JPH03194141A - Sudden acceleration time smoke reducing device for diesel engine - Google Patents

Abstract

PURPOSE:To suppress the generation of smoke at the time of sudden acceleration by disposing a fuel limiting solenoid in correspondence with the fuel quantity increasing side end part of the control rack of a fuel injection pump, and controlling the recession operating coil and advance operating coil of this fuel limiting solenoid on the basis of engine temperature and speed. CONSTITUTION:In a governor device for allowing the control rack of a fuel injection pump to be moved from a maximum fuel injection position to a startup quantity increasing position, a fuel limiting solenoid 2 is disposed in correspondence with the fuel increasing side end part of the control rack. This fuel limiting solenoid 21 is formed of a stop operating solenoid 22 and a limit operating solenoid 23 series built therein, and the operating coil of the limit operating solenoid 22 is formed of a recession operating coil 31 and an advance operating coil 32. Electric feeding to the respective coils 31, 32 is then controlled according to the output of a decompression operating switch 36 operated on the basis of the boost pressure of a turbocharger 35 and the output of a temperature sensitive operating switch 38 operated on the basis of engine temperature.

Description

DETAILED DESCRIPTION OF THE INVENTION (Field of Industrial Application) The present invention relates to a device for reducing smoke generated when a diesel engine is rapidly accelerated.

(Prior art) In diesel engines, the amount of movement of the control rack of the fuel injection pump is adjusted by balancing the governor force from the governor weight attached to the engine's rotating shaft with the governor spring force acting on the governor lever. The engine speed is controlled by controlling the fuel injection amount, but conventionally, the governor lever has been controlled in order to smoothly start the engine when the engine temperature is low (hereinafter referred to as cold start). It consists of a fork lever that engages the rack and a spring lever that acts on a governor spring, and in order to be able to supply a larger amount of fuel to the combustion chamber than the maximum fuel injection amount during operation when starting the engine, In addition to stopping the spring lever with a fuel limit pin, the start spring acts on the fork lever, and the fork lever and spring lever are interlocked and connected with a torque spring to increase the stickiness of the engine under heavy loads. (Utility Model Application Publication No. 62-82345).

(Problem to be solved) However, with conventional governor devices, when sudden acceleration is performed, the tension of the governor spring increases rapidly, but since the engine speed is low at that time, it does not act on the fork lever. The governor force that is being used only outputs a force that corresponds to the actual rotation speed.

As a result, the balance between the governor spring force and the governor force is lost, and the governor lever moves significantly toward the fuel increase side. During this movement, the spring lever is stopped by the fuel restriction bin, but the spring lever and fork lever Since this is linked via a torque spring, the accumulated pressure of the torque spring and the tension of the start spring overhang the fork lever from the maximum fuel injection position to the fuel increase side, increasing the amount of fuel from the fuel injection pump. There has been a problem in that the feed amount may be abnormally increased and smoke may occur. Further, since the start spring force acts even when the engine is started at a high temperature (hereinafter referred to as warm-up start), an oversupply of fuel may occur and smoke may occur.

The present invention has been made in view of these points, and an object of the present invention is to prevent smoke from occurring during a sudden acceleration operation or a warm-up start.

(Means for Solving the Problems) In order to achieve the above object, the present invention provides a diesel engine with a turbocharger, in which a fuel limiting solenoid is disposed corresponding to the end of the control rack on the fuel increase side. The fuel restriction solenoid is formed by incorporating a restriction operation solenoid and a stop operation solenoid in series, and the activation coil of the restriction operation solenoid is formed by an advance operation fill and a retraction operation coil. The power supply to the coil is controlled by a pressure-sensitive activation switch that operates based on the boost pressure of the turbocharger and a temperature-sensitive activation switch that operates based on the engine temperature, and the power supply is controlled based on the engine temperature and engine rotation speed. The fuel injection pump is characterized in that it is configured to control the fuel injection amount from the fuel injection pump.

(Function) In the present invention, in a turbocharged diesel engine, a fuel limiting solenoid is arranged corresponding to the end of the control rack on the fuel increase side, and this fuel limiting solenoid is used as a solenoid for limiting operation and a solenoid for stopping operation. The solenoid is assembled in series, and the actuation coil of the limiting operation solenoid is formed as an advance actuation coil and a retraction actuation coil, and the power supply to both coils is actuated based on the boost pressure of the turbocharger. The fuel injection pump is configured to be controlled by a pressure-operated switch and a pressure-operated switch that operates based on engine temperature, and configured to control the amount of fuel injected from the fuel injection pump based on engine temperature and engine rotation speed. During normal operation of the engine, when the engine temperature is above the set temperature and the boost pressure of the turbocharger is above the predetermined pressure, the coil for retracting and retracting the limiting operation solenoid is energized to limit the fuel. The actuating end of the solenoid is retracted and held in a position in which fuel is not restricted. This prevents torque from decreasing due to fuel restriction during steady load operation.

If you perform a sudden acceleration operation from this state, the boost pressure of the turbocharger will drop due to the sudden acceleration operation, so the pressure-sensitive activation switch will switch and cut off the power to the retraction activation coil of the limiting operation solenoid. At the same time, the advance activation coil is energized to advance the operating end of the fuel restriction solenoid to the fuel restriction position, thereby restricting movement of the control rack toward the fuel increase side. For this reason,
Even if you operate the accelerator lever and suddenly accelerate the engine,
The control rack will no longer exceed the limit position and overrun to the starting volume increase side.

In addition, at cold start, the engine body temperature is below the set temperature, so the temperature-sensitive activation switch energizes the retraction activation coil, and the operating end of the fuel restriction solenoid is in the retraction position, causing fuel restriction. It becomes a state where it is not performed.

This allows the control rack to be moved to the starting increase position without interfering with the starting operation.

(Embodiment) The drawings show an embodiment of the present invention, in which FIG. 1 is a schematic configuration diagram of a main part, and FIG. 2 is a longitudinal sectional view of a fuel injection amount control section.

This fuel injection amount control device is suitable for diesel engines (E).
A fuel injection pump (3) is arranged in the pump accommodation chamber (2), and a fuel injection camshaft (
4) and a governor shaft (5), the fuel injection camshaft (4) and governor shaft (5) are interlocked and connected to a crankshaft (not shown), and a weight holder (6) is arranged on the governor shaft (5). ), and also attach the governor sleeve (7) to the governor shaft (5).
) of the governor sleeve (7), which moves in and out as the governor way Bw) is slidably opened and closed, and is supported by the weight holder (6) so as to be able to swing open and close. The amount of movement of the fuel injection pump (3) can be controlled and moved to the control rack (9) via the governor lever (8).

The governor lever (8) is a fork lever (10) engaged with a rack pin (9a) of a control rack (9).
and a spring lever (12) that locks one end of the governor spring (11), and applies the thrust force (governor force) (F) of the governor sleeve (7) to the fork lever (10). At the same time, make sure that the fork levers (1, 0) and spring levers (
12) are interlocked via a torque spring device (Step 3), and the fuel ffHN pump (
3) to control the control rack (9). A speed regulating lever (15) is swingably supported on the pump chamber lid disposed to cover the side opening of the pump storage chamber (2), and a governor spring (1) is attached to the speed regulating lever (15). ) by engaging the other end. Further, the lever shaft (16) of the speed regulating lever (15) passes through the pump chamber cover, and the speed change lever is fixed to the outer end thereof.

In addition, the fork lever (1,0) is controlled by the governor force (
The control rack (9) consists of a lever arm section (10a) that swings in response to the control rack (10a) and a thrust lever (1, Ob) that is slidably attached to the tip of the lever arm section (10a). The response sensitivity of the governor is increased by holding the rack bin (9a) between the lever arm (10a) and the thrust lever (1, Ob).

The control rank (9) is biased toward the fuel increase side (R) between this thrust lever (10b) and the pump housing wall (18) located on the fuel increase side (R) of the control rack (9). The start spring (19) is engaged. In addition, an idle limit spring (20) is installed on the fuel reduction side (L) of the thrust lever (10b).
is arranged to prevent the control rack (9) from accidentally moving to the no-fuel injection position.

In addition, the wall of the pump housing chamber (1) located on the fuel increase side (R)
8), a fuel limiting solenoid (21) is arranged corresponding to the fuel increasing side end of the control rack (9). This fuel restriction solenoid (21) is constructed by arranging a solenoid (22) for engine stop operation and a solenoid (23) for restriction operation in series. An extrusion biasing spring (26) is disposed between the inner end of the retractable element (25) of the stop operation solenoid (22) and the inner end of the retractable element (25) of the stop operation solenoid (22). The outer end of the roller rack (25) faces the controller/roll rack (9).

Coil (27) for operating the stop operation solenoid (22)
While the engine is running, keep the power on and turn on and off (
24) is moved back and forth against the push-out biasing spring (26) to move the outer end of the retractable element (24) to and from the fuel restriction position (M). When the engine is stopped, the operating coil (27) is operated by operating an engine stop switch (29) interposed in the power supply circuit (28) of the operating coil (27).
27), the control rack (9) is forcibly moved to the no-fuel injection position (S), and the engine is stopped.

Coil (30) for operating the limiting operation solenoid (23)
It is formed of a double coil with two forward and reverse coils (31,) (32) arranged inside and outside.The overwhelming coil (31) is used as the coil for advancing and retracting, and the reversely wound coil (32) is used for advancing and retracting. It is used as an operating coil. The power supply circuit (33) for the retraction operation coil (31) and the power supply circuit (33) for the retraction operation coil (32)
34) are respectively connected to different terminals of a pressure-sensitive switch (36) which switches based on the boost pressure of the turbocharger (35). This pressure-sensitive switch (36
), the boost pressure of the turbocharger (35) is the predetermined pressure (
For example, if the boost pressure is higher than 200 mmmm1l, the power supply circuit (33) of the retraction actuation coil (31) is made conductive, and if the boost pressure is lower than a predetermined pressure, the power supply circuit (34) of the advance actuation coil (32) is made conductive. ).

In addition, a temperature-sensitive activation switch (38) that switches and operates based on the temperature of the engine body is arranged in the circuit (37) to the pressure-sensitive activation switch (36).
38), the engine body temperature is a predetermined temperature (for example, 5℃)
, the circuit (37) to the pressure-sensitive activation switch (36) becomes conductive, and when the aircraft body temperature is lower than the predetermined temperature, the retraction activation coil (
31) so as to be electrically connected to the power supply circuit (33).

Reference numeral (40) in FIG. 1 is an engine body temperature detection device, which detects the water temperature, oil pressure temperature, or temperature of the crankcase, etc. In addition, (41) is the limiting operation solenoid (
23) is an extrusion spring that urges the retractor (24) toward the advancing side, and this extrusion spring (41) may be omitted. Furthermore, reference numeral (42) in FIG. 2 is a fuel restriction bottle that restricts movement of the spring lever (12) toward the fuel reduction side.

In the fuel control device configured in this way, while the engine is operating, the temperature-sensitive activation switch (38) is switched to the pressure-sensitive activation switch (36) because the engine temperature rises above a predetermined temperature.
) to the circuit (37), and on the other hand, the boost pressure of the turbocharger (35) has also increased above the predetermined pressure, so the pressure-sensitive activation switch (36) switches the power supply to the retraction activation filter (31). Since the circuit (33) is in a state of conduction, the opening/output switch of the limiting operation solenoid (23)
24) is retracted and held against the extrusion spring (40). This retractor (24) is a stop operation solenoid (2).
Since it constitutes the proximal end side of the push-out biasing spring (26) that pushes out and biases the lever 25) of 2), the lever (24) of the stop operation solenoid (22) Further retracted, the operating end of the fuel restriction solenoid (2) is located at the restriction release position (1). Thereby, the control rack (9) becomes movable to the restriction release position (1), and it is possible to obtain a fuel injection amount depending on the load.

When a sudden acceleration operation is performed during normal operation, the governor spring force (Gs) suddenly increases, so the control rack (9) tries to rapidly move toward the fuel increase side, but the turbocharger (35) Since the boost pressure cannot be responded to in real time, the boost pressure decreases and the pressure-sensitive operation switch (36) switches, and the power supply circuit (34) of the advancement operation Koinosen 32) becomes conductive, and the fuel The operating end of the limiting solenoid (21) will advance to the fuel limiting position (M).

In addition, in a cold start state where the engine temperature is lower than the predetermined temperature, the temperature-sensitive activation switch (38) becomes conductive to the power supply circuit (34) of the retraction activation coil (3) via the short circuit (39). , the operating end of the fuel restriction solenoid (21) is located at the restriction release position (1). This allows the control rack to connect to the start spring (
The spring force of step 19) makes it possible to start and increase the amount.

On the other hand, in a warm-start state where the engine temperature is higher than the predetermined temperature, the temperature-sensitive activation switch (38) is activated by the pressure-sensitive activation switch (3).
6), and since boost pressure of the turbocharger (35) is not generated at this time, the pressure-sensitive activation switch (36) is connected to the advance activation coil (
32) becomes conductive, and the operating end of the fuel restriction solenoid (21) is at the fuel restriction position (
M).

When the engine is stopped, a stop operation solenoid (2
2) by operating an engine stop switch (29) interposed in the power supply circuit (28) to stop the retracting operation of the solenoid (22), thereby allowing the retractor (22) to advance;
The control rack (9) is forcibly moved to the no-fuel injection position (S) and the engine is stopped.

(Effects) In the present invention, in a diesel engine with a turbocharger, a fuel limiting solenoid in which a limiting operation solenoid and a stopping operation solenoid are installed in series is attached to the end of the fuel increase side of the load roller. The operating coil of the limiting operation solenoid is formed by an advancing operating coil and a retracting operating coil, and the power supply to both coils is controlled by a pressure-sensitive operating switch that operates based on the boost pressure of the turbocharger and the engine temperature. The fuel injection pump is configured to control the amount of fuel injected from the fuel injection pump based on the engine temperature and engine speed, so the engine temperature During normal operation of the engine when the temperature reaches "2" and the boost pressure of the turbocharger is above a predetermined pressure, the operating end of the fuel limiting solenoid is withdrawn by energizing the retracting coil of the limiting operation solenoid. Although it can be turned on and held in a position without fuel restriction, and can prevent torque reduction due to fuel restriction during steady load operation, when operating on the pope side,
Based on the boost pressure of the turbocharger that decreases with sudden acceleration, the pressure-sensitive activation switch is operated to cut off the energization to the retraction activation coil of the limiting operation solenoid, and energize the retraction activation coil. This allows the operating end of the fuel limiting solenoid to advance to the fuel limiting position, thereby restricting movement of the control rack toward the fuel increasing side. As a result, even if the engine is suddenly accelerated, the control rack will not exceed the limit position and overrun to the starting amount increase side, and smoke generation can be suppressed during sudden acceleration.

In addition, when starting the engine, the fuel restriction is canceled only when the engine is started cold, and the fuel restriction is applied when the engine is warmed up, which is easier to start. At the time of starting, the control rack can be moved to the starting increasing position, so there is no problem with the starting operation.

Furthermore, since the limiting operation solenoid and the stopping operation solenoid are integrated, one solenoid can be used to stop the engine, making equipment arrangement easier.

[Brief explanation of drawings]

The drawings show an embodiment of the present invention, and FIG. 1 is a schematic diagram of the main part, and FIG. 2 is a longitudinal sectional view of a fuel injection amount control section. 3... Fuel injection pump, 8... Governor lever, 9 Control rack, lO... Fork lever, 11...
・Governor spring, 12...Spring lever, 1
3...Torque spring device, I5...Governing lever,
19... Start spring, 21... Solenoid for fuel restriction, 22... Solenoid for stop operation, 23. Solenoid for limit operation, 31... Coil for retreat operation, 32
...Solenoid for advance operation, 35...Turbo charger, 36...Pressure sensitive operation switch, 38...Temperature sensitive operation switch, E...Diesel engine, R...Fuel increase side.

Claims (1)

[Claims] 1. A fork lever (9) that engages with a control rack (9) of a fuel injection pump (3) installed in a diesel engine (E) equipped with a turbocharger (35);
10) and the governor spring (1) on the speed regulating lever (15).
1) constitutes a governor lever (8) and a spring lever (12) which is interlocked and connected via a fork lever (10).
) and a spring lever (12) are interlocked and connected via a torque spring device (13), and the fork lever (10
) in which the start spring (19) is engaged and the control rack (9) is movable from the maximum fuel injection position to the starting increase position. A fuel restriction solenoid (21) is arranged corresponding to the end on the increasing side (R), and this fuel restriction solenoid (21) is connected to a stop operation solenoid (22) and a restriction operation solenoid (23). The actuation coil of the limiting operation solenoid (23) is formed by the retraction actuation coil (31) and the advance actuation coil (32), and the coils (31) and (32) are connected in series. The power supply is controlled by a pressure-sensitive switch (36) that operates based on the boost pressure of the turbocharger (35) and a temperature-sensitive switch (38) that operates based on the engine temperature. A smoke reduction device during rapid acceleration of a diesel engine, characterized in that the smoke reduction device is configured to control the amount of fuel injected from a fuel injection pump (3) based on the rotational speed of the fuel injection pump (3).