# US 10,480,426 B2 · Method of controlling gas engine and gas engine drive system

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- Number: US 10,480,426 B2
- Document ID: US10480426B2
- Status: Granted
- Kind: B2
- Application number: 16/074,003
- Filed: 2016-11-01
- Published: 2019-02-07
- Granted: 2019-11-19
- Earliest claimed: 2016-01-29
- Assignees: Kawasaki Jukogyo Kabushiki Kaisha
- Applicants: Kawasaki Jukogyo Kabushiki Kaisha
- Inventors: Tomoaki Kizuka; Yosuke Nonaka; Hiroyoshi Ishii; Satoru Fukao; Shigeharu Fujihara; Towa Hirayama
- Web page: https://patentgrep.com/patent/US10480426B2

## CPC

- F02D 37/02: one of the functions being ignition
- F02B 37/00: Engines characterised by provision of pumps driven at least for part of the time by exhaust
- F02D 19/02: peculiar to engines working with gaseous fuels
- F02D 19/024: {by controlling fuel injectors}
- F02D 23/00: Controlling engines characterised by their being supercharged
- F02D 23/02: the engines being of fuel-injection type
- F02D 41/0027: {the fuel being gaseous (non-electrical control F02D19/02)}
- F02D 41/04: Introducing corrections for particular operating conditions (F02D41/14 takes precedence)
- F02D 41/045: {Detection of accelerating or decelerating state (detection thereof in general G01P)}
- F02D 41/10: for acceleration
- F02D 41/1454: {the characteristics being an oxygen content or concentration or the air-fuel ratio}
- F02D 43/00: Conjoint electrical control of two or more functions, e.g. ignition, fuel-air mixture, recirculation, supercharging or exhaust-gas treatment
- F02D 45/00: Electrical control not provided for in groups F02D41/00 - F02D43/00
- F02M 21/02: for gaseous fuels
- F02P 5/15: Digital data processing
- F02D 31/007: {controlling fuel supply}
- F02M 21/023: {Valves; Pressure or flow regulators in the fuel supply or return system}
- F02P 5/1516: {with means relating to exhaust gas recirculation, e.g. turbo}
- Y02T 10/12: Improving ICE efficiencies
- Y02T 10/30: Use of alternative fuels, e.g. biofuels
- Y02T 10/40: Engine management systems
- F02D: CONTROLLING COMBUSTION ENGINES (vehicle fittings, acting on a single sub-unit only, for automatically controlling vehicle speed B60K31/00; conjoint control of vehicle sub-units of different type or different function, road vehicle drive control systems for purposes other than the control of a single sub-unit B60W)
- F02B: INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL (gas-turbine plants F02C; hot-gas or combustion-product positive-displacement engine plants F02G)
- F02M: SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
- F02P: IGNITION, OTHER THAN COMPRESSION IGNITION, FOR INTERNAL-COMBUSTION ENGINES; TESTING OF IGNITION TIMING IN COMPRESSION-IGNITION ENGINES ({anti-pollution means for internal-combustion engines F02B17/00}; specially adapted for rotary-piston or oscillating-piston engines F02B53/12; {ignition of gas turbine plants F02C7/26; ignition of jet propulsion plants F02K9/95; starting of combustion engines F02N9/00}; ignition of combustion apparatus in general, glowing plugs F23Q; measuring of physical variables in general G01; controlling in general G05; data processing in general G06; electrical components in general see Section H; {ignition coils H01F38/12}; sparking plugs H01T13/00)
- Y02T: CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION

## Abstract

A method of controlling a gas engine connected to a turbocharger including a compressor and a turbine includes: performing a knocking control operation of optimizing an ignition timing as a steady operation; and in a case where a load of the gas engine increases during the steady operation, when a degree of increase in the load is relatively small, gradually increasing an actual fuel injection amount while keeping the ignition timing, and when the degree of increase in the load is relatively great, retarding the ignition timing and then gradually increasing the actual fuel injection amount.

## Claims

### Claim 1

A gas engine drive system comprising:
a gas engine connected to a turbocharger including a compressor and a turbine;
a fuel injection system that injects a fuel gas into air supplied to the gas engine;
an ignition system for igniting an air-fuel mixture of the fuel gas and the air; and
a controller that controls the fuel injection system and the ignition system, wherein
the controller:
performs a knocking control operation of optimizing an ignition timing as a steady operation; and
in a case where a load of the gas engine increases during the steady operation, when a degree of increase in the load is relatively small, gradually increases an actual fuel injection amount while keeping the ignition timing, and when the degree of increase in the load is relatively great, retards the ignition timing and then gradually increases the actual fuel injection amount.

### Claim 2

A method of controlling a gas engine connected to a turbocharger including a compressor and a turbine, the method comprising:
performing a knocking control operation of optimizing an ignition timing as a steady operation; and
in a case where a load of the gas engine increases during the steady operation, when a degree of increase in the load is relatively small, gradually increasing an actual fuel injection amount while keeping the ignition timing, and when the degree of increase in the load is relatively great, retarding the ignition timing and then gradually increasing the actual fuel injection amount.

### Claim 3 (depends on 2)

The method of controlling a gas engine according to claim 2, wherein
the case where the load increases is a case where a necessary fuel injection amount increases,
when the degree of increase in the load is relatively small is when an increase speed of the necessary fuel injection amount is less than a threshold, and
when the degree of increase in the load is relatively great is when the increase speed of the necessary fuel injection amount is greater than the threshold.

### Claim 4 (depends on 2)

The method of controlling a gas engine according to claim 2, wherein
the case where the load increases is a case where an actual rotational speed of the gas engine decreases from a target rotational speed,
when the degree of increase in the load is relatively small is when a deviation between the actual rotational speed and the target rotational speed is less than a threshold, and
when the degree of increase in the load is relatively great is when the deviation between the actual rotational speed and the target rotational speed is greater than the threshold.

### Claim 5 (depends on 2)

The method of controlling a gas engine according to claim 2, wherein
the case where the load increases is a case where an actual charge air pressure that is a discharge pressure of the compressor decreases from a target charge air pressure, and
when the degree of increase in the load is relatively small is when a deviation between the actual charge air pressure and the target charge air pressure is less than a threshold, and
when the degree of increase in the load is relatively great is when the deviation between the actual charge air pressure and the target charge air pressure is greater than the threshold.

### Claim 6 (depends on 2)

The method of controlling a gas engine according to claim 2, comprising:
when the degree of increase in the load is relatively small, gradually increasing the actual fuel injection amount, such that an excess air ratio does not fall below a first lower limit; and
when the degree of increase in the load is relatively great, gradually increasing the actual fuel injection amount, such that the excess air ratio does not fall below a second lower limit that is less than the first lower limit.

### Claim 7 (depends on 2)

The method of controlling a gas engine according to claim 2, comprising:
when the degree of increase in the load is relatively small, gradually increasing the actual fuel injection amount, such that the actual fuel injection amount does not exceed a first upper limit, and
when the degree of increase in the load is relatively great, gradually increasing the actual fuel injection amount, such that the actual fuel injection amount does not exceed a second upper limit that is greater than the first upper limit.

### Claim 8 (depends on 2)

The method of controlling a gas engine according to claim 2, wherein the gas engine is used as a main engine of a ship.