely in contact with a valve seated seat 31, and a piston unit 6 that is formed around an outer periphery thereof and that affects a pressure regulating spring 8 are formed separately, the two forming a piston pressure regulating valve 7.
A fuel supply system includes a housing including a housing body in which a fuel storage tank serving as a reservoir tank as well and a lid covering an opening of the housing body in an air-tight manner. The housing includes a fuel pump, a regulator configured to regulate a pressure of the fuel to return excess fuel to the fuel storage tank, a regulator holding member supporting the regulator, and a fuel storage volume adjusting unit that maintains the liquid surface level of the stored fuel at a fixed level. The fuel supply system supplies fuel at a predetermined pressure from a fuel discharging pipe of the lid to the engine. The regulator holding member is formed in such a manner in a planar view as to fill most of interspace in the opening of the housing body to close the upper portion of the fuel storage tank.
F02M 37/00 - Apparatus or systems for feeding liquid fuel from storage containers to carburettors or fuel-injection apparatusArrangements for purifying liquid fuel specially adapted for, or arranged on, internal-combustion engines
F16K 24/04 - Devices, e.g. valves, for venting or aerating enclosures for venting only
A fuel flow quantity detection method for a vehicular engine is provided such that a fuel flow quantity can be accurately detected, even when fuel composition varies, without using values directly detected by, for example, a mass air flow sensor or an excess air ratio sensor as input information. A fuel flow quantity detection method for a vehicular engine which uses gasoline, liquefied gas, gas, or the like as fuel, and which adopts a spark-ignition system, wherein a fuel flow quantity is calculated from a detected intake air flow quantity (Qa) and an air-fuel ratio (R) or an oxygen ratio (RO) that is detected after combustion.
The purpose of the present invention is to prevent a drop in engine rotation speed and loss of stable engine rotation in a bi-fuel engine when the fuel that the bi-fuel engine is running on is switched. A relay (81) that is switched by a changeover signal from a fuel switching device (7) and an electrical resistance (82) are series connected in an input circuit (8) that inputs water temperature data for engine cooling water detected by a water temperature sensor (104) to an electronic control unit (ECU) (5). When the fuel to be used is switched, the relay (81) is operated so that the electric resistance (82) is added to the water temperature data from the water temperature sensor (104) to produce a value that increases the target rotation speed such that the rotation speed is controlled to a stable rotation speed.
F02D 19/06 - 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
F02D 29/02 - Controlling engines, such controlling being peculiar to the devices driven thereby, the devices being other than parts or accessories essential to engine operation, e.g. controlling of engines by signals external thereto peculiar to engines driving vehiclesControlling engines, such controlling being peculiar to the devices driven thereby, the devices being other than parts or accessories essential to engine operation, e.g. controlling of engines by signals external thereto peculiar to engines driving variable-pitch propellers
F02D 41/16 - Introducing closed-loop corrections for idling
F02D 45/00 - Electrical control not provided for in groups
A purpose of the present invention is to improve the oil removal rate in an oil separator that separates and removes oil from gas including the oil as an impurity. The oil separator according to the present invention is characterized by including a first filter member (42) in a cylindrical shape made with a cylindrical filter material having an air permeability, and positioned such that the target gas flows in from a hollow part as well as a central axis is in an up-down direction, and a second filter member (43) made with a filter material having air permeability and wrapped around the first filter member (42) along an outer surface thereof with a predetermined spacing from the outer surface of the first filter member (42).
There is provided a filter device for gas including: a cylindrical filter case formed to be airtight; a hollow filter which is formed with an opening in a bottom part thereof, a top part of which is obstructed, and which is placed inside the filter case in such a manner that a central axis thereof substantially aligns with a central axis of the filter case; and a flow controlling plate which is attached roundly between an outlet in the top part of the filter case and the top part of the hollow filter on an inner peripheral wall of the filter case, wherein gas introduced through an inlet in a bottom part of the filter case is introduced into a hollow part of the hollow filter, and also passes through a space between an outer periphery of the hollow filter and the inner peripheral wall of the filter case, and then is discharged through the outlet.
The purpose of the present invention is to increase elimination efficiency for oil in an oil separator that separates and eliminates oil from gas containing oil as an impurity. This oil separator is characterized by having a cylindrical first filter member (42) that is fabricated from cylindrical filter material having air permeability and is disposed such that a target gas flows in from the hollow part thereof and also such that the center axis thereof is in the vertical direction and a second filter member (43) that is fabricated from filter material having air permeability and surrounds the outside surface of the first filter member (42) with a prescribed gap from the outside surface of the first filter member (42).
