JP2017096124A - Intake system device of 4-cycle diesel engine with turbo-supercharger - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide an intake system device capable of obtaining correct information on an intake amount by recovering degradation of an intake pressure by repairing leakage of an intake system of a DOHC 4-cycle diesel engine with an electronically-controlled pressure accumulator fuel injection turbo-supercharger.SOLUTION: Intake systems 1-7 are provided with joints 8-24, steel pipes and aluminum pipes are set as pipes 25-33, and steel plate gaskets are mounted on the joints 8-24, and fixed with bolts and nuts. Both faces of a head cover gasket and an intake manifold gasket are coated with liquid gasket and assembled, and the liquid gasket is applied to a joint portion of a turbo-supercharger compressor housing and a center housing to assemble them.SELECTED DRAWING: Figure 1

Description

  The present invention relates to an improvement of an intake system of a DOHC (Double Over Head Camshaft) four-cycle diesel engine with an electronically controlled common rail fuel injection turbocharger.

  Diesel engine injects fuel into compressed high-temperature air, and self-ignition from the place where the ignition temperature and mixing ratio are met, spreads and burns. In this case, partial oxygen deficiency is likely to occur, and PM (Particulate Matter) is likely to occur, and because it is highly compressed, it burns at high temperatures and nitrogen oxides are also likely to be generated.

  In recent years, strict exhaust gas regulations have been enforced, and the DOHC 4-cycle diesel engine with electronically controlled common rail fuel injection turbocharger has improved intake systems, fuel systems, engine bodies, and aftertreatment devices, and has taken measures to reduce exhaust gases.

An airflow sensor and a supercharging pressure sensor are used to measure the intake air amount of the intake system. The airflow sensor is installed immediately after the air cleaner and measures the amount of air passing through it using heat rays. The supercharging pressure sensor is attached to the intake manifold, measures the intake air pressure with the amount of electrical change in the semiconductor, and the electronic fuel calculator uses the information of the intake air temperature sensor attached near the air cleaner to measure the volume change due to the temperature change. Is calculated.
The closed ventilator of the blow-by reduction device separates air and lubricating oil by swirling flow and elements and returns them to the intake and oil pan to prevent combustion of the lubricating oil and reduce particulate matter SOF (Soluble Organic Fraction).
There are two types of exhaust gas recirculation devices. The exhaust gas is diverted from the exhaust manifold, cooled by a heat exchanger, then limited by a control valve and returned to the intake manifold, and the heat is diverted from the exhaust pipe after DPF (Diesel Particulate Filter) and catalyst. There is a method in which the air is sucked from before the turbocharger by limiting with a control valve after cooling with an exchanger, and the amount of oxygen in the intake air is reduced and the nitrogen oxide is reduced by lowering the combustion temperature.
In the fuel system, an electronically controlled common rail fuel injection system uses a high-pressure pump to increase the pressure of fuel sent from a fuel tank by a feed pump and sends it to a rail through a high-pressure pipe. The pressure in the rail is detected by a pressure sensor, and the pressure of the high-pressure pump is controlled by the information from the electronic fuel calculation device. When the pressure exceeds the allowable pressure, the pressure limiter reduces the pressure. The fuel in the rail maintained at the specified pressure is sent by a high-pressure pipe, calculated by an electronic fuel calculation device, atomized from the electromagnetic injection nozzle to the combustion chamber by high-pressure injection of 150 to 200 megapascals, and air and Increases surface area to touch and burns quickly. Since it can be injected at an amount and injection timing according to the engine load and rotation speed, it becomes a homogeneous air-fuel mixture and the generation of exhaust gas due to partial oxygen shortage is reduced.
The conventional valve type has OHV (Over Head Valve). However, OHC (Over Head Camshaft), in which the push rod is omitted and the camshaft is mounted on the cylinder head, has come to be used due to advantages such as more compactness and higher rotation. Furthermore, DOHC that can push the intake valve and exhaust valve directly without using the rocker arm has been adopted. High rotation and high output are possible, and the piston movement and the valve and camshaft angle sensor are accurately synchronized, so there is no deviation in the injection timing, and the effect of the 4-valve increases the intake amount and stabilizes the compression pressure. Is located in the center, improving combustion and reducing exhaust gas.
However, since PM and nitrogen oxides are generated due to changes in the air-fuel ratio due to load fluctuations, etc., the air-fuel ratio is measured with an oxygen sensor, the electronic fuel calculation device calculates the fuel injection amount, and the fuel injection device adjusts the injection amount. The processing equipment reduces PM and nitrogen oxides.

Oxidation catalyst of post-processing equipment has noble metal and other oxidation catalyst in honeycomb-like metal to oxidize carbon monoxide, hydrocarbons, nitric oxide to carbon dioxide, water, nitrogen dioxide and reduce particulate matter SOF .
DPF is a filter that collects PM. PM is collected through ceramic walls that are alternately plugged into honeycomb-like holes. Since a lot of PM is generated at low load and DPF is clogged, it needs to be removed.When the exhaust pressure rises and is detected by the exhaust pressure sensor, fuel is injected into the exhaust gas and the exhaust is incinerated at a high temperature. It has been removed.
The urea selective reduction catalyst measures the amount of nitrogen oxides in the exhaust gas with a NOX sensor, injects urea water according to the amount of nitrogen oxides into the exhaust pipe, hydrolyzes it, generates ammonia, and uses nitric oxide with the reduction catalyst. And nitrogen dioxide is selected and reduced to nitrogen and water.

Edited by Takayuki Suzuki “Thorough research on diesel engines” Grand Prix published September 25, 2012 Takashi Suzuki “Diesel Engine and Automobile” Miki Shobo, March 25, 2008 "Motor Fan Illustrated" VOL.78 Diesel Engine Chapter 2 Sanei Shobo Issued April 28, 2013

The problem to be solved is to make the fuel injection amount accurate with respect to load fluctuations.
When the load fluctuates, the fuel injection amount increases and decreases, and the engine speed changes and the intake air amount also increases and decreases. If the fuel injection amount is too large relative to the intake amount, PM is likely to occur due to insufficient oxygen amount during combustion, and if the fuel injection amount is too small relative to the intake amount, nitrogen oxide is generated due to the large amount of oxygen during combustion. It becomes easy to do.
The cause is that the intake flow hose band, blow-by reduction hose clamp gap and looseness, head cover gasket, intake manifold gasket, turbocharger compressor housing leak, airflow sensor, boost pressure sensor accurately measure intake air amount This is because the oxygen sensor cannot accurately measure the air-fuel ratio.
When there is a leak in the intake system, the air flow sensor measures the amount of intake air when negative pressure is decelerated and when positive pressure is accelerated and decelerated. Sometimes it measures more than the amount of intake used in the intake stroke.
If the intake air amount information is inaccurate, fuel supply corresponding to the accelerator opening and engine load cannot be performed, so the information stored in the electronic fuel calculation device, camshaft angle, accelerator opening, water temperature, vehicle speed Based on the information on the air-fuel ratio measurement, the electronic fuel calculation device calculates the fuel injection amount and performs fuel injection. However, since the output is emphasized, the fuel injection amount increases. In addition, when the air leaks from the blow-by reduction device, the oxygen amount is measured by the oxygen sensor, so that the fuel injection amount increases when there is an engine load.

In order to solve this problem, in the present invention, a steel pipe and an aluminum pipe are used for the intake system, and the joint portion is securely fixed with bolts and nuts to improve the structure so that there is no intake air leakage, thereby accurately measuring the intake air amount and air-fuel ratio.
Leakage of the head cover gasket, intake manifold gasket, and turbocharger compressor housing is improved by using a liquid gasket so that there is no intake leakage. The compression leakage from the piston ring prevents the intake leakage by narrowing the joint as much as possible.
Use two PCV valves to reduce airflow at low load and increase airflow at high load.
If the intake air leakage is improved, the intake air pressure increases, so the boost pressure and compression ratio are lowered.

In the present invention, since the leakage of the intake system device is improved, the airflow sensor and the supercharging pressure sensor can accurately measure the intake air amount used in the intake stroke, so the intake air amount information becomes accurate and an electronic fuel calculation device is required. The fuel injection amount is calculated, and the fuel is injected from the electromagnetic injection nozzle at the optimum timing and amount.
The PCV valve can reduce the intake air amount at low load, the blow-by air flow rate becomes appropriate, and the intake air amount can be measured accurately. As a result, PM and nitrogen oxides can be reduced.

FIG. 1 is an explanatory diagram of an intake system device. FIG. 2 is an explanatory diagram of the turbocharger, the intake manifold, and the head cover. FIG. 3 is an explanatory diagram of the piping of the exhaust gas recirculation device and the PCV piping. FIG. 4 is an explanatory diagram of a supercharging pressure sensor, a lubricating oil amount meter, a piston, and a piston ring.

  The purpose of accurately measuring the intake air volume without air leaks is to reduce the inspection labor and durability by using steel pipes and aluminum pipes for the intake system piping and clamping the joints with gaskets and bolts and nuts. Improved.

An embodiment of improving the intake system will be described with reference to FIGS.
The 39 gasket of FIG. 2 is sandwiched between 2 joints of 1 air cleaner and 3 intake pipes of FIG. 1 and securely fixed with bolts and nuts. The 39 intake gasket of FIG. 2 is sandwiched between the 3 intake pipes of FIG. 1 and the 5 turbocharger at 4 joints and securely fixed with bolts and nuts. The turbocharger 5 in FIG. 1 and the 7 intake piping are sandwiched by 6 joints 40 gaskets in FIG. 2 and securely fixed with bolts and nuts. The 7 intake pipes and 9 heat exchangers in FIG. 1 are sandwiched by 8 joints with the 40 gaskets in FIG. 2 and securely fixed with bolts and nuts. The 9 heat exchanger of FIG. 1 and 11 intake pipes are 10 joints and 40 gaskets of FIG. 2 are sandwiched and securely fixed with bolts and nuts. The 11 intake pipe in FIG. 1 and the 58 intake pipe in FIG. 3 are securely fixed with bolts and nuts with a 73 gasket sandwiched between 60 joints. The 58 intake pipe of FIG. 3 and the 43 intake manifold of FIG. 2 are securely fixed with bolts and nuts with the 42 gasket of FIG. 2 sandwiched between the 41 joint of FIG. 2 and the 59 joint of FIG.
The 51 exhaust manifold and the 53 exhaust recirculation pipe shown in FIG. 3 are securely fixed with bolts and nuts with 51 gaskets sandwiched between 50 and 52 joints. The 53 gasket shown in FIG. 3 is sandwiched by 19 joints of the 53 exhaust recirculation pipe shown in FIG. 3 and the FIG. 1 and 20 Exhaust gas recirculation device and 22 Exhaust gas recirculation device are fixed to 21 joints with Fig. 3 and 55 gaskets, and securely fixed with bolts and nuts. The 23 exhaust recirculation pipe of FIG. 1 and the 57 intake pipe of FIG. 3 are securely fixed with bolts and nuts with 55 gaskets sandwiched between the joints 24 of FIG. 1 and 56 of FIG. The three intake pipes of FIG. 1 and the 68 PCV pipe of FIG. 3 are securely fixed with bolts and nuts by sandwiching the 71 gasket of FIG. Hold the 68PCV pipe and head cover of Fig. 3 with 69 gaskets and 72 gaskets, and securely fix them with bolts and nuts.
The PCV valve will be improved to reduce the air flow when idling and increase the air flow when the load is high. Use two one-way valves with different airflows to ventilate one at low load and two at high load, to accurately measure the intake air amount in the intake manifold and to make the blow-by air intake amount appropriate. However, when a PCV valve is installed, the PCV valve that uses these two is not installed. This is because the air flow in the crankcase is reduced and the temperature is increased. The 62 PCV valve in Fig. 3 is attached with a PCV valve with a large air flow rate in the straight direction and a PCV valve with a small air flow rate at the bent side. Attach the ventilation direction so that the head cover vents to the intake manifold. The 58 intake pipe and 62PCV valve shown in FIG. 3 are clamped with 61 gaskets at 61 joints and securely fixed with bolts and nuts. Hold the 70 gasket on the 57 joint of the 62PCV valve and 64PCV pipe in Fig. 3 and fix them securely with bolts and nuts. Hold the 64PCV pipe and head cover in Fig. 3 with a 72 gasket at 65 joints and securely fix it with bolts and nuts.

A liquid gasket is applied to the 47 hatched portion of the 46 head cover in FIG. 2 with a width of 3 mm so as not to protrude inward, and a 48 head cover gasket is attached. A liquid gasket is applied on the cylinder head side gasket with a width of 3 mm so as not to protrude inside, and is assembled to the cylinder head.
Apply the liquid gasket to the part 44 of the 43 intake manifold in FIG. 2 with a width of 3 mm so that it does not protrude inside, and attach the 45 intake manifold gasket, and 3 mm so that the liquid gasket does not protrude inside the cylinder head side gasket. Apply to the cylinder head and assemble to the cylinder head.
Apply a liquid gasket with a width of 5 mm to the 36 hatched portion of the 35 turbocharger compressor housing of FIG.
The O-ring is attached to the 75 portion of the 74 supercharging pressure sensor in FIG. 4 and attached to the intake manifold.
A 79 gasket is attached to a portion 78 of the 77 lubricating oil amount meter in FIG. Use a gasket with the same outer diameter of the lubricant meter as the inner diameter of the gasket.

  If the intake air leakage is improved, the intake pressure increases and the combustion temperature increases, so the piston ring, bearing metal, etc. are worn and the electronic parts are adversely affected. Therefore, the compression ratio and the supercharging pressure setting are lowered so that the combustion temperature does not increase. The setting is changed because the exhaust gas is likely to be emitted when the turbocharger is used at low load.

  The 80 piston in FIG. 4 has a groove in the piston ring that is spirally cut in the 81 portion. The 82 piston ring makes a round from the top, advances 120 degrees, enters the second groove, and advances straight, and the third round is the same. In this way, it advances 120 degrees and goes straight into the third stage groove, and the tip ends at the third stage and the rear end maintains a slight gap from the second stage, so wear is reduced and durability is improved. However, care must be taken in the management of the lubricating oil because the gap is small.

1 Air cleaner
2 Intake piping joint
3 Intake piping
4 Turbocharger joint
5 Turbocharger
6 Turbocharger joint
7 Intake piping
8 Intake piping joint
9 Heat exchanger
10 Intake piping joint
11 Intake piping
12 Intake piping joint
13 Intake piping
14 Intake manifold joint
15 Intake manifold
16 Exhaust manifold
17 Exhaust gas recirculation piping joint
18 Exhaust gas recirculation piping
19 Exhaust gas recirculation piping joint
20 Exhaust gas recirculation device
21 Exhaust gas recirculation joint
22 Exhaust gas recirculation device
23 Exhaust recirculation piping
24 Exhaust recirculation piping joint
25 PCV piping joint
26 PCV piping
27 PCV piping joint
28 PCV piping joint
29 PCV piping
30 PCV piping joint
31 PCV valve
32 PCV piping fitting
33 PCV piping
34 PCV piping fitting
35 turbocharger compressor housing
36 Liquid gasket
37 Turbocharger fitting
38 Turbocharger fitting
39 Gasket
40 Gasket
41 Intake manifold fitting
42 Gasket
43 Intake manifold
44 Liquid gasket
45 Intake manifold gasket
46 Head cover
47 Liquid gasket
48 Head cover gasket
49 Exhaust manifold
50 Exhaust recirculation fitting
51 Gasket
52 Exhaust recirculation fitting
53 Exhaust gas recirculation piping
54 Exhaust recirculation fitting
55 Gasket
56 Exhaust recirculation fitting
57 Intake piping
58 Intake piping
59 Intake piping joint
60 Intake piping fitting
61 PCV piping joint
62 PCV valve
63 PCV piping joint
64 PCV piping
65 PCV piping joint
66 Intake piping
67 PCV piping joint
68 PCV piping
69 PCV piping joint
70 Gasket
71 Gasket
72 Gasket
73 Gasket
74 Boost pressure sensor
75 O-ring
76 O-ring
77 Lubricating oil meter
78 Gasket
79 Gasket
80 pistons
81 Piston ring
82 Piston ring

The present invention relates to an improvement in an intake system of a DOHC (Double Over Head Camshaft) four-cycle diesel engine with an electronically controlled pressure accumulator fuel injection turbocharger.

  Diesel engine injects fuel into compressed high-temperature air, and self-ignition from the place where the ignition temperature and mixing ratio are met, spreads and burns. In this case, partial oxygen deficiency is likely to occur, and PM (Particulate Matter) is likely to occur, and because it is highly compressed, it burns at high temperatures and nitrogen oxides are likely to be generated.

In recent years, strict exhaust gas regulations have been enforced, and the DOHC 4-cycle diesel engine with an electronically controlled pressure accumulator fuel-injected turbocharger has been improved in the intake system, fuel system, engine body and aftertreatment device, and measures to reduce exhaust gas have been taken .

An airflow sensor and a supercharging pressure sensor are used to measure the intake air amount of the intake system. The airflow sensor is installed immediately after the air cleaner and measures the amount of air passing through it using heat rays. The supercharging pressure sensor is attached to the intake manifold, measures the intake air pressure with the amount of electrical change in the semiconductor, and the electronic fuel calculator uses the information of the intake air temperature sensor attached near the air cleaner to measure the volume change due to the temperature change. Is calculated.
The blow- by purifier of the blow- by reduction device separates air and lubricating oil with swirling flow and elements and returns them to the intake and oil pans to prevent combustion of the lubricating oil and reduce particulate matter SOF (Soluble Organic Fraction). .
There are two types of exhaust gas recirculation devices.The exhaust gas is diverted from the exhaust manifold, cooled by a heat exchanger, then limited by a control valve and returned to the intake manifold, and the heat is diverted from the DPF (Diesel Particulate Filter) and the exhaust pipe after the catalyst. There is a method of air from the front limit after cooling control valve in exchanger turbocharger, the amount of oxygen decreases the combustion temperature in the intake air is reduced nitrogen oxides by underlying that.
In the fuel-based electronically controlled pressure accumulator fuel injection system, the fuel sent from the fuel tank by the low pressure pump is increased in pressure by the high pressure pump, and sent to the pressure accumulator vessel by the high pressure pipe. The pressure in the accumulator vessel is detected by the pressure sensor, the pressure information in the high-pressure pump from the electronic fuel computing device is a pressure limiting valve to vacuum when exceeding a controlled permissible pressure. The fuel in the pressure accumulator maintained at the specified pressure is sent by a high-pressure pipe, calculated by an electronic fuel calculation device, atomized from the electromagnetic injection nozzle to the combustion chamber by high pressure injection of 150 to 200 megapascals, and air Increases the surface area that touches and burns quickly. Since it can be injected at an amount and injection timing according to the engine load and rotation speed, it becomes a homogeneous air-fuel mixture and the generation of exhaust gas due to partial oxygen shortage is reduced.
The conventional valve type has OHV (Over Head Valve). However, OHC (Over Head Camshaft), in which the push rod is omitted and the camshaft is mounted on the cylinder head, has come to be used due to advantages such as more compactness and higher rotation. Furthermore, DOHC that can push the intake valve and exhaust valve directly without using the rocker arm has been adopted. High rotation and high output are possible, and the piston movement and the valve and camshaft angle sensor are accurately synchronized, so there is no deviation in the injection timing, and the effect of the 4-valve increases the intake amount and stabilizes the compression pressure. Is located in the center, improving combustion and reducing exhaust gas.
However, since PM and nitrogen oxides are generated due to changes in the air-fuel ratio due to load fluctuations, etc., the air-fuel ratio is measured with an oxygen sensor, the electronic fuel calculation device calculates the fuel injection amount, and the fuel injection device adjusts the injection amount. The processing equipment reduces PM and nitrogen oxides.

Oxidation catalyst of post-processing equipment has noble metal and other oxidation catalyst in honeycomb-like metal to oxidize carbon monoxide, hydrocarbons, nitric oxide to carbon dioxide, water, nitrogen dioxide and reduce particulate matter SOF .
DPF is a filter that collects PM. PM is collected through ceramic walls that are alternately plugged into honeycomb-like holes. Since a lot of PM is generated at low load and DPF is clogged, it needs to be removed.When the exhaust pressure rises and is detected by the exhaust pressure sensor, fuel is injected into the exhaust gas and the exhaust is incinerated at a high temperature. It has been removed.
The urea selective reduction catalyst measures the amount of nitrogen oxides in the exhaust gas with a nitrogen oxide sensor, injects urea water according to the amount of nitrogen oxides into the exhaust pipe, hydrolyzes it, generates ammonia, and uses the reduction catalyst. select the nitric oxide and nitrogen dioxide are reduced to nitrogen and water.

Edited by Takayuki Suzuki “Thorough research on diesel engines” Grand Prix published September 25, 2012 Takashi Suzuki “Diesel Engine and Automobile” Miki Shobo, March 25, 2008 "Motor Fan Illustrated" VOL.78 Diesel Engine Chapter 2 Sanei Shobo Issued April 28, 2013

The problem to be solved is to make the fuel injection amount accurate with respect to load fluctuations.
When the load fluctuates, the fuel injection amount increases and decreases, and the engine speed changes and the intake air amount also increases and decreases. If the fuel injection amount is too large relative to the intake amount, PM is likely to occur due to insufficient oxygen amount during combustion, and if the fuel injection amount is too small relative to the intake amount, nitrogen oxide is generated due to the large amount of oxygen during combustion. It becomes easy to do.
The cause is that the intake flow hose band, blow-by reduction hose clamp gap and looseness, head cover gasket, intake manifold gasket, turbocharger compressor housing leak, airflow sensor, boost pressure sensor accurately measure intake air amount This is because the oxygen sensor cannot accurately measure the air-fuel ratio.
When there is a leak in the intake system, the air flow sensor measures the amount of intake air when negative pressure is decelerated and when positive pressure is accelerated and decelerated. Sometimes it measures more than the amount of intake used in the intake stroke.
If the intake air amount information is inaccurate, fuel supply corresponding to the accelerator opening and engine load cannot be performed, so the information stored in the electronic fuel calculation device, camshaft angle, accelerator opening, water temperature, vehicle speed Based on the information on the air-fuel ratio measurement, the electronic fuel calculation device calculates the fuel injection amount and performs fuel injection. However, since the output is emphasized, the fuel injection amount increases. In addition, when the air leaks from the blow-by reduction device, the oxygen amount is measured by the oxygen sensor, so that the fuel injection amount increases when there is an engine load.

In order to solve this problem, in the present invention, an intake system with a joint in the intake system, a steel pipe, and an aluminum pipe are set, and the joint portion is securely fixed with bolts and nuts to improve the structure without intake leakage, an accurate intake amount, Measure the air / fuel ratio.
Leakage of the head cover gasket, intake manifold gasket, and turbocharger compressor housing is improved by using a liquid gasket so that there is no intake leakage. Air leakage from the piston ring prevents air leakage as much as possible small comb abutment.
Crankcase ventilation valve to two to reduce the low-load aeration amount high load aeration amount is large set using.
If the intake air leakage is improved, the intake pressure increases, so the boost pressure and compression ratio are set low .

In the present invention, since the leakage of the intake system device is improved, the airflow sensor and the supercharging pressure sensor can accurately measure the intake air amount used in the intake stroke, so the intake air amount information becomes accurate and an electronic fuel calculation device is required. The fuel injection amount is calculated, and the fuel is injected from the electromagnetic injection nozzle at the optimum timing and amount.
The crankcase ventilation valve reduces the blow-by ventilation when the load is low and increases when the load is high. Therefore, the blow-by ventilation becomes appropriate and the intake air amount is accurately measured . As a result, there is an effect of reducing PM and nitrogen oxides .

FIG. 1 is an explanatory diagram of an intake system device. FIG. 2 is an explanatory diagram of the turbocharger, the intake manifold, and the head cover. FIG. 3 is an explanatory diagram of exhaust recirculation piping, blow-by reduction piping, and crankcase ventilation piping. FIG. 4 is an explanatory diagram of a supercharging pressure sensor, a lubricating oil amount meter, a piston, and a piston ring.

The purpose of accurately measuring the intake volume without air leaks is to reduce the labor required for inspection by using steel pipes and aluminum pipes for the piping of the intake system, and tightening the joints with gaskets and bolts and nuts. Improved.

An embodiment of improving the intake system will be described with reference to FIGS.
2 is attached to 18 joints of 1 air cleaner and 9 intake pipes of FIG. 1 and securely fixed with bolts and nuts. 2 is attached to 19 joints of 9 intake pipes and 2 turbochargers of FIG. 1 and securely fixed with bolts and nuts. The 40 turbocharger of FIG. 2 is attached to 20 joints of the turbocharger and 10 intake pipe of 2 in FIG. 1 and securely fixed with bolts and nuts. 2 is attached to 21 joints of 10 intake pipes and 3 heat exchangers of FIG. 1 and securely fixed with bolts and nuts. 2 is attached to 22 joints of the 3 heat exchangers and 11 intake pipes of FIG. 1 and securely fixed with bolts and nuts. The 11 intake pipe shown in FIG. 1 and the 58 intake pipe shown in FIG. 3 are fitted with 73 gaskets at 60 joints and securely fixed with bolts and nuts. 58 intake pipe and 43 an intake manifold fitted with a 42 gasket of Figure 2 in 59 joints of 41 joint and 3 in Figure 2 volts of Figure 2 in FIG. 3, securely fixed with a nut.
The 51 exhaust manifold and 53 exhaust recirculation pipe in FIG. 3 are fitted with 51 gaskets between 50 and 52 joints and securely fixed with bolts and nuts. The 55 exhaust gas recirculation pipe shown in FIG. 3 and the 6 exhaust gas recirculation device shown in FIG. 1 are attached to the 26 joints with the 55 gasket shown in FIG. The 6 exhaust gas recirculation device of FIG. 1 and the 7 exhaust gas recirculation device are attached to the 27 joints with the 55 gasket of FIG. 3 and securely fixed with bolts and nuts. The 14 exhaust gas recirculation pipe in FIG. 1 and the 57 intake pipe in FIG. 3 are securely fixed with bolts and nuts by attaching 55 gaskets to the joints in FIG. 28 and 56 in FIG. The 71 intake gasket of FIG. 3 is attached to the 29 intake pipe of FIG. 1 and the 9 intake pipe of FIG. 1 and the 68 blow-by reduction pipe of FIG. 3 are securely fixed with bolts and nuts. Attach a 72 gasket to the 69 joint of the 68 blow-by reduction pipe and the head cover shown in FIG. 3 and securely fix them with bolts and nuts.
The crankcase vent valve is improved to reduce the air flow when idling and increase the air flow when the load is high. Use two one-way valves with different airflows to ventilate one at low load and two at high load, to accurately measure the intake air amount in the intake manifold and to make the blow-by air intake amount appropriate. However, when a PCV (Positive Crankcase Ventilation) valve is installed, the crankcase ventilation valve that uses these two is not installed. This is because the air flow in the crankcase is reduced and the temperature is increased. 62 crankcase ventilation valve of Figure 3 is attached to the crankcase ventilation valve ventilation amount is small for those who are bent attaching a crankcase ventilation valve ventilation amount is large in the straight direction. Attach the ventilation direction so that the head cover vents to the intake manifold. The 58 intake pipe and 62 crankcase ventilation valve of FIG. 3 are fitted with 70 gaskets at 61 joints and securely fixed with bolts and nuts. Attach 70 gasket to 57 joints of 62 crankcase ventilation valve and 64 crankcase ventilation pipe of Fig. 3 and fix them securely with bolts and nuts. Attach 72 gasket to 65 joint part of 64 crankcase ventilation pipe and head cover of Fig. 3 and fix them with bolts and nuts securely.

A liquid gasket is applied to the 47 hatched portion of the 46 head cover in FIG. 2 with a width of 3 mm so as not to protrude inward, and a 48 head cover gasket is attached. A liquid gasket is applied on the cylinder head side gasket with a width of 3 mm so as not to protrude inside, and is assembled to the cylinder head.
Apply the liquid gasket to the part 44 of the 43 intake manifold in FIG. 2 with a width of 3 mm so that it does not protrude inside, and attach the 45 intake manifold gasket, and 3 mm so that the liquid gasket does not protrude inside the cylinder head side gasket. Apply to the cylinder head and assemble to the cylinder head.
The center side of the 35 36 hatched portion of turbocharger compressor housing of FIG. 2 was applied with a width of 5mm so that it does not protrude the liquid gasket inside attach set the center housing.
Attached set the intake manifold fitted with a 76, O-ring 74 75 parts of the boost pressure sensor of FIG.
A 79 gasket is attached to a portion 78 of the 77 lubricating oil amount meter in FIG. Use a gasket with the same outer diameter of the lubricant meter as the inner diameter of the gasket.

Piston rings for combustion temperature becomes higher, the higher the intake pressure and the intake leakage is improved, in the case of such a bearing metal is worn high compression ratio Ri adversely there to electronic components engine may be damaged. Therefore, the compression ratio and the supercharging pressure are set low, and the combustion temperature is set not to increase. The setting is changed because the exhaust gas is likely to be emitted when the turbocharger is used at low load.

The 80 piston shown in FIG. 4 has a piston ring groove on the piston ring mounting portion of 81, and is provided with a groove of the piston ring three times from the bottom to the left in the spiral shape. piston head enters the piston top portion and parallel to it straight ahead third lap also grooves 120 DoSusumu seen third stage obliquely downward like enters into the groove of the Me 120 DoSusumu viewed bunk under oblique circling the parallel to it straight ahead tip and the top portion third stage, the rear end is characterized in that less compression leakage for the second stage and the gap is small. However, care must be taken in the management of the lubricating oil because the gap is small.

If the distance from the intake air cleaner to the intake manifold is long in a 4-cycle diesel engine with an electronically controlled pressure accumulator fuel injection supercharger other than an automobile or an electronically controlled accumulator fuel injection non-supercharged 4 cycle diesel engine, the inertial pressure The engine will be damaged and will not be used. It cannot be used for 2-cycle diesel engines.

   1 Air cleaner
   2 Turbocharger
   3 Heat exchanger
   4 Intake manifold
   5 Exhaust manifold
   6 Exhaust gas recirculation device
   7 Exhaust gas recirculation device
   8 Crankcase ventilation valve
   9 Intake piping
   10 Intake piping
   11 Intake piping
   12 Intake piping
   13 Exhaust gas recirculation piping
   14 Exhaust gas recirculation piping
   15 Blow-by reduction piping
   16 Crankcase ventilation piping
   17 Crankcase ventilation piping
   18 Intake piping joint
   19 Turbocharger fitting
   20 Turbocharger fitting
   21 Intake piping joint
   22 Intake piping joint
   23 Intake piping joint
   24 Intake manifold joint
   25 Exhaust gas recirculation pipe joint
   26 Exhaust gas recirculation pipe joint
   27 Exhaust gas recirculation piping joint
   28 Exhaust gas recirculation piping joint
   29 Blow-by reduction piping joint
   30 Blow-by reduction piping joint
   31 Crankcase vent piping joint
   32 Crankcase vent piping fitting
   33 Crankcase vent piping fitting
   34 Crankcase vent piping fitting
   35 turbocharger compressor housing
   36 Liquid gasket
   37 Turbocharger fitting
   38 Turbocharger fitting
   39 Gasket
   40 Gasket
   41 Intake manifold fitting
   42 Gasket
   43 Intake manifold
   44 Liquid gasket
   45 Intake manifold gasket
   46 Head cover
   47 Liquid gasket
   48 Head cover gasket
   49 Exhaust manifold
   50 Exhaust recirculation fitting
   51 Gasket
   52 Exhaust recirculation fitting
   53 Exhaust gas recirculation piping
   54 Exhaust recirculation fitting
   55 Gasket
   56 Exhaust recirculation fitting
   57 Air intake piping
   58 Intake piping
   59 Intake piping joint
   60 Intake piping fitting
   61 Crankcase vent piping fitting
   62 Crankcase ventilation valve
   63 Crankcase vent piping fitting
   64 Crankcase ventilation piping
   65 Crankcase vent piping fitting
   66 Intake piping
   67 Blow-by reduction piping joint
   68 Blow-by reduction piping
   69 Blow-by reduction piping joint
   70 Gasket
   71 Gasket
   72 Gasket
   73 Gasket
   74 Boost pressure sensor
   75 O-ring
   76 O-ring
   77 Lubricating oil meter
   78 Gasket
   79 Gasket
   80 pistons
   81 Piston ring
   82 Piston ring

The present invention relates to improvements in electronically controlled pressure accumulator fuel injection turbocharged DOHC (Double Over Head Camshaft) intake system device of a four-cycle diesel engine.

Diesel engine injects fuel into compressed high-temperature air, and self-ignition from the place where the conditions of ignition temperature and mixing ratio are suitable, and diffusion combustion spreads, so uniform combustion is difficult and the amount of fuel injection increases at high loads etc. In this case, partial oxygen deficiency is likely to occur, and PM (Particulate Matter) is likely to occur, and because it is highly compressed, it burns at high temperatures and nitrogen oxides are likely to be generated.

Recently enacted strict exhaust gas regulations by electronically controlled pressure accumulator fuel injection turbocharged DOHC4 stroke diesel engine intake system, fuel system, the engine body, the post-processing apparatus is improved exhaust emission reduction measures are carried out .

An airflow sensor and a supercharging pressure sensor are used to measure the intake air amount of the intake system. The airflow sensor is installed immediately after the air cleaner and measures the amount of air passing through it using heat rays. The supercharging pressure sensor is attached to the intake manifold, measures the intake air pressure with the amount of electrical change in the semiconductor, and the electronic fuel calculator uses the information of the intake air temperature sensor attached near the air cleaner to measure the volume change due to the temperature change. Is calculated.
The blow-by purifier of the blow-by reduction device separates air and lubricating oil with swirling flow and elements and returns them to the intake and oil pans to prevent combustion of the lubricating oil and reduce particulate matter SOF (Soluble Organic Fraction). .
Exhaust gas recirculation system There are two types, heat diverted from the process and DPF (Diesel Particulate Filter) and the post-catalyst exhaust pipe back to diverting the exhaust gas from the exhaust manifold to limit after cooling control valve in the heat exchanger intake manifold There are ways to intake limits after cooling control valves switch from the previous turbocharger, the amount of oxygen in the intake air is reduced nitrogen oxides by the decreased burning temperature is lowered.
In the fuel-based electronically controlled pressure accumulator fuel injection system, the fuel sent from the fuel tank by the low pressure pump is increased in pressure by the high pressure pump, and sent to the pressure accumulator vessel by the high pressure pipe. The pressure in the pressure accumulating vessel is detected by a pressure sensor, and the pressure of the high pressure pump is controlled by information from the electronic fuel calculation device. The fuel in the pressure accumulator maintained at the specified pressure is sent by a high-pressure pipe, calculated by an electronic fuel calculation device, atomized from the electromagnetic injection nozzle to the combustion chamber by high pressure injection of 150 to 200 megapascals, and air Increases the surface area that touches and burns quickly. Since it can be injected at an amount and injection timing according to the engine load and rotation speed, it becomes a homogeneous air-fuel mixture and the generation of exhaust gas due to partial oxygen shortage is reduced.
The conventional valve type has OHV (Over Head Valve). However, OHC (Over Head Camshaft), in which the push rod is omitted and the camshaft is mounted on the cylinder head, has come to be used due to advantages such as more compactness and higher rotation. Furthermore, DOHC that can push the intake valve and exhaust valve directly without using the rocker arm has been adopted. High rotation and high output are possible, and the piston movement and the valve and camshaft angle sensor are accurately synchronized, so there is no deviation in the injection timing, and the effect of the 4-valve increases the intake amount and stabilizes the compression pressure. Is located in the center, improving combustion and reducing exhaust gas.
However, since PM and nitrogen oxides are generated due to changes in the air-fuel ratio due to load fluctuations, etc., the air-fuel ratio is measured with an oxygen sensor, the electronic fuel calculation device calculates the fuel injection amount, and the fuel injection device adjusts the injection amount. The processing equipment reduces PM and nitrogen oxides.

Oxidation catalyst of post-processing equipment has noble metal and other oxidation catalyst in honeycomb-like metal to oxidize carbon monoxide, hydrocarbons, nitric oxide to carbon dioxide, water, nitrogen dioxide and reduce particulate matter SOF .
DPF is a filter that collects PM. PM is collected through ceramic walls that are alternately plugged into honeycomb-like holes. Since a lot of PM is generated at low load and DPF is clogged, it needs to be removed.When the exhaust pressure rises and is detected by the exhaust pressure sensor, fuel is injected into the exhaust gas and the exhaust is incinerated at a high temperature. It has been removed.
The urea selective reduction catalyst measures the amount of nitrogen oxides in the exhaust gas with a nitrogen oxide sensor, injects urea water according to the amount of nitrogen oxides into the exhaust pipe, hydrolyzes it, generates ammonia, and uses the reduction catalyst. Nitrogen oxide and nitrogen dioxide are selected and reduced to nitrogen and water.

Edited by Takayuki Suzuki “Thorough research on diesel engines” Grand Prix published September 25, 2012 Takashi Suzuki “Diesel Engine and Automobile” Miki Shobo, March 25, 2008 "Motor Fan Illustrated" VOL.78 Diesel Engine Chapter 2 Sanei Shobo Issued April 28, 2013

The problem to be solved is to make the fuel injection amount accurate with respect to load fluctuations.
When the load fluctuates, the fuel injection amount increases and decreases, and the engine speed changes and the intake air amount also increases and decreases. If the fuel injection amount is too large relative to the intake amount, PM is likely to occur due to insufficient oxygen amount during combustion, and if the fuel injection amount is too small relative to the intake amount, nitrogen oxide is generated due to the large amount of oxygen during combustion. It becomes easy to do.
The cause intake hose band of the intake system, the blow-by reducing hose clamp gap or loosening, the head cover gasket, intake manifold gaskets, air flow sensor due to leakage of a turbocharger compressor housing, the boost pressure sensor is accurate intake air quantity measurement This is because the oxygen sensor cannot accurately measure the air-fuel ratio.
When there is a leak in the intake system, the air flow sensor measures the amount of intake air when negative pressure is decelerated and when positive pressure is accelerated and decelerated. Sometimes it measures more than the amount of intake used in the intake stroke.
If the intake air amount information is inaccurate, fuel supply corresponding to the accelerator opening and engine load cannot be performed, so the information stored in the electronic fuel calculation device, camshaft angle, accelerator opening, water temperature, vehicle speed The electronic fuel calculation device calculates the fuel injection amount based on the air-fuel ratio measurement information, and the fuel injection device performs fuel injection . However, since the output is emphasized, the fuel injection amount increases. In addition, when the air leaks from the blow-by reduction device, the oxygen amount is measured by the oxygen sensor, so that the fuel injection amount increases when there is an engine load.

In order to solve this problem, in the present invention, an intake system with a joint, a steel pipe, and an aluminum pipe are set in the intake system , a gasket is attached to the joint portion , and the structure is securely fixed with bolts and nuts, thereby improving the structure without intake leakage . Head cover gasket, intake manifold gaskets, leakage of the compressor housing of the turbocharger improves a structure intake leakage is not assembled by coating a liquid gasket. The intake leak from the piston ring is set as small as possible to prevent the intake leak.
Use three crankcase ventilation valves to reduce the airflow during low load and increase the airflow during high load. As a result of improving the intake air leakage, intake air amount measurement and air-fuel ratio measurement are accurately performed, and intake air amount information and air-fuel ratio information become accurate.

  However, if the intake air leakage is improved, the intake pressure increases and the combustion temperature increases, so that the piston ring and bearing metal are worn and the electronic parts are adversely affected. If the compression ratio is high, the engine is damaged. Therefore, the compression ratio and supercharging pressure are set low, and the combustion temperature is set low. When the load is low, the boost pressure is set to a negative pressure.
  Note that the improvement of the intake system device of the present invention cannot be used when the distance from the air cleaner of the intake system to the engine is long and the inertial pressure is applied or when the inertial pressure is applied to the intake system because the engine is damaged.

In the present invention, since the leakage of the intake system device is improved, the airflow sensor and the supercharging pressure sensor accurately measure the intake air amount used in the intake stroke, the intake air amount information is accurate, and the air-fuel ratio measurement of the oxygen sensor is also accurate. Therefore, the electronic fuel calculation device calculates the required fuel injection amount, and the fuel is injected from the electromagnetic injection nozzle at the optimum timing and amount. The crankcase ventilation valve has a blow-by ventilation amount that is reduced when the load is low and increases when the load is high, so that the blow-by ventilation amount is appropriate, the intake air amount is accurately measured, and there is an effect of reducing PM and nitrogen oxides.

FIG. 1 is an explanatory diagram of an intake system device. FIG. 2 is an explanatory diagram of the turbocharger, the intake manifold, and the head cover. FIG. 3 is an explanatory diagram of exhaust recirculation piping, blow-by reduction piping, and crankcase ventilation piping. FIG. 4 is an explanatory diagram of a supercharging pressure sensor, a lubricating oil amount meter, a piston, and a piston ring.

The purpose of improving intake air leakage and accurately measuring intake air volume is to reduce inspection labor by installing steel pipes and aluminum pipes in the intake system and piping with joints, attaching gaskets to the joints, and tightening with bolts and nuts securely. And improved durability.

An embodiment of improving the intake system will be described with reference to FIGS.
  2 is attached to 18 joints of 1 air cleaner and 9 intake pipes of FIG. 1 and securely fixed with bolts and nuts. Attach 39 gasket of FIG. 2 to 19 joints of 9 intake pipes and 2 turbochargers of FIG. 1 and securely fix them with bolts and nuts. The 40-gasket shown in FIG. 2 is attached to 20 joints of the 2-turbosupercharger and 10-air intake pipe shown in FIG. 1, and securely fixed with bolts and nuts. 2 is attached to 21 joints of 10 intake pipes and 3 heat exchangers of FIG. 1 and securely fixed with bolts and nuts. 2 is attached to 22 joints of 3 heat exchangers and 11 intake pipes of FIG. 1 and securely fixed with bolts and nuts. The 11 intake pipe of FIG. 1 and the 58 intake pipe of FIG. 3 are attached to the 60 joint and the 23 joint of FIG. 1 with the 73 gasket of FIG. 3 and securely fixed with bolts and nuts. The 58 intake pipe of FIG. 3 and the 43 intake manifold of FIG. 2 are attached to the 41 joint of FIG. 2 and the 59 joint of FIG. 3 with the 42 gasket of FIG. 2 and securely fixed with bolts and nuts.
  Fit the 49 exhaust manifold and 53 exhaust recirculation pipe in Fig. 3 between the 50 and 52 joints and securely fix them with bolts and nuts. The 53 exhaust gas recirculation pipe in FIG. 3 and the 6 exhaust gas recirculation apparatus in FIG. 1 are securely fixed with bolts and nuts by attaching 55 gaskets to the 26 joint and 54 joint in FIG. The 6 exhaust gas recirculation device of FIG. 1 and the 7 exhaust gas recirculation device are attached to the 27 joints with the 55 gasket of FIG. The 14 exhaust recirculation pipe of FIG. 1 and the 57 intake pipe of FIG. 3 are securely fixed with bolts and nuts by attaching 55 gaskets to the 28 joint of FIG. 1 and the 56 joint of FIG. 3 is attached to the 29 joint of FIG. 1 and the 67 joint of FIG. 3 with the 9 intake pipe of FIG. 1 and the 68 blow-by reduction pipe of FIG. 3 and securely fixed with bolts and nuts. Attach a 72 gasket to the 69 joint of the 68 blow-by reduction pipe and the head cover shown in FIG. 3 and securely fix them with bolts and nuts.
  The crankcase vent valve is improved to reduce the air flow when idling and increase the air flow when the load is high. Use three one-way valves with different airflows to ventilate one at low load and three at high load to ensure accurate intake air measurement in the intake manifold and to make the blowby airflow appropriate. However, when a PCC (Positive Crankcase Ventilation) valve is installed, the crankcase ventilation valve that uses these three is not installed. This is because the air flow in the crankcase is reduced and the temperature is increased. The crankcase ventilation valve 62 in FIG. 3 is attached with two crankcase ventilation valves having a small air flow rate on the bent side. Attach the ventilation direction so that air flows from the head cover to the intake manifold. The 58 intake pipe and 62 crankcase ventilation valve of FIG. 3 are fitted with 70 gaskets at 61 joints and securely fixed with bolts and nuts. Attach a 70 gasket to 63 joints of the 62 crankcase ventilation valve and 64 crankcase ventilation pipe in FIG. 3 and securely fix them with bolts and nuts. Attach 72 gaskets to the 65 crankcase vent pipe and head cover of Fig. 3 at 65 joints, and securely fix them with bolts and nuts.

  A liquid gasket is applied to the 47 hatched portion of the 46 head cover in FIG. 2 with a width of 3 mm so as not to protrude inward, and a 48 head cover gasket is attached. Apply the liquid gasket on the cylinder head side head cover gasket with a width of 3 mm so that it does not protrude inside, and assemble it to the cylinder head.
  Apply the liquid gasket to the inside of the 43 intake manifold's 44 gasket mounting part with a width of 3 mm so that it does not protrude inside, and install the 45 intake manifold gasket. Apply at a width of 3 mm and assemble to the cylinder head.
  Apply the liquid gasket with a width of 5 mm near the center of the 36 hatched portion of the 35 turbocharger compressor housing of FIG.
  Attach 76 O-rings to 75 O-ring mounting parts of the 74 boost pressure sensor in FIG.
  79 gaskets are mounted on 78 gasket mounting portions of the 77 lubricating oil meter of FIG. Use a gasket with the same outer diameter of the lubricant meter as the inner diameter of the gasket.

The 80 piston shown in FIG. 4 has a piston ring groove on the piston ring mounting portion of 81, and is provided with a groove of the piston ring three times from the bottom to the left in the spiral shape. parallel to the piston top portion enters the 120-degree advances the piston top portion and parallel to it straight ahead third lap also likewise 120 ° obliquely downwards proceeds 3-stage groove enters the groove of Me bunk under oblique circling the As it is straight, the leading end is the third step and the trailing end is the first step, so the compression gap is small because the gap is small. However, since the gap is small , care must be taken when managing the lubricating oil.

A 4-cycle diesel engine with an electronically controlled pressure accumulator fuel-injected turbocharger other than an automobile, and an electronically controlled accumulator container fuel-injected non-supercharged 4-cycle diesel engine with a long distance from the air cleaner to the engine and an inertial pressure. The case where the inertial pressure is applied to the intake system cannot be used because the engine is damaged. It cannot be used for 2-cycle diesel engines.

1 Air cleaner
2 turbo supercharger
3 heat exchanger
4 Intake manifold
5 Exhaust manifold
6 Exhaust gas recirculation device
7 Exhaust gas recirculation device
8 Crankcase ventilation valve
9 Intake piping
10 Intake piping
11 Intake piping
12 Intake piping
13 Exhaust gas recirculation piping
14 Exhaust gas recirculation piping
15 Blow-by reduction piping
16 Crankcase ventilation piping
17 Crankcase ventilation piping
18 Intake piping joint
19 Intake piping joint
20 Intake piping joint
21 Intake piping joint
22 Intake piping joint
23 Intake piping joint
24 Intake piping joint
25 Exhaust gas recirculation pipe joint
26 Exhaust gas recirculation pipe joint
27 Exhaust gas recirculation piping joint
28 Exhaust gas recirculation piping joint
29 Blow-by reduction piping joint
30 Blow-by reduction piping joint
31 Crankcase vent piping joint
32 Crankcase vent piping fitting
33 Crankcase vent piping fitting
34 Crankcase vent piping fitting
35 turbocharger compressor housing
36 Liquid gasket
37 turbo supercharger joint
38 turbo supercharger joint
39 Gasket
40 Gasket
41 Intake manifold fitting
42 Gasket
43 Intake manifold
44 intake manifold gasket
45 Intake manifold gasket
46 Head cover
47 Head cover gasket
48 Head cover gasket
49 Exhaust manifold
50 Exhaust recirculation piping joint
51 Gasket
52 Exhaust recirculation piping joint
53 Exhaust gas recirculation piping
54 Exhaust recirculation piping joint
55 Gasket
56 Exhaust recirculation piping joint
57 Intake piping
58 Intake piping
59 Intake piping joint
60 Intake piping fitting
61 Crankcase vent piping fitting
62 Crankcase ventilation valve
63 Crankcase vent piping fitting
64 Crankcase ventilation piping
65 Crankcase vent piping fitting
66 Intake piping
67 Blow-by reduction piping joint
68 Blow-by reduction piping
69 Blow-by reduction piping joint
70 Gasket
71 Gasket
72 Gasket
73 Gasket
74 Boost pressure sensor
75 O-ring
76 O-ring
77 Lubricating oil meter
78 Gasket
79 Gasket
80 pistons
81 Piston ring
82 Piston ring

In the present invention, since the leakage of the intake system device is improved, the airflow sensor and the supercharging pressure sensor accurately measure the intake air amount used in the intake stroke, the intake air amount information is accurate, and the air-fuel ratio measurement of the oxygen sensor is also accurate. Therefore, the electronic fuel calculation device calculates the required fuel injection amount, and the fuel is injected from the electromagnetic injection nozzle at the optimum timing and amount. And, the blow-by air flow of the crankcase vent valve decreases at low load and changes a lot at high load, so the blow-by air flow becomes appropriate, the intake air amount is accurately measured, and PM and nitrogen oxides are reduced. .

The problem to be solved is to make the fuel injection amount accurate with respect to load fluctuations.
When the load fluctuates, the fuel injection amount increases and decreases, and the engine speed changes and the intake air amount also increases and decreases. If the fuel injection amount is too large relative to the intake amount, PM is likely to occur due to insufficient oxygen amount during combustion, and if the fuel injection amount is too small relative to the intake amount, nitrogen oxide is generated due to the large amount of oxygen during combustion. It becomes easy to do.
The cause is the intake system intake hose band, blow-by reduction hose clamp gap and looseness, head cover gasket, intake manifold gasket, turbocharger compressor housing leak, air flow sensor, boost pressure sensor accurately measure intake air amount This is because the oxygen sensor cannot accurately measure the air-fuel ratio.
When there is a leak in the intake system, the air flow sensor measures the amount of intake air when negative pressure is decelerated and when positive pressure is accelerated and decelerated. Sometimes it measures more than the amount of intake used in the intake stroke.
If the intake air amount information is inaccurate, fuel supply corresponding to the accelerator opening and engine load cannot be performed, so the information stored in the electronic fuel calculation device, camshaft angle, accelerator opening, pressure accumulator pressure The electronic fuel calculation device calculates the fuel injection amount based on the information on the water temperature, the vehicle speed, and the air-fuel ratio measurement, and the fuel injection device performs the fuel injection. However, since the output is emphasized, the fuel injection amount increases. In addition, when the air leaks from the blow-by reduction device, the oxygen amount is measured by the oxygen sensor, so that the fuel injection amount increases when there is an engine load.

In the present invention, since the leakage of the intake system device is improved, the airflow sensor and the supercharging pressure sensor accurately measure the intake air amount used in the intake stroke, the intake air amount information is accurate, and the air-fuel ratio measurement of the oxygen sensor is also accurate. Therefore, the electronic fuel calculation device calculates the required fuel injection amount, and the fuel is injected from the electromagnetic injection nozzle at the optimum timing and amount. Then, the crankcase ventilation valve reduces the blow-by ventilation amount at low loads and changes a lot at high loads. Therefore, the blow-by ventilation amount becomes appropriate, the intake air amount is accurately measured, and there is an effect of reducing PM and nitrogen oxides.

The problem to be solved is to correct the intake air amount information .
When the load fluctuates, the fuel injection amount increases and decreases, and the engine speed changes and the intake air amount also increases and decreases. If the fuel injection amount is too large relative to the intake amount, PM is likely to occur due to insufficient oxygen amount during combustion, and if the fuel injection amount is too small relative to the intake amount, nitrogen oxide is generated due to the large amount of oxygen during combustion. It becomes easy to do.
The cause is the intake system intake hose band, blow-by reduction hose clamp gap and looseness, head cover gasket, intake manifold gasket, turbocharger compressor housing leak, air flow sensor, boost pressure sensor accurately measure intake air amount This is because the oxygen sensor cannot accurately measure the air-fuel ratio.
When there is a leak in the intake system, the air flow sensor measures the amount of intake air when negative pressure is decelerated and when positive pressure is accelerated and decelerated. Sometimes it measures more than the amount of intake used in the intake stroke.
If the intake air amount information is inaccurate, fuel supply corresponding to the accelerator opening and engine load cannot be performed, so the information stored in the electronic fuel calculation device, camshaft angle, accelerator opening, pressure accumulator pressure The electronic fuel calculation device calculates the fuel injection amount based on the information on the water temperature, the vehicle speed, and the air-fuel ratio measurement, and the fuel injection device performs the fuel injection. However, since the output is emphasized, the fuel injection amount increases. In addition, when the air leaks from the blow-by reduction device, the oxygen amount is measured by the oxygen sensor, so that the fuel injection amount increases when there is an engine load.

In order to solve this problem, in the present invention, an intake system with a joint, a steel pipe, and an aluminum pipe are set in the intake system, and a steel sheet gasket is attached to the joint portion, and the structure is securely fixed with bolts and nuts to improve the structure without intake leakage. . Leakage of the head cover gasket, intake manifold gasket, and turbocharger compressor housing can be improved by applying a liquid gasket to the structure without air intake leakage. Air leakage from the piston ring prevents air leakage by setting minimize the closed gap. Use three crankcase ventilation valves to reduce the airflow at low load and increase the airflow at high load.

However, if the intake air leakage is improved, the intake pressure, the combustion temperature, and the compression pressure increase, and the engine may be damaged. Therefore, it is necessary to change the setting to a low compression ratio and a low supercharging pressure. In the case of conventional compression ratio and boost pressure settings, cylinder head bolt breakage, cylinder bore wear, piston melting, and piston ring if the combustion temperature and compression pressure are high even if the compression ratio and boost pressure settings are changed. The bearing metal is worn and the camshaft is distorted. The cylinder head bolt, cylinder head gasket, valve stem seal, sensors mounted on the engine, and electronic fuel calculator electronic parts are also damaged.
Because of these problems, after improving intake air leakage, always set the compression ratio and boost pressure low and set the combustion temperature low. When the load is low, the boost pressure is set to a negative pressure.
Note that the improvement of the intake system device of the present invention cannot be used when the distance from the air cleaner of the intake system to the engine is long and the inertial pressure is applied or when the inertial pressure is applied to the intake system because the engine is damaged.

The purpose of improving intake leakage to accurately measure the amount of intake air, the steel pipe piping intake system with joints, to set the aluminum tube and steel sheet gasket mounted to the joint bolt, inspection in Rukoto be securely fixed with a nut Reduced labor and improved durability.

  The present invention relates to an improvement in an intake system of a DOHC (Double Over Head Camshaft) four-cycle diesel engine with an electronically controlled pressure accumulator fuel injection turbocharger.

  Diesel engine injects fuel into compressed high-temperature air, and self-ignition from the place where the conditions of ignition temperature and mixing ratio are suitable, and diffusion combustion spreads, so uniform combustion is difficult and the amount of fuel injection increases at high loads etc. In this case, partial oxygen deficiency is likely to occur, and PM (Particulate Matter) is likely to occur, and because it is highly compressed, it burns at high temperatures and nitrogen oxides are also likely to be generated.

  In recent years, strict exhaust gas regulations have been enforced, and the DOHC 4-cycle diesel engine with electronically controlled pressure accumulator fuel-injected turbocharger has been improved in the intake system, fuel system, engine body and aftertreatment device, and measures to reduce exhaust gas have been taken .

An intake air amount sensor and a supercharging pressure sensor are used to measure the intake air amount of the intake system. The intake air sensor is installed immediately after the intake air filter , and measures the amount of air passing by using heat rays. The supercharging pressure sensor is attached to the intake manifold, measures the intake air pressure by the amount of electrical change in the semiconductor, and the electronic fuel calculator is accurate based on the information of the intake air temperature sensor attached to the vicinity of the intake air filter. The air mass is calculated.
The blow-by purifier of the blow-by reduction device separates air and lubricating oil with swirling flow and elements and returns them to the intake and oil pans to prevent combustion of the lubricating oil and reduce particulate matter SOF (Soluble Organic Fraction). .
There are two types of exhaust gas recirculation devices. The exhaust gas is diverted from the exhaust manifold, cooled by a heat exchanger, then limited by a control valve and returned to the intake manifold, and from the exhaust pipe after DPF (Diesel Particulate Filter) and catalyst, the heat exchanger Then, there is a method of restricting with a control valve after cooling and allowing intake before the turbocharger, and the amount of oxygen in the intake air is reduced and the combustion temperature is lowered to reduce nitrogen oxides.
The fuel-type electronically controlled pressure accumulator fuel injection device uses a high-pressure pump to increase the pressure of fuel sent from a fuel tank by a low-pressure pump, and sends it to a pressure-accumulation vessel through a high-pressure pipe. The pressure in the pressure accumulating vessel is detected by a pressure sensor, and the pressure of the high pressure pump is controlled by a signal from the electronic fuel calculation device. The fuel in the pressure accumulator maintained at the specified pressure is sent by a high-pressure pipe, calculated by an electronic fuel calculation device, atomized from the electromagnetic injection nozzle to the combustion chamber by high pressure injection of 150 to 200 megapascals, and air Increases the surface area that touches and burns quickly. Since it can be injected at an amount and injection timing according to the engine load and rotation speed, it becomes a homogeneous air-fuel mixture and the generation of exhaust gas due to partial oxygen shortage is reduced.
The conventional valve type has OHV (Over Head Valve). However, OHC (Over Head Camshaft), in which the push rod is omitted and the camshaft is mounted on the cylinder head, has come to be used due to advantages such as more compactness and higher rotation. Furthermore, DOHC that can push the intake valve and exhaust valve directly without using the rocker arm has been adopted. High rotation and high output are possible, and the piston movement and the valve and camshaft angle sensor are accurately synchronized, so there is no deviation in the injection timing, and the effect of the 4-valve increases the intake amount and stabilizes the compression pressure. Is located in the center, improving combustion and reducing exhaust gas.
However, since PM and nitrogen oxides are generated due to changes in the air-fuel ratio due to load fluctuations, etc., the air-fuel ratio is measured with an oxygen sensor, the electronic fuel calculation device calculates the fuel injection amount, and the fuel injection device adjusts the injection amount. The processing equipment reduces PM and nitrogen oxides.

Oxidation catalyst of post-processing equipment has noble metal and other oxidation catalyst in honeycomb-like metal to oxidize carbon monoxide, hydrocarbons, nitric oxide to carbon dioxide, water, nitrogen dioxide and reduce particulate matter SOF .
DPF is a filter that collects PM. PM is collected through ceramic walls that are alternately plugged into honeycomb-like holes. Since a lot of PM is generated at low load and DPF is clogged, it needs to be removed.When the exhaust pressure rises and is detected by the exhaust pressure sensor, fuel is injected into the exhaust gas and the exhaust is incinerated at a high temperature. It has been removed.
The urea selective reduction catalyst measures the amount of nitrogen oxides in the exhaust gas with a nitrogen oxide sensor, injects urea water according to the amount of nitrogen oxides into the exhaust pipe, hydrolyzes it, generates ammonia, and uses the reduction catalyst. Nitrogen oxide and nitrogen dioxide are selected and reduced to nitrogen and water.

Edited by Takayuki Suzuki “Thorough research on diesel engines” Grand Prix published September 25, 2012 Takashi Suzuki “Diesel Engine and Automobile” Miki Shobo, March 25, 2008 "Motor Fan Illustrated" VOL.78 Diesel Engine Chapter 2 Sanei Shobo Issued April 28, 2013

The problem to be solved is to correct the intake air amount information.
When the load fluctuates, the fuel injection amount increases and decreases, and the engine speed changes and the intake air amount also increases and decreases. If the fuel injection amount is too large relative to the intake amount, PM is likely to occur due to insufficient oxygen amount during combustion, and if the fuel injection amount is too small relative to the intake amount, nitrogen oxide is generated due to the large amount of oxygen during combustion. It becomes easy to do.
The cause is that there are leaks in the intake hose band of the intake system, blow-by reduction hose clamp, head cover gasket, intake manifold gasket, turbocharger compressor housing, so the intake air amount sensor and supercharging pressure sensor are accurate intake air amount This is because the measurement and the oxygen sensor cannot accurately measure the air-fuel ratio.
When there is a leak in the intake system, the intake air amount measurement of the intake air sensor is performed at the time of negative pressure deceleration and positive pressure acceleration and deceleration. During deceleration, it measures more than the amount of intake used in the intake stroke.
If the intake air amount information is inaccurate, fuel supply corresponding to the accelerator opening and engine load cannot be performed, so the information stored in the electronic fuel calculation device, camshaft angle, accelerator opening, pressure accumulator pressure The electronic fuel calculation device calculates the fuel injection amount based on the information on the water temperature, the vehicle speed, and the air-fuel ratio measurement, and the fuel injection device performs the fuel injection. However, since the output is emphasized, the fuel injection amount increases. In addition, when the air leaks from the blow-by reduction device, the oxygen amount is measured by the oxygen sensor, so that the fuel injection amount increases when there is an engine load.

  In order to solve this problem, in the present invention, an intake system with a joint, a steel pipe, and an aluminum pipe are set in the intake system, and a steel sheet gasket is attached to the joint portion, and the structure is securely fixed with bolts and nuts to improve the structure without intake leakage. . Leakage of the head cover gasket, intake manifold gasket, and turbocharger compressor housing can be improved by applying a liquid gasket to the structure without air intake leakage. Intake air leakage from the piston ring is set as small as possible to prevent intake air leakage. Use three crankcase ventilation valves to reduce the airflow during low load and increase the airflow during high load.

However, if the intake air leakage is improved, the intake air pressure, combustion temperature, and compression pressure increase, and the engine may be damaged and dangerous . Therefore, it is necessary to change the setting to a low compression ratio and a low supercharging pressure. When the conventional compression ratio and boost pressure are set, the cylinder head bolt breaks, cylinder bore wear, and piston melt , and the piston ring remains high when the combustion temperature and compression pressure are high even when the compression ratio and boost pressure are changed. The bearing metal is worn and the camshaft is distorted. The cylinder head bolt, cylinder head gasket, valve stem seal, sensor mounted on the engine, and electronic components of the electronic fuel calculator are also damaged.
Because of these problems, after improving intake air leakage, always set the compression ratio and boost pressure low and set the combustion temperature low. Then , the supercharging pressure is set to a negative pressure when the load is low.
In addition, since there is no leakage in the intake system, when the lubricating oil pressure is high, the lubricating oil enters the combustion chamber through the blow-by reduction pipe, the crankcase ventilation pipe, and the intake pipe, and the engine fails. Even when the lubricating oil passage is clogged, the lubricating oil pressure increases, and the lubricating oil enters the intake system and the combustion chamber, causing the engine to malfunction.
Because such problems also occur, pay attention to the management of the lubricating oil and do not set it so that the lubricating oil pressure becomes high.
In addition, when the distance from the intake air intake filter to the engine is long and inertia pressure is applied, and when the inertia pressure is applied to the intake system, the engine is damaged, and the improvement of the intake system device of the present invention cannot be used.

In the present invention, since the leakage of the intake system device is improved, the intake air amount sensor and the boost pressure sensor accurately measure the intake air amount used in the intake stroke, the intake air amount information is accurate, and the air-fuel ratio measurement of the oxygen sensor is also possible. In order to be accurate, the electronic fuel calculation device calculates the required fuel injection amount, and the fuel is injected from the electromagnetic injection nozzle at the optimum timing and amount. And, the blow-by air flow rate is reduced at the low load by the crankcase vent valve and changes a lot at the high load. Therefore, the blow-by air flow rate becomes an appropriate amount, the intake air amount is accurately measured, and there is an effect of reducing PM and nitrogen oxides.

FIG. 1 is an explanatory diagram of an intake system device. FIG. 2 is an explanatory diagram of the turbocharger, the intake manifold, and the head cover. FIG. 3 is an explanatory diagram of exhaust recirculation piping, blow-by reduction piping, and crankcase ventilation piping. FIG. 4 is an explanatory diagram of a supercharging pressure sensor, a lubricating oil amount meter, a piston, and a piston ring.

  The inspection effort is aimed at improving the intake air leakage and accurately measuring the intake air amount by installing steel pipes and aluminum pipes in the intake system and piping with joints, attaching steel plate gaskets to the joints, and securely fixing them with bolts and nuts. And improved durability.

An embodiment of improving the intake system will be described with reference to FIGS.
2 is attached to 18 intake joints of 1 intake filter and 9 intake pipes of FIG. 1 and securely fixed with bolts and nuts. Attach 39 gasket of FIG. 2 to 19 joints of 9 intake pipes and 2 turbochargers of FIG. 1 and securely fix them with bolts and nuts. The 40-gasket shown in FIG. 2 is attached to 20 joints of the 2-turbosupercharger and 10-air intake pipe shown in FIG. 1, and securely fixed with bolts and nuts. 2 is attached to 21 joints of 10 intake pipes and 3 heat exchangers of FIG. 1 and securely fixed with bolts and nuts. 2 is attached to 22 joints of 3 heat exchangers and 11 intake pipes of FIG. 1 and securely fixed with bolts and nuts. The 11 intake pipe of FIG. 1 and the 58 intake pipe of FIG. 3 are attached to the 60 joint and the 23 joint of FIG. 1 with the 73 gasket of FIG. The 58 intake pipe of FIG. 3 and the 43 intake manifold of FIG. 2 are attached to the 41 joint of FIG. 2 and the 59 joint of FIG. 3 with the 42 gasket of FIG. 2 and securely fixed with bolts and nuts.
Fit the 49 exhaust manifold and 53 exhaust recirculation pipe in Fig. 3 between the 50 and 52 joints and securely fix them with bolts and nuts. The 53 exhaust gas recirculation pipe in FIG. 3 and the 6 exhaust gas recirculation apparatus in FIG. The 6 exhaust gas recirculation device of FIG. 1 and the 7 exhaust gas recirculation device are attached to the 27 joints with the 55 gasket of FIG. 3 and securely fixed with bolts and nuts. The 14 exhaust recirculation pipe of FIG. 1 and the 57 intake pipe of FIG. 3 are securely fixed with bolts and nuts by attaching 55 gaskets to the 28 joint of FIG. 1 and the 56 joint of FIG. 3 is attached to the 29 joint of FIG. 1 and the 67 joint of FIG. 3 with the 9 intake pipe of FIG. 1 and the 68 blow-by reduction pipe of FIG. 3 and securely fixed with bolts and nuts. Attach a 72 gasket to the 69 joint of the 68 blow-by reduction pipe and the head cover shown in FIG. 3 and securely fix them with bolts and nuts.
The crankcase vent valve is improved to reduce the air flow when idling and increase the air flow when the load is high. Use three one-way valves with different airflows to ventilate one at low load and three at high load to ensure accurate intake air measurement in the intake manifold and to make the blowby airflow appropriate. However, when a PCC (Positive Crankcase Ventilation) valve is installed, the crankcase ventilation valve that uses these three is not installed. This is because the air flow in the crankcase is reduced and the temperature is increased. The crankcase ventilation valve 62 in FIG. 3 is attached with two crankcase ventilation valves having a small air flow rate on the bent side. Attach the ventilation direction so that the head cover vents to the intake manifold. The 58 intake pipe and 62 crankcase ventilation valve of FIG. 3 are fitted with 70 gaskets at 61 joints and securely fixed with bolts and nuts. Attach a 70 gasket to 63 joints of the 62 crankcase ventilation valve and 64 crankcase ventilation pipe in FIG. 3 and securely fix them with bolts and nuts. Attach 72 gaskets to the 65 crankcase vent pipe and head cover of Fig. 3 at 65 joints, and securely fix them with bolts and nuts.

A liquid gasket is applied to the 47 hatched portion of the 46 head cover in FIG. 2 with a width of 3 mm so as not to protrude inward, and a 48 head cover gasket is attached. Apply the liquid gasket on the cylinder head side head cover gasket with a width of 3 mm so that it does not protrude inside, and assemble it to the cylinder head.
Apply the liquid gasket to the inside of the 43 intake manifold's 44 gasket mounting part with a width of 3 mm so that it does not protrude inside, and install the 45 intake manifold gasket. Apply at a width of 3 mm and assemble to the cylinder head.
Apply the liquid gasket with a width of 5 mm near the center of the 36 hatched portion of the 35 turbocharger compressor housing of FIG.
76 gaskets are attached to 75 gasket mounting portions of the 74 supercharging pressure sensor in FIG. 4 and assembled to the intake manifold.
79 gaskets are mounted on 78 gasket mounting portions of the 77 lubricating oil meter of FIG. Use a gasket with the same outer diameter of the lubricant meter as the inner diameter of the gasket.

  The 80 piston shown in FIG. 4 has a piston ring groove on the piston ring mounting portion of 81, and is provided with a groove of the piston ring for three rotations from the bottom to the left from the bottom, and 82 helical piston ring is attached from the top of the piston. And then go straight 120 ° down into the second step groove and go straight in parallel with the piston top, and the third turn also goes down 120 ° and goes into the third step groove parallel to the piston top. As it is straight, the leading end is the third step and the trailing end is the first step, so the compression gap is small because the gap is small. However, since the gap is small, care must be taken when managing the lubricating oil.

A 4-cycle diesel engine with an electronically controlled pressure accumulator fuel injection turbocharger other than an automobile, and an electronically controlled accumulator container fuel injection non-supercharged 4 cycle diesel engine with a long distance from the intake air intake filter to the engine In such a case and when the inertial pressure is applied to the intake system, the engine is damaged and cannot be used. It cannot be used for 2-cycle diesel engines.

1 Intake filter
2 Turbocharger
3 Heat exchanger
4 Intake manifold
5 Exhaust manifold
6 Exhaust gas recirculation device
7 Exhaust gas recirculation device
8 Crankcase ventilation valve
9 Intake piping
10 Intake piping
11 Intake piping
12 Intake piping
13 Exhaust gas recirculation piping
14 Exhaust gas recirculation piping
15 Blow-by reduction piping
16 Crankcase ventilation piping
17 Crankcase ventilation piping
18 Intake piping joint
19 Intake piping joint
20 Intake piping joint
21 Intake piping joint
22 Intake piping joint
23 Intake piping joint
24 Intake piping joint
25 Exhaust gas recirculation pipe joint
26 Exhaust gas recirculation pipe joint
27 Exhaust gas recirculation piping joint
28 Exhaust gas recirculation piping joint
29 Blow-by reduction piping joint
30 Blow-by reduction piping joint
31 Crankcase vent piping joint
32 Crankcase vent piping fitting
33 Crankcase vent piping fitting
34 Crankcase vent piping fitting
35 turbocharger compressor housing
36 Liquid gasket
37 Turbocharger coupling
38 Turbocharger joint
39 Gasket
40 Gasket
41 Intake manifold fitting
42 Gasket
43 Intake manifold
44 Intake manifold gasket
45 Intake manifold gasket
46 Head cover
47 Head cover gasket
48 Head cover gasket
49 Exhaust manifold
50 Exhaust recirculation piping joint
51 Gasket
52 Exhaust recirculation piping joint
53 Exhaust gas recirculation piping
54 Exhaust gas recirculation piping joint
55 Gasket
56 Exhaust gas recirculation pipe joint
57 Intake piping
58 Intake piping
59 Intake piping joint
60 Intake piping fitting
61 Crankcase vent piping fitting
62 Crankcase ventilation valve
63 Crankcase vent piping fitting
64 Crankcase ventilation piping
65 Crankcase vent piping fitting
66 Intake piping
67 Blow-by reduction piping joint
68 Blow-by reduction piping
69 Blow-by reduction piping joint
70 Gasket
71 Gasket
72 Gasket
73 Gasket
74 Boost pressure sensor
75 gasket
76 gasket
77 Lubricating oil meter
78 Gasket
79 Gasket
80 pistons
81 Piston ring
82 Piston ring

  The present invention relates to an improvement in an intake system of a DOHC (Double Over Head Camshaft) four-cycle diesel engine with an electronically controlled pressure accumulator fuel injection turbocharger.

  Diesel engine injects fuel into compressed high-temperature air, and self-ignition from the place where the conditions of ignition temperature and mixing ratio are suitable, and diffusion combustion spreads, so uniform combustion is difficult and the amount of fuel injection increases at high loads etc. In this case, partial oxygen deficiency is likely to occur, and PM (Particulate Matter) is likely to occur, and because it is highly compressed, it burns at high temperatures and nitrogen oxides are also likely to be generated.

  In recent years, strict exhaust gas regulations have been enforced, and the DOHC 4-cycle diesel engine with electronically controlled pressure accumulator fuel-injected turbocharger has been improved in the intake system, fuel system, engine body and aftertreatment device, and measures to reduce exhaust gas have been taken .

An intake air amount sensor and a supercharging pressure sensor are used to measure the intake air amount of the intake system. The intake air sensor is installed immediately after the intake air filter, and measures the amount of air passing by using heat rays. The supercharging pressure sensor is attached to the intake manifold and measures the intake pressure using the amount of electrical change in the semiconductor. The air mass is calculated.
The blow-by purifier of the blow-by reduction device separates air and lubricating oil with swirling flow and elements and returns them to the intake and oil pans to prevent combustion of the lubricating oil and reduce particulate matter SOF (Soluble Organic Fraction). .
There are two types of exhaust gas recirculation devices. The exhaust gas is diverted from the exhaust manifold, cooled by a heat exchanger, then limited by a control valve and returned to the intake manifold, and from the exhaust pipe after DPF (Diesel Particulate Filter) and catalyst, the heat exchanger Then, there is a method of restricting with a control valve after cooling and allowing intake before the turbocharger, and the amount of oxygen in the intake air is reduced and the combustion temperature is lowered to reduce nitrogen oxides.
The fuel-type electronically controlled pressure accumulator fuel injection device uses a high-pressure pump to increase the pressure of fuel sent from a fuel tank by a low-pressure pump, and sends it to a pressure-accumulation vessel through a high-pressure pipe. The pressure in the pressure accumulating vessel is detected by a pressure sensor, and the pressure of the high pressure pump is controlled by a signal from the electronic fuel calculation device. The fuel in the pressure accumulator maintained at the specified pressure is sent by a high-pressure pipe, calculated by an electronic fuel calculation device, atomized from the electromagnetic injection nozzle to the combustion chamber by high pressure injection of 150 to 200 megapascals, and air Increases the surface area that touches and burns quickly. Since it can be injected at an amount and injection timing according to the engine load and rotation speed, it becomes a homogeneous air-fuel mixture and the generation of exhaust gas due to partial oxygen shortage is reduced.
The conventional valve type has OHV (Over Head Valve). However, OHC (Over Head Camshaft), in which the push rod is omitted and the camshaft is mounted on the cylinder head, has come to be used due to advantages such as more compactness and higher rotation. Furthermore, DOHC that can push the intake valve and exhaust valve directly without using the rocker arm has been adopted. High rotation and high output are possible, and the piston movement and the valve and camshaft angle sensor are accurately synchronized, so there is no deviation in the injection timing, and the effect of the 4-valve increases the intake amount and stabilizes the compression pressure. Is located in the center, improving combustion and reducing exhaust gas.
However, since PM and nitrogen oxides are generated due to changes in the air-fuel ratio due to load fluctuations, etc., the air-fuel ratio is measured with an oxygen sensor, the electronic fuel calculation device calculates the fuel injection amount, and the fuel injection device adjusts the injection amount. The processing equipment reduces PM and nitrogen oxides.

Oxidation catalyst of post-processing equipment has noble metal and other oxidation catalyst in honeycomb-like metal to oxidize carbon monoxide, hydrocarbons, nitric oxide to carbon dioxide, water, nitrogen dioxide and reduce particulate matter SOF .
DPF is a filter that collects PM. PM is collected through ceramic walls that are alternately plugged into honeycomb-like holes. Since a lot of PM is generated at low load and DPF is clogged, it needs to be removed.When the exhaust pressure rises and is detected by the exhaust pressure sensor, fuel is injected into the exhaust gas and the exhaust is incinerated at a high temperature. It has been removed.
The urea selective reduction catalyst measures the amount of nitrogen oxides in the exhaust gas with a nitrogen oxide sensor, injects urea water according to the amount of nitrogen oxides into the exhaust pipe, hydrolyzes it, generates ammonia, and uses the reduction catalyst. Nitrogen oxide and nitrogen dioxide are selected and reduced to nitrogen and water.

Edited by Takayuki Suzuki “Thorough research on diesel engines” Grand Prix published September 25, 2012 Takashi Suzuki “Diesel Engine and Automobile” Miki Shobo, March 25, 2008 "Motor Fan Illustrated" VOL.78 Diesel Engine Chapter 2 Sanei Shobo Issued April 28, 2013

The problem to be solved is to correct the intake air amount information.
When the load fluctuates, the fuel injection amount increases and decreases, and the engine speed changes and the intake air amount also increases and decreases. If the fuel injection amount is too large relative to the intake amount, PM is likely to occur due to insufficient oxygen amount during combustion, and if the fuel injection amount is too small relative to the intake amount, nitrogen oxide is generated due to the large amount of oxygen during combustion. It becomes easy to do.
The cause is that there are leaks in the intake hose band of the intake system, blow-by reduction hose clamp, head cover gasket, intake manifold gasket, turbocharger compressor housing, so the intake air amount sensor and supercharging pressure sensor are accurate intake air amount This is because the measurement and the oxygen sensor cannot accurately measure the air-fuel ratio.
When there is a leak in the intake system, the intake air amount measurement of the intake air sensor is performed at the time of negative pressure deceleration and positive pressure acceleration and deceleration. During deceleration, it measures more than the amount of intake used in the intake stroke.
If the intake air amount information is inaccurate, fuel supply corresponding to the accelerator opening and engine load cannot be performed, so the information stored in the electronic fuel calculation device, camshaft angle, accelerator opening, pressure accumulator pressure The electronic fuel calculation device calculates the fuel injection amount based on the information on the water temperature, the vehicle speed, and the air-fuel ratio measurement, and the fuel injection device performs the fuel injection. However, since the output is emphasized, the fuel injection amount increases. In addition, when the air leaks from the blow-by reduction device, the oxygen amount is measured by the oxygen sensor, so that the fuel injection amount increases when there is an engine load.

  In order to solve this problem, in the present invention, an intake system with a joint, a steel pipe, and an aluminum pipe are set in the intake system, and a steel sheet gasket is attached to the joint portion, and the structure is securely fixed with bolts and nuts to improve the structure without intake leakage. . Leakage of the head cover gasket, intake manifold gasket, and turbocharger compressor housing can be improved by applying a liquid gasket to the structure without air intake leakage. Intake air leakage from the piston ring is set as small as possible to prevent intake air leakage. Use three crankcase ventilation valves to reduce the airflow during low load and increase the airflow during high load.

However, if the leakage of the intake system is improved, the intake pressure becomes high and dangerous.
By repairing the leak in the intake system, the drop in intake pressure is restored, and the intake pressure, compression pressure, and combustion temperature increase, causing the parts affected by the pressure to become insufficient in strength and damaging the engine.
As a countermeasure, it is necessary to set the combustion temperature low by setting a low compression ratio and a low supercharging pressure. Then, the supercharging pressure is set to a negative pressure when the load is low.
The breakage point in the case of the conventional setting will be described. When the conventional compression ratio is set, the cylinder head bolt is damaged and the cylinder bore is worn, and the engine is damaged. When the conventional boost pressure is set, the piston is dissolved and the engine is damaged. Even if the compression ratio and supercharging pressure are changed, if the combustion temperature and compression pressure are high, the piston melts and damages the engine. Also damaged are valve stem seals, sensors mounted on the engine, and electronic components of the electronic fuel calculator. When the setting of the supercharging pressure is high, a large amount of blow-by is sucked from the blow-by reduction pipe, the lubricating oil is burned, and the particulate matter SOF is exhausted.
Also, it will be damaged by an abnormal increase in lubricating oil pressure. When there is high lubricating oil pressure because there is no leakage in the intake system and when the lubricating system circuit is clogged, the lubricating oil enters the combustion chamber through the blow-by reduction piping, crankcase ventilation piping, and intake piping, head bolt breakage, cylinder bore wear Will damage the engine. As a countermeasure, pay attention to the management of the lubricant and do not set the lubricant pressure high.
It should be noted that the improvement of the intake system device of the present invention cannot be used when the inertial pressure is applied because the distance from the intake air filter of the intake system to the engine is long or when the inertial pressure is applied to the intake system because the engine is damaged.

  In the present invention, since the leakage of the intake system device is improved, the intake air amount sensor and the boost pressure sensor accurately measure the intake air amount used in the intake stroke, the intake air amount information is accurate, and the air-fuel ratio measurement of the oxygen sensor is also possible. In order to be accurate, the electronic fuel calculation device calculates the required fuel injection amount, and the fuel is injected from the electromagnetic injection nozzle at the optimum timing and amount. And, the blow-by air flow rate is reduced at the low load by the crankcase vent valve and changes a lot at the high load. Therefore, the blow-by air flow rate becomes an appropriate amount, the intake air amount is accurately measured, and there is an effect of reducing PM and nitrogen oxides.

FIG. 1 is an explanatory diagram of an intake system device. FIG. 2 is an explanatory diagram of the turbocharger, the intake manifold, and the head cover. FIG. 3 is an explanatory diagram of exhaust recirculation piping, blow-by reduction piping, and crankcase ventilation piping. FIG. 4 is an explanatory diagram of a supercharging pressure sensor, a lubricating oil amount meter, a piston, and a piston ring.

In order to improve intake air leakage and accurately measure intake volume, steel pipes and aluminum pipes are installed in the intake system and pipes with joints, steel gaskets are attached to the joints, and bolts and nuts are used to secure the inspection time. Shortened and improved durability.

An embodiment of improving the intake system will be described with reference to FIGS.
2 is attached to 18 intake joints of 1 intake filter and 9 intake pipes of FIG. 1 and securely fixed with bolts and nuts. Attach 39 gasket of FIG. 2 to 19 joints of 9 intake pipes and 2 turbochargers of FIG. 1 and securely fix them with bolts and nuts. The 40-gasket shown in FIG. 2 is attached to 20 joints of the 2-turbosupercharger and 10-air intake pipe shown in FIG. 1, and securely fixed with bolts and nuts. 2 is attached to 21 joints of 10 intake pipes and 3 heat exchangers of FIG. 1 and securely fixed with bolts and nuts. 2 is attached to 22 joints of 3 heat exchangers and 11 intake pipes of FIG. 1 and securely fixed with bolts and nuts. The 11 intake pipe of FIG. 1 and the 58 intake pipe of FIG. 3 are attached to the 60 joint and the 23 joint of FIG. 1 with the 73 gasket of FIG. The 58 intake pipe of FIG. 3 and the 43 intake manifold of FIG. 2 are attached to the 41 joint of FIG. 2 and the 59 joint of FIG. 3 with the 42 gasket of FIG. 2 and securely fixed with bolts and nuts.
Fit the 49 exhaust manifold and 53 exhaust recirculation pipe in Fig. 3 between the 50 and 52 joints and securely fix them with bolts and nuts. The 53 exhaust gas recirculation pipe in FIG. 3 and the 6 exhaust gas recirculation apparatus in FIG. The 6 exhaust gas recirculation device of FIG. 1 and the 7 exhaust gas recirculation device are attached to the 27 joints with the 55 gasket of FIG. 3 and securely fixed with bolts and nuts. The 14 exhaust recirculation pipe of FIG. 1 and the 57 intake pipe of FIG. 3 are securely fixed with bolts and nuts by attaching 55 gaskets to the 28 joint of FIG. 1 and the 56 joint of FIG. 3 is attached to the 29 joint of FIG. 1 and the 67 joint of FIG. 3 with the 9 intake pipe of FIG. 1 and the 68 blow-by reduction pipe of FIG. 3 and securely fixed with bolts and nuts. Attach a 72 gasket to the 69 joint of the 68 blow-by reduction pipe and the head cover shown in FIG. 3 and securely fix them with bolts and nuts.
The crankcase vent valve is improved to reduce the air flow when idling and increase the air flow when the load is high. Use three one-way valves with different airflows to ventilate one at low load and three at high load to ensure accurate intake air measurement in the intake manifold and to make the blowby airflow appropriate. However, when a PCC (Positive Crankcase Ventilation) valve is installed, the crankcase ventilation valve that uses these three is not installed. This is because the air flow in the crankcase is reduced and the temperature is increased. The crankcase ventilation valve 62 in FIG. 3 is attached with two crankcase ventilation valves having a small air flow rate on the bent side. Attach the ventilation direction so that the head cover vents to the intake manifold. The 58 intake pipe and 62 crankcase ventilation valve of FIG. 3 are fitted with 70 gaskets at 61 joints and securely fixed with bolts and nuts. Attach a 70 gasket to 63 joints of the 62 crankcase ventilation valve and 64 crankcase ventilation pipe in FIG. 3 and securely fix them with bolts and nuts. Attach 72 gaskets to the 65 crankcase vent pipe and head cover of Fig. 3 at 65 joints, and securely fix them with bolts and nuts.

A liquid gasket is applied to the 47 hatched portion of the 46 head cover in FIG. 2 with a width of 3 mm so as not to protrude inward, and a 48 head cover gasket is attached. Apply the liquid gasket on the cylinder head side head cover gasket with a width of 3 mm so that it does not protrude inside, and assemble it to the cylinder head.
Apply the liquid gasket to the inside of the 43 intake manifold's 44 gasket mounting part with a width of 3 mm so that it does not protrude inside, and install the 45 intake manifold gasket. Apply at a width of 3 mm and assemble to the cylinder head.
Apply the liquid gasket with a width of 5 mm near the center of the 36 hatched portion of the 35 turbocharger compressor housing of FIG.
76 gaskets are attached to 75 gasket mounting portions of the 74 supercharging pressure sensor in FIG. 4 and assembled to the intake manifold.
79 gaskets are mounted on 78 gasket mounting portions of the 77 lubricating oil meter of FIG. Use a gasket with the same outer diameter of the lubricant meter as the inner diameter of the gasket.

The 80 piston of FIG. 4 has a piston ring groove at the piston ring mounting portion of 81, and is provided with a groove of the piston ring three times from the lower part to the left from the lower part, and 82 helical piston ring is attached from the upper part of the piston. Go round to the right and go 120 degrees diagonally down into the second step groove and go straight in parallel with the piston head. The third turn also goes diagonally down 120 degrees and goes into the third step groove and parallel to the piston head. Since the gap is small, the leading end is straight and the rear end is the first step, and the compression leakage is small. However, since the gap is small, care must be taken when managing the lubricating oil.

   1 Intake filter
   2 Turbocharger
   3 Heat exchanger
   4 Intake manifold
   5 Exhaust manifold
   6 Exhaust gas recirculation device
   7 Exhaust gas recirculation device
   8 Crankcase ventilation valve
   9 Intake piping
   10 Intake piping
   11 Intake piping
   12 Intake piping
   13 Exhaust gas recirculation piping
   14 Exhaust gas recirculation piping
   15 Blow-by reduction piping
   16 Crankcase ventilation piping
   17 Crankcase ventilation piping
   18 Intake piping joint
   19 Intake piping joint
   20 Intake piping joint
   21 Intake piping joint
   22 Intake piping joint
   23 Intake piping joint
   24 Intake piping joint
   25 Exhaust gas recirculation pipe joint
   26 Exhaust gas recirculation pipe joint
   27 Exhaust gas recirculation piping joint
   28 Exhaust gas recirculation piping joint
   29 Blow-by reduction piping joint
   30 Blow-by reduction piping joint
   31 Crankcase vent piping joint
   32 Crankcase vent piping fitting
   33 Crankcase vent piping fitting
   34 Crankcase vent piping fitting
   35 turbocharger compressor housing
   36 Liquid gasket
   37 Turbocharger coupling
   38 Turbocharger joint
   39 Gasket
   40 Gasket
   41 Intake manifold fitting
   42 Gasket
   43 Intake manifold
   44 Intake manifold gasket
   45 Intake manifold gasket
   46 Head cover
   47 Head cover gasket
   48 Head cover gasket
   49 Exhaust manifold
   50 Exhaust recirculation piping joint
   51 Gasket
   52 Exhaust recirculation piping joint
   53 Exhaust gas recirculation piping
   54 Exhaust gas recirculation piping joint
   55 Gasket
   56 Exhaust gas recirculation pipe joint
   57 Air intake piping
   58 Intake piping
   59 Intake piping joint
   60 Intake piping fitting
   61 Crankcase vent piping fitting
   62 Crankcase ventilation valve
   63 Crankcase vent piping fitting
   64 Crankcase ventilation piping
   65 Crankcase vent piping fitting
   66 Intake piping
   67 Blow-by reduction piping joint
   68 Blow-by reduction piping
   69 Blow-by reduction piping joint
   70 Gasket
   71 Gasket
   72 Gasket
   73 Gasket
   74 Boost pressure sensor
   75 Gasket
   76 Gasket
   77 Lubricating oil meter
   78 Gasket
   79 Gasket
   80 pistons
   81 Piston ring
   82 Piston ring

The present invention relates to an intake system of a DOHC (Double Over Head Camshaft) 4-cycle diesel engine with an electronically controlled pressure accumulator fuel injection turbocharger .

  Diesel engine injects fuel into compressed high-temperature air, and self-ignition from the place where the conditions of ignition temperature and mixing ratio are suitable, and diffusion combustion spreads, so uniform combustion is difficult and the amount of fuel injection increases at high loads etc. In this case, partial oxygen deficiency is likely to occur, and PM (Particulate Matter) is likely to occur, and because it is highly compressed, it burns at high temperatures and nitrogen oxides are also likely to be generated.

  In recent years, strict exhaust gas regulations have been enforced, and the DOHC 4-cycle diesel engine with electronically controlled pressure accumulator fuel-injected turbocharger has been improved in the intake system, fuel system, engine body and aftertreatment device, and measures to reduce exhaust gas have been taken .

An intake air amount sensor and a supercharging pressure sensor are used to measure the intake air amount of the intake system. The intake air sensor is installed immediately after the intake air filter, and measures the amount of air passing by using heat rays. The supercharging pressure sensor is attached to the intake manifold and measures the intake pressure using the amount of electrical change in the semiconductor. The air mass is calculated.
The blow-by purifier of the blow-by reduction device separates blow-by gas into air and lubricating oil by swirling flow and elements and returns it to the intake and oil pan to prevent the combustion of lubricating oil and reduce particulate matter SOF (Soluble Organic Fraction). .
There are two types of exhaust gas recirculation devices. The exhaust gas is diverted from the exhaust manifold, cooled by a heat exchanger, then limited by a control valve and returned to the intake manifold, and from the exhaust pipe after DPF (Diesel Particulate Filter) and catalyst, the heat exchanger Then, there is a method of restricting with a control valve after cooling and allowing intake before the turbocharger, and the amount of oxygen in the intake air is reduced and the combustion temperature is lowered to reduce nitrogen oxides.
The fuel-type electronically controlled pressure accumulator fuel injection device uses a high-pressure pump to increase the pressure of fuel sent from a fuel tank by a low-pressure pump, and sends it to a pressure-accumulation vessel through a high-pressure pipe. The pressure in the pressure accumulating vessel is detected by a pressure sensor, and the pressure of the high pressure pump is controlled by a signal from the electronic fuel calculation device. The fuel in the pressure accumulator maintained at the specified pressure is sent by a high-pressure pipe, calculated by an electronic fuel calculation device, atomized from 150 to 200 megapascals from the electromagnetic injection hole to the combustion chamber, Increases surface area in contact with air and burns quickly. Since it can be injected at an amount and injection timing according to the engine load and rotation speed, it becomes a homogeneous air-fuel mixture and the generation of exhaust gas due to partial oxygen shortage is reduced.
The conventional valve type has OHV (Over Head Valve). However, OHC (Over Head Camshaft), in which the push rod is omitted and the camshaft is mounted on the cylinder head, has come to be used due to advantages such as more compactness and higher rotation. Furthermore, DOHC that can push the intake valve and exhaust valve directly without using the rocker arm has been adopted. High rotation and high output are possible, and the movement of the piston and the valve and camshaft angle sensor are accurately synchronized, so there is no deviation in the injection timing, the effect of four valves increases the intake amount and the compression pressure is stable, electromagnetic injection Since the hole is located at the center, combustion is improved and exhaust gas is reduced.
However, since PM and nitrogen oxides are generated due to changes in the air-fuel ratio due to load fluctuations, etc., the air-fuel ratio is measured with an oxygen sensor, the electronic fuel calculation device calculates the fuel injection amount, and the fuel injection device adjusts the injection amount. The processing equipment reduces PM and nitrogen oxides.

Oxidation catalyst of post-processing equipment has noble metal and other oxidation catalyst in honeycomb-like metal to oxidize carbon monoxide, hydrocarbons, nitric oxide to carbon dioxide, water, nitrogen dioxide and reduce particulate matter SOF .
DPF is a filter that collects PM. PM is collected through ceramic walls that are alternately plugged into honeycomb-like holes. Since a lot of PM is generated at low load and DPF is clogged, it needs to be removed.When the exhaust pressure rises and is detected by the exhaust pressure sensor, fuel is injected into the exhaust gas and the exhaust is incinerated at a high temperature. It has been removed.
The urea selective reduction catalyst measures the amount of nitrogen oxides in the exhaust gas with a nitrogen oxide sensor, injects urea water according to the amount of nitrogen oxides into the exhaust pipe, hydrolyzes it, generates ammonia, and uses the reduction catalyst. Nitrogen oxide and nitrogen dioxide are selected and reduced to nitrogen and water.

Edited by Takayuki Suzuki “Thorough research on diesel engines” Grand Prix published September 25, 2012 Takashi Suzuki “Diesel Engine and Automobile” Miki Shobo, March 25, 2008 "Motor Fan Illustrated" VOL.78 Diesel Engine Chapter 2 Sanei Shobo Issued April 28, 2013

The problem to be solved is to correct the intake air amount information.
When the load fluctuates, the fuel injection amount increases and decreases, and the engine speed changes and the intake air amount also increases and decreases. If the fuel injection amount is too large relative to the intake amount, PM is likely to occur due to insufficient oxygen amount during combustion, and if the fuel injection amount is too small relative to the intake amount, nitrogen oxide is generated due to the large amount of oxygen during combustion. It becomes easy to do.
The cause is that there are leaks in the intake hose band of the intake system, blow-by reduction hose clamp, head cover gasket, intake manifold gasket, turbocharger compressor housing, so the intake air amount sensor and supercharging pressure sensor are accurate intake air amount This is because the measurement and the oxygen sensor cannot accurately measure the air-fuel ratio.
When there is a leak in the intake system , the intake air amount measurement of the intake air sensor is performed at the time of negative pressure deceleration and positive pressure acceleration and deceleration. Sometimes it measures more than the amount of intake used in the intake stroke.
If the intake air amount information is inaccurate, fuel supply corresponding to the accelerator opening and engine load cannot be performed, so the information stored in the electronic fuel calculation device, camshaft angle, accelerator opening, pressure accumulator pressure The electronic fuel calculation device calculates the fuel injection amount based on the information on the electromagnetic injection hole, the low pressure pump, the high pressure pump, the water temperature, the vehicle speed, and the air-fuel ratio measurement, and the fuel injection device performs the fuel injection. However, since the output is emphasized, the fuel injection amount increases. In addition, when the air leaks from the blow-by reduction device, the oxygen amount is measured by the oxygen sensor, so that the fuel injection amount increases when there is an engine load.

In order to solve this problem, in the present invention, an intake system with a joint, a steel pipe, and an aluminum pipe are set in the intake system, and a steel sheet gasket is attached to the joint, and the structure is securely fixed with bolts and nuts to restore the structure without intake leakage. For leaks in the head cover gasket, intake manifold gasket, and turbocharger compressor housing, a liquid gasket is applied to restore the leak-free structure. Intake air leakage from the piston ring is set as small as possible to prevent intake air leakage. Use three crankcase ventilation valves to reduce the airflow during low load and increase the airflow during high load.

However, if the leakage of the intake system is repaired , the intake pressure becomes high and dangerous.
By repairing the leak in the intake system, the drop in intake pressure is restored, and the intake pressure, compression pressure, and combustion temperature increase, causing the parts affected by the pressure to become insufficient in strength and damaging the engine.
As a countermeasure, it is necessary to set the combustion temperature low by setting a low compression ratio and a low supercharging pressure. Set the compression ratio as low as possible and the boost pressure as low as possible. Next, the valve opening / closing timings of the intake camshaft and exhaust camshaft are accurately set. Then, the supercharging pressure is set to a negative pressure when the load is low.
The breakage point in the case of the conventional setting will be described. When the conventional compression ratio is set, the cylinder head bolt is broken, the cylinder head is broken, the connecting rod is distorted, the cylinder bore is worn, and the engine is damaged. When the conventional boost pressure is set, the piston is melted and the engine is damaged. . Even if the compression ratio and boost pressure settings are changed, if the combustion temperature and compression pressure are high, or if the compression ratio is high due to the valve opening / closing timing of the intake camshaft and exhaust camshaft, the piston will melt and the engine will be damaged. The piston ring and bearing metal are worn out and the camshaft is distorted. The cylinder head bolt, cylinder head gasket, valve stem seal, thermostat, sensor mounted on the engine, and electronic fuel calculator are damaged. When the setting of the supercharging pressure is high, a large amount of blow-by is sucked from the blow-by reduction pipe, the lubricating oil is burned, and the particulate matter SOF is exhausted.
Also, it will be damaged by an abnormal increase in lubricating oil pressure. Since there is no leakage in the intake system, when the lubricating oil pressure is high or the lubricating system circuit is clogged, the lubricant enters the combustion chamber through the blow-by reduction piping, crankcase ventilation piping, intake piping, cylinder head bolt breakage, cylinder bore Wear and damage to the engine. As a countermeasure, pay attention to the management of the lubricant and do not set the lubricant pressure high.
It should be noted that the intake system device of the present invention cannot be used when the inertial pressure is applied because the distance from the intake air filter of the intake system to the engine is long or when the inertial pressure is applied to the intake system because the engine is damaged .

In the present invention, since the leakage of the intake system is repaired , the intake air amount sensor and the boost pressure sensor accurately measure the intake air amount used in the intake stroke, the intake air amount information is accurate, and the air / fuel ratio measurement of the oxygen sensor is also accurate. Therefore, the electronic fuel calculation device calculates the necessary fuel injection amount, and the fuel is injected from the electromagnetic injection hole at the optimum timing and amount. Since the crankcase ventilation valve changes the blow-by ventilation amount at low load and changes it at high load, the blow-by ventilation amount becomes appropriate, the intake air amount is accurately measured, and there is an effect of reducing PM and nitrogen oxides.

FIG. 1 is an explanatory diagram of an intake system device. FIG. 2 is an explanatory diagram of the turbocharger, the intake manifold, and the head cover. FIG. 3 is an explanatory diagram of exhaust recirculation piping, blow-by reduction piping, and crankcase ventilation piping. FIG. 4 is an explanatory diagram of a supercharging pressure sensor, a lubricating oil amount meter, a piston, and a piston ring.

The purpose of repairing intake air leaks and accurately measuring the intake air amount is to set the steel pipe and aluminum pipe to the intake system and piping with the joint, and to install the steel plate gasket to the joint and securely fix it with bolts and nuts to reduce the inspection time . Shortened and improved durability.

An embodiment of air intake leak repair will be described with reference to FIGS.
2 is attached to 18 intake joints of 1 intake filter and 9 intake pipes of FIG. 1 and securely fixed with bolts and nuts. Attach 39 gasket of FIG. 2 to 19 joints of 9 intake pipes and 2 turbochargers of FIG. 1 and securely fix them with bolts and nuts. The 40-gasket shown in FIG. 2 is attached to 20 joints of the 2-turbosupercharger and 10-air intake pipe shown in FIG. 1, and securely fixed with bolts and nuts. 2 is attached to 21 joints of 10 intake pipes and 3 heat exchangers of FIG. 1 and securely fixed with bolts and nuts. 2 is attached to 22 joints of 3 heat exchangers and 11 intake pipes of FIG. 1 and securely fixed with bolts and nuts. The 11 intake pipe of FIG. 1 and the 58 intake pipe of FIG. 3 are attached to the 60 joint and the 23 joint of FIG. 1 with the 73 gasket of FIG. The 58 intake pipe of FIG. 3 and the 43 intake manifold of FIG. 2 are attached to the 41 joint of FIG. 2 and the 59 joint of FIG. 3 with the 42 gasket of FIG. 2 and securely fixed with bolts and nuts.
Fit the 49 exhaust manifold and 53 exhaust recirculation pipe in Fig. 3 between the 50 and 52 joints and securely fix them with bolts and nuts. The 53 exhaust gas recirculation pipe in FIG. 3 and the 6 exhaust gas recirculation apparatus in FIG. The 6 exhaust gas recirculation device of FIG. 1 and the 7 exhaust gas recirculation device are attached to the 27 joints with the 55 gasket of FIG. 3 and securely fixed with bolts and nuts. The 14 exhaust recirculation pipe of FIG. 1 and the 57 intake pipe of FIG. 3 are securely fixed with bolts and nuts by attaching 55 gaskets to the 28 joint of FIG. 1 and the 56 joint of FIG. 3 is attached to the 29 joint of FIG. 1 and the 67 joint of FIG. 3 with the 9 intake pipe of FIG. 1 and the 68 blow-by reduction pipe of FIG. 3 and securely fixed with bolts and nuts. Attach a 72 gasket to the 69 joint of the 68 blow-by reduction pipe and the head cover shown in FIG. 3 and securely fix them with bolts and nuts.
The crankcase ventilation valve has a structure that reduces the ventilation rate when idling and changes the ventilation rate when the load is high. Use three one-way valves with different airflows to ventilate one at low load and three at high load to ensure accurate intake air measurement in the intake manifold and to make the blowby airflow appropriate. However, when the PCV (Positive Crankcase Ventilation) valve is installed and when the air flow in the crankcase decreases and the temperature rises, these three crankcase ventilation valves are not installed. This is because the temperature becomes high due to insufficient ventilation and the piston ring and bearing metal wear. The crankcase ventilation valve 62 in FIG. 3 is attached with two crankcase ventilation valves having a small air flow rate on the bent side. Attach the ventilation direction so that the head cover vents to the intake manifold. The 58 intake pipe and 62 crankcase ventilation valve of FIG. 3 are fitted with 70 gaskets at 61 joints and securely fixed with bolts and nuts. Attach a 70 gasket to 63 joints of the 62 crankcase ventilation valve and 64 crankcase ventilation pipe in FIG. 3 and securely fix them with bolts and nuts. Attach 72 gaskets to the 65 crankcase vent pipe and head cover of Fig. 3 at 65 joints, and securely fix them with bolts and nuts.

A liquid gasket is applied to the 47 hatched portion of the 46 head cover in FIG. 2 with a width of 3 mm so as not to protrude inward, and a 48 head cover gasket is attached. Apply the liquid gasket on the cylinder head side head cover gasket with a width of 3 mm so that it does not protrude inside, and assemble it to the cylinder head.
Apply the liquid gasket to the inside of the 43 intake manifold's 44 gasket mounting part with a width of 3 mm so that it does not protrude inside, and install the 45 intake manifold gasket. Apply at a width of 3 mm and assemble to the cylinder head.
Apply the liquid gasket with a width of 5 mm near the center of the 36 hatched portion of the 35 turbocharger compressor housing of FIG.
76 gaskets are attached to 75 gasket mounting portions of the 74 supercharging pressure sensor in FIG. 4 and assembled to the intake manifold.
79 gaskets are mounted on 78 gasket mounting portions of the 77 lubricating oil meter of FIG. Use a gasket with the same outer diameter of the lubricant meter as the inner diameter of the gasket.

  The 80 piston of FIG. 4 has a piston ring groove at the piston ring mounting portion of 81, and is provided with a groove of the piston ring three times from the lower part to the left from the lower part, and 82 helical piston ring is attached from the upper part of the piston. Go round to the right and go 120 degrees diagonally down into the second step groove and go straight in parallel with the piston head. The third turn also goes diagonally down 120 degrees and goes into the third step groove and parallel to the piston head. Since the gap is small, the leading end is straight and the rear end is the first step, and the compression leakage is small. However, since the gap is small, care must be taken when managing the lubricating oil.

1 Intake filter
2 Turbocharger
3 Heat exchanger
4 Intake manifold
5 Exhaust manifold
6 Exhaust gas recirculation device
7 Exhaust gas recirculation device
8 Crankcase ventilation valve
9 Intake piping
10 Intake piping
11 Intake piping
12 Intake piping
13 Exhaust gas recirculation piping
14 Exhaust gas recirculation piping
15 Blow-by reduction piping
16 Crankcase ventilation piping
17 Crankcase ventilation piping
18 Intake piping joint
19 Intake piping joint
20 Intake piping joint
21 Intake piping joint
22 Intake piping joint
23 Intake piping joint
24 Intake piping joint
25 Exhaust gas recirculation pipe joint
26 Exhaust gas recirculation pipe joint
27 Exhaust gas recirculation piping joint
28 Exhaust gas recirculation piping joint
29 Blow-by reduction piping joint
30 Blow-by reduction piping joint
31 Crankcase vent piping joint
32 Crankcase vent piping fitting
33 Crankcase vent piping fitting
34 Crankcase vent piping fitting
35 turbocharger compressor housing
36 Liquid gasket
37 Turbocharger coupling
38 Turbocharger joint
39 Gasket
40 Gasket
41 Intake manifold fitting
42 Gasket
43 Intake manifold
44 Intake manifold gasket
45 Intake manifold gasket
46 Head cover
47 Head cover gasket
48 Head cover gasket
49 Exhaust manifold
50 Exhaust recirculation piping joint
51 Gasket
52 Exhaust recirculation piping joint
53 Exhaust gas recirculation piping
54 Exhaust gas recirculation piping joint
55 Gasket
56 Exhaust gas recirculation pipe joint
57 Intake piping
58 Intake piping
59 Intake piping joint
60 Intake piping fitting
61 Crankcase vent piping fitting
62 Crankcase ventilation valve
63 Crankcase vent piping fitting
64 Crankcase ventilation piping
65 Crankcase vent piping fitting
66 Intake piping
67 Blow-by reduction piping joint
68 Blow-by reduction piping
69 Blow-by reduction piping joint
70 Gasket
71 Gasket
72 Gasket
73 Gasket
74 Boost pressure sensor
75 Gasket
76 Gasket
77 Lubricating oil meter
78 Gasket
79 Gasket
80 pistons
81 Piston ring
82 Piston ring

  The present invention relates to an intake system of a DOHC (Double Over Head Camshaft) 4-cycle diesel engine with an electronically controlled pressure accumulator fuel injection turbocharger.

  Diesel engine injects fuel into compressed high-temperature air, and self-ignition from the place where the conditions of ignition temperature and mixing ratio are suitable, and diffusion combustion spreads, so uniform combustion is difficult and the amount of fuel injection increases at high loads etc. In this case, partial oxygen deficiency is likely to occur, and PM (Particulate Matter) is likely to occur, and because it is highly compressed, it burns at high temperatures and nitrogen oxides are also likely to be generated.

  In recent years, strict exhaust gas regulations have been enforced, and the DOHC 4-cycle diesel engine with electronically controlled pressure accumulator fuel-injected turbocharger has been improved in the intake system, fuel system, engine body and aftertreatment device, and measures to reduce exhaust gas have been taken .

An intake air amount sensor and a supercharging pressure sensor are used to measure the intake air amount of the intake system. The intake air sensor is installed immediately after the intake air filter, and measures the amount of air passing by using heat rays. The supercharging pressure sensor is attached to the intake manifold and measures the intake pressure using the amount of electrical change in the semiconductor. The air mass is calculated.
The blow-by purifier of the blow-by reduction device separates blow-by gas into air and lubricating oil by swirling flow and elements and returns them to the intake and oil pans to prevent lubricating oil combustion and reduce particulate matter SOF (Soluble Organic Fraction). .
There are two types of exhaust gas recirculation devices. The exhaust gas is diverted from the exhaust manifold, cooled by a heat exchanger, then limited by a control valve and returned to the intake manifold, and from the exhaust pipe after DPF (Diesel Particulate Filter) and catalyst, the heat exchanger Then, there is a method of restricting with a control valve after cooling and allowing intake before the turbocharger, and the amount of oxygen in the intake air is reduced and the combustion temperature is lowered to reduce nitrogen oxides.
The fuel-type electronically controlled pressure accumulator fuel injection device uses a high-pressure pump to increase the pressure of fuel sent from a fuel tank by a low-pressure pump, and sends it to a pressure-accumulation vessel through a high-pressure pipe. The pressure in the pressure accumulating vessel is detected by a pressure sensor, and the pressure of the high pressure pump is controlled by a signal from the electronic fuel calculation device. The fuel in the pressure accumulator maintained at the specified pressure is sent by a high-pressure pipe, calculated by an electronic fuel calculation device, atomized from 150 to 200 megapascals from the electromagnetic injection hole to the combustion chamber, Increases surface area in contact with air and burns quickly. Since it can be injected at an amount and injection timing according to the engine load and rotation speed, it becomes a homogeneous air-fuel mixture and the generation of exhaust gas due to partial oxygen shortage is reduced.
The conventional valve type has OHV (Over Head Valve). However, OHC (Over Head Camshaft), in which the push rod is omitted and the camshaft is mounted on the cylinder head, has come to be used due to advantages such as more compactness and higher rotation. Furthermore, DOHC that can push the intake valve and exhaust valve directly without using the rocker arm has been adopted. High rotation and high output are possible, and the movement of the piston and the valve and camshaft angle sensor are accurately synchronized, so there is no deviation in the injection timing. Since the hole is located at the center, combustion is improved and exhaust gas is reduced.
However, since PM and nitrogen oxides are generated due to changes in the air-fuel ratio due to load fluctuations, etc., the air-fuel ratio is measured with an oxygen sensor, the electronic fuel calculation device calculates the fuel injection amount, and the fuel injection device adjusts the injection amount. The processing equipment reduces PM and nitrogen oxides.

Oxidation catalyst of post-processing equipment has noble metal and other oxidation catalyst in honeycomb-like metal to oxidize carbon monoxide, hydrocarbons, nitric oxide to carbon dioxide, water, nitrogen dioxide and reduce particulate matter SOF .
DPF is a filter that collects PM. PM is collected through ceramic walls that are alternately plugged into honeycomb-like holes. Since a lot of PM is generated at low load and DPF is clogged, it needs to be removed.When the exhaust pressure rises and is detected by the exhaust pressure sensor, fuel is injected into the exhaust gas and the exhaust is incinerated at a high temperature. It has been removed.
The urea selective reduction catalyst measures the amount of nitrogen oxides in the exhaust gas with a nitrogen oxide sensor, injects urea water according to the amount of nitrogen oxides into the exhaust pipe, hydrolyzes it, generates ammonia, and uses the reduction catalyst. Nitrogen oxide and nitrogen dioxide are selected and reduced to nitrogen and water.

Edited by Takayuki Suzuki “Thorough research on diesel engines” Grand Prix published September 25, 2012 Takashi Suzuki “Diesel Engine and Automobile” Miki Shobo, March 25, 2008 "Motor Fan Illustrated" VOL.78 Diesel Engine Chapter 2 Sanei Shobo Issued April 28, 2013

The problem to be solved is to correct the intake air amount information.
When the load fluctuates, the fuel injection amount increases and decreases, and the engine speed changes and the intake air amount also increases and decreases. If the fuel injection amount is too large relative to the intake amount, PM is likely to occur due to insufficient oxygen amount during combustion, and if the fuel injection amount is too small relative to the intake amount, nitrogen oxide is generated due to the large amount of oxygen during combustion. It becomes easy to do.
The cause is that there are leaks in the intake hose band of the intake system, blow-by reduction hose clamp, head cover gasket, intake manifold gasket, turbocharger compressor housing, so the intake air amount sensor and supercharging pressure sensor are accurate intake air amount This is because the measurement and the oxygen sensor cannot accurately measure the air-fuel ratio.
When there is a leak in the intake system, the intake air amount measurement of the intake air sensor is performed at the time of negative pressure deceleration and positive pressure acceleration and deceleration. Sometimes it measures more than the amount of intake used in the intake stroke.
If the intake air amount information is inaccurate, fuel supply corresponding to the accelerator opening and engine load cannot be performed, so the information stored in the electronic fuel calculation device, camshaft angle, accelerator opening, pressure accumulator pressure The electronic fuel calculation device calculates the fuel injection amount based on the information on the electromagnetic injection hole, the low pressure pump, the high pressure pump, the water temperature, the vehicle speed, and the air-fuel ratio measurement, and the fuel injection device performs the fuel injection. However, since the output is emphasized, the fuel injection amount increases. In addition, when the air leaks from the blow-by reduction device, the oxygen amount is measured by the oxygen sensor, so that the fuel injection amount increases when there is an engine load.

  In order to solve this problem, in the present invention, an intake system with a joint, a steel pipe, and an aluminum pipe are set in the intake system, and a steel sheet gasket is attached to the joint, and the structure is securely fixed with bolts and nuts to restore the structure without intake leakage. For leaks in the head cover gasket, intake manifold gasket, and turbocharger compressor housing, a liquid gasket is applied to restore the leak-free structure. Intake air leakage from the piston ring is set as small as possible to prevent intake air leakage. Use three crankcase ventilation valves to reduce the airflow during low load and increase the airflow during high load.

However, if the leakage of the intake system is repaired, the intake pressure becomes high and dangerous.
By repairing the leak in the intake system, the drop in intake pressure is recovered, and the intake pressure, intake temperature, compression pressure, and combustion temperature increase, causing the parts affected by the pressure to become insufficient in strength and damaging the engine.
In order to prevent breakage, it is necessary to set the combustion temperature low by setting a low compression ratio and a low supercharging pressure. Set the compression ratio and supercharging pressure to the lowest possible range. Next, the valve opening / closing timings of the intake camshaft and exhaust camshaft are accurately set. Then, the supercharging pressure is set to a negative pressure when the load is low.
The damage situation when the conventional setting is used will be described. When the conventional compression ratio and supercharging pressure are set, the cylinder head bolt is broken, the cylinder head is broken, the connecting rod is distorted, the cylinder bore is worn , the piston is melted and the engine is damaged. Even if the compression ratio and boost pressure settings are changed, if the combustion temperature and compression pressure are high, and if the compression ratio is high by setting the valve opening and closing timing of the intake camshaft and exhaust camshaft, the piston will melt and the engine will be damaged. The piston ring and bearing metal are worn and the camshaft is distorted. Cylinder head bolts, cylinder head gaskets, valve stem seals, thermostats, sensors mounted on the engine, and electronic fuel calculator components are also damaged. When the setting of the supercharging pressure is high, a large amount of blow-by is sucked from the blow-by reduction pipe, the lubricating oil is burned, and the particulate matter SOF is exhausted.
In addition, the amount of lubricating oil decreases due to an abnormal increase in lubricating oil pressure, causing damage. If the lubricating oil pressure is high or the lubricating circuit is clogged because the intake air leak has been repaired, the lubricating oil leaks from the head cover and decreases, resulting in a lack of lubricating oil. At the same time, the lubricating oil enters the intake system and damages the engine. To do.
To prevent damage, pay attention to the management of the lubricating oil and take measures to prevent the lubricating oil pressure from rising abnormally.
The damage situation when the lubricating oil pressure rises abnormally will be described. Lubricating oil decreases, bearing metal wear, piston ring wear, cylinder bore wear, engine burns, lubricant enters the intake system, passes through the blow-by reduction piping, crankcase ventilation piping, intake piping, enters the combustion chamber and enters the cylinder head Bolt breaks and engine is damaged.
In addition, since the engine is damaged when the inertial pressure is applied because the distance from the intake air filter to the engine is long and when the inertial pressure is applied to the intake system, the intake system of the present invention cannot be used.

  In the present invention, since the leakage of the intake system is repaired, the intake air amount sensor and the boost pressure sensor accurately measure the intake air amount used in the intake stroke, the intake air amount information is accurate, and the air / fuel ratio measurement of the oxygen sensor is also accurate. Therefore, the electronic fuel calculation device calculates the necessary fuel injection amount, and the fuel is injected from the electromagnetic injection hole at the optimum timing and amount. Since the crankcase ventilation valve changes the blow-by ventilation amount at low load and changes it at high load, the blow-by ventilation amount becomes appropriate, the intake air amount is accurately measured, and there is an effect of reducing PM and nitrogen oxides.

FIG. 1 is an explanatory diagram of an intake system device. FIG. 2 is an explanatory diagram of the turbocharger, the intake manifold, and the head cover. FIG. 3 is an explanatory diagram of exhaust recirculation piping, blow-by reduction piping, and crankcase ventilation piping. FIG. 4 is an explanatory diagram of a supercharging pressure sensor, a lubricating oil amount meter, a piston, and a piston ring.

  The purpose of repairing intake air leakage and measuring the intake volume accurately is to set a steel pipe and aluminum pipe to the intake system and piping with a joint, and to install a steel sheet gasket to the joint and securely fix it with bolts and nuts to save inspection time. Shortened and improved durability.

An embodiment of air intake leak repair will be described with reference to FIGS.
2 is attached to 18 intake joints of 1 intake filter and 9 intake pipes of FIG. 1 and securely fixed with bolts and nuts. Attach 39 gasket of FIG. 2 to 19 joints of 9 intake pipes and 2 turbochargers of FIG. 1 and securely fix them with bolts and nuts. The 40-gasket shown in FIG. 2 is attached to 20 joints of the 2-turbosupercharger and 10-air intake pipe shown in FIG. 1, and securely fixed with bolts and nuts. 2 is attached to 21 joints of 10 intake pipes and 3 heat exchangers of FIG. 1 and securely fixed with bolts and nuts. 2 is attached to 22 joints of 3 heat exchangers and 11 intake pipes of FIG. 1 and securely fixed with bolts and nuts. The 11 intake pipe of FIG. 1 and the 58 intake pipe of FIG. 3 are attached to the 60 joint and the 23 joint of FIG. 1 with the 73 gasket of FIG. The 58 intake pipe of FIG. 3 and the 43 intake manifold of FIG. 2 are attached to the 41 joint of FIG. 2 and the 59 joint of FIG. 3 with the 42 gasket of FIG. 2 and securely fixed with bolts and nuts.
Fit the 49 exhaust manifold and 53 exhaust recirculation pipe in Fig. 3 between the 50 and 52 joints and securely fix them with bolts and nuts. The 53 exhaust gas recirculation pipe in FIG. 3 and the 6 exhaust gas recirculation apparatus in FIG. The 6 exhaust gas recirculation device of FIG. 1 and the 7 exhaust gas recirculation device are attached to the 27 joints with the 55 gasket of FIG. 3 and securely fixed with bolts and nuts. The 14 exhaust recirculation pipe of FIG. 1 and the 57 intake pipe of FIG. 3 are securely fixed with bolts and nuts by attaching 55 gaskets to the 28 joint of FIG. 1 and the 56 joint of FIG. 3 is attached to the 29 joint of FIG. 1 and the 67 joint of FIG. 3 with the 9 intake pipe of FIG. 1 and the 68 blow-by reduction pipe of FIG. 3 and securely fixed with bolts and nuts. Attach a 72 gasket to the 69 joint of the 68 blow-by reduction pipe and the head cover shown in FIG. 3 and securely fix them with bolts and nuts.
The crankcase ventilation valve has a structure that reduces the ventilation rate when idling and changes the ventilation rate when the load is high. Use three one-way valves with different airflows to ventilate one at low load and three at high load to ensure accurate intake air measurement in the intake manifold and to make the blowby airflow appropriate. However, when the PCV (Positive Crankcase Ventilation) valve is installed and when the air flow in the crankcase decreases and the temperature rises, these three crankcase ventilation valves are not installed. This is because the temperature becomes high due to insufficient ventilation and the piston ring and bearing metal wear. The crankcase ventilation valve 62 in FIG. 3 is attached with two crankcase ventilation valves having a small air flow rate on the bent side. Attach the ventilation direction so that the head cover vents to the intake manifold. The 58 intake pipe and 62 crankcase ventilation valve of FIG. 3 are fitted with 70 gaskets at 61 joints and securely fixed with bolts and nuts. Attach a 70 gasket to 63 joints of the 62 crankcase ventilation valve and 64 crankcase ventilation pipe in FIG. 3 and securely fix them with bolts and nuts. Attach 72 gaskets to the 65 crankcase vent pipe and head cover of Fig. 3 at 65 joints, and securely fix them with bolts and nuts.

A liquid gasket is applied to the 47 hatched portion of the 46 head cover in FIG. 2 with a width of 3 mm so as not to protrude inward, and a 48 head cover gasket is attached. Apply the liquid gasket on the cylinder head side head cover gasket with a width of 3 mm so that it does not protrude inside, and assemble it to the cylinder head.
Apply the liquid gasket to the inside of the 43 intake manifold's 44 gasket mounting part with a width of 3 mm so that it does not protrude inside, and install the 45 intake manifold gasket. Apply at a width of 3 mm and assemble to the cylinder head.
Apply the liquid gasket with a width of 5 mm near the center of the 36 hatched portion of the 35 turbocharger compressor housing of FIG.
76 gaskets are attached to 75 gasket mounting portions of the 74 supercharging pressure sensor in FIG. 4 and assembled to the intake manifold.
79 gaskets are mounted on 78 gasket mounting portions of the 77 lubricating oil meter of FIG. Use a gasket with the same outer diameter of the lubricant meter as the inner diameter of the gasket.

The 80 piston in FIG. 4 has three piston ring grooves parallel to the opposite half head top, and has a half ring spiral on one side and a piston ring groove three turns from the bottom to the left 82 spiral piston rings from the top of the piston to the top of the piston. Is installed in the piston ring groove in parallel to the right, goes 120 degrees diagonally down to the right, enters the second stage piston ring groove and goes straight in parallel with the piston top , and the third round is also 120 degrees diagonally downward Advancing into the 3rd stage piston ring groove and proceeding straight in parallel with the top of the piston as it is, the tip is the 3rd stage piston ring and the back end is the 1st stage piston ring, so there is little compression leakage , Piston ring has 84 grooves at the front end and 83 at the rear end of the piston ring. The features. However, the piston ring wears when there is no contact between the piston ring front end and the third stage gap and the piston ring rear end and the first stage gap. Therefore, the gap is set small to prevent wear.

  1 Intake filter
  2 Turbocharger
  3 heat exchanger
  4 Intake manifold
  5 Exhaust manifold
  6 Exhaust gas recirculation device
  7 Exhaust gas recirculation device
  8 Crankcase ventilation valve
  9 Intake piping
  10 Intake piping
  11 Intake piping
  12 Intake piping
  13 Exhaust gas recirculation piping
  14 Exhaust gas recirculation piping
  15 Blow-by reduction piping
  16 Crankcase ventilation piping
  17 Crankcase ventilation piping
  18 Intake piping joint
  19 Intake piping joint
  20 Intake piping joint
  21 Intake piping joint
  22 Intake piping joint
  23 Intake piping joint
  24 Intake piping joint
  25 Exhaust gas recirculation piping joint
  26 Exhaust gas recirculation piping joint
  27 Exhaust gas recirculation piping joint
  28 Exhaust gas recirculation piping joint
  29 Blow-by reduction piping joint
  30 Blow-by reduction piping joint
  31 Crankcase vent piping joint
  32 Crankcase vent piping joint
  33 Crankcase vent piping joint
  34 Crankcase vent piping joint
  35 Turbocharger compressor housing
  36 Liquid gasket
  37 Turbocharger joint
  38 Turbocharger joint
  39 Gasket
  40 Gasket
  41 Intake manifold joint
  42 Gasket
  43 Intake manifold
  44 Intake manifold gasket
  45 Intake manifold gasket
  46 Head cover
  47 Head cover gasket
  48 Head cover gasket
  49 Exhaust manifold
  50 Exhaust gas recirculation pipe joint
  51 Gasket
  52 Exhaust gas recirculation piping joint
  53 Exhaust gas recirculation piping
  54 Exhaust gas recirculation piping joint
  55 Gasket
  56 Exhaust gas recirculation piping joint
  57 Intake piping
  58 Intake piping
  59 Intake piping joint
  60 Intake piping joint
  61 Crankcase vent piping joint
  62 Crankcase ventilation valve
  63 Crankcase vent piping joint
  64 Crankcase ventilation piping
  65 Crankcase vent piping joint
  66 Intake piping
  67 Blow-by reduction piping joint
  68 Blow-by reduction piping
  69 Blow-by reduction piping joint
  70 Gasket
  71 Gasket
  72 Gasket
  73 Gasket
  74 Boost pressure sensor
  75 Gasket
  76 Gasket
  77 Lubricating oil meter
  78 Gasket
  79 Gasket
  80 piston
  81 Piston ring
  82 Piston ring
  83 Piston ring empty groove
  84 Piston ring empty groove

  The present invention relates to an intake system of a DOHC (Double Over Head Camshaft) 4-cycle diesel engine with an electronically controlled pressure accumulator fuel injection turbocharger.

  Diesel engine injects fuel into compressed high-temperature air, and self-ignition from the place where the conditions of ignition temperature and mixing ratio are suitable, and diffusion combustion spreads, so uniform combustion is difficult and the amount of fuel injection increases at high loads etc. In this case, partial oxygen deficiency is likely to occur, and PM (Particulate Matter) is likely to occur, and because it is highly compressed, it burns at high temperatures and nitrogen oxides are also likely to be generated.

  In recent years, strict exhaust gas regulations have been enforced, and the DOHC 4-cycle diesel engine with electronically controlled pressure accumulator fuel-injected turbocharger has been improved in the intake system, fuel system, engine body and aftertreatment device, and measures to reduce exhaust gas have been taken .

An intake air amount sensor and a supercharging pressure sensor are used to measure the intake air amount of the intake system. The intake air sensor is installed immediately after the intake air filter, and measures the amount of air passing by using heat rays. The supercharging pressure sensor is attached to the intake manifold and measures the intake pressure using the amount of electrical change in the semiconductor. The air mass is calculated.
The blow-by purifier of the blow-by reduction device separates blow-by gas into air and lubricating oil by swirling flow and elements and returns them to the intake and oil pans to prevent lubricating oil combustion and reduce particulate matter SOF (Soluble Organic Fraction). .
There are two types of exhaust gas recirculation devices. The exhaust gas is diverted from the exhaust manifold, cooled by a heat exchanger, then limited by a control valve and returned to the intake manifold, and from the exhaust pipe after DPF (Diesel Particulate Filter) and catalyst, the heat exchanger Then, there is a method of restricting with a control valve after cooling and allowing intake before the turbocharger, and the amount of oxygen in the intake air is reduced and the combustion temperature is lowered to reduce nitrogen oxides.
The fuel-type electronically controlled pressure accumulator fuel injection device uses a high-pressure pump to increase the pressure of fuel sent from a fuel tank by a low-pressure pump, and sends it to a pressure-accumulation vessel through a high-pressure pipe. The pressure in the pressure accumulating vessel is detected by a pressure sensor, and the pressure of the high pressure pump is controlled by a signal from the electronic fuel calculation device. Fuel in was kept at the specified pressure accumulating container is sent at high pressure tube, to atomize the fuel in the high-pressure injection of 200 MPa to 150 MPa from the electromagnetic injection hole into the combustion chamber, the more surface area to contact with air Burn quickly. Since the fuel can be injected with the amount and the injection timing according to the engine load and the rotation speed calculated by the electronic fuel calculation device, the mixture becomes homogeneous and the generation of exhaust gas due to partial oxygen shortage is reduced.
The conventional valve type has OHV (Over Head Valve). However, OHC (Over Head Camshaft), in which the push rod is omitted and the camshaft is mounted on the cylinder head, has come to be used due to advantages such as more compactness and higher rotation. Furthermore, DOHC that can push the intake valve and exhaust valve directly without using the rocker arm has been adopted. High rotation and high output are possible, and the movement of the piston and the valve and camshaft angle sensor are accurately synchronized, so there is no deviation in the injection timing, the effect of four valves increases the intake amount and the compression pressure is stable, electromagnetic injection Since it is installed around the hole , combustion is improved and exhaust gas is reduced.
However, since the air-fuel ratio changes due to load fluctuations and PM and nitrogen oxides are generated, the air-fuel ratio is measured with an oxygen sensor, the electronic fuel calculation device calculates the fuel injection amount, and the fuel injection device adjusts the injection amount. The processing equipment reduces PM and nitrogen oxides.

Oxidation catalyst of post-processing equipment has noble metal and other oxidation catalyst in honeycomb-like metal to oxidize carbon monoxide, hydrocarbons, nitric oxide to carbon dioxide, water, nitrogen dioxide and reduce particulate matter SOF .
DPF is a filter that collects PM. PM is collected through ceramic walls that are alternately plugged into honeycomb-like holes. Since a large amount of PM is generated at low load and the DPF is clogged, it must be removed.When the exhaust pressure rises and is detected by the exhaust pressure sensor, fuel is injected into the exhaust gas and the exhaust is incinerated at a high temperature. It has been removed.
The urea selective reduction catalyst measures the amount of nitrogen oxides in the exhaust gas with a nitrogen oxide sensor, injects urea water according to the amount of nitrogen oxides into the exhaust pipe, hydrolyzes it, generates ammonia, and uses the reduction catalyst. Nitrogen oxide and nitrogen dioxide are selected and reduced to nitrogen and water.

Edited by Takayuki Suzuki “Thorough Research on Diesel Engines” Grand Prix Publishing September 25, 2012 Takashi Suzuki “Diesel Engine and Automobile” Miki Shobo, March 25, 2008 “Motor Fan Illustrated” VOL.78 Diesel Engine Chapter 2 Sanei Shobo April 28, 2013

The problem to be solved is to correct the intake air amount information.
When the load fluctuates, the fuel injection amount increases and decreases, and the engine speed changes and the intake air amount also increases and decreases. If the fuel injection amount is too large relative to the intake amount, PM is likely to occur due to insufficient oxygen amount during combustion, and if the fuel injection amount is too small relative to the intake amount, nitrogen oxide is generated due to the large amount of oxygen during combustion. It becomes easy to do.
The cause is that there are leaks in the intake hose band of the intake system, blow-by reduction hose clamp, head cover gasket, intake manifold gasket, turbocharger compressor housing, so the intake air amount sensor and supercharging pressure sensor are accurate intake air amount This is because the measurement and the oxygen sensor cannot accurately measure the air-fuel ratio.
When there is a leak in the intake system, the intake air amount measurement of the intake air amount sensor is during negative pressure deceleration and positive pressure acceleration and deceleration, and in the case of a supercharging pressure sensor, during negative pressure acceleration and deceleration, positive pressure deceleration Sometimes it measures more than the amount of intake used in the intake stroke.
If the intake air amount information is inaccurate, fuel supply corresponding to the accelerator opening and engine load cannot be performed, so the information stored in the electronic fuel calculation device, camshaft angle, accelerator opening, pressure accumulator The electronic fuel calculation device calculates the fuel injection amount based on information on the pressure, electromagnetic injection hole, low pressure pump, high pressure pump, water temperature, vehicle speed, and air-fuel ratio measurement, and the fuel injection device performs fuel injection. However, since the output is emphasized, the fuel injection amount increases. In addition, when the air leaks from the blow-by reduction device, the oxygen amount is measured by the oxygen sensor, so that the fuel injection amount increases when there is an engine load.

  In order to solve this problem, in the present invention, an intake system with a joint, a steel pipe, and an aluminum pipe are set in the intake system, and a steel sheet gasket is attached to the joint, and the structure is securely fixed with bolts and nuts to restore the structure without intake leakage. For leaks in the head cover gasket, intake manifold gasket, and turbocharger compressor housing, a liquid gasket is applied to restore the leak-free structure. Intake air leakage from the piston ring is set as small as possible to prevent intake air leakage. Use three crankcase ventilation valves to reduce the airflow during low load and increase the airflow during high load.

However, if the leakage of the intake system is repaired, the intake pressure becomes high and dangerous.
By repairing the leak in the intake system, the drop in intake pressure is recovered, and the intake pressure, intake temperature, compression pressure, and combustion temperature increase, causing the parts affected by the pressure to become insufficient in strength and damaging the engine.
In order to prevent breakage, it is necessary to set the combustion temperature low by setting a low compression ratio and a low supercharging pressure. Set the compression ratio and supercharging pressure to the lowest possible range. Next, when the load is low, the supercharging pressure is set to a negative pressure. Then, the valve opening / closing timing of the intake camshaft and exhaust camshaft is set accurately.
The damage situation when the conventional setting is used will be described. If the conventional compression ratio or supercharging pressure is set, the piston will melt, cylinder head bolt breakage, cylinder head breakage, cylinder head gasket breakage, piston ring breakage, bearing metal breakage, connecting rod distortion, cylinder bore wear and engine breakage.
Even if the compression ratio and supercharging pressure are changed, the engine will be damaged if the compression pressure, supercharging pressure, and combustion temperature are high. Even if the compression ratio is high by setting the valve opening / closing timing of the intake camshaft and exhaust camshaft, the engine will be damaged. Both breakage conditions are piston melting, cylinder head bolt breakage, cylinder head breakage, cylinder head gasket breakage, connecting rod distortion, piston ring damage, cylinder bore wear, camshaft distortion, bearing metal damage, engine mounted sensor damage To do. Since the combustion temperature and engine temperature are high, a large amount of blow-by is sucked from the blow-by reduction pipe, the lubricating oil burns, and particulate matter SOF is discharged.
Also, it is dangerous to cause damage and fire due to abnormal rise of lubricating oil pressure . If the lubricating oil pressure is high and the lubricating system circuit is clogged because the intake air leak has been repaired , the lubricating oil leaks from the lubricating system circuit and the head cover and decreases, resulting in a lack of lubricating oil, causing engine damage and engine fire. At the same time, lubricant enters the intake system and exhaust recirculation system, causing engine damage and engine fire.
To prevent damage and fire, pay attention to the management of the lubricant and take measures to prevent the lubricant pressure from rising abnormally.
The situation when the lubricating oil pressure rises abnormally will be described. Lubricating oil leaks and the amount of lubricating oil decreases, turbocharger damage, bearing metal damage, cylinder head gasket damage, cylinder bore wear, piston ring damage, engine burn-in damage and engine fire. When the lubricating oil pressure rises abnormally, the lubricating oil enters the intake system and passes through the blow-by reduction piping, crankcase ventilation piping, and intake piping, enters the combustion chamber, breaks the cylinder head bolt, breaks the cylinder head, breaks the cylinder head gasket, and breaks the engine. Lubricating oil that has passed through the intake pipe enters the exhaust gas recirculation system, enters the exhaust gas recirculation pipe, exhaust manifold, and exhaust pipe, and the lubricating oil burns, causing an engine fire.
In addition, since the engine is damaged when the inertial pressure is applied because the distance from the intake air filter to the engine is long and when the inertial pressure is applied to the intake system, the intake system of the present invention cannot be used.

In the present invention, since the leakage of the intake system is repaired, the intake air amount sensor and the boost pressure sensor accurately measure the intake air amount used in the intake stroke, the intake air amount information is accurate, and the air / fuel ratio measurement of the oxygen sensor is also accurate. Therefore, the required fuel injection amount is accurately controlled by the electronic fuel calculation device, and the fuel is injected from the electromagnetic injection hole at the optimum timing and amount. Since the crankcase ventilation valve changes the blow-by ventilation amount at low load and changes it at high load, the blow-by ventilation amount becomes appropriate, the intake air amount is accurately measured, and there is an effect of reducing PM and nitrogen oxides.

FIG. 1 is an explanatory diagram of an intake system device. FIG. 2 is an explanatory diagram of the turbocharger, the intake manifold, and the head cover. FIG. 3 is an explanatory diagram of exhaust recirculation piping, blow-by reduction piping, and crankcase ventilation piping. FIG. 4 is an explanatory diagram of a supercharging pressure sensor, a lubricating oil amount meter, a piston, and a piston ring.

  The purpose of repairing intake air leakage and measuring the intake volume accurately is to set a steel pipe and aluminum pipe to the intake system and piping with a joint, and to install a steel sheet gasket to the joint and securely fix it with bolts and nuts to save inspection time. Shortened and improved durability.

An embodiment of air intake leak repair will be described with reference to FIGS.
2 is attached to 18 intake joints of 1 intake filter and 9 intake pipes of FIG. 1 and securely fixed with bolts and nuts. Attach 39 gasket of FIG. 2 to 19 joints of 9 intake pipes and 2 turbochargers of FIG. 1 and securely fix them with bolts and nuts. The 40-gasket shown in FIG. 2 is attached to 20 joints of the 2-turbosupercharger and 10-air intake pipe shown in FIG. 1, and securely fixed with bolts and nuts. 2 is attached to 21 joints of 10 intake pipes and 3 heat exchangers of FIG. 1 and securely fixed with bolts and nuts. 2 is attached to 22 joints of 3 heat exchangers and 11 intake pipes of FIG. 1 and securely fixed with bolts and nuts. The 11 intake pipe of FIG. 1 and the 58 intake pipe of FIG. 3 are attached to the 60 joint and the 23 joint of FIG. 1 with the 73 gasket of FIG. The 58 intake pipe of FIG. 3 and the 43 intake manifold of FIG. 2 are attached to the 41 joint of FIG. 2 and the 59 joint of FIG. 3 with the 42 gasket of FIG. 2 and securely fixed with bolts and nuts.
Fit the 49 exhaust manifold and 53 exhaust recirculation pipe in Fig. 3 between the 50 and 52 joints and securely fix them with bolts and nuts. The 53 exhaust gas recirculation pipe in FIG. 3 and the 6 exhaust gas recirculation apparatus in FIG. The 6 exhaust gas recirculation device of FIG. 1 and the 7 exhaust gas recirculation device are attached to the 27 joints with the 55 gasket of FIG. 3 and securely fixed with bolts and nuts. The 14 exhaust recirculation pipe of FIG. 1 and the 57 intake pipe of FIG. 3 are securely fixed with bolts and nuts by attaching 55 gaskets to the 28 joint of FIG. 1 and the 56 joint of FIG. 3 is attached to the 29 joint of FIG. 1 and the 67 joint of FIG. 3 with the 9 intake pipe of FIG. 1 and the 68 blow-by reduction pipe of FIG. 3 and securely fixed with bolts and nuts. Attach a 72 gasket to the 69 joint of the 68 blow-by reduction pipe and the head cover shown in FIG. 3 and securely fix them with bolts and nuts.
The crankcase ventilation valve has a structure that reduces the ventilation rate when idling and changes the ventilation rate when the load is high. Use three one-way valves with different airflows to ventilate one at low load and three at high load to ensure accurate intake air measurement in the intake manifold and to make the blowby airflow appropriate. However, when the PCV (Positive Crankcase Ventilation) valve is installed and when the air flow in the crankcase decreases and the temperature rises, these three crankcase ventilation valves are not installed. This is because the temperature becomes high due to insufficient ventilation and the piston ring and bearing metal wear. The crankcase ventilation valve 62 in FIG. 3 is attached with two crankcase ventilation valves having a small air flow rate on the bent side. Attach the ventilation direction so that the head cover vents to the intake manifold. The 58 intake pipe and 62 crankcase ventilation valve of FIG. 3 are fitted with 70 gaskets at 61 joints and securely fixed with bolts and nuts. Attach a 70 gasket to 63 joints of the 62 crankcase ventilation valve and 64 crankcase ventilation pipe in FIG. 3 and securely fix them with bolts and nuts. Attach 72 gaskets to the 65 crankcase vent pipe and head cover of Fig. 3 at 65 joints, and securely fix them with bolts and nuts.

A liquid gasket is applied to the 47 hatched portion of the 46 head cover in FIG. 2 with a width of 3 mm so as not to protrude inward, and a 48 head cover gasket is attached. Apply the liquid gasket on the cylinder head side head cover gasket with a width of 3 mm so that it does not protrude inside, and assemble it to the cylinder head.
Apply the liquid gasket to the inside of the 43 intake manifold's 44 gasket mounting part with a width of 3 mm so that it does not protrude inside, and install the 45 intake manifold gasket. Apply at a width of 3 mm and assemble to the cylinder head.
Apply the liquid gasket with a width of 5 mm near the center of the 36 hatched portion of the 35 turbocharger compressor housing of FIG.
Attach 76 gasket to 75 gasket mounting part of 74 supercharging pressure sensor in Fig. 4 and assemble to intake manifold.
79 gaskets are mounted on 78 gasket mounting portions of the 77 lubricating oil amount meter in FIG. Use a gasket with the same outer diameter of the lubricant meter as the inner diameter of the gasket.

The 80 piston in FIG. 4 has three piston ring grooves parallel to the opposite half head top, a half ring on one side, and a piston ring groove on the left from the bottom three times, and 82 helical piston rings from the top of the piston to the piston head. Installed in the piston ring groove parallel to the top part, proceeding one turn to the right and proceeding 120 degrees diagonally downward, entering the second stage piston ring groove and proceeding straight in parallel with the piston top part, and the third rotation also 120 diagonally downward Advances straight into the third-stage piston ring groove and advances straight in parallel with the top of the piston. The tip is the third-stage piston ring and the rear end is the first-stage piston ring. The piston ring has a groove extending at the tip of the piston ring and 83 at the rear end of the piston ring. Featuring few things. However, the piston ring wears when there is no contact between the piston ring front end and the third stage gap and the piston ring rear end and the first stage gap. Therefore, the gap is set small to prevent wear.

DESCRIPTION OF SYMBOLS 1 Intake filter 2 Turbocharger 3 Heat exchanger 4 Intake manifold 5 Exhaust manifold 6 Exhaust recirculation device 7 Exhaust gas recirculation device 8 Crankcase ventilation valve 9 Intake piping 10 Intake piping 11 Intake piping 12 Intake piping 13 Exhaust recirculation piping 14 Exhaust air recirculation piping 15 Blow-by reduction piping 16 Crankcase ventilation piping 17 Crankcase ventilation piping 18 Intake piping joint 19 Intake piping joint 20 Intake piping joint 21 Intake piping joint 22 Intake piping joint 23 Intake piping joint 24 Intake piping joint 25 Exhaust gas recirculation Circulation piping joint 26 Exhaust recirculation piping joint 27 Exhaust recirculation piping joint 28 Exhaust recirculation piping joint 29 Blow-by reduction piping joint 30 Blow-by reduction piping joint 31 Crankcase ventilation piping joint 32 Crankke Ventilation pipe joint 33 Crankcase ventilation pipe joint 34 Crankcase ventilation pipe joint 35 Turbocharger compressor housing 36 Liquid gasket 37 Turbocharger joint 38 Turbocharger joint 39 Gasket 40 Gasket 41 Intake manifold joint 42 Gasket 43 Intake Manifold 44 Intake manifold gasket 45 Intake manifold gasket 46 Head cover 47 Head cover gasket 48 Head cover gasket 49 Exhaust manifold 50 Exhaust recirculation piping joint 51 Gasket 52 Exhaust recirculation piping joint 53 Exhaust recirculation piping 54 Exhaust recirculation piping joint 55 Gasket 56 Exhaust re-exhaust Circulating piping joint 57 Intake piping 58 Intake piping 59 Intake piping Grip 60 Intake piping joint 61 Crankcase ventilation piping joint 62 Crankcase ventilation valve 63 Crankcase ventilation piping joint 64 Crankcase ventilation piping 65 Crankcase ventilation piping joint 66 Intake piping 67 Blow-by reduction piping joint 68 Blow-by reduction piping 69 Blow-by reduction piping Fitting 70 Gasket 71 Gasket 72 Gasket 73 Gasket 74 Boost pressure sensor 75 Gasket 76 Gasket 77 Lubricating oil meter 78 Gasket 79 Gasket 80 Piston 81 Piston ring 82 Piston ring 83 Piston ring empty groove 84 Piston ring empty groove

  The present invention relates to an intake system of a DOHC (Double Over Head Camshaft) 4-cycle diesel engine with an electronically controlled pressure accumulator fuel injection turbocharger.

The diesel engine injects fuel into compressed high-temperature air, and performs self- ignition from the place where the conditions of the ignition temperature and the mixing ratio are suitable, so that it is difficult to perform uniform combustion. Also, when the fuel injection amount at high load increases , partial oxygen deficiency tends to occur and PM (Particulate Matter) is likely to occur, and the mixture is burned at high temperature with high compression ratio, so nitrogen oxides Is also likely to occur.

In recent years, strict exhaust gas regulations have been enforced , and the intake system , fuel system, engine body, and aftertreatment device of the DOHC 4-cycle diesel engine with electronically controlled pressure accumulator fuel-injection turbocharger have been improved to reduce exhaust gas. .

An intake air amount sensor and a supercharging pressure sensor are used to measure the intake air amount of the intake system. The intake air sensor is installed immediately after the intake air filter and measures the amount of air passing by using heat rays . The supercharging pressure sensor is attached to the intake manifold, measures the intake pressure with the electrical change of the semiconductor, and the electronic fuel calculation device uses the information of the intake temperature sensor attached near the intake filter to measure the volume change due to the temperature change. Calculated with accurate air mass.
The blow-by purifier of the blow-by reduction device separates the blow-by gas into air and lubricating oil by swirling flow and elements, and returns them to the intake and oil pan to prevent the burning of lubricating oil and reduce particulate matter SOF (Soluble Organic Fraction). ing.
Exhaust gas recirculation system There are two types of minute from the exhaust pipe of a method and DPF (Diesel Particulate Filter) and after the catalyst to return the exhaust gas to the intake manifold diverted limited by the control valve after cooling in the heat exchanger from the exhaust manifold There is a method of flowing and cooling with a heat exchanger and then restricting with a control valve and sucking in from before the turbocharger. The amount of oxygen in the intake air decreases and the combustion temperature decreases, so that nitrogen oxides are reduced .
The fuel-system electronically controlled pressure accumulator fuel injection device converts the fuel sent from the fuel tank by the low pressure pump into a high pressure by the high pressure pump and sends it to the pressure accumulator by the high pressure pipe. The pressure in the accumulator vessel is detected by a pressure sensor, the pressure of the high pressure pump at a signal from the electronic fuel computing device is a pressure limiting valve for pressure reduction if it exceeds a control to permit pressure. Fuel in was kept at the specified pressure accumulating container is being sent at high pressure pipe, and atomized fuel from 0.99 MPa from electromagnetic injection hole into the combustion chamber at high pressure injection 200 MPa, surface area contact with the air increases Because it burns quickly. Since it can be injected with the amount and injection timing according to the engine load and rotation speed calculated by the electronic fuel calculation device, it becomes a homogeneous mixture and reduces the occurrence of PM due to partial oxygen shortage.
The conventional valve type has OHV (Over Head Valve). However, OHC (Over Head Camshaft), in which the push rod is omitted and the camshaft is mounted on the cylinder head, has come to be used due to advantages such as more compactness and higher rotation. In addition, the DOHC that directly pushes the intake and exhaust valves without the rocker arm is adopted. High output is possible at high rotation , and the movement of the piston and the valve and the camshaft angle sensor are accurately synchronized. Therefore, there is an advantage that the injection timing is not shifted and the intake amount is increased due to the effect of four valves. Since the compression pressure is stable and the electromagnetic injection hole is installed at the center to improve combustion, the exhaust gas is reduced.
However, since the air-fuel ratio changes due to load fluctuations and PM and nitrogen oxides are generated , the oxygen sensor measures the air-fuel ratio, the electronic fuel calculation device calculates the fuel injection amount, and the fuel injection device adjusts the injection amount And fuel is injected. And PM and nitrogen oxides are reduced by the post-processing device.

Reduction oxidation catalyst honeycomb metal carbon monoxide oxidation catalyst rainbow such as a noble metal of the post-processing apparatus, hydrocarbons, carbon dioxide nitric oxide, water, particulate matter SOF causes oxidized to nitrogen dioxide To do.
DPF is a filter that collects PM. PM is collected by passing exhaust gas through ceramic walls that are alternately plugged into honeycomb-like holes. PM is generated at low load and DPF is clogged, so it must be removed.When the exhaust pressure is high, the exhaust pressure sensor senses it and injects fuel into the exhaust gas to raise the exhaust temperature and incinerate Has been removed.
The urea selective reduction catalyst measures the amount of nitrogen oxides in the exhaust gas with a nitrogen oxide sensor, injects urea water according to the amount of nitrogen oxides into the exhaust pipe, and hydrolyzes it to generate ammonia. Nitrogen monoxide and nitrogen dioxide are selected as the reduction catalyst and reduced to nitrogen and water.

Edited by Takayuki Suzuki “Thorough Research on Diesel Engines” Grand Prix Publishing September 25, 2012 Takashi Suzuki “Diesel Engine and Automobile” Miki Shobo, March 25, 2008 “Motor Fan Illustrated” VOL.78 Diesel Engine Chapter 2 Sanei Shobo April 28, 2013

It solved the problems is to accurately intake air flow data.
When the load fluctuates, there is an increase or decrease in the fuel injection amount and a change in the engine speed, and the intake air amount is also increasing or decreasing. If too much fuel injection quantity for the intake air quantity becomes PM for the amount of oxygen deficiency is likely to occur at the time of combustion, nitrogen for oxygen amount is large at the time of combustion when the amount of fuel injection is too small for the amount of intake air Oxides are likely to be generated.
The cause is that the intake air pressure sensor and the supercharging pressure sensor are accurate because there are leaks due to gaps and looseness in the intake hose band and blow-by reduction hose clamp in the intake system, and leaks in the head cover gasket, intake manifold gasket, and turbocharger compressor housing. This is because the intake air amount measurement and the oxygen sensor cannot accurately measure the air-fuel ratio.
When there is a leak in the intake system, the intake air amount of the intake air sensor is measured when negative pressure is decelerated and when positive pressure is accelerated. Sometimes it measures more than the amount of intake used in the intake stroke .
If the intake air amount information is inaccurate, fuel supply corresponding to the accelerator opening and engine load cannot be performed, so the information stored in the electronic fuel calculation device, camshaft angle, accelerator opening, accumulator pressure The electronic fuel calculation device calculates the fuel injection amount based on the information on the electromagnetic injection hole, the low pressure pump, the high pressure pump, the water temperature, the vehicle speed, and the air-fuel ratio measurement, and the fuel injection device injects the fuel . However, since the output is emphasized, the fuel injection amount increases. In addition, when the air leaks from the blow-by reduction device, the amount of oxygen is measured by the oxygen sensor.

In order to solve this problem, in the present invention, an intake system with a joint, a steel pipe, and an aluminum pipe are set in the intake system, and a steel sheet gasket is attached to the joint and securely fixed with bolts and nuts to restore a structure that does not leak. To do. Head cover gasket, intake manifold gaskets, leakage of the compressor housing of the turbocharger is to repair the structure without leakage wearing assembled by applying the liquid gasket. The compression leak from the piston ring is set as small as possible to prevent the compression leak . Crankcase ventilation valve to three becomes large ventilation amount is set to a high load by reducing the amount of aeration during low load settings.

However, if the leakage of the intake system is repaired, the intake pressure becomes high and dangerous.
By repairing the leakage of the intake system, the reduction of the intake pressure is restored, and the intake pressure, intake temperature, compression pressure, and combustion temperature increase, and the parts affected by the pressure become insufficient in strength and damage the engine.
Therefore, in order to prevent engine breakage, it is necessary to change the setting to a low compression ratio and a low supercharging pressure to change the setting to lower the combustion temperature to ensure the strength of the parts. First, the setting of the compression ratio and the supercharging pressure is changed to the lowest within the usable range. Next, the supercharging pressure at the time of low load is changed to a negative pressure. Then, the intake camshaft and the exhaust camshaft are set to appropriate valve opening / closing timing.
Nevertheless, the damage situation when the conventional setting is used will be described. If the conventional compression ratio and supercharging pressure are set , piston melting , cylinder head bolt damage, cylinder head damage, cylinder head gasket damage, piston ring damage, bearing metal damage, connecting rod distortion , cylinder bore wear, engine damage.
However, even if the compression ratio and supercharging pressure are changed, the engine will be damaged if the compression pressure, supercharging pressure, and combustion temperature are high. On the other hand, if the compression ratio is high by setting the valve opening / closing timing of the intake camshaft and exhaust camshaft, the engine will be damaged. Both damage situations will be described. Damages include piston dissolution, cylinder head bolt damage, cylinder head damage, cylinder head gasket damage, connecting rod distortion , piston ring damage, cylinder bore wear, camshaft distortion , bearing metal damage, and sensor mounted on the engine. Because the combustion temperature and engine temperature are high, a lot of blow-by is sucked from the blow-by reduction pipe, and the lubricating oil burns to discharge particulate matter SOF and nitrogen oxides.
Also, it is dangerous to cause damage and fire due to abnormal increase in lubricating oil pressure . In addition, since the intake air leak is repaired, if the lubricating oil pressure is high or the lubricating system circuit is clogged, the lubricating oil leaks from the lubricating system circuit and the head cover and decreases, resulting in a lack of lubricating oil and engine failure and engine fire. There occurs simultaneously an intake system, lubricating oil enters the engine failure and an engine fire occurs in the exhaust recirculation system.
In order to prevent engine damage and engine fire due to the abnormal increase in the above-mentioned lubricant pressure, pay attention to the management of lubricant and take measures to prevent the lubricant pressure from increasing abnormally.
In the following, the situation when the lubricating oil pressure rises abnormally will be described. Lubricating oil leaks and the amount of lubricating oil decreases, turbocharger damage, bearing metal damage, cylinder head gasket damage, cylinder bore wear, piston ring damage, seizure engine damage and engine fire. Lubricating oil pressure rises abnormally, the lubricating oil enters the intake system, blow-by reduction piping, crankcase ventilation piping, intake piping enters the combustion chamber, cylinder head bolt breakage, cylinder head breakage, cylinder head gasket breakage, engine damage To do. Lubricating oil that has passed through the intake pipe enters the exhaust gas recirculation system, enters the exhaust gas recirculation pipe, exhaust manifold, and exhaust pipe, and the lubricating oil burns, causing an engine fire.
In addition, since the engine is damaged when the inertial pressure is applied because the distance from the intake air filter to the engine is long, and when the inertial pressure is applied to the intake system, the intake system of the present invention cannot be used .

In the present invention, the intake air amount sensor and the boost pressure sensor accurately measure the intake air amount used in the intake stroke in order to repair the leakage of the intake system, the intake air amount information is accurate, and the air-fuel ratio measurement of the oxygen sensor is also accurate. Therefore, the electronic fuel calculation device accurately controls the required fuel injection amount, and the fuel is injected from the electromagnetic injection hole at the optimum timing and amount. The crankcase vent valve reduces the blow-by air flow rate at low load and changes it at high load to change the blow-by air flow rate to an appropriate amount , so the intake air amount is accurately measured and the effect of reducing PM and nitrogen oxides is achieved. is there.

FIG. 1 is an explanatory diagram of an intake system device. FIG. 2 is an explanatory diagram of the turbocharger, the intake manifold, and the head cover. FIG. 3 is an explanatory diagram of exhaust recirculation piping, blow-by reduction piping, and crankcase ventilation piping. FIG. 4 is an explanatory diagram of a supercharging pressure sensor, a lubricating oil amount meter, a piston, and a piston ring.

For the purpose of accurately measuring the intake air amount by repairing the leakage of the intake system, a steel pipe and an aluminum pipe are installed in the intake system and pipe with a joint, and a steel plate gasket is attached to the joint and securely fixed with bolts and nuts. As a result, inspection time was shortened and durability was improved.

An embodiment for repairing leakage in the intake system will be described with reference to FIGS.
2 is attached to 18 joints of 1 intake filter and 9 intake pipes of FIG. 1 and securely fixed with bolts and nuts. 2 is attached to 19 joints of 9 intake pipes and 2 turbochargers in FIG. 1 and securely fixed with bolts and nuts. The 40-gasket shown in FIG. 2 is attached to 20 joints of the 2-turbosupercharger and 10-air intake pipe shown in FIG. 1 and securely fixed with bolts and nuts. 2 is attached to 21 joints of 10 intake pipes and 3 heat exchangers of FIG. 1 and securely fixed with bolts and nuts. 2 is attached to 22 joints of 3 heat exchangers and 11 intake pipes of FIG. 1 and securely fixed with bolts and nuts. The 11 intake pipe shown in FIG. 1 and the 58 intake pipe shown in FIG. 3 are attached to the 60 joint and the 23 joint shown in FIG. 1 with the 73 gasket shown in FIG. 58 intake pipe and the 43 intake manifold of Figure 2 fitted with a 42 gasket of Figure 2 in 59 joints of 41 joint and 3 in Figure 2 volts of Figure 3, securely fixed with a nut.
The 49 exhaust manifold and 53 exhaust recirculation pipe in FIG. 3 are securely fixed with bolts and nuts by installing 51 gaskets between the 50 and 52 joints. The 53 exhaust recirculation pipe in FIG. 3 and the 6 exhaust recirculation apparatus in FIG. 1 are securely fixed with bolts and nuts by attaching 55 gaskets to 26 joints and 54 joints in FIG. The 6 exhaust gas recirculation device and the 7 exhaust gas recirculation device shown in FIG. 1 are attached to the 27 joints with the 55 gasket shown in FIG. The 14 exhaust gas recirculation pipe of FIG. 1 and the 57 intake pipe of FIG. 3 are securely fixed with bolts and nuts by attaching 55 gaskets to the 28 joint of FIG. 1 and the 56 joint of FIG. 3 is attached to the 29 joint of FIG. 1 and the 67 joint of FIG. 3 by attaching the 71 intake gasket of FIG. 3 to the 9 intake pipe of FIG. 1 and the 68 blow-by reduction pipe of FIG. Attach 72 gaskets to 69 joints of the 68 blow-by reduction pipe and head cover in FIG. 3 and securely fix them with bolts and nuts.
The crankcase ventilation valve is designed to have a structure in which the ventilation rate is reduced when the load is low and the ventilation rate changes greatly when the load is high. One set different one-way valve of aeration in three at low load, to an appropriate amount of blow-by aeration with by three vent at a high load to correct the intake air amount measured in the intake manifold. However, PCV (Positive Crankcase Ventilation) If the temperature aeration amount is reduced in the case and the crankcase valve is attached is increased without attaching the crankcase vent valve set in this three. This is because the inside of the crankcase is insufficiently ventilated, so the temperature changes to a high level and the piston ring and bearing metal wear. 62 crankcase ventilation valve of Figure 3 is attached two by venting a small amount of crankcase ventilation valve in a direction that is bent attach the aeration in the straight direction is often crankcase ventilation valve. Attach the ventilation direction so that the head cover vents to the intake manifold. The 58 intake pipe and 62 crankcase ventilation valve in FIG. 3 are fitted with 70 gaskets at 61 joints and securely fixed with bolts and nuts. Attach a 70 gasket to the 63 joint of the 62 crankcase ventilation valve and 64 crankcase ventilation pipe of Fig. 3 and fix them securely with bolts and nuts. Attach 72 gaskets to 65 joints of the 64 crankcase ventilation pipe and head cover of Fig. 3 and securely fix them with bolts and nuts.

A 48-head cover gasket is attached by applying a liquid gasket with a width of 3 mm so as not to protrude inward on a 47-shaded portion of the 46-head cover in FIG. Apply the liquid gasket on the cylinder head side head cover gasket with a width of 3 mm so that it does not protrude inside, and assemble it to the cylinder head.
Apply the liquid gasket with a width of 3mm to the 44 gasket mounting part of the 43 intake manifold in Fig. 2 so that it does not protrude inward, install the 45 intake manifold gasket, and place the liquid gasket inside the intake manifold gasket on the cylinder head side. Apply to a width of 3 mm so that it does not stick out and assemble to the cylinder head.
The center housing is assembled by applying a liquid gasket with a width of 5 mm so that the liquid gasket does not protrude toward the inside of the 36 hatched portion of the 35 turbocharger compressor housing of FIG.
A 76 gasket is attached to the 75 gasket attachment portion of the 74 supercharging pressure sensor in FIG. 4 and assembled to the intake manifold.
79 gaskets are mounted on 78 gasket mounting portions of the 77 lubricating oil amount meter in FIG. Set a gasket with the same outer diameter of the lubricant meter as the inner diameter of the gasket .

The 80 piston shown in FIG. 4 has a half spiral surface on one side and is provided with a piston ring groove for three rotations from the bottom to the left and three piston ring grooves parallel to the top of the piston on the opposite half surface 81. The 82 piston ring is formed in a spiral shape. The piston ring groove of 80 piston will be described. 82 Piston ring is installed in the piston ring groove parallel to the piston head from the top of the 80 piston, and it goes to the right and goes diagonally 120 degrees, enters the second stage piston ring groove, and goes straight in parallel with the piston head. The third rotation also advances 120 degrees diagonally downward, the same as the second rotation , enters the third-stage piston ring groove, advances straight in parallel with the piston top, and the tip is the third-stage piston ring and the rear end is one-stage. a compressive leakage for eye piston ring and both the gap is small is small, and 85 the piston ring tip, the wear of the piston ring comprises a free groove extending the piston ring grooves in both the piston ring rear end 86 and wherein the less. However, to prevent the gap of the piston ring tip and third stage, because when the piston ring rear end first stage gap are in contact without the piston ring is worn, the wear and smaller gaps.

DESCRIPTION OF SYMBOLS 1 Intake filter 2 Turbocharger 3 Heat exchanger 4 Intake manifold 5 Exhaust manifold 6 Exhaust recirculation device 7 Exhaust recirculation device 8 Crankcase ventilation valve 9 Intake piping 10 Intake piping 11 Intake piping 12 Intake piping 13 Exhaust recirculation piping 14 Exhaust air recirculation piping 15 Blow-by reduction piping 16 Crankcase ventilation piping 17 Crankcase ventilation piping 18 Intake piping joint 19 Intake piping joint 20 Intake piping joint 21 Intake piping joint 22 Intake piping joint 23 Intake piping joint 24 Intake piping joint 25 Exhaust gas recirculation Circulation piping joint 26 Exhaust recirculation piping joint 27 Exhaust recirculation piping joint 28 Exhaust recirculation piping joint 29 Blow-by reduction piping joint 30 Blow-by reduction piping joint 31 Crankcase ventilation piping joint 32 Crankke Ventilation pipe joint 33 Crankcase ventilation pipe joint 34 Crankcase ventilation pipe joint 35 Turbocharger compressor housing 36 Liquid gasket 37 Turbocharger joint 38 Turbocharger joint 39 Gasket 40 Gasket 41 Intake manifold joint 42 Gasket 43 Intake Manifold 44 Intake manifold gasket 45 Intake manifold gasket 46 Head cover 47 Head cover gasket 48 Head cover gasket 49 Exhaust manifold 50 Exhaust recirculation piping joint 51 Gasket 52 Exhaust recirculation piping joint 53 Exhaust recirculation piping 54 Exhaust recirculation piping joint 55 Gasket 56 Exhaust re-exhaust Circulating piping joint 57 Intake piping 58 Intake piping 59 Intake piping Grip 60 Intake piping joint 61 Crankcase ventilation piping joint 62 Crankcase ventilation valve 63 Crankcase ventilation piping joint 64 Crankcase ventilation piping 65 Crankcase ventilation piping joint 66 Intake piping 67 Blow-by reduction piping joint 68 Blow-by reduction piping 69 Blow-by reduction piping Joint 70 Gasket 71 Gasket 72 Gasket 73 Gasket 74 Boost pressure sensor 75 Gasket 76 Gasket 77 Lubricating oil meter 78 Gasket 79 Gasket 80 Piston
81 Piston 82 Piston ring
83 Piston ring
84 Piston ring
85 Piston ring empty groove
86 Piston ring empty groove

  An embodiment for repairing leakage in the intake system will be described with reference to FIGS.
  The gasket 39 of FIG. 2 is attached to the intake pipe joint 8 and the intake filter 1 and the intake pipe 25 of FIG. 1 are securely fixed with bolts and nuts. The gasket 39 of FIG. 2 is attached to the intake pipe joint 9 and the intake pipe 25 and the turbocharger 2 of FIG. 1 are securely fixed with bolts and nuts. The gasket 40 of FIG. 2 is attached to the intake pipe joint 10 and the turbocharger 2 and the intake pipe 26 of FIG. 1 are securely fixed with bolts and nuts. The gasket 40 of FIG. 2 is attached to the intake pipe joint 11 and the intake pipe 26 and the heat exchanger 3 of FIG. 1 are securely fixed with bolts and nuts. The heat exchanger 3 and the intake pipe 27 of FIG. 1 are attached to the intake pipe joint 12 with the gasket 40 of FIG. 2 and securely fixed with bolts and nuts. The gasket 77 shown in FIG. 3 is attached between the intake pipe joint 62 and the intake pipe joint 13 shown in FIG. 1 and the intake pipe 27 shown in FIG. 1 and the intake pipe 60 shown in FIG. 2 is installed between the intake manifold joint 41 of FIG. 2 and the intake pipe joint 61 of FIG. 3 and the bolts and nuts are securely fixed.
  The exhaust manifold 49 and the exhaust gas recirculation pipe 53 shown in FIG. 3 are fixed between the exhaust gas recirculation pipe joint 50 and the exhaust gas recirculation pipe joint 52 with bolts and nuts. The exhaust gas recirculation pipe 53 in FIG. 3 and the exhaust gas recirculation device 5 in FIG. 1 are securely fixed with bolts and nuts by attaching a gasket 55 between the exhaust gas recirculation pipe joint 16 and the exhaust gas recirculation pipe joint 54 in FIG. To do. The exhaust gas recirculation device 5 and the exhaust gas recirculation device 6 of FIG. 1 are securely fixed with bolts and nuts by attaching the gasket 55 of FIG. 3 to the exhaust gas recirculation pipe joint 17. The exhaust gas recirculation pipe 30 in FIG. 1 and the intake air pipe 57 in FIG. 3 are securely attached with bolts and nuts by attaching a gasket 55 between the exhaust gas recirculation pipe joint 18 in FIG. 1 and the exhaust gas recirculation pipe joint 56 in FIG. Fix it. 3 is attached to the blow-by reduction pipe joint 19 of FIG. 1 and the blow-by reduction pipe joint 71 of FIG. 3 and the bolts and nuts are securely fixed. . The blow-by reduction pipe 72 and the head cover in FIG. 3 are fixed to the blow-by reduction pipe joint 73 with a gasket 76 and securely fixed with bolts and nuts.
  The crankcase ventilation valve is designed to have a structure in which the ventilation rate is reduced when the load is low and the ventilation rate changes greatly when the load is high. Set three one-way valves with different airflows and ventilate one at low load and three at high load to accurately measure the intake air volume in the intake manifold and make the blow-by airflow appropriate. However, when the PCV (Positive Crankcase Ventilation) valve is installed and when the air flow in the crankcase decreases and the temperature rises, these three crankcase ventilation valves are not installed. This is because the inside of the crankcase is insufficiently ventilated, so the temperature changes to a high level and the piston ring and bearing metal wear. The crankcase ventilation valve 64 shown in FIG. 3 is attached with two crankcase ventilation valves having a small amount of air flow in the bent direction. Attach the ventilation direction so that air flows from the head cover to the intake manifold. A gasket 74 is attached to the crankcase ventilation pipe joint 63 and the intake pipe 60 and the crankcase ventilation valve 64 of FIG. 3 are securely fixed with bolts and nuts. The crankcase ventilation valve 64 and the crankcase ventilation pipe 66 of FIG. 3 are securely fixed with bolts and nuts by attaching a gasket 74 to the crankcase ventilation pipe joint 65. The gasket 76 and the head cover of FIG. 3 are fixed to the crankcase ventilation pipe joint 67 with a gasket 76 and securely fixed with bolts and nuts.

  A liquid gasket is applied to the shaded portion 47 of the head cover 46 in FIG. 2 so as not to protrude inward, and a head cover gasket 48 is attached. Apply the liquid gasket on the cylinder head side head cover gasket with a width of 3mm so that it does not protrude inside, and assemble it to the cylinder head.
  Apply the liquid gasket to the gasket mounting portion 44 of the intake manifold 43 shown in FIG. Apply with a width of 3 mm so that it does not stick out and assemble it into the cylinder head.
  A liquid gasket is applied to the turbocharger compressor housing 35 of FIG. 2 near the center of the shaded portion 36 so as not to protrude inward, and the center housing is assembled.
  A gasket 80 is mounted on the gasket mounting portion 79 of the supercharging pressure sensor 78 in FIG. 4 and assembled to the intake manifold.
  A gasket 83 is mounted on the gasket mounting portion 82 of the lubricating oil amount meter 81 shown in FIG. Set a gasket with the same outer diameter of the lubricant meter as the inner diameter of the gasket.

  The piston 84 in FIG. 4 has a one-sided half-surface spiral shape and is provided with a piston ring groove three times from the bottom to the left, and is provided with three piston-ring grooves parallel to the top of the opposite half-surface piston 85. The piston ring 86 is formed in a spiral shape. The piston ring groove of the piston 84 will be described. The lower end of the piston ring 86 is attached to the piston ring groove in parallel with the piston head from the upper part of the piston 84, proceeds one turn to the right, advances obliquely 120 degrees, enters the second stage piston ring groove, and the piston head It goes straight in parallel, and the third rotation goes 120 degrees diagonally downward, just like the second rotation, enters the third-stage piston ring groove and goes straight in parallel with the piston head, and the tip is the third-stage piston ring. There is little compression leakage because the gap between both ends of the piston ring at the first stage is small, and the piston ring groove is extended at the rear end of the piston ring. Since the perforated groove 90 is provided, the wear of the piston ring is small. However, the piston ring wears when there is no gap between the piston ring tip and the third stage gap and the piston ring rear end and the first stage gap, so the gap is set small to prevent wear.

  1 Intake filter
  2 Turbocharger
  3 heat exchanger
  4 Intake manifold
  5 Exhaust gas recirculation device
  6 Exhaust gas recirculation device
  7 Crankcase ventilation valve
  8 Intake piping joint
  9 Intake piping joint
  10 Intake piping joint
  11 Intake piping joint
  12 Intake piping joint
  13 Intake piping joint
  14 Intake piping joint
  15 Exhaust gas recirculation piping joint
  16 Exhaust gas recirculation piping joint
  17 Exhaust gas recirculation piping joint
  18 Exhaust gas recirculation piping joint
  19 Blow-by reduction piping joint
  20 Blow-by reduction piping joint
  21 Crankcase vent piping joint
  22 Crankcase vent piping joint
  23 Crankcase vent piping joint
  24 Crankcase ventilation piping joint
  25 Intake piping
  26 Intake piping
  27 Intake piping
  28 Intake piping
  29 Exhaust gas recirculation piping
  30 Exhaust gas recirculation piping
  31 Blow-by reduction piping
  32 Crankcase ventilation piping
  33 Crankcase ventilation piping
  34 Exhaust manifold
  35 Turbocharger compressor housing
  36 Liquid gasket
  37 Turbocharger joint
  38 Turbocharger joint
  39 Gasket
  40 Gasket
  41 Intake manifold joint
  42 Gasket
  43 Intake manifold
  44 Intake manifold gasket
  45 Intake manifold gasket
  46 Head cover
  47 Liquid gasket
  48 Head cover gasket
  49 Exhaust manifold
  50 Exhaust gas recirculation pipe joint
  51 Gasket
  52 Exhaust gas recirculation piping joint
  53 Exhaust gas recirculation piping
  54 Exhaust gas recirculation piping joint
  55 Gasket
  56 Exhaust gas recirculation piping joint
  57 Intake piping
  58 Intake piping joint
  59 Intake piping joint
  60 Intake piping
  61 Intake piping joint
  62 Intake piping joint
  63 Crankcase vent piping joint
  64 Crankcase ventilation valve
  65 Crankcase vent piping joint
  66 Crankcase ventilation piping
  67 Crankcase ventilation piping joint
  68 Intake piping
  69 Intake piping fitting
  70 Intake piping joint
  71 Blow-by reduction piping joint
  72 Blow-by reduction piping
  73 Blow-by reduction piping joint
  74 Gasket
  75 Gasket
  76 Gasket
  77 Gasket
  78 Boost pressure sensor
  79 Gasket
  80 Gasket
  81 Lubricating oil meter
  82 Gasket
  83 Gasket
  84 piston
  85 piston
  86 Piston ring
  87 Piston ring
  88 piston ring
  89 Piston ring perforated groove
  90 Piston ring perforated groove

An embodiment for repairing leakage in the intake system will be described with reference to FIGS.
The gasket 39 of FIG. 2 is attached to the intake pipe joint 8 and the intake filter 1 and the intake pipe 25 of FIG. 1 are securely fixed with bolts and nuts. The gasket 39 of FIG. 2 is attached to the intake pipe joint 9 and the intake pipe 25 and the turbocharger 2 of FIG. 1 are securely fixed with bolts and nuts. The gasket 40 of FIG. 2 is attached to the intake pipe joint 10 and the turbocharger 2 and the intake pipe 26 of FIG. 1 are securely fixed with bolts and nuts. The gasket 40 of FIG. 2 is attached to the intake pipe joint 11 and the intake pipe 26 and the heat exchanger 3 of FIG. 1 are securely fixed with bolts and nuts. The heat exchanger 3 and the intake pipe 27 of FIG. 1 are attached to the intake pipe joint 12 with the gasket 40 of FIG. 2 and securely fixed with bolts and nuts. The gasket 77 shown in FIG. 3 is attached between the intake pipe joint 62 and the intake pipe joint 13 shown in FIG. 1 and the intake pipe 27 shown in FIG. 1 and the intake pipe 60 shown in FIG. The gasket 42 of FIG. 2 is mounted between the intake manifold joint 41 and the intake pipe joint 61 of FIG. 3 and the intake pipe 60 of FIG. 3 and the intake manifold 43 of FIG. 2 are securely fixed with bolts and nuts.
The exhaust manifold 49 and the exhaust gas recirculation pipe 53 shown in FIG. 3 are fixed between the exhaust gas recirculation pipe joint 50 and the exhaust gas recirculation pipe joint 52 with bolts and nuts. The exhaust gas recirculation pipe 53 in FIG. 3 and the exhaust gas recirculation device 5 in FIG. 1 are securely fixed with bolts and nuts by attaching a gasket 55 between the exhaust gas recirculation pipe joint 16 and the exhaust gas recirculation pipe joint 54 in FIG. To do. The exhaust gas recirculation device 5 and the exhaust gas recirculation device 6 of FIG. 1 are securely fixed with bolts and nuts by attaching the gasket 55 of FIG. 3 to the exhaust gas recirculation pipe joint 17. The exhaust gas recirculation pipe 30 in FIG. 1 and the intake air pipe 57 in FIG. 3 are securely attached with bolts and nuts by attaching a gasket 55 between the exhaust gas recirculation pipe joint 18 in FIG. 1 and the exhaust gas recirculation pipe joint 56 in FIG. Fix it. 3 is installed between the blow- by reduction pipe joint 19 of FIG . 1 and the blow- by reduction pipe joint 71 of FIG. 3 with the intake pipe 25 of FIG. 1 and the blow-by reduction pipe 72 of FIG. Fix it. The blow-by reduction pipe 72 and the head cover in FIG. 3 are fixed to the blow-by reduction pipe joint 73 with a gasket 76 and securely fixed with bolts and nuts.
The crankcase ventilation valve is designed to have a structure in which the ventilation rate is reduced when the load is low and the ventilation rate changes greatly when the load is high. Three one-way valves with different airflows are set, one is sucked at low load, and three is sucked at high load, so the intake air in the intake manifold is accurately measured and the blowby airflow is appropriate. To. However, when the PCV (Positive Crankcase Ventilation) valve is installed and when the air flow in the crankcase decreases and the temperature rises, these three crankcase ventilation valves are not installed. This is because the inside of the crankcase is insufficiently ventilated, so the temperature changes to a high level and the piston ring and bearing metal wear. The crankcase ventilation valve 64 shown in FIG. 3 has a crankcase ventilation valve with a large ventilation amount in the straight direction and two crankcase ventilation valves with a small ventilation amount in the bent direction. The suction direction is attached so that it flows from the head cover to the intake manifold. A gasket 74 is attached to the crankcase ventilation pipe joint 63 and the intake pipe 60 and the crankcase ventilation valve 64 of FIG. 3 are securely fixed with bolts and nuts. The crankcase ventilation valve 64 and the crankcase ventilation pipe 66 of FIG. 3 are securely fixed with bolts and nuts by attaching a gasket 74 to the crankcase ventilation pipe joint 65. The gasket 76 and the head cover of FIG. 3 are fixed to the crankcase ventilation pipe joint 67 with a gasket 76 and securely fixed with bolts and nuts.

A liquid gasket is applied to the shaded portion 47 of the head cover 46 in FIG. 2 so as not to protrude inward, and a head cover gasket 48 is attached. Next , apply a liquid gasket with a width of 3 mm on the cylinder head side head cover gasket so as not to protrude inward, and assemble it to the cylinder head. A liquid gasket is applied to the gasket mounting portion 44 of the intake manifold 43 shown in FIG. Then, apply the liquid gasket to the intake manifold gasket on the cylinder head side with a width of 3 mm so as not to protrude inward, and assemble it to the cylinder head.
A liquid gasket is applied to the turbocharger compressor housing 35 of FIG.
A gasket 80 is mounted on the gasket mounting portion 79 of the supercharging pressure sensor 78 in FIG. 4 and assembled to the intake manifold. A gasket 83 is mounted on the gasket mounting portion 82 of the lubricating oil amount meter 81 shown in FIG. Set a gasket with the same outer diameter of the lubricant meter as the inner diameter of the gasket.

The piston 84 in FIG. 4 has a spiral half on one side and is provided with a piston ring groove for three rotations from the bottom to the left. The opposite half is provided with three piston ring grooves parallel to the top of the piston 85 . The piston ring 86 is formed in a spiral shape. The piston ring groove of the piston 84 will be described. The lower end of the piston ring 86 is attached to the piston ring groove in parallel with the piston head from the upper part of the piston 84, proceeds one turn to the right, proceeds obliquely 120 degrees, enters the second stage piston ring groove, It goes straight in parallel, and the third rotation goes 120 degrees diagonally downward, just like the second rotation, enters the third-stage piston ring groove and goes straight in parallel with the piston head, and the tip is the third-stage piston ring. There is little compression leakage because the gap between both ends of the piston ring at the first stage is small, and the piston ring groove is extended at the rear end of the piston ring. Since the perforated groove 90 is provided, the wear of the piston ring is small. However, the piston ring wears when there is no gap between the piston ring tip and the third stage gap and the piston ring rear end and the first stage gap, so the gap is set small to prevent wear.

  The present invention relates to an intake system of a DOHC (Double Over Head Camshaft) 4-cycle diesel engine with an electronically controlled pressure accumulator fuel injection turbocharger.

  The diesel engine injects fuel into compressed high-temperature air, and performs self-ignition from the place where the conditions of the ignition temperature and the mixing ratio are suitable, so that it is difficult to perform uniform combustion. Also, when the fuel injection amount at high load increases, partial oxygen deficiency tends to occur and PM (Particulate Matter) is likely to occur, and the mixture is burned at high temperature with high compression ratio, so nitrogen oxides Is also likely to occur.

  In recent years, strict exhaust gas regulations have been enforced, and the intake system, fuel system, engine body, and aftertreatment device of the DOHC 4-cycle diesel engine with electronically controlled pressure accumulator fuel-injection turbocharger have been improved to reduce exhaust gas. .

An intake air amount sensor and a supercharging pressure sensor are used to measure the intake air amount of the intake system. The intake air sensor is installed immediately after the intake air filter and measures the amount of air passing using heat rays. The supercharging pressure sensor is attached to the intake manifold, measures the intake pressure with the electrical change of the semiconductor, and the electronic fuel calculation device uses the information of the intake temperature sensor attached near the intake filter to measure the volume change due to the temperature change. Calculated with accurate air mass.
The blow-by purifier of the blow-by reduction device separates the blow-by gas into air and lubricating oil by swirling flow and elements, and returns them to the intake and oil pan to prevent the burning of lubricating oil and reduce particulate matter SOF (Soluble Organic Fraction). ing.
There are two types of exhaust gas recirculation devices. The exhaust gas is diverted from the exhaust manifold, cooled by a heat exchanger, limited by a control valve and returned to the intake manifold, and diverted from the DPF (Diesel Particulate Filter) and the exhaust pipe after the catalyst. Then, after cooling with a heat exchanger, there is a method of restricting with a control valve and sucking in from before the turbocharger. The amount of oxygen in the intake air is reduced and the combustion temperature is lowered, so that nitrogen oxides are reduced.
The fuel-system electronically controlled pressure accumulator fuel injection device converts the fuel sent from the fuel tank by the low pressure pump into a high pressure by the high pressure pump and sends it to the pressure accumulator by the high pressure pipe. The pressure in the pressure accumulator is detected by a pressure sensor, and the pressure of the high pressure pump is controlled by a signal from the electronic fuel calculation device. The fuel in the pressure accumulator maintained at the specified pressure is sent by a high-pressure pipe, and the fuel is atomized from the electromagnetic injection hole to the combustion chamber by high-pressure injection from 150 MPa to 200 MPa. Burn. Since it can be injected with the amount and injection timing according to the engine load and rotation speed calculated by the electronic fuel calculation device, it becomes a homogeneous mixture and reduces the occurrence of PM due to partial oxygen shortage.
The conventional valve type has OHV (Over Head Valve). However, OHC (Over Head Camshaft), in which the push rod is omitted and the camshaft is mounted on the cylinder head, has come to be used due to advantages such as more compactness and higher rotation. In addition, the DOHC that directly pushes the intake and exhaust valves without the rocker arm is adopted. High output is possible at high rotation, and the movement of the piston and the valve and the camshaft angle sensor are accurately synchronized. Therefore, there is an advantage that the injection timing is not shifted and the intake amount is increased due to the effect of four valves. Since the compression pressure is stable and the electromagnetic injection hole is installed at the center to improve combustion, the exhaust gas is reduced.
However, since the air-fuel ratio changes due to load fluctuations and PM and nitrogen oxides are generated, the oxygen sensor measures the air-fuel ratio, the electronic fuel calculation device calculates the fuel injection amount, and the fuel injection device adjusts the injection amount And fuel is injected. And PM and nitrogen oxides are reduced by the post-processing device.

Oxidation catalyst of post-processing equipment has noble metal and other oxidation catalyst in honeycomb-like metal to oxidize carbon monoxide, hydrocarbon, nitric oxide to carbon dioxide, water, nitrogen dioxide and reduce particulate matter SOF To do.
DPF is a filter that collects PM. PM is collected by passing exhaust gas through ceramic walls that are alternately plugged into honeycomb-like holes. PM is generated at low load and DPF is clogged, so it must be removed.When the exhaust pressure is high, the exhaust pressure sensor senses it and injects fuel into the exhaust gas to raise the exhaust temperature and incinerate it. Has been removed.
The urea selective reduction catalyst measures the amount of nitrogen oxides in the exhaust gas with a nitrogen oxide sensor, injects urea water according to the amount of nitrogen oxides into the exhaust pipe, and hydrolyzes it to generate ammonia. Nitric oxide and nitrogen dioxide are selected as the reduction catalyst and reduced to nitrogen and water.

Edited by Takayuki Suzuki “Thorough Research on Diesel Engines” Grand Prix Publishing September 25, 2012 Takashi Suzuki “Diesel Engine and Automobile” Miki Shobo, March 25, 2008 “Motor Fan Illustrated” VOL.78 Diesel Engine Chapter 2 Sanei Shobo April 28, 2013

The problem to be solved is to correct the intake air amount information.
When the load fluctuates, there is an increase / decrease in the fuel injection amount and a change in the engine speed, and the intake air amount also increases / decreases. If the fuel injection amount is too large relative to the intake air amount, it is easy to generate PM because of the insufficient oxygen amount during combustion, and if the fuel injection amount is too small relative to the intake air amount, the oxygen amount is large during combustion, so nitrogen Oxides are likely to be generated. The cause is leakage due to gaps or looseness in the intake hose band of the intake system, blow-by reduction hose clamp, and leaks in the head cover gasket, intake manifold gasket, and turbocharger compressor housing, so the intake air amount sensor and boost pressure sensor are accurate. This is because it is impossible to measure the intake air amount accurately and the oxygen sensor cannot accurately measure the air-fuel ratio. When there is a leak in the intake system, the intake amount measurement of the intake amount sensor measures more than the intake amount used in the intake stroke during negative pressure deceleration, positive pressure acceleration and deceleration. In the case of a supercharging pressure sensor, it measures more than the amount of intake used in the intake stroke during negative pressure acceleration, deceleration and positive pressure deceleration. If the intake air amount information is inaccurate, fuel supply corresponding to the accelerator opening and engine load cannot be performed. Therefore, information stored in the electronic fuel calculation device, camshaft angle, accelerator opening, pressure accumulator Based on information on pressure, electromagnetic injection holes, low pressure pump, high pressure pump, water temperature, vehicle speed, and air-fuel ratio measurement, the electronic fuel calculation device calculates the fuel injection amount, and the fuel injection device injects fuel. However, the fuel injection amount increases because the output is emphasized. In addition, even when leaking from the blow-by reduction device, the amount of oxygen is measured by the oxygen sensor, so that if the engine is loaded, the fuel injection amount increases.

In order to solve this problem, in the present invention, an intake system with a joint in the intake system and a steel pipe and an aluminum pipe are set in the pipe, and a steel plate gasket is attached between the joints and securely fixed with bolts and nuts to prevent leakage. Repair to no structure. For leaks in the head cover gasket, intake manifold gasket, and turbocharger compressor housing, a liquid gasket is applied and assembled to restore the leak-free structure. The compression leak from the piston ring is set as small as possible to prevent the compression leak. The number of crankcase ventilation valves is set to three so that the blow-by gas intake amount is reduced at low loads and the blow-by gas intake amount is increased at high loads.

However, if the leakage of the intake system is repaired, the intake pressure becomes high and dangerous.
By repairing the leakage of the intake system, the reduction of the intake pressure is restored, and the intake pressure, intake temperature, compression pressure, and combustion temperature increase, and the parts affected by the pressure become insufficient in strength and damage the engine.
Therefore, in order to prevent engine breakage, it is necessary to change the setting to a low compression ratio and a low supercharging pressure to change the setting to lower the combustion temperature to ensure the strength of the parts. First, the setting of the compression ratio and the supercharging pressure is changed to the lowest within the usable range. Next, the supercharging pressure at the time of low load is changed to a negative pressure. Then, the intake camshaft and the exhaust camshaft are set to appropriate valve opening / closing timing.
Nevertheless, the damage situation when the conventional setting is used will be described. If the conventional compression ratio and supercharging pressure are set, piston melting, cylinder head bolt damage, cylinder head damage, cylinder head gasket damage, piston ring damage, bearing metal damage, connecting rod distortion, cylinder bore wear, engine damage.
However, even if the compression ratio and supercharging pressure are changed, the engine will be damaged if the compression pressure, supercharging pressure, and combustion temperature are high. On the other hand, if the compression ratio is high by setting the valve opening / closing timing of the intake camshaft and exhaust camshaft, the engine will be damaged. Both damage situations will be described. Damages include piston dissolution, cylinder head bolt damage, cylinder head damage, cylinder head gasket damage, connecting rod distortion, piston ring damage, cylinder bore wear, camshaft distortion, bearing metal damage, and sensor mounted on the engine. Because the combustion temperature and engine temperature are high, a lot of blow-by is sucked from the blow-by reduction pipe, and the lubricating oil burns to discharge particulate matter SOF and nitrogen oxides.
Also, it is dangerous to cause damage and fire due to abnormal increase in lubricating oil pressure. In addition, if the lubricating oil pressure is high and the lubricating system circuit is clogged because the air intake leak is being repaired, the lubricating oil leaks from the lubricating system circuit and the head cover and decreases, resulting in insufficient lubricating oil and engine failure. A fire occurs, and at the same time, lubricating oil enters the intake system and exhaust recirculation system, causing engine damage and engine fire.
In order to prevent engine damage and engine fires due to the abnormal increase in the above-mentioned lubricant pressure, pay attention to the management of the lubricant and take measures to prevent the lubricant pressure from increasing abnormally.
In the following, the situation when the lubricating oil pressure rises abnormally will be described. Lubricating oil leaks and the amount of lubricating oil decreases, turbocharger damage, bearing metal damage, cylinder head gasket damage, cylinder bore wear, piston ring damage, seizure engine damage and engine fire. Lubricating oil pressure rises abnormally, the lubricating oil enters the intake system, blow-by reduction piping, crankcase ventilation piping, intake piping enters the combustion chamber, cylinder head bolt breakage, cylinder head breakage, cylinder head gasket breakage, engine damage To do. Lubricating oil that has passed through the intake pipe enters the exhaust gas recirculation system, enters the exhaust gas recirculation pipe, exhaust manifold, and exhaust pipe, and the lubricating oil burns, causing an engine fire.
It should be noted that the intake system device of the present invention cannot be used when the inertial pressure is applied due to the long distance from the intake air filter of the intake system to the engine and when the inertial pressure is applied to the intake system because the engine is damaged.

In the present invention, the intake air amount sensor and the supercharging pressure sensor accurately measure the intake air amount used in the intake stroke by correcting the leakage of the intake system, and the intake air amount information is made accurate. Further, in order to accurately control the required fuel injection amount by the electronic fuel calculation device by accurately measuring the air-fuel ratio of the oxygen sensor, the fuel is injected from the electromagnetic injection hole at the optimum timing and amount. In addition, the crankcase ventilation valve changes the blow-by gas intake amount to make the blow-by gas intake amount appropriate, and the intake air amount can be accurately measured, thereby reducing PM and nitrogen oxide emissions.

FIG. 1 is an explanatory diagram of an intake system device. FIG. 2 is an explanatory diagram of the turbocharger, the intake manifold, and the head cover. FIG. 3 is an explanatory diagram of exhaust recirculation piping, blow-by reduction piping, and crankcase ventilation piping. FIG. 4 is an explanatory diagram of a supercharging pressure sensor, a lubricating oil amount meter, a piston, and a piston ring.

  For the purpose of accurately measuring the intake air amount by repairing the leakage of the intake system, a steel pipe and an aluminum pipe are installed in the intake system and pipe with a joint, and a steel plate gasket is attached to the joint and securely fixed with bolts and nuts. As a result, inspection time was shortened and durability was improved.

An embodiment for repairing leakage in the intake system will be described with reference to FIGS.
The gasket 39 of FIG. 2 is attached to the intake pipe joint 8 and the intake filter 1 and the intake pipe 25 of FIG. 1 are securely fixed with bolts and nuts. The gasket 39 of FIG. 2 is attached to the intake pipe joint 9 and the intake pipe 25 and the turbocharger 2 of FIG. 1 are securely fixed with bolts and nuts. The gasket 40 of FIG. 2 is attached to the intake pipe joint 10 and the turbocharger 2 and the intake pipe 26 of FIG. 1 are securely fixed with bolts and nuts. The gasket 40 of FIG. 2 is attached to the intake pipe joint 11 and the intake pipe 26 and the heat exchanger 3 of FIG. 1 are securely fixed with bolts and nuts. The heat exchanger 3 and the intake pipe 27 of FIG. 1 are attached to the intake pipe joint 12 with the gasket 40 of FIG. 2 and securely fixed with bolts and nuts. The gasket 77 shown in FIG. 3 is attached between the intake pipe joint 62 and the intake pipe joint 13 shown in FIG. 1 and the intake pipe 27 shown in FIG. 1 and the intake pipe 60 shown in FIG. The gasket 42 of FIG. 2 is mounted between the intake manifold joint 41 and the intake pipe joint 61 of FIG. 3 and the intake pipe 60 of FIG. 3 and the intake manifold 43 of FIG. 2 are securely fixed with bolts and nuts.
The exhaust manifold 49 and the exhaust gas recirculation pipe 53 shown in FIG. 3 are fixed between the exhaust gas recirculation pipe joint 50 and the exhaust gas recirculation pipe joint 52 with bolts and nuts. The exhaust gas recirculation pipe 53 in FIG. 3 and the exhaust gas recirculation device 5 in FIG. 1 are securely fixed with bolts and nuts by attaching a gasket 55 between the exhaust gas recirculation pipe joint 16 and the exhaust gas recirculation pipe joint 54 in FIG. To do. The exhaust gas recirculation device 5 and the exhaust gas recirculation device 6 of FIG. 1 are securely fixed with bolts and nuts by attaching the gasket 55 of FIG. 3 to the exhaust gas recirculation pipe joint 17. The exhaust gas recirculation pipe 30 in FIG. 1 and the intake air pipe 57 in FIG. 3 are securely attached with bolts and nuts by attaching a gasket 55 between the exhaust gas recirculation pipe joint 18 in FIG. 1 and the exhaust gas recirculation pipe joint 56 in FIG. Fix it. 3 is installed between the blow-by reduction pipe joint 19 of FIG. 1 and the blow-by reduction pipe joint 71 of FIG. 3 with the intake pipe 25 of FIG. 1 and the blow-by reduction pipe 72 of FIG. Fix it. The blow-by reduction pipe 72 and the head cover in FIG. 3 are fixed to the blow-by reduction pipe joint 73 with a gasket 76 and securely fixed with bolts and nuts.
The crankcase ventilation valve is improved in such a structure that the intake amount is reduced when the load is low and the intake amount changes greatly when the load is high. Three one- way valves with different flow rates are set, one is sucked at low load, and three is sucked at high load, so the intake air intake in the intake manifold is accurately measured and the blow-by gas intake amount is reduced. Make an appropriate amount. However, when the PCV (Positive Crankcase Ventilation) valve is installed and when the air flow in the crankcase decreases and the temperature rises, these three crankcase ventilation valves are not installed. The crank case because the piston rings vary high temperature to become insufficient ventilation, is bearing metal wear. The crankcase ventilation valve 64 shown in FIG. 3 has a crankcase ventilation valve with a large intake amount in the straight direction and two crankcase ventilation valves with a small intake amount in the bent direction . The suction direction is attached so that it flows from the head cover to the intake manifold. A gasket 74 is attached to the crankcase ventilation pipe joint 63 and the intake pipe 60 and the crankcase ventilation valve 64 of FIG. 3 are securely fixed with bolts and nuts. The crankcase ventilation valve 64 and the crankcase ventilation pipe 66 of FIG. 3 are securely fixed with bolts and nuts by attaching a gasket 74 to the crankcase ventilation pipe joint 65. The gasket 76 and the head cover of FIG. 3 are fixed to the crankcase ventilation pipe joint 67 with a gasket 76 and securely fixed with bolts and nuts.

A liquid gasket is applied to the shaded portion 47 of the head cover 46 in FIG. 2 so as not to protrude inward, and a head cover gasket 48 is attached. Apply the liquid gasket on the cylinder head side head cover gasket with a width of 3mm so that it does not protrude inside, and assemble it to the cylinder head.
Apply the liquid gasket to the gasket mounting portion 44 of the intake manifold 43 shown in FIG. Apply with a width of 3 mm so that it does not stick out and assemble it into the cylinder head.
A liquid gasket is applied to the turbocharger compressor housing 35 of FIG.
A gasket 80 is mounted on the gasket mounting portion 79 of the supercharging pressure sensor 78 in FIG. 4 and assembled to the intake manifold.
A gasket 83 is mounted on the gasket mounting portion 82 of the lubricating oil amount meter 81 shown in FIG. Set a gasket with the same outer diameter of the lubricant meter as the inner diameter of the gasket.

The piston 84 in FIG. 4 has a spiral half on one side and is provided with a piston ring groove for three rotations from the bottom to the left. The opposite half is provided with three piston ring grooves parallel to the top of the piston 85. The piston ring 86 is formed in a spiral shape. The piston ring groove of the piston 84 will be described. The lower end of the piston ring 86 is attached to the piston ring groove in parallel with the piston head from the upper part of the piston 84, proceeds one turn to the right, advances obliquely 120 degrees, enters the second stage piston ring groove, and the piston head It goes straight in parallel, and the third rotation is also 120 degrees diagonally downward, just like the second rotation, enters the third stage piston ring groove, goes straight in parallel with the piston head, and the tip is the third stage piston ring. Since the gap between both ends of the piston ring at the first stage is small , there is little compression leakage, and the piston ring groove is provided at the rear end of the piston ring. Since the extended perforated groove 90 is provided, the piston ring is less worn . However, the piston ring wears when there is no gap between the piston ring tip and the third stage gap and the piston ring rear end and the first stage gap, so the gap is set small to prevent wear.

DESCRIPTION OF SYMBOLS 1 Intake filter 2 Turbocharger 3 Heat exchanger 4 Intake manifold 5 Exhaust recirculation device 6 Exhaust recirculation device 7 Crankcase ventilation valve 8 Intake pipe joint 9 Intake pipe joint 10 Intake pipe joint 11 Intake pipe joint 12 Intake pipe joint 13 Intake piping joint 14 Intake piping joint 15 Exhaust recirculation piping joint 16 Exhaust recirculation piping joint 17 Exhaust recirculation piping joint 18 Exhaust recirculation piping joint 19 Blow-by reduction piping joint 20 Blow-by reduction piping joint 21 Crankcase ventilation piping joint 22 Crank Case ventilation piping joint 23 Crankcase ventilation piping joint 24 Crankcase ventilation piping joint 25 Intake piping 26 Intake piping 27 Intake piping 28 Intake piping 29 Exhaust recirculation piping 30 Exhaust recirculation piping 31 Blow-by reduction piping 32 Crankcase ventilation pipe 33 Crankcase ventilation pipe 34 Exhaust manifold 35 Turbocharger compressor housing 36 Liquid gasket 37 Turbocharger joint 38 Turbocharger joint 39 Gasket 40 Gasket 41 Intake manifold joint 42 Gasket 43 Intake manifold 44 Intake Manifold gasket 45 Intake manifold gasket 46 Head cover 47 Liquid gasket 48 Head cover gasket 49 Exhaust manifold 50 Exhaust recirculation piping joint 51 Gasket 52 Exhaust recirculation piping joint 53 Exhaust recirculation piping 54 Exhaust recirculation piping joint 55 Gasket 56 Exhaust recirculation piping joint 57 Intake piping 58 Intake piping joint 59 Intake piping joint Hand 60 Intake piping 61 Intake piping joint 62 Intake piping joint 63 Crankcase ventilation piping joint 64 Crankcase ventilation valve 65 Crankcase ventilation piping joint 66 Crankcase ventilation piping 67 Crankcase ventilation piping joint 68 Intake piping 69 Intake piping joint 70 Intake piping Joint 71 Blow-by reduction piping joint 72 Blow-by reduction piping 73 Blow-by reduction piping joint 74 Gasket 75 Gasket 76 Gasket 77 Gasket 78 Supercharging pressure sensor 79 Gasket 80 Gasket 81 Lubricating oil meter 82 Gasket 83 Gasket 84 Piston 85 Piston 86 Piston ring 87 Piston Ring 88 Piston ring 89 Piston ring perforated groove 90 Piston ring perforated groove

Claims (3)

  In improving the intake system of DOHC 4-cycle diesel engine with electronically controlled common rail fuel injection turbocharger, (1) Intake system air cleaner, turbocharger, heat exchanger, intake manifold, exhaust recirculation system, PCV Use steel pipes and aluminum pipes for equipment and other intake piping (2) Hold the gasket on the joint and fix it with bolts and nuts (3) Apply liquid gasket on both sides of the head cover gasket and intake manifold gasket (4) An intake system device characterized in that a liquid gasket is applied and assembled to a joint portion between a turbocharger compressor housing and a center housing, and the intake air amount information is accurate with the above-described configurations (1) to (4).   (1) Intake system air cleaner, intake manifold, exhaust recirculation system, PCV system, and other intake system piping steel pipe, aluminum (2) Gasket is sandwiched between the joints and fixed with bolts and nuts. (3) Liquid gasket is applied to both sides of the head cover gasket and intake manifold gasket. Intake system device characterized by accuracy.   In a piston ring that is wound three times in a spiral and a piston that is provided with a three-turn groove in a spiral, it rotates once in parallel from the top of the piston and advances 120 degrees diagonally downward and parallel to the piston head. It goes straight and goes straight 120 ° to the lower angle at the same angle as the first time, it goes parallel to the top of the piston and goes straight, the tip is the third stage piston ring, and the rear end is the second stage piston ring And piston and piston ring with a small gap.

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