JPH04321727A - Fuel heating device for fuel injection pump for diesel engine - Google Patents
Fuel heating device for fuel injection pump for diesel engineInfo
- Publication number
- JPH04321727A JPH04321727A JP11679091A JP11679091A JPH04321727A JP H04321727 A JPH04321727 A JP H04321727A JP 11679091 A JP11679091 A JP 11679091A JP 11679091 A JP11679091 A JP 11679091A JP H04321727 A JPH04321727 A JP H04321727A
- Authority
- JP
- Japan
- Prior art keywords
- fuel
- injection pump
- fuel injection
- electric heater
- heater
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Granted
Links
- 239000000446 fuel Substances 0.000 title claims abstract description 122
- 238000002347 injection Methods 0.000 title claims abstract description 51
- 239000007924 injection Substances 0.000 title claims abstract description 51
- 238000010438 heat treatment Methods 0.000 title claims description 11
- 238000010792 warming Methods 0.000 claims description 5
- 230000000694 effects Effects 0.000 description 12
- 239000002283 diesel fuel Substances 0.000 description 8
- 238000002485 combustion reaction Methods 0.000 description 6
- CIWBSHSKHKDKBQ-JLAZNSOCSA-N Ascorbic acid Chemical compound OC[C@H](O)[C@H]1OC(=O)C(O)=C1O CIWBSHSKHKDKBQ-JLAZNSOCSA-N 0.000 description 4
- 239000000779 smoke Substances 0.000 description 3
- 238000010586 diagram Methods 0.000 description 2
- 230000004913 activation Effects 0.000 description 1
- 230000008014 freezing Effects 0.000 description 1
- 238000007710 freezing Methods 0.000 description 1
- 239000002828 fuel tank Substances 0.000 description 1
- 230000020169 heat generation Effects 0.000 description 1
- 230000002093 peripheral effect Effects 0.000 description 1
Classifications
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
- F02B3/00—Engines characterised by air compression and subsequent fuel addition
- F02B3/06—Engines characterised by air compression and subsequent fuel addition with compression ignition
Landscapes
- High-Pressure Fuel Injection Pump Control (AREA)
Abstract
Description
【０００１】0001
【産業上の利用分野】本発明は、ディーゼルエンジンの
燃料噴射ポンプの燃料加温装置に関する。BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a fuel warming device for a fuel injection pump of a diesel engine.
【０００２】0002
【従来技術】ディーゼルエンジンの燃料として汎用的に
用いられている軽油は、セタン値が高く、ディーゼルノ
ックを起こし難いという利点がある一方、流動点が高く
、寒冷時には燃料噴射ポンプ内で凍結し易く、始動が行
えなくなる欠点がある。[Prior Art] Light oil, which is commonly used as a fuel for diesel engines, has a high cetane value and has the advantage of being less likely to cause diesel knock, but has a high pour point and tends to freeze inside the fuel injection pump in cold weather. , there is a drawback that starting cannot be performed.
【０００３】そこで、従来では、寒冷時には、流動点が
低い軽油を用い、燃料噴射ポンプ内での凍結を防止して
いる。Conventionally, therefore, in cold weather, light oil with a low pour point is used to prevent freezing inside the fuel injection pump.
【０００４】0004
【発明が解決しようとする課題】上記従来技術では次の
問題■〜■がある。
■流動点が低い軽油は汎用性に乏しいため、汎用の軽油
に比べ高価であり、燃料費が高くつく。[Problems to be Solved by the Invention] The above prior art has the following problems (1) to (3). ■Diesel oil with a low pour point is less versatile, so it is more expensive than general-purpose diesel oil, leading to higher fuel costs.
【０００５】■流動点が低い軽油は汎用の軽油に比べて
セタン価が低いため、ディーゼルノックを起こし易い。[0005] Diesel oil with a low pour point has a lower cetane number than general-purpose diesel oil, so it is more likely to cause diesel knock.
【０００６】■流動点が低い軽油は、本来、汎用の軽油
に比べて粘度が低いが、寒冷時には温度低下によって相
当に粘度が高くなる。このため、エンジンの暖気が不十
分なエンジン始動直後に無負荷乃至は軽負荷運転を行う
場合には、軽油の粘度が未だ高いうえ、燃料噴射量が少
なくかつ燃料噴射圧も低いことから、燃焼室に噴射され
る軽油の微細化が困難となり、燃焼状態が悪く、青白煙
が発生し易い。[0006] Light oil with a low pour point originally has a lower viscosity than general-purpose light oil, but in cold weather the viscosity increases considerably due to the temperature drop. For this reason, when performing no-load or light-load operation immediately after engine startup when the engine has not warmed up sufficiently, the viscosity of diesel oil is still high, and the fuel injection amount and fuel injection pressure are low, so combustion It becomes difficult to atomize the light oil injected into the chamber, resulting in poor combustion conditions and the generation of blue-white smoke.
【０００７】[0007]
（第１発明）図１または図２にそれぞれ例示するように
、燃料噴射ポンプ１に電熱ヒータ２を付設し、この電熱
ヒータ２をオフディレイタイマ６及びヒータスイッチ３
を介してバッテリ４に接続し、上記ヒータスイッチ３が
ＯＮ作動５してから上記オフディレイタイマ６で設定し
た時間が経過するまでの期間、電熱ヒータ２の発熱で、
上記燃料噴射ポンプ１内の燃料を加温するように構成し
た、ことを特徴とする。(First invention) As illustrated in FIG. 1 or FIG. 2, respectively, an electric heater 2 is attached to a fuel injection pump 1, and this electric heater 2 is connected to an off-delay timer 6 and a heater switch 3.
is connected to the battery 4 through the heater switch 3, and during the period from when the heater switch 3 is turned on until the time set by the off-delay timer 6 elapses, the electric heater 2 generates heat.
The fuel injection pump 1 is characterized in that it is configured to heat the fuel inside the fuel injection pump 1.
【０００８】（第２発明）図１または図２にそれぞれ例
示するように、第１発明において、キースイッチ７で前
記ヒータスイッチ３を兼ねさせた、ことを特徴とする。(Second invention) As illustrated in FIG. 1 or FIG. 2, the first invention is characterized in that the key switch 7 also serves as the heater switch 3.
【０００９】（第３発明）図１に例示するように、第１
発明または第２発明において、ポンプケーシング９内の
燃料溜め室１０の室入口孔１１に継手管１２をネジ嵌合
で接続し、この継手管１２からその径方向に沿って燃料
入口筒１３を導出し、上記継手管１２の外端部に前記電
熱ヒータ２を取り付け、この電熱ヒータ２の発熱部１４
を上記継手管１２内にその軸線方向に沿って挿入した、
ことを特徴とする。(Third invention) As illustrated in FIG.
In the invention or the second invention, a joint pipe 12 is connected to the chamber inlet hole 11 of the fuel reservoir chamber 10 in the pump casing 9 by screw fitting, and a fuel inlet cylinder 13 is led out from the joint pipe 12 along its radial direction. Then, the electric heater 2 is attached to the outer end of the joint pipe 12, and the heat generating part 14 of the electric heater 2
inserted into the joint pipe 12 along its axial direction,
It is characterized by
【００１０】0010
（第１発明）■図１〜図３にそれぞれ示すように、電熱
ヒータ２の発熱で、燃料噴射ポンプ１内の燃料を加温で
きるようにしたので、寒冷時には、燃料噴射ポンプ１内
で凍結した軽油を解凍し、かつその温度を高めることが
できる。このため、寒冷時であっても、汎用の軽油を支
障なく用いることができ、燃料費を低くおさえることが
できる。(First invention) As shown in Figures 1 to 3, the fuel inside the fuel injection pump 1 can be heated by the heat generated by the electric heater 2, so that it freezes inside the fuel injection pump 1 when it is cold. It is possible to thaw the liquefied light oil and raise its temperature. Therefore, even in cold weather, general-purpose light oil can be used without any problem, and fuel costs can be kept low.
【００１１】■寒冷時であってもセタン価の高い汎用の
軽油を支障なく用いることができるので、ディーゼルノ
ックを有効に防止することができる。(2) Even in cold weather, general-purpose light oil with a high cetane number can be used without any problem, so diesel knock can be effectively prevented.
【００１２】■加温によって軽油の粘度を低くできる。
このため、エンジンの暖気が不十分なエンジン始動直後
に、燃料噴射量が少なくかつ燃料噴射圧が低い、無負荷
乃至は軽負荷運転を行う場合でも、軽油の粘度が低いた
め、燃焼室に噴射される軽油が微細化し易く、燃焼状態
が良好となり、青白煙の発生が少なくなる。(2) The viscosity of light oil can be lowered by heating. For this reason, even if the fuel injection amount is small and the fuel injection pressure is low immediately after the engine starts when the engine has not warmed up enough, and no-load or light-load operation is performed, the viscosity of diesel oil is low, so the fuel is injected into the combustion chamber. The resulting light oil is easily refined, resulting in better combustion conditions and less generation of blue-white smoke.
【００１３】■ヒータスイッチ３がＯＮ作動５してから
オフディレイタイマ６で設定した時間が経過するまでの
期間、燃料噴射ポンプ１内の燃料を加温するので、オフ
ディレイタイマ６の時間設定により、燃料を過不足なく
加温できる。このため、加温不足による始動不備や加温
過剰による燃料のベーパーロックを防止できる。■Since the fuel in the fuel injection pump 1 is heated during the period from when the heater switch 3 is turned ON 5 until the time set by the off-delay timer 6 elapses, the time setting of the off-delay timer 6 , the fuel can be heated in just the right amount. Therefore, it is possible to prevent starting failure due to insufficient heating and fuel vapor lock due to excessive heating.
【００１４】（第２発明）第１発明の作用■〜■に加え
、次のように作用する。
■図１または図２にそれぞれ示すように、キースイッチ
７でヒータスイッチ３を兼ねさせたので、キースイッチ
７とヒータスイッチ３を個別に操作する必要がなくなり
、スイッチ操作が簡易化する。(Second invention) In addition to the effects (1) to (4) of the first invention, the following effects occur. (2) As shown in FIG. 1 or FIG. 2, the key switch 7 also serves as the heater switch 3, so there is no need to operate the key switch 7 and the heater switch 3 separately, which simplifies the switch operation.
【００１５】（第３発明）第１発明の作用■〜■または
第２発明の作用■〜■に加え、次のように作用する。
■図１に示すように、ポンプケーシング９内の燃料溜め
室１０の室入口孔１１に継手管１２をネジ嵌合で接続し
、この継手管１２からその径方向に沿って燃料入口筒１
３を導出し、継手管１２の外端部に電熱ヒータ２を取り
付け、この電熱ヒータ２の発熱部１４を継手管１２内に
その軸線方向に沿って挿入したので、燃料噴射ポンプ１
に電熱ヒータ２を取り付けるに当たり、燃料噴射ポンプ
は既存のものをそのまま使用できる。(Third invention) In addition to the effects (1) to (2) of the first invention or the effects (6) to (2) of the second invention, the following effects occur. 1, the joint pipe 12 is connected to the chamber inlet hole 11 of the fuel reservoir chamber 10 in the pump casing 9 by screw fitting, and the fuel inlet pipe 1 is connected from the joint pipe 12 along its radial direction.
3, the electric heater 2 was attached to the outer end of the joint pipe 12, and the heat generating part 14 of the electric heater 2 was inserted into the joint pipe 12 along its axial direction.
When installing the electric heater 2 to the vehicle, the existing fuel injection pump can be used as is.
【００１６】すなわち、既存の燃料噴射ポンプでは、図
２に例示するように、ポンプケーシング９内の燃料溜め
室１０の室入口孔１１に継手管１２をネジ嵌合で接続し
、この継手管１２からその径方向に沿って燃料入口筒１
３を導出し、継手管１２の外端部にエア抜き装置１５を
取り付けている。このため、図１に示すように、継手管
１２の外端部に電熱ヒータ２を取り付ける構造を採用し
た場合には、既存の燃料噴射ポンプのエア抜き装置１５
を電熱ヒータ２と交換するだけで済むので、燃料噴射ポ
ンプは既存のものをそのまま使用することができる。That is, in the existing fuel injection pump, as illustrated in FIG. From fuel inlet cylinder 1 along its radial direction
3 is led out, and an air bleed device 15 is attached to the outer end of the joint pipe 12. Therefore, as shown in FIG. 1, when a structure is adopted in which the electric heater 2 is attached to the outer end of the joint pipe 12, the air bleed device 15 of the existing fuel injection pump
Since it is only necessary to replace the fuel injection pump with the electric heater 2, the existing fuel injection pump can be used as is.
【００１７】[0017]
（第１発明）■電熱ヒータの発熱で、燃料噴射ポンプ内
の燃料を加温できるようにしたので、寒冷時には、燃料
噴射ポンプ内で凍結した軽油を解凍し、かつその温度を
高めることができる。このため、寒冷時であっても、汎
用の軽油を支障なく用いることができ、燃料費を低くお
さえることができる。(First invention) ■ The fuel inside the fuel injection pump can be heated by the heat generated by the electric heater, so in cold weather, it is possible to thaw the frozen diesel oil inside the fuel injection pump and raise its temperature. . Therefore, even in cold weather, general-purpose light oil can be used without any problem, and fuel costs can be kept low.
【００１８】■寒冷時であってもセタン価の高い汎用の
軽油を支障なく用いることができるので、ディーゼルノ
ックを有効に防止することができる。(2) Even in cold weather, general-purpose light oil with a high cetane number can be used without any problem, so diesel knock can be effectively prevented.
【００１９】■加温によって軽油の粘度を低くできる。
このため、エンジンの暖気が不十分なエンジン始動直後
に、燃料噴射量が少なくかつ燃料噴射圧が低い、無負荷
乃至は軽負荷運転を行う場合でも、軽油の粘度が低いた
め、燃焼室に噴射される軽油が微細化し易く、燃焼状態
が良好となり、青白煙の発生が少なくなる。(2) The viscosity of light oil can be lowered by heating. For this reason, even if the fuel injection amount is small and the fuel injection pressure is low immediately after the engine starts when the engine has not warmed up enough, and no-load or light-load operation is performed, the viscosity of diesel oil is low, so the fuel is injected into the combustion chamber. The resulting light oil is easily refined, resulting in better combustion conditions and less generation of blue-white smoke.
【００２０】■ヒータスイッチがＯＮ作動してからオフ
ディレイタイマで設定した時間が経過するまでの期間、
燃料噴射ポンプ内の燃料を加温するので、オフディレイ
タイマの時間設定により燃料を過不足なく加温できる。
このため、加温不足による始動不備や加温過剰による燃
料のベーパーロックを防止できる。■The period from when the heater switch is turned on until the time set by the off-delay timer elapses,
Since the fuel in the fuel injection pump is heated, the fuel can be heated just the right amount by setting the off-delay timer. Therefore, it is possible to prevent starting failure due to insufficient heating and fuel vapor lock due to excessive heating.
【００２１】（第２発明）第１発明の効果■〜■に加え
、次の効果を奏する。
■キースイッチでヒータスイッチを兼ねさせたので、キ
ースイッチとヒータスイッチを個別に操作する必要がな
くなり、スイッチ操作が簡易化する。(Second invention) In addition to the effects (1) to (4) of the first invention, the following effects are achieved. ■Since the key switch also serves as the heater switch, there is no need to operate the key switch and heater switch separately, simplifying switch operation.
【００２２】（第３発明）第１発明の効果■〜■または
第２発明の効果■〜■に加え、次の効果を奏する。
■ポンプケーシング内の燃料溜め室の室入口孔に継手管
をネジ嵌合で接続し、この継手管からその径方向に沿っ
て燃料入口筒を導出し、継手管の外端部に電熱ヒータを
取り付け、この電熱ヒータの発熱部を継手管内にその軸
線方向に沿って挿入したので、燃料噴射ポンプに電熱ヒ
ータを取り付けるに当たり、燃料噴射ポンプは既存のも
のをそのまま使用できる。(Third invention) In addition to the effects (1) to (2) of the first invention or the effects (6) to (2) of the second invention, the following effects are achieved. ■ Connect the joint pipe to the inlet hole of the fuel reservoir chamber in the pump casing with a screw fit, lead out the fuel inlet pipe from this joint pipe along its radial direction, and install an electric heater at the outer end of the joint pipe. Since the heat generating part of this electric heater was inserted into the joint pipe along its axial direction, when attaching the electric heater to the fuel injection pump, the existing fuel injection pump can be used as is.
【００２３】[0023]
【実施例】本発明の実施例を図面に基づいて説明する。
（第１実施例）図１は本発明の第１実施例に係るディー
ゼルエンジンの燃料噴射ポンプと燃料フィルタの縦断面
図である。[Embodiment] An embodiment of the present invention will be explained based on the drawings. (First Embodiment) FIG. 1 is a longitudinal sectional view of a fuel injection pump and a fuel filter of a diesel engine according to a first embodiment of the present invention.
【００２４】図１において、符号１は燃料噴射ポンプを
示しており、これは次のようになっている。この燃料噴
射ポンプ１はボッシュ形のものであり、ポンプケーシン
グ９内にシリンダ１６を収容し、シリンダ１６内にプラ
ンジャ１７を往復動自在に挿入している。シリンダ１６
の上端開口部にはデリバリバルブ１９を介して燃料噴射
管２０を連通させている。シリンダ１６上寄り部の周壁
には燃料吸入孔２２をあけ、この燃料噴射孔２２をシリ
ンダ１６上寄り部の周囲に形成した燃料溜め室１０に臨
ませている。燃料溜め室１０の室入口孔１１には継手管
１２をネジ嵌合で接続し、この継手管１２の途中部に回
転継手２３を介して燃料入口筒１３を継手管１２の径方
向に導出している。燃料入口筒１３は燃料供給ポンプ２
４を介して燃料フィルタ２５の燃料出口２６に接続して
いる。In FIG. 1, reference numeral 1 indicates a fuel injection pump, which is constructed as follows. This fuel injection pump 1 is of Bosch type, and a cylinder 16 is housed in a pump casing 9, and a plunger 17 is inserted into the cylinder 16 so as to be able to reciprocate. cylinder 16
A fuel injection pipe 20 is communicated with the upper end opening of the fuel injection pipe 2 through a delivery valve 19. A fuel suction hole 22 is formed in the peripheral wall of the upper portion of the cylinder 16, and this fuel injection hole 22 faces a fuel reservoir chamber 10 formed around the upper portion of the cylinder 16. A joint pipe 12 is connected to the chamber inlet hole 11 of the fuel reservoir chamber 10 by screw fitting, and a fuel inlet cylinder 13 is led out in the radial direction of the joint pipe 12 through a rotary joint 23 in the middle of the joint pipe 12. ing. The fuel inlet cylinder 13 is connected to the fuel supply pump 2
4 to the fuel outlet 26 of the fuel filter 25.
【００２５】燃料フィルタ２５は次のようになっている
。コックボディ２７の下部にフィルタカップ２８を取り
付け、フィルタカップ２８内に筒状のフィルタエレメン
ト２９を収容している。コックボディ２７には、筒状の
フィルタエレメント２９内から導出した燃料出口２６と
フィルタエレメント２９外から導出した燃料入口３０と
を形成している。The fuel filter 25 is constructed as follows. A filter cup 28 is attached to the lower part of the cock body 27, and a cylindrical filter element 29 is accommodated within the filter cup 28. The cock body 27 is formed with a fuel outlet 26 led out from inside the cylindrical filter element 29 and a fuel inlet 30 led out from outside the filter element 29.
【００２６】燃料の流れは次のようになる。燃料供給ポ
ンプ２４のポンプ作動により、燃料は矢印３１のように
燃料タンク（図外）から燃料フィルタ２５に流入し、フ
ィルタエレメント２９を通過し、燃料供給ポンプ２４を
経て、矢印３２のように燃料入口筒１３に流入する。燃
料流入筒１３に流入した燃料は、矢印３３のように、回
転継手２３、継手管１２、燃料溜め室１０の室入口孔１
１を順に経て燃料溜め室１０に流入し、ここで待機する
。燃料溜め室１０で待機している燃料は、プランジャ１
７の往復動により、矢印３４のように燃料吸入孔２２か
らシリンダ１６内に吸入され、矢印３５のようにシリン
ダ１６の上側開口部からデリバリバルブ１９、燃料噴射
管２０を順に介して燃料噴射ノズル（図外）に送られる
。The flow of fuel is as follows. When the fuel supply pump 24 operates, fuel flows from the fuel tank (not shown) into the fuel filter 25 as shown by an arrow 31, passes through the filter element 29, passes through the fuel supply pump 24, and then flows into the fuel filter 25 as shown by an arrow 32. It flows into the inlet cylinder 13. The fuel that has flowed into the fuel inlet cylinder 13 flows through the rotary joint 23, the joint pipe 12, and the chamber inlet hole 1 of the fuel reservoir 10, as shown by the arrow 33.
1 and then flows into the fuel storage chamber 10, where it waits. The fuel waiting in the fuel storage chamber 10 is transferred to the plunger 1.
7, the fuel is sucked into the cylinder 16 from the intake hole 22 as shown by the arrow 34, and is injected from the upper opening of the cylinder 16 into the injection nozzle through the delivery valve 19 and the fuel injection pipe 20 in this order as shown by the arrow 35. (not shown).
【００２７】燃料噴射ポンプ１と燃料フィルタ２５は燃
料加温装置を備えており、これは次のようになっている
。燃料噴射ノズル１の継手管１２の外端部に取付ボルト
３６を介して電熱ヒータ２を取り付け、この電熱ヒータ
２の発熱部１４を継手管１２内にその軸線方向に沿って
挿入している。一方、燃料フィルタ２５のコックボディ
２７に他の電熱ヒータ３７を取り付け、この電熱ヒータ
３７の発熱部３８をフィルタカップ２８内に挿入してい
る。The fuel injection pump 1 and the fuel filter 25 are equipped with a fuel heating device, which is constructed as follows. The electric heater 2 is attached to the outer end of the joint pipe 12 of the fuel injection nozzle 1 via a mounting bolt 36, and the heat generating part 14 of the electric heater 2 is inserted into the joint pipe 12 along its axial direction. On the other hand, another electric heater 37 is attached to the cock body 27 of the fuel filter 25, and the heat generating portion 38 of this electric heater 37 is inserted into the filter cup 28.
【００２８】また、両電熱ヒータ２・３７はオフディレ
イタイマ６及びキースイッチ７を介してバッテリ４に接
続している。キースイッチ７はＯＦＦ接点３９、ＯＮ接
点４０、グロー接点４１、始動接点４２を備えている。
キースイッチ７のＯＮ接点４０をオフディレイタイマ６
を介して両電熱ヒータ２・３７に接続している。このた
め、キースイッチ７がヒータスイッチ３を兼ねることに
なる。オフディレイタイマ６は、キースイッチ４がＯＮ
作動５してからオフディレイタイマ６で設定した時間が
経過するまでの期間、両電熱ヒータ２・３７にバッテリ
４から通電を行うようになっている。オフディレイタイ
マ６には設定時間調節つまみ４３を設け、これで設定時
間を任意に調節できるようになっている。オフディレイ
タイマ６とキースイッチ７との間にはメインスイッチ４
４を介在させている。Both electric heaters 2 and 37 are connected to the battery 4 via an off-delay timer 6 and a key switch 7. The key switch 7 includes an OFF contact 39, an ON contact 40, a glow contact 41, and a start contact 42. The ON contact 40 of the key switch 7 is turned off by the delay timer 6.
It is connected to both electric heaters 2 and 37 via. Therefore, the key switch 7 also serves as the heater switch 3. The off-delay timer 6 is activated when the key switch 4 is turned on.
Both electric heaters 2 and 37 are energized from the battery 4 for a period from the time of activation 5 until the time set by the off-delay timer 6 has elapsed. The off-delay timer 6 is provided with a set time adjustment knob 43, which allows the set time to be adjusted as desired. A main switch 4 is located between the off-delay timer 6 and the key switch 7.
4 is interposed.
【００２９】この燃料加温装置によれば、寒冷時には、
メインスイッチ４４を０Ｎさせておき、キースイッチ７
を０Ｎ作動５させると、バッテリ４からオフディレイタ
イマ６を介して両電熱ヒータ２・３７に通電がなされ、
両電熱ヒータ２・３７の発熱により燃料噴射ボンプ１内
の燃料及び燃料フィルタ２５内の燃料が加温される。そ
して、キースイッチ７を０Ｎ作動５させてから、オフデ
ィレイタイマ６で設定した時間が経過すると、オフディ
レイタイマ６がバッテリ４からの通電を切断し、両電熱
ヒータ２・３７の発熱を停止させる。一方、燃料の加温
が不要な温暖時には、メインスイッチ４４を０ＦＦさせ
ておけば、キースイッチ７の操作に拘わらず、両電熱ヒ
ータ２・３７にはバッテリ４から通電がなされることが
ないため、バッテリ４の電力の無駄に消費がない。According to this fuel heating device, when it is cold,
Leave the main switch 44 at 0N, then turn the key switch 7
When it is activated to 0N, both electric heaters 2 and 37 are energized from the battery 4 via the off-delay timer 6.
The heat generated by both electric heaters 2 and 37 heats the fuel in the fuel injection pump 1 and the fuel in the fuel filter 25. Then, when the time set by the off-delay timer 6 has elapsed after the key switch 7 is activated to 0N, the off-delay timer 6 cuts off the power from the battery 4 and stops the heat generation of both electric heaters 2 and 37. . On the other hand, in warm weather when fuel heating is not necessary, if the main switch 44 is turned off, both electric heaters 2 and 37 will not be energized from the battery 4 regardless of the operation of the key switch 7. , there is no wasted power consumption of the battery 4.
【００３０】（第２実施例）図２は本発明の第２実施例
の図１相当図である。この第２実施例では、電熱ヒータ
２の発熱部１４を燃料噴射ポンプ１のポンプケーシング
９の肉部内に挿入し、他の電熱ヒータ３７の発熱部３８
を燃料フィルタ２５のコックボディ２７の肉部内に挿入
し、継手管１２の外端部にエア抜き装置１５を取り付け
た以外は、第１実施例と同様に構成した。(Second Embodiment) FIG. 2 is a diagram corresponding to FIG. 1 of a second embodiment of the present invention. In this second embodiment, the heat generating part 14 of the electric heater 2 is inserted into the flesh of the pump casing 9 of the fuel injection pump 1, and the heat generating part 38 of the other electric heater 37
The structure was the same as that of the first embodiment except that the fuel filter 25 was inserted into the flesh of the cock body 27 of the fuel filter 25, and the air bleed device 15 was attached to the outer end of the joint pipe 12.
【００３１】この実施例では、両電熱ヒータ２・３７の
発熱部１４・３８に燃料が接触しないため、火災の危険
が少なくなる利点がある。This embodiment has the advantage that the danger of fire is reduced because the fuel does not come into contact with the heat generating parts 14 and 38 of both electric heaters 2 and 37.
【００３２】本発明の実施例の内容は以上の通りである
が、本発明は上記各実施例に限定されるものではない。
例えば、上記各実施例では、燃料噴射ポンプ１にボッシ
ュ形のものを用いたが、これは分配形のものであっても
よい。The contents of the embodiments of the present invention are as described above, but the present invention is not limited to the above embodiments. For example, in each of the above embodiments, a Bosch type fuel injection pump 1 is used, but it may also be a distribution type fuel injection pump.
【図１】本発明の第１実施例に係るディーゼルエンジン
の燃料噴射ポンプと燃料フィルタの縦断面図である。FIG. 1 is a longitudinal sectional view of a fuel injection pump and a fuel filter of a diesel engine according to a first embodiment of the present invention.
【図２】本発明の第２実施例の図１相当図である。FIG. 2 is a diagram corresponding to FIG. 1 of a second embodiment of the present invention.
１…燃料噴射ポンプ、２…電熱ヒータ、３…ヒータスイ
ッチ、４…バッテリ、５…３のＯＮ作動、６…オフディ
レイタイマ、７…キースイッチ、９…ポンプケーシング
、１０…燃料溜め室、１１…１０の室入口孔、１２…継
手管、１３…燃料入口筒、１４…２の発熱部。DESCRIPTION OF SYMBOLS 1...Fuel injection pump, 2...Electric heater, 3...Heater switch, 4...Battery, 5...ON operation of 3, 6...Off delay timer, 7...Key switch, 9...Pump casing, 10...Fuel reservoir chamber, 11 ...10 chamber inlet holes, 12...joint pipes, 13...fuel inlet cylinders, 14...2 heat generating parts.
Claims (3)
２）を付設し、この電熱ヒータ（２）をオフディレイタ
イマ（６）及びヒータスイッチ（３）を介してバッテリ
（４）に接続し、上記ヒータスイッチ（３）がＯＮ作動
（５）してから上記オフディレイタイマ（６）で設定し
た時間が経過するまでの期間、電熱ヒータ（２）の発熱
で、上記燃料噴射ポンプ（１）内の燃料を加温するよう
に構成した、ことを特徴とするディーゼルエンジンの燃
料噴射ポンプの燃料加温装置。[Claim 1] An electric heater (
2), this electric heater (2) is connected to the battery (4) via the off-delay timer (6) and the heater switch (3), and the heater switch (3) is turned on (5). The present invention is characterized in that the fuel in the fuel injection pump (1) is heated by the heat generated by the electric heater (2) for a period from 1 to 6 until the time set by the off-delay timer (6) elapses. Fuel warming device for fuel injection pump of diesel engine.
の燃料噴射ポンプの燃料加温装置において、キースイッ
チ（７）で前記ヒータスイッチ（３）を兼ねさせた、こ
とを特徴とするディーゼルエンジンの燃料噴射ポンプの
燃料加温装置。2. The fuel heating device for a fuel injection pump for a diesel engine according to claim 1, wherein the key switch (7) also serves as the heater switch (3). Injection pump fuel warming device.
ーゼルエンジンの燃料噴射ポンプの燃料加温装置におい
て、ポンプケーシング（９）内の燃料溜め室（１０）の
室入口孔（１１）に継手管（１２）をネジ嵌合で接続し
、この継手管（１２）からその径方向に沿って燃料入口
筒（１３）を導出し、上記継手管（１２）の外端部に前
記電熱ヒータ（２）を取り付け、この電熱ヒータ（２）
の発熱部（１４）を上記継手管（１２）内にその軸線方
向に沿って挿入した、ことを特徴とするディーゼルエン
ジンの燃料噴射ポンプの燃料加温装置。3. In the fuel warming device for a fuel injection pump of a diesel engine according to claim 1 or 2, a joint is provided in the chamber inlet hole (11) of the fuel reservoir chamber (10) in the pump casing (9). The pipe (12) is connected by screw fitting, a fuel inlet pipe (13) is led out from the joint pipe (12) along its radial direction, and the electric heater (13) is connected to the outer end of the joint pipe (12). 2) and this electric heater (2)
A fuel warming device for a fuel injection pump for a diesel engine, characterized in that a heat generating portion (14) is inserted into the joint pipe (12) along its axial direction.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP3116790A JP2670649B2 (en) | 1991-04-19 | 1991-04-19 | Fuel heating device for fuel injection pump of diesel engine |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP3116790A JP2670649B2 (en) | 1991-04-19 | 1991-04-19 | Fuel heating device for fuel injection pump of diesel engine |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| JPH04321727A true JPH04321727A (en) | 1992-11-11 |
| JP2670649B2 JP2670649B2 (en) | 1997-10-29 |
Family
ID=14695761
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP3116790A Expired - Lifetime JP2670649B2 (en) | 1991-04-19 | 1991-04-19 | Fuel heating device for fuel injection pump of diesel engine |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JP2670649B2 (en) |
Citations (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS50751U (en) * | 1973-05-01 | 1975-01-07 | ||
| JPS5763974U (en) * | 1980-10-02 | 1982-04-16 | ||
| JPS63154761U (en) * | 1987-03-30 | 1988-10-11 |
-
1991
- 1991-04-19 JP JP3116790A patent/JP2670649B2/en not_active Expired - Lifetime
Patent Citations (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS50751U (en) * | 1973-05-01 | 1975-01-07 | ||
| JPS5763974U (en) * | 1980-10-02 | 1982-04-16 | ||
| JPS63154761U (en) * | 1987-03-30 | 1988-10-11 |
Also Published As
| Publication number | Publication date |
|---|---|
| JP2670649B2 (en) | 1997-10-29 |
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