JPS6075732A - Engine associated with fuel type discriminator - Google Patents

Abstract

PURPOSE:To achieve operation optimal for the type of fuel by comparing the operating condition changed by an operating condition changing means with the operating condition for discriminating the type of fuel to discriminate between high and low octane value fuels thereby enabling automatic discrimination of the type of fuel. CONSTITUTION:Upon detection of opening of fuel cap to be opened/closed when feeding fuel, the engine is run while setting to the operating condition optimal for low octane value fuel by means of a controller 5. Then the output signals from a toration sensor 22 and a load sensor 23 are provided to decide whether it is in specific test area. If the answer is NO, the engine will continue running under the operating condition for low octane value fuel. If the answer is YES, the operating condition, for example the firing timing, is advanced temporarily until occurrence of knocking and if the firing lead angle and the engine torque thereafter are higher than those in the operating condition for discriminating the type of fuel, an operating condition optimal for high octane value fuel is set to run the engine 1.

Description

DETAILED DESCRIPTION OF THE INVENTION The present invention relates to an engine that can operate on either octane fuel (regular gasoline) or high octane fuel (high octane gasoline or premium gasoline).

In recent years, unleaded low-octane gasoline (octane number 01) has become available.
In addition to unleaded high octane gasoline (9 octane
8), and as a result, engines that can operate on fuels with different octane numbers are attracting attention.

The present invention was created under these circumstances, and is a single-purpose fuel 1' that can automatically determine the octane number of the fuel 11 used.
The purpose is to provide a separate engine.

For this reason, the present invention provides a non-king detection means for detecting engine knocking in an engine operated with fuels of different octane numbers, a non-king detection means for detecting engine knocking, and an engine load condition detection means.
Based on the detection results of the load detection means and the detection results of the load detection means, an engine load condition that does not cause non-king regardless of whether the engine load condition is low octane fuel or high octane l+lIi fuel is determined. Test area 1'1 to determine whether it is in the β1 constant test@ area (including the test point) set within the area 1' a storage means for storing an operation rule 1'1 for determining the fuel to be used that does not cause non-king when operating with octane fuel;
Two-way test area discrimination - If stage F determines that the test area is 11), the operating conditions will be changed until non-king occurs.
Comparing the operating conditions 1'1 changed by the 1st change and the operating conditions for the fuel 1' used in
'A poisonous one or 1'11 is now used! ; Il, 1
The fact that ill-betsu-cho-dan was provided is a sign of 1,'l-ζ
There is.

Hereinafter, embodiments of the present invention will be explained with reference to the drawings.
Figures 1 to 3 show an engine equipped with a used fuel discrimination device iτJ as a first embodiment of the present invention. Figure 1 is a schematic configuration diagram thereof, and Figures 2 (,) to (C) are FIG. 3 is a flow chart for explaining the action, and FIGS. 4 to 6 are graphs for explaining the action of the invention.
FIG. 4 is a schematic configuration diagram of the fuel used as an embodiment of the present invention.

First, a first embodiment shown in FIGS. 1 to 3 will be described.

As shown in the tjSi diagram, a reciprocating internal combustion engine for an automobile (
The engine (hereinafter simply referred to as "1-engine") 1 is provided with a torque sensor (non-king detection means) 3 for detecting the presence or absence of torque, and a lux sensor 21' for detecting engine torque.

It's a book, key switch on/off (ON -OF'l"
) Key sensor for detecting the state 4. Fuel camp sensor 21 that detects the open/closed state of the fuel camp. Engine speed sensor that detects engine speed (engine speed detection means)
22 and a load sensor (non-load detection means) 23 for detecting the engine load are provided.

And these sensors 3, 4, 21, 21', 22
Detection No. 4.3 from ゜23 is inputted to the fan 10-ra5.

The controller 5 has dog-like hands.

(1) Calculate the amount of retardation suitable for high-octane gasoline fuel ()) based on data from maps, etc., and set the operating conditions (ignition advance angle) suitable for driving with high-octane gasoline. Operating condition setting means for octane fuel (2) Calculate the retardation amount suitable for low octane fuel (Recura gasoline) based on data from a map etc. Based on the results of the detector 111 from the rotational speed sensor 22 and the load sensor 23, A predetermined test area (including test points) a [Fig. 2 (Q ) Test area 1'11 different means to determine whether it is Reference 1 or not (4) When making ff1JJ with regular gasoline /
・When running on high-octane gasoline that generates knocking, 7・Fuel used that does not cause knocking 1' Opening operation condition 1'1 (ignition advance angle α. or torque l゛.) 1] [
Refer to Fig. 2 (11) Storage means for storing 1 (5) Operation at ignition advance angle for regular gasoline - under L (
1. Test area 1' by another means. In this book, 7 knocking occurs when the test is in the r1 area a. (Ignition advance angle) is changed (Specifically - 2 is the ignition advance angle) Operating line 1'1 Changing means (6) Operating line (! , 1 ruq) and -1° with the fuel used (ignition advance angle α., torque '1'). ``I'll use different means (7) Fuel used 1! Used fuel classified by different means for high octane gasoline or regular gasoline , [1T.

The ignition advance angle is changed to a large advance angle (specifically, when it is determined that the fuel being used is high-octane gasoline, the ignition advance angle is changed to a high-octane gasoline ignition advance angle). The ignition advance angle at a is α1. The torque is 'r1.

In addition, as shown in Figure 52 (b), the operating conditions (ignition advance angle) suitable for operation with regular gasoline set by the operating condition setting means for low-octane fuel are set using high-octane gasoline in the high engine load range. The ignition advance angle p is set to the same value as the ignition advance angle p.
Figure (c) In the old J1 model, the ignition advance angle for high-octane gasoline may be set to a characteristic r that is reduced by a certain amount or delayed in stages depending on the load condition.7 By setting in this way, Mr. In 1 loading area of intermediate work, (・min 1:MBT(Mi++i+nu+n ad
vaI+cc for Be5LTorq+, bp), it is possible to improve output and fuel efficiency, and moreover, in a high engine load range, early occurrence of non-king can be reliably avoided.

An ignition advance signal suitable for high-octane gasoline or regular gasoline outputted from the control roller 5 is supplied to each spark plug via a distributor 6.

Note that the reference numeral 2 in FIG. 1 indicates transmination.

Further, the symbol r in FIG. 2(a) indicates the region where non-king begins to occur with regular gasoline, and Fl indicates the region where non-king begins to occur with high-octane gasoline.

The following is mainly performed within the controller 5 J1!
This will be explained using the flowchart shown in FIG.

First, in step A1, it is determined whether the fuel camp was opened after the previous key-off. Such judgment will be made by the following J. Kozan. In other words, if the fuel tank 1 cap is not opened, it means that fuel has not been refilled, so the fuel used should remain 111j, and the various 11 steps after that can be omitted. be.

Therefore, if you have not opened the fuel cap, take the NO route and proceed to step ``A!'', *-;t 71
Operating conditions for Iij's i' constant octane number painting style (,L!,
1: Driving with large advance angle) is a problem.

However, if YES in step A1, it is unknown whether there has been a change in the fuel used, so the following process is performed.

First, set the ignition advance angle f'l (ignition advance angle) for regular gasoline (reduced octane style 'l) on the fuel valve \2.

This is the controller 5's octane (ll
ll combustion,] operating conditions l'1. This is done by the setting means.

As a result, the operating condition f' for recura gasoline
1 (ignition advance), you will be out of luck.

Then, in step A3, the engine rotation number and engine load are manually determined, and in step A4, the test area j or 1゛1 is determined manually.
1. In another way ↓' B Test area a1 Refer to Figure 2 (a) It is determined whether or not J is 1° If the engine load condition is not in test area a, recura gasoline operation is performed. Continue operation under the condition (ignition advance angle).

However, when the engine load condition is tested (I muttered that it was in region A), I took the YES route, and in step l\5, the operating conditions (ignition advance angle) were temporarily changed using the operating condition changing means until 7-king occurred. change accordingly. Specifically, 1. lj
.

The fire timing will be advanced.

Then, in step A6, the advance amount and engine torque are manually set, and in step A7, the changed values of the ignition advance angle and engine torque are determined based on the fuel used 1' and the operating condition 1'1 (discrimination point; ignition advance If it is an angle, it is a. If it is an ennon torque, it is i'.
) value, l: It is determined whether or not the rim is hot.

By the way, this driving article +! + (1!II separate point) b is,
As is clear from Figure 2 (,), when Enson 1 is run on regular gasoline, 7-king always occurs, or when running on high-octane gasoline, it always falls within the range where non-king does not occur. Since this is a certain part (point), if the f-heavy fuel is regular gasoline, the changed operating state of engine 1 is
1 and different point 1], the 7-king phenomenon should definitely be detected.

On the other hand, if the fuel used is high-octane gasoline, the /ing phenomenon should not be detected if the operating state of the modified engine 1 reaches the binary 1' point 1).

Therefore, in the case of Leki'Nira gasoline, the value of the non-king occurrence point or 1'S different point) is not higher than the value of 1'1j.
Cut off.

As a result, operation continues under the regular gasoline operating conditions (ignition advance angle).

If the fuel used is high-octane gasoline, the knocking point will be lower than the value of 1.
In step 7'17, if the value of 1'1j is greater than the value of 1'1j, it is rejected.

And after that, Stencil A8', high octane gasoline (high octane filli fuel) continuous running conditions (large point advance)
The settings are changed and set.

Such a series of processing mainly includes testing of the controller 5, area 1', another means, storage means, operating condition 1'1 changing means P.
i, single-fuel fuel discrimination means, high-octane fuel operating condition setting-1 stage, and juvenile control all:r 1-stage.

As a result, the engine 1 is operated under changed operating conditions (ignition advance angle) for high-octane gasoline.

In this way, the engine load condition is
, the engine 1 engine IM condition (ignition advance angle) is automatically changed until 7-king occurs, and the changed operating condition f'1. By comparing (ignition advance angle, torque) and 1'ij separate point 411, it is possible to determine whether the fuel used is high-octane gasoline or regular gasoline.

According to this alternative method, it is possible to accurately determine the type of gasoline without adversely affecting the durability or triability of the engine 1, and without causing any discomfort to the driver's thinking while driving. Outside, with less time and number of times ゛1'
You can get away by getting different results.

Note that this determination is instantaneously performed only once after each refueling, for example.

In addition, by pasting this determination result, automatically set the optimal operation IIt condition (ignition advance angle), and operate Ennon 1 based on this condition 1'1 (ignition advance angle). This makes it possible to improve engine output and drivability while also contributing to fuel savings.

In addition, high-octane gasoline MBT (Mini + nu +
nadvanc()for 13esL 1-orqu
p) Alternatively, if this system is applied to an engine where the difference between the knocking limit point and the knocking limit point of regular gasoline is extraordinary, it will be possible to achieve iM, +l: driving without causing multiple retard shocks. can be done.

Next, a second embodiment shown in FIG. 4 will be explained.

This ennon 1 has the capacity of its cylinder 8 separated from the piston 7 that rotates the crankshaft.
This adjustment can also be made by adjusting the actuator + 1.1 'C'' sub-piston (
This is done from two and one.

, - like 1, change Schilling VF Jji,
Since the second and third come, it is possible to change the bar contraction.

By the way, as the compression ratio of the engine 1 is increased, the point at which non-king occurs becomes earlier. Although non-king does not occur with any gasoline at the J-IT ratio, by increasing the compression ratio, knocking occurs with regular gasoline and 7-knocking does not occur with high-octane gasoline. l
It ends with two things.

Therefore, a certain compression ratio or torque in which knocking occurs with regular gasoline but does not occur with high-octane gasoline is set as a 1'1j point, and the value of this 1' point and the compression ratio are changed. Therefore, by comparing the compression ratio and the torque value when non-king occurs, it should be possible to determine the fuel used.

In other words, if the compression ratio or torque value when knocking occurs by increasing the compression ratio is smaller than the value at the discrimination point, then 4'1 is a regular force. However, if it is larger than the value of 1', then the fuel used 1 must be high-octane gasoline, C'
be. .

Also, when operating Ennon 1 using regular gasoline, engine knocking is more likely to occur if the compression ratio is not lowered than when using high-octane gasoline, but conversely, when using high-octane gasoline When using it, the compression ratio must be increased by 1 compared to when using regular gasoline. That is, although the appropriate compression ratio is different between regular gasoline and high-octane gasoline, in the engine 1 having 5 sub-pistons as in this embodiment, by controlling the operating amount of the actuator 10, In addition to being able to freely change the value, it is also possible to adjust the optimum value for either force or solin.

Therefore, such control is performed by the controller 5 shown in FIG. 4, and this controller 5 has the following stages.

(1) Driving conditions suitable for driving with high-octane gasoline 1'1
(Pressure 1tlii ratio and ignition advance angle suitable for this compression ratio)
High octane (ilill operating condition setting means (2)) to set operating conditions suitable for driving with regular gasoline (
Setting means (3) Based on the detection results from the rotational speed sensor 22 and the load sensor 23. If the engine load condition is in the predetermined test range (including test points) set when operating on either regular gasoline or high-octane gasoline, 4) When operating with regular gasoline, 7 knocking occurs, but when operating with high octane gasoline, 7 knocking does not occur Driving conditions for determining the fuel used (1'l1 points; compression ratio or torque) (5) When the test area 1 is determined to be the test area '1' by another means under operation at the ignition advance angle for regular gasoline,
Changing the operating condition (compression ratio) (specifically, increasing the compression ratio) until the engine failure occurs (6) Operating condition changed by the operating condition changing means
Compare 1 (compression ratio, torque) with 1' (compression ratio, torque) for fuel used and 1'1 (compression ratio, torque) to determine whether the fuel used is high-octane gasoline or regular gasoline. Used fuel discrimination means (7) Used fuel 1-〇 Switches and changes the compression ratio and ignition advance angle for high-octane gasoline or regular gasoline according to the used fuel classified by the different means (specifically, 1) If the historical fuel is high-octane gasoline, the switching control will switch to the compression ratio and point advance for high-octane gasoline. 'N suitable for
Chapter 1'1. The compression ratio is set to be the same as the compression ratio for high-octane gasoline in the low-to-medium load range, and the compression ratio is set to be the same as that for high-octane gasoline in the low-to-medium load range.
In this case, 1) for gasoline and 1) may also be set to be smaller.

By setting as shown in 2, you can change the output and the direction of convexity in the middle load range of the engine, and also ensure the early occurrence of knocking in the high negative JXII range.
iil can be avoided.

A compression ratio adjustment signal suitable for high-octane gasoline or regular gasoline output from the controller 5 is supplied to the actuator 10, and an ignition advance signal suitable for high-octane gasoline or regular gasoline is also applied from the controller 5. is supplied to each spark plug via a distributor 6.

The flow of processing performed within the controller 5 in FIG. 4 is almost the same as that of the first embodiment described above (see FIG. 3), and the difference is that
5 + A 6'l A 8 + A 9. These steps A2. A8. With A9, you only need to set the compression ratio and ignition advance angle as operating conditions, and with steno knob A5, you only need to increase the compression ratio and set the steno knob ΔG.
Then, the amount of change in the compression ratio of 11 degrees and the amount of change in the compression ratio of 1 l can be calculated using 1 human power.

Note that the values of the discrimination point of step A7 are the compression ratio and torque values.

In this way, also in the case of the second embodiment, the above-mentioned first
The embodiment can provide eleven similar effects or advantages.

In addition to the compression ratio, the degree to which knocking does not occur is 1.
Since the 1" η large advance angle is also changed, it is possible to prevent the gas temperature from becoming too low.

Next, a third embodiment shown in FIG. fiS5 will be described.

This engine 1 is equipped with a turbocharger 1-13, and this turbocharger 13 has a turbine 15 provided in the bleed passage 12 of the gasoline 1, and a compressor 14 provided in the intake passage 11 of the engine 1.
have.

Further, in the ventilation passage 12 of the engine 1, a waste date valve 16 for controlling the boost pressure is installed, and an actuator 17 is provided to open and close the waste date valve 1G. ing.

This actuator 17 is, for example, a pressure-responsive type, and a waste date valve 1G is connected to its diaphragm via a rond.
The pressure chamber partitioned by the ram is connected to the intake passage pressure introduction passage, and is also connected to the electromagnetic opening + i4 ft and the orifice (=I) flame introduction passage. Therefore, when the on-off valve is closed, When the boost pressure reaches a certain level, the wastegate valve 6 starts to open.
When the on-off valve is opened, pressure escapes from the pressure chamber of the actuator 17 to the atmosphere, so the wastegate valve 1G does not begin to open unless the supercharging pressure becomes higher than the above-mentioned supercharging pressure.

That is, when the on-off valve is opened, the maximum supercharging pressure state can be increased.

Note that the reference numeral j8 in FIG. 5 indicates a pressure sensor that detects the pressure in the intake passage 11.

By the way, as the maximum boost pressure of Ennon 1 is increased by -1, the point at which non-king occurs becomes faster. By increasing the supercharging pressure, it is possible to prevent 7-kink from occurring in the recura gasoline, and non-kink to occur in the high-octane gasoline.

Therefore, a certain supercharging pressure or torque that is in the range where non-king occurs in regular gasoline (or 72 kinging occurs, but non-king occurs in high-octane gasoline) is set as a separate value of 1', and this value of 1' and supercharging By changing the pressure and comparing the boost pressure or torque value when knocking occurs, it should be possible to determine the fuel used.

In other words, by increasing the boost pressure, if the boost pressure or C torque value when knocking occurs is 1° smaller than the value of the separately installed fuel, it is assumed that the fuel used is regular gasoline. Yes, and if it is larger than the discriminant point value, the fuel used must be high-octane gasoline.

Also, when using regular gasoline to run gasoline 1, compared to when using high-octane gasoline, knocking may occur if the maximum boost pressure is -1r, but conversely, if high-octane gasoline When using gasoline, the maximum supercharging Ij: can be increased compared to when using regular gasoline. In other words, the appropriate boost pressure for recura gasoline and high-octane gasoline is different.
With gasoline J having a turbo chargeage of °l-13, the supercharging pressure can be freely changed by controlling the operation start timing of waste 1, gate 7, and luer 1 (3). It can also be adjusted to the optimum value for gasoline.

Therefore, such control is carried out by the controller 5 shown in FIG.

(1) Driving conditions suitable for transport using high-octane gasoline (
High octane fuel operating condition setting means (2) Operating condition 1'1 (supercharging pressure) suitable for operation with regular gasoline Operating condition 1'1 setting means for low octane fuel that sets a point/no (advance angle) suitable for this supercharging pressure Test area 1 that determines whether or not the predetermined test area (including the test point) is set within the Ennon load area where knocking does not occur even if the load condition is operated with either regular gasoline or high-octane gasoline.
'Alternative method (4) When operating on regular gasoline, 7 kink occurs, but with high octane gasoline, a negative sign of 11
If '4-, non-king will not occur f heavy duty fuel 1
! Storage means for recording operating conditions for different IJ ('l'!l different point; excessive separation; supercharging pressure rk) (5) Operation at supercharging pressure and ignition advance angle for regular gasoline ■Test area in ζ 1'1j Change the operating conditions (supercharging pressure) in the case where 7 knocking occurs when the test area specified in - is separated by another means (specifically, the maximum supercharging pressure is changed to -) Nigeru)
Operating condition changing means (6) The operating conditions (supercharging pressure, torque) changed by the operation condition changing means (6) and the continuous record conditions for determining the fuel used (
Fuel used discrimination means (7) Used fuel 1' determines whether the used fuel is high octane gasoline or regular gasoline by comparing the supercharging pressure, torque) Switch to the boost pressure and ignition advance angle for Cura gasoline (specifically, if the fuel used is determined to be high-octane gasoline, switch to the boost pressure and ignition advance angle for high-octane gasoline)
Switching system 911 means and supercharging pressure W suitable for high octane gasoline or recura gasoline output from controller 10-5! The ignition advance signal suitable for high-octane gasoline or regular gasoline outputted from the controller 10-5 is supplied to each spark plug via the distributor 6. It has become so.

Further, the flow of the processing carried out in step 11 in the mount roller 5 in FIG. 5 is almost the same as that of the first embodiment described above (see FIG. 3), and the only difference is step A 2 .

Δ5. A6. A8. It is A9. That is, these steps A2. A8. It is sufficient to set the boost pressure and ignition advance angle as operating condition 1'1 in A9, and to set the maximum boost pressure at the steno knob A5, and in step 80, the amount of change in boost pressure and engine torque is set. All you have to do is input r.

The value of 1' of step 7 is the value of supercharging IL).

In this way, in the case of this third embodiment, almost the same effect or advantage as in the fjSl and second embodiment described in nfJ can be obtained.6 Also, in addition to boost pressure, knocking occurs. Since the ignition advance angle is changed to the extent that it does not occur, it is possible to prevent the temperature from rising.

Next, a fourth embodiment shown in FIG. 6 will be described.

This ennon 1 is the throttle valve 1 of the intake i-path 11! j
An electromagnetic fuel injection valve 2 ( ) is provided on the first flow side of the installation part of
) Fuel is injected according to the operating condition of the engine by supplying the Balsuda Old No. I from the Heffn roller 5.

Therefore, from 2 and 1, the signals from the controller 5 are controlled by the fuel injection f1. Adjust the amount! This allows the air-fuel ratio to be adjusted.

By the way, as the air-fuel ratio of Ennon 1 is increased (leaner), the point at which the 7-knocking occurs becomes earlier. By increasing the fuel ratio (leaner), knocking occurs with recura gasoline, but it can be prevented from occurring with high-octane gasoline, so non-king occurs with requinila gasoline! However, when using high-octane gasoline, a certain air-fuel ratio or torque is set in the range where knocking does not occur. By comparing the fuel ratio or torque value, it should be possible to determine the fuel used.

In this case, if the air-fuel ratio is made lean, Iiii
＋Unlike the above-mentioned embodiment, while keeping in mind that the torque decreases, 1! say goodbye.

Also, make Ennon 1 using regular gasoline! I
When IJJ is used, compared to when using high-octane gasoline, non-king is more likely to occur unless the air-fuel ratio is made small (almost to the point of lynch).On the other hand, when laminating with high-octane gasoline, use [ruj
Compared to bonding, it is possible to increase the air-fuel ratio (almost lean). That is, although the appropriate air-fuel ratio is different between regular gasoline and high-octane gasoline, in the engine 1 that injects the electromagnetic fuel injection valve 20 as in this embodiment, the state of the pulse train signal from the controller 5 can be controlled. In addition to being able to freely change the air-fuel ratio, the optimum flllI for both gasolines is achieved.
It is possible to adjust lJ.

Therefore, such control is performed by the controller 5 shown in the third and eleventh sections (although the first and second controllers 5 are already equipped with the following means).

(1) Setting means (2
3) Rotational speed sensor 22 and 3) Operating conditions for low-octane paint 1'1'' setting means for setting operating conditions (air-fuel ratio and ignition advance suitable for this air-fuel ratio) suitable for operation with a reciprocating gasoline. Based on the detection result from the load sensor 23, there is a fixed test area set within 1rlJ or less, where knocking does not occur even when the engine load condition is operated with either recura gasoline or high-octane gasoline. (including test points), but 1°
11 Separate test areas 1 Alternative means (4) Knocking occurs when running on regular gasoline, but non-king occurs when running on high octane gasoline Fuel used 1 Storage means for storing conditions (discrimination, 1' engine air-fuel ratio or torque) (5) Under operation at the regular gasoline air-fuel ratio and ignition advance angle, the test area is determined to be in the 1 test area by the test area determining means. The main operating conditions (air-fuel ratio) where 7-pulling occurs
1. In Hyogo, the air-fuel ratio is made thicker (leaner) 1. Operating condition changing means (6) Operating conditions changed by the operating condition changing means 1'1 (air-fuel ratio, torque) Use Alt 1' to determine whether fuel 1 is gasoline or regular gasoline by comparing it with the starting operating conditions 1'1 (to-empty ratio, torque). l
Separate section 3 and (7) Fuel used 15 The air-fuel ratio and ignition advance angle for high-octane gasoline or regular gasoline are changed by one cut () depending on the fuel used. -In terms of fuel consumption, if the fuel used is high-octane gasoline,
(If separated, the air-fuel ratio and ignition advance angle for high-octane gasoline will be more robust) It should be noted that among the operating conditions suitable for operation with Gyura gasoline, the air-fuel ratio is adjusted to the low-medium load range. Now, set the air-fuel ratio to the same as the air-fuel ratio for gasoline, and set the engine high load range 11 where knocking is likely to occur (see Figure 2 (c) 1ijj).
Then, the air-fuel ratio for high-octane gasoline may be set to be very small (Lynch).

By setting the engine in this way, it is possible to improve output and fuel efficiency in the engine low and medium load range, while also reliably avoiding early occurrence of engine knocking in the high engine load range.

Then, an air-fuel ratio adjustment signal suitable for high-octane gasoline or regular gasoline output from the controller 5 is supplied to the electromagnetic fuel injection valve 2 (), and the air-fuel ratio adjustment signal suitable for high-octane gasoline or regular gasoline output from the controller 5 is supplied to The ignition advance signal is supplied to each direct spark plug via the diesel engine.

Furthermore, the flow of the processing performed in the controller 5 in FIG. 6 is almost the same as that of the first embodiment described in 11;
2゜ノ＼5+ A 6+ Aij + A ri゛6, that is, - these Stenobuno\2.ノ\8 ＋
A! In step J, set the air-fuel ratio and ignition advance angle as the operating conditions.In step A5, the air-fuel ratio should be set to lean.In step G, change in the ratio - and All you have to do is input the encoder.

Incidentally, the value of 1 in step A7 is the value of the air-fuel ratio;

In this way, the fourth embodiment also achieves the same effect as the plS1 to 3 embodiments described in n11).
'J thing makes me happy.

Note that this fourth embodiment is based on the electromagnetic fuel injection valve 2 (l
(In addition to the Ennon 1, it would be nice if you could use a carburetor type engine. In this case, for example, the 71
1 F If: is changed to adjust the air-fuel ratio.

In addition, in the f52-4 embodiment, 1 Fumikawa fuel 1'1
When changing the operating conditions to another load range,
T1. ', li4'6 ratio, boost pressure, or air-fuel ratio were controlled, but if the compression ratio, boost pressure, and air-fuel ratio were changed, then the compression ratio, boost pressure, and air-fuel ratio were controlled. It may also be possible to control to change Jt or one of these.

Further, in the second to fourth embodiments, the operating condition 1'l-setting means for high octane fuel and the low octane fuel Kawaren'
Although the compression ratio, boost pressure, or air-fuel ratio as well as the ignition advance angle are changed using the fix article 1'l setting means, it is also possible to control to change only the compression ratio, boost pressure, or air-fuel ratio. compression ratio.

Control may be performed to change all or any of the boost pressure, air-fuel ratio, and ignition advance angle (C).

In each of the embodiments described above, the ignition timing may be controlled/shift control means to avoid the 7-king when the 7-king occurs. This kI is now giving priority to the means for determining the fuel used over the control means.

Incidentally, when historical fuels 1 to F are determined, the results for each of the 1 and 11 may be displayed on the indicator in the Okinouchi room.

As described in detail in Section 1 below, the fuel discriminating device for A-ψ (plow engine) of the present invention provides the following effects and advantages.

(1) The type of engine can be automatically and accurately determined without adversely affecting the durability or drivability of the engine, and without causing any discomfort to the user. Discrimination results can be produced in a short amount of time and in a small number of times.

(2) The above judgment result is automatically determined and the optimum operating conditions 1!1 (ignition advance, compression ratio, boost pressure, air-fuel ratio, etc.) are set and the operating conditions 1'1 are set. In this way, it is possible to improve engine output and safety, and also to save on fuel consumption.

(3) It can be applied to engines where there is a large difference between the M 13 T or non-king limit point of high octane fuel and the 7 knocking limit point of low octane fuel;
In this case, appropriate control can be performed without causing retard shock many times.

(4) Use fuel! ,! When displaying the type 1 on the indicator in the +B room, as information for this display.
You can use the alternative results described in 1.

[Brief explanation of drawings]

Figures 1-3 show the used fuel discrimination device (ZI outside ennon) as an embodiment of fiS1 of the present invention, Figure 1 is its schematic configuration diagram, and Figures f52 (a) to (c) all show its operation. FIG. 3 is a flowchart for explaining its operation, and FIGS. 4 to 6 show an engine with a used fuel discriminating device τ1 as second to first embodiments of the present invention, respectively. There is a schematic diagram of the system configuration. 1.Ennon, 2.Transmission, 3.
/Tsuku sensor (knocking detection means), 4...Key sensor, 5...Test area 1! Controller, 6, Distributor, 7, Piston, 8 for controlling other means, storage means, operation mode changing means, and other means for changing the operating conditions 11'
...Schilling, 5..Sub-piston, 10..Actuator, 11..Intake passage, 12..Air passage, 1:
(...turbocharno 1-144...complay y4j
;15...Turbine, 1G...Westgate valve, 17...Actuator, I O...) King Kasensa,! 9. Throno 1 valve, 20. Electromagnetic fuel injection i
t, 21...Fuel cap sensor, 2j'...Torque sensor, 22...Rotational speed sensor, 23...Load sensor (
load detection means). Agent Patent Attorney Yoshihiko Iinuma Figure 1 Figure 2 (0) Time of high-performance - Figure 2 (b) Engine rotation - (C) Engine installed in the same car - Figure 3/

Claims (1)

[Claims] In engines that operate with fuels of different octane numbers, there is a knocking detection means for detecting engine knocking, a load detection means for detecting the engine load condition, and a detection means for detecting the engine load condition based on the detection result of the engine load condition. A test area 1' is used to determine whether the test area is a constant test area set within the engine load fin range that does not cause string knocking when operating on either 11°C octane fuel or high octane fuel. means and
Knocking occurs when operating on low octane fuel, but when operating on high 4 octane l1llll fuel 1.
A storage means for storing the operating conditions for the fuel used under test area 1' under which knocking does not occur; Comparing the operating conditions changed by the operating condition changing means 1'1 with the operating conditions changed by the operating condition changing means and the operating conditions described in ``2 Fuel Used'', it is determined that the fuel used is high octane. Is it 11 octane fuel?
The fuel used 1' is characterized in that it is provided with a separate means for separating the used fuel 11.