JP2006097572A - Blow-by gas reduction supply device for engine - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To improve difficulty in installation structure of a blow-by gas treating apparatus in an engine equipped with a turbocharger. <P>SOLUTION: A blow-by gas reduction supply device has the blow-by gas treating apparatus 2 arranged at an outside upper position of the engine in the engine including the turbocharger 1 and the blow-by gas treating apparatus 2, and supplies reduced gas which is produced by removing treatment of oil containing in blow-by gas by the blow-by gas treating apparatus 2 to the turbocharger 1. <P>COPYRIGHT: (C)2006,JPO&NCIPI

Description

  The present invention relates to an engine blow-by gas reduction supply device, which belongs to the field of supplying a reduction gas processed by a blow-by gas processor to a turbocharger, and can be used mainly for engines such as tractors, combines, and transportation vehicles.

Since the internal pressure of the crankcase of the engine rises as the engine rotates, a method is used in which blow-by gas in the crankcase is sucked by the intake pressure in the intake manifold of the cylinder head. When a blow-by gas containing lubricating oil is allowed to flow through the part, there is a weak point that this lubricating oil causes a delay during an emergency stop of the engine. By providing a blow-by gas processing device, when the internal pressure of the crankcase is abnormally increased, a diaphragm valve is closed to prevent engine stop delay due to intake of lubricating oil. (For example, see Patent Document 1 and Patent Document 2)
JP 2001-263037 A JP 2003-184553 A

  However, in an engine equipped with a turbocharger in recent years, the turbocharger is usually disposed on the one side of the upper part of the engine due to the positional relationship between the exhaust manifold and the intake manifold. Flowing blow-by gas from a blow-by gas processing device to a turbocharger is difficult to arrange, and when mounted for work machines such as tractors and combines, the width is limited by the engine room, It was difficult to arrange a turbocharger and a blow-by gas processor side by side on the upper side of the engine.

  In view of this, an improvement in the arrangement of the blow-by gas processor in an engine equipped with such a turbocharger will be improved.

  The invention of claim 1 is an engine having a turbocharger 1 and a blow-by gas processor 2. The blow-by gas processor 2 is disposed at an upper position outside the engine. The blow-by gas reduction supply device is configured to supply the reducing gas that has been subjected to the oil removal process included in the turbocharger 1 to the turbocharger 1.

  With such a configuration, the blow-by gas generated inside the engine is sent to the blow-by gas processor 2 disposed above the engine by the pressure, and the lubricant is removed by the blow-by gas processor 2. The reducing gas having been subjected to the above is sucked into the turbocharger 1 and further sent from the turbocharger 1 to the engine together with the outside air to cause a combustion action. The lubricating oil removed by the blow-by gas processor 2 is returned to the engine again.

  According to the first aspect of the present invention, as described above, the blow-by gas reducing agent that has been subjected to the removal process of the lubricating oil by the blow-by gas processor 2 is sent to the engine together with the outside air through the turbocharger 1. By setting the gas processor 2 at the upper position outside the engine, the turbocharger 1 and the blow-by gas processor 2 are arranged side by side on the upper side of the engine. It is possible to eliminate problems in the installation space limitation and complications in the arrangement configuration, and it is possible to maintain the best state in terms of space and mechanism.

  When blow-by gas generated inside the engine is sent again to the engine through the turbocharger 1, a blow-by gas processor 2 for performing a removal process of the lubricating oil of the blow-by gas is disposed at an upper position outside the engine.

Embodiments of the present invention will be described below with reference to the drawings.
The engine 3 has a multi-cylinder configuration. The engine body 5 has a cylinder head 7 and a head cover 8 at the upper part, and an oil pan 9 at the lower part. Reference numeral 10 denotes a front gear case, 11 denotes a radiator fan, and 12 denotes a rear flywheel. Reference numeral 13 denotes a crankshaft in the crankcase 6. A cylinder 14 is disposed above the crankshaft and a piston 15 is provided so as to be movable up and down. 16 is a connecting rod.

  A pump case 19 having a pump cam shaft 17 and a fuel injection pump 18 inside is provided on one front side of the engine body 5, and a tappet 22 for driving an intake valve 20 and an exhaust valve 21 is provided on the other side. An interlocking cam shaft 23 is provided.

  The intake valve 20 and the exhaust valve 21 are provided in the cylinder head 7. The intake manifold 24 communicated with the cylinder head 7 through the intake valve 20 and the exhaust manifold 25 communicated with the cylinder 14 through the exhaust valve 21. An injection nozzle 26, a glow plug 27, and the like for injecting fuel sent from the fuel injection pump 18 into the vortex chamber (combustion chamber) 7a of the cylinder head 7 are disposed.

  A water jacket 28 for passing cooling water circulated from a radiator (not shown) is provided on the outer periphery of the cylinder 14 and the cylinder head 7, and the crankcase 6 is connected to the cylinder head 7 on the outer periphery of the water jacket 28. A continuous blow-by gas passage 29 is formed.

  A driving fan 30 of the turbocharger 1 communicating with the exhaust manifold 25 is located above the exhaust manifold 25 communicating with the cylinder 14. The driving fan 30 is connected to a driven fan 32 via a shaft 31. In addition, the driven fan 32 communicates with the intake manifold 24 side.

The driving fan 30 and the driven fan 32 are each covered with a case body, and the driving fan 30 is driven by the flow of exhaust gas passing through the exhaust manifold 25. The driving fan 30 drives the shaft 31 to rotate. The driven fan 32 rotates through 31 and sucks outside air, and the sucked outside air is sent to the combustion chamber 7 a through the intake manifold 24.

  A belt-like processor support arm 33 that supports the blow-by gas processor 2 from one side of the head cover 8 of the cylinder head 7 is fixed vertically to the outside of the engine body 5 and is attached to the processor support arm 33. The blow-by gas processor 2 is attached so as to be positioned above the outside of the engine body 5.

  The blow-by gas treatment device 2 is formed in an appropriately sized and sealed cylindrical shape, and is provided with two blow-by gas inlets 2a at substantially intermediate positions. The blow-by gas flowing in from the inlet 2a is located at the upper position. It flows through the inflow chamber 2b to the suction chamber 2d communicating with the turbocharger 1 through the air supply port 2c. At this time, the cylindrical upper end surface between the inflow chamber 2b and the suction chamber 2d is valved. As the seat 2e, a breather valve B provided with a diaphragm 2f in proximity to each other by a spring s is configured.

  The diaphragm 2f of the breather valve B has an appropriate distance between the valve seat 2e and the diaphragm 2f itself and the elasticity of the spring s when the inflow chamber 2b and the suction chamber 2d are under the same positive pressure as the atmospheric pressure. And the blow-by gas is sucked from the inflow chamber 2b side to the suction chamber 2d side.

  Of each of the two inlets 2a, the pipe a is connected between the two inlets 2a and the blowby gas passage 29 of the cylinder head 7, and the other inlet 2a is connected to each blow-by gas processor 2. The crankcase 6 and the blow-by gas passage 29 of the cylinder 14 are connected by pipes b, respectively, and in the middle of a conduit 35 of an air supply port 2c and an air cleaner (not shown) connected to the driven fan 32 side of the turbocharger 1. Are connected by a pipe c.

  Furthermore, the oil drain port 2g located at the lower end of the blow-by gas processor 2 and the lower end of the crankcase 6 are connected by a pipe d. A muffler (not shown) is connected to the drive fan 30 side of the turbocharger 1.

  During the operation of the blow-by gas processor 2, blow-by gas flowing in from each inlet 2 a generates a swirling flow by the cylinder of the blow-by gas processor 2, and the lubricating oil having a relatively high specific gravity collides with the inner wall by the centrifugal force. It falls by gravity and is returned to the crankcase 6 from the oil discharge port 2g. The reducing gas of the blow-by gas that has been subjected to the removal processing of the lubricating oil is supplied to the turbocharger 1 from the air supply port 2c of the blow-by gas processor 2 through the air cleaner conduit 35.

At the time of this air supply, an appropriate interval is maintained between the diaphragm 2f and the valve seat 2e in the normal rotation of the engine 3, but if the rotation increases rapidly due to a decrease in engine load or the like, the suction chamber 2d side The suction pressure is increased, and the gap between the diaphragm 2f and the valve seat 2e is closed to prevent excessive blow-by gas from passing therethrough.
At this time, the internal pressure of the crankcase 6 rises but does not rise abnormally, and it becomes possible to maintain an appropriate interval again by the decrease in the rotation of the engine 3.

  As shown in FIG. 6, the cylinder head 7 is connected to an exhaust manifold 25 on one side and an intake manifold 24 on the other side. Each intake port 24a in the intake manifold 24 is connected to, for example, four cylinders. In the conventional cylinder head 7, the sizes of the openings of the intake ports 24 a are all the same in the past. However, the closer the intake port 24 b to the intake port 24 b of the intake manifold 24, the larger the size becomes gradually. As a result, the amount of air flowing into each cylinder can be equally distributed, and there is no variation in the combustion state between the cylinders, so that performance is improved and vibration is reduced.

  Further, the oil return path for returning the lubricating oil that has lubricated the turbocharger 1 to the crankcase 6 has been conventionally returned from the turbocharger 1 to the crankcase 6 by the pipe e. As shown in FIG. 7, the oil return path is returned from the turbocharger 1 to the oil return hole 22a provided between the tappets 22 by the pipe e, and the cylinder 14 is cooled by providing a rib on the inner diameter of the oil return hole 22a. Since the returned lubricating oil is cooled by the cooling water to be returned to the crankcase 6, problems such as a decrease in the life and increase in consumption of the lubricating oil that has become hot due to the turbocharger 1 can be improved. .

  As shown in FIG. 8, the oil return path for returning the lubricating oil that has lubricated the turbocharger 1 to the crankcase 6 is returned to the tappet 22 as a means different from the oil return hole 22a. Since the oil drainage hole 22b is provided in the part where both surfaces of the lower part of the tappet 22 are cut out, the lubricating oil can be easily returned to the crankcase 6 via the tappet 22 that slides up and down. Troubles such as engine burn-in due to shortage can be prevented.

  When the turbocharger 1 is supercharged and repeatedly used for acceleration / deceleration of the engine 3, it is sufficient until the pressure of the exhaust gas increases when the turbocharger 1 is decelerated and then re-accelerated. It is difficult to perform supercharging and a so-called turbo lag phenomenon occurs.

  For this reason, as shown in FIG. 9, an electromagnetic valve 37 is provided between the turbocharger 1 and the air tank 36, and an electromagnetic clutch 39 is provided between the compressor 38 that drives the air tank 36 and a transmission unit as appropriate. As a result, the compressor 38 is driven by the engine rotation at the time of deceleration to fill the air tank 36, and control is performed to assist the rotation by sending air from the air tank 36 to the drive fan 30 side of the turbocharger 1 at the time of acceleration. As a result, the rise of the turbocharger 1 can be improved even when the exhaust gas is low. Since the compressor 38 is driven at the time of deceleration, it can also act as an engine brake assist.

  In addition, in order to suppress overheating due to a lack of cooling water, etc., the engine 3 has conventionally measured the water temperature with a thermistor or the like, and when the temperature became abnormally high, it was reported to the driver by an alarm sound or the like. As shown in FIG. 10, when the high temperature state of the glow plug 27 is detected by using the property that the electrical resistance of the glow plug 27 changes depending on the temperature, a weak current is always applied during the operation. To prevent the engine 3 from being seized.

  This eliminates the need to install a temperature sensor such as a water temperature detection thermistor separately for diagnosing abnormal temperature in the engine 3, and can reduce costs by reducing the number of expensive parts.

  Further, as a means for suppressing the hunting phenomenon and the large amount of black smoke during the operation of the fuel injection pump 18, conventionally, a damper (not shown) is installed in the governor system to suppress hunting and reduce black smoke. I have to.

  However, since such a damper is expensive, as an inexpensive alternative, as shown in FIG. 11, in the fuel injection pump 18, the governor lever 40 is connected to the governor lever 42 via the governor spring 41 and the rack pin 43. A governor weight 44 is interlocked and connected via a governor lever 40 to allow the spring pin 41 to press the rack pin 43 toward the fuel reduction side by the governor force of the weight 44 against the pressure of the rack pin 43 toward the fuel increase side. To do.

  In this manner, the governor spring 41 is used in place of the damper and the rack pin 43 is pulled downward or upward without significantly changing the conventional configuration, so that the rack pin 43 is generated between the injection pump 18 and the body. The frictional resistance moderately suppresses the operation of the pin 43 and suppresses the hunting of the governor lever 40, and also the operation of the pin 43 is moderately suppressed by the spring 41 during the rapid operation of the governor lever 42. The increase in the amount of fuel injection can be suppressed and the generation of black smoke can be reduced.

In addition, as described above, in the case where the operation of the governor lever 40 is blunted by the damper to reduce the generation of black smoke at the time of rapid acceleration, the governing lever 40 is dulled and the speed control performance is lowered. As shown in FIG. 12, a governor spring 41a different from the governor spring 41 is stretched between the control arm 45 and the governing lever 42 so that the arm 45 and the governing lever 42 are rotated in the rotational direction. By making the differential possible, even if the speed control lever 42 is operated suddenly, the follow-up of the arm 45 is delayed, and the fuel injection amount gradually increases. Generation of black smoke can be reduced.

  Further, as the output of the engine 3 is increased, it is difficult to respond unless the maximum no-load rotational speed is increased. However, it is necessary to decrease the maximum no-load rotational speed because of noise regulation. As shown in FIG. 3, a weight holder 44a for rotatably supporting a governor weight 44 of the fuel injection pump 18 is provided, and when the holder 44a reaches a predetermined number of rotations or more by a spring 44b, the governor weight 44 is moved outward by centrifugal force. The pushing force of the slide piece 46 by the weight 44 is increased, and the governor lever 40 is caused to act on the fuel reduction side via the floating arm 47 to reduce the no-load maximum rotational speed.

  In addition, the fuel flow rate at the time of starting the engine 3 is conventionally set to the same flow rate at normal temperature and low temperature by the fuel injection pump 18, and when the flow rate is appropriate at low temperature, black smoke is generated at normal temperature. When the flow rate is appropriate at room temperature, there has been a problem that startability deteriorates due to insufficient flow rate at low temperatures. Therefore, as shown in FIG. 14, the coolant temperature is measured by a thermistor or the like, and the injection pump 18 passes through a control circuit or the like. The start position of the control rack 48 is measured by measuring the level of the water temperature and operating the position control solenoid 49 to increase the flow rate at low temperatures to improve startability, and to reduce the flow rate at room temperature to reduce black smoke at the start. Can be reduced.

  Further, in the fuel injection pump 18, as shown in FIG. 15, when the governor lever 40 is pressed from the floating arm 47 via the adapter spring 50 by the slide piece 46 to adjust the fuel flow rate, the fuel flow is shown in FIG. As described above, the main spring k1 and the subspring k2 in the adapter spring 50 are separately loaded into a cylinder 50a having a partition wall at the center and can be pressed by the bush rod 50b. The sub-spring k2 can be controlled in two stages with respect to the load by the combined force of the springs k1 and k2, so that the sub-spring k2 is activated when the engine speed is decreased.

  By such an action of the adapter spring 50, as shown in the diagram of FIG. 17, the torque curve t based on the relationship between the increase / decrease of the fuel and the slow speed of the engine rotation can be swollen compared to the conventional one. Therefore, efficient work can be performed in a tractor or the like.

  Further, in the cylinder head 7 having the vortex chamber (combustion chamber) 7a, conventionally, as shown in FIG. 18 (a), a position (i) where the spray flow of the injection nozzle 26 penetrates the nozzle port p of the vortex chamber 7a. As a result, the injection hole p is in a non-tangential position (b) with respect to the vortex chamber 7a, so that the startability is good, but it is not optimal for combustion.

  For this reason, as shown in FIG. 18B, in order to optimize the combustion (b), when the tangential state is established with respect to the vortex chamber 7a, the spray flow in the b) flows through the nozzle port p of the vortex chamber 7a. There is a problem that it is impossible to penetrate and startability deteriorates.

  Therefore, as shown in FIG. 19, by tilting the vortex chamber 7a itself, in the state where the spray flow penetrates the nozzle hole p of the vortex chamber 7a in (b), the nozzle port p is tangential to the vortex chamber 7a in (b). Since it can be set as the position of a state, both startability and combustibility can be made compatible in an optimal state.

  Further, when the cylinder head 7 has a multi-valve configuration in which two intake valves 20 and two exhaust valves 21 per cylinder 14 are provided, as shown in FIGS. 20 (a) and 20 (b), an exhaust port 21a. The water jacket w is provided between the exhaust ports 21a and the adjacent bosses 21b for the bolts so that the cooling water is guided to the water jacket w portion between the exhaust ports 21a. It is possible to improve the cooling performance between 21a and between the exhaust port 21a and the injection nozzle 26.

  In the piston 15, as shown in FIGS. 21A and 21B, conventionally, the splash of lubricating oil splashed by the oil jet j for cooling the piston, the crankshaft 13, etc. Since a part of the oil flies more and flows back from the opening m of the oil passage 15a provided in the piston 15 and adheres to the inner wall of the cylinder 14, it burns with the fuel and is discharged as exhaust gas. There was a problem that the amount increased.

  For this reason, by changing the opening n of the oil passage 15a inside the piston 15 to a position behind the piston pin 15b, most of the splashes of lubricating oil flying from below the piston 15 collide with the piston pin 15b. In addition, the reverse flow rate from the opening n of the oil passage 15a can be reduced, and an increase in the amount of lubricant consumption can be suppressed.

  Further, in the gear case 10 assembled to the front end portion of the engine body 5, the lubricating oil discharged from the lubricating oil pressure adjusting valve (not shown) is discharged into the gear case 10. As shown in FIG. 22 (a), the rib r (hatched portion) of the outlet 10a is cut and flowed down, and the notch position of the rib r of the outlet 10a is changed as shown in FIG. 22 (b). At the same time, a lateral rib 10b is newly provided at an intermediate position of the case 10, so that the lubricating oil is diffused by the lateral rib 10b and applied to the wall surface of the gear case 10 cooled by the radiator fan 11 to be cooled over a wide range. Therefore, it is possible to suppress deterioration of the lubricating oil and improve durability.

  Conventionally, the front plate 51 located between the gear case 10 and the front end of the engine body 5 is conventionally attached to the water pump 52 provided on the cylinder 14 side as shown in FIG. As shown in FIG. 23 (b), the front plate 51 is changed in accordance with the shape of the water jacket 28 on the cylinder 14 side. Since the cooling oil in the water jacket 28 is cooled and the lubricating oil in the gear case 10 can be cooled, the deterioration of the lubricating oil due to the temperature rise can be prevented.

  In the front plate 51, the water pump 52 may be attached to the cylinder 14 side as usual, and only a change according to the shape of the water jacket 28 may be performed. It can be easily performed and the lubricating oil inside the gear case 10 can be cooled.

  Further, conventionally, the radiator fan 11 is normally driven by a belt from an appropriate drive shaft or the like, and in this system, in a large capacity (3 liter class) engine 3, the radiator fan 11 is 3 near the rated speed. About 4 horsepower is required, and an increase in the load causes a problem that the engine rotation is reduced.

  For this reason, the radiator fan 11 is electrically driven, and a generator (not shown) is stopped in the vicinity of the maximum output point of the engine 3 so that, for example, when the fan is present, the rated output is 90 horsepower / 2600. Rotation, maximum output 95 horsepower / 2400 rotations, with no fan, rated output 93.4 horsepower / 2600 rotations, maximum output 97.9 horsepower / 2400 rotations, and in the case of fan electric power generation at 2300-2500 rotations Is cut to have a rated output of 90 hp / 2600 rpm and a maximum output of 97.9 hp / 2400 rpm, and a maximum output equivalent to that without a fan can be obtained.

  In addition, the flywheel 12 has conventionally been assembled with the crankshaft 13 as an integrated flywheel 12, which is newly manufactured every time the model is different. As shown in FIG. 24, the flywheel 12 is attached to the flange portion 12a attached to the crankshaft 13, and the flywheel portion 12b having the ring gear g on the outer periphery is replaceable. By using the split structure to be stopped, it is possible to greatly reduce the mold cost and facilitate the manufacture of the mold.

  Conventionally, as a means for detecting the rotational speed of the engine 3, rotation is taken out from the gear case 10 part via the cam shaft 23. In this means, a tachometer drive or a rotary pickup is provided via the gear case 10. 25, there is a problem that the number of parts increases along with cost increase. Therefore, as shown in FIG. 25, a rotation detection gear 23a is provided at the rear end portion of the cam shaft 23, and the rotation detection gear 23a is provided. By providing the rotation detection sensor 23b close to each other so that the rotation can be detected, the number of rotations can be easily taken out at a low cost.

  It can also be used for general vehicles such as tractors, combines and transport vehicles.

The front view which shows the whole structure of the engine in a multicylinder form. The side view which shows the whole structure of the engine in a multicylinder form. The rear view which shows the whole structure of the engine in a multicylinder form. 1 is a side sectional view showing the overall configuration of an engine in a multi-cylinder configuration. The sectional side view which shows the whole structure of a blow-by gas processor. The top view which shows the size change state with respect to the intake port of the intake port of the intake manifold The front view which shows the state which returns the oil return hole from a turbocharger between tappets. The side view which shows the state which provided the oil drain hole from the turbocharger in the tappet. The block diagram which shows the system which performs re-acceleration at the time of turbocharger rotation fall. The action figure which shows the detection state of the abnormal temperature by the change of the electrical resistance of a glow plug. The front view which shows the state of the governor spring replaced with the damper of a fuel injection pump. The top view which shows the improvement state of the speed control performance by the governor spring different from the above. The top view which shows the outer side movement by the centrifugal force of the governor weight of a fuel injection pump. The top view which shows the start position regulation of the control rack of a fuel injection pump. The top view which shows the state which presses a governor lever with an adapter spring. The top view which shows the push rod press state by the division | segmentation of an adapter spring. The diagram which shows the push rod press performance by the division | segmentation of an adapter spring. (A) Side sectional drawing which shows the positional relationship of the nozzle hole in the vortex chamber of a cylinder head. (B) Side sectional drawing which shows the positional relationship of the nozzle hole in the vortex chamber of a cylinder head. The sectional side view which shows the positional relationship of the nozzle hole in the vortex chamber of a cylinder head. (A) The top view which shows the cooling state of the exhaust port of the cylinder head of a multi-valve structure. (B) The side view which shows the cooling state of the exhaust port of the cylinder head of a multi-valve structure. (A) The top view which shows the change state of the oil channel opening part position which lubricates a piston. (B) The side view which shows the change state of the oil channel opening part position which lubricates a piston. (A) The side view which shows the state of the rib which discharges the lubricating oil of the conventional gear case. (B) The side view which shows the state of the rib which discharges the lubricating oil of the gear case of this plan. (A) The side view which shows the state which does not attach a water pump to a front plate. (B) The side view which shows the attachment part addition of a water pump to a front plate. The front view which shows the flywheel divided | segmented into the flange part and the flywheel part. The front view which shows the state which provided the detection sensor of the engine speed in the cam shaft rear-end part.

Explanation of symbols

1. Turbocharger 2. Blow-by gas processor

Claims (1)

In an engine having a turbocharger 1 and a blow-by gas processor 2, the blow-by gas processor 2 is disposed at an upper position outside the engine, and the blow-by gas processor 2 removes oil contained in the blow-by gas. A blow-by gas reduction supply device, characterized in that the reduced gas subjected to the above is supplied to the turbocharger 1.

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