JPH0445669B2 - - Google Patents
Info
- Publication number
- JPH0445669B2 JPH0445669B2 JP60086509A JP8650985A JPH0445669B2 JP H0445669 B2 JPH0445669 B2 JP H0445669B2 JP 60086509 A JP60086509 A JP 60086509A JP 8650985 A JP8650985 A JP 8650985A JP H0445669 B2 JPH0445669 B2 JP H0445669B2
- Authority
- JP
- Japan
- Prior art keywords
- valve
- plunger
- pressure
- fuel
- suction valve
- 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.)
- Expired - Lifetime
Links
- 239000000446 fuel Substances 0.000 claims description 27
- 239000000295 fuel oil Substances 0.000 claims description 25
- 238000002347 injection Methods 0.000 claims description 17
- 239000007924 injection Substances 0.000 claims description 17
- 238000009825 accumulation Methods 0.000 claims description 7
- 239000003921 oil Substances 0.000 claims description 7
- 230000005540 biological transmission Effects 0.000 claims description 2
- 238000006073 displacement reaction Methods 0.000 claims description 2
- 238000002485 combustion reaction Methods 0.000 description 8
- 238000010586 diagram Methods 0.000 description 4
- 238000000889 atomisation Methods 0.000 description 3
- 239000000779 smoke Substances 0.000 description 2
- 239000007921 spray Substances 0.000 description 2
- 230000000694 effects Effects 0.000 description 1
- 238000005516 engineering process Methods 0.000 description 1
- 238000005507 spraying Methods 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
- Fuel-Injection Apparatus (AREA)
Description
【発明の詳細な説明】
産業上の利用分野
本発明は、デイーゼル機関燃料噴射ポンプに関
するもので、詳しくは、低負荷時における燃料噴
射圧力を向上させて燃費低減を図る船舶用大形デ
イーゼル機関などの燃料噴射ポンプとして利用さ
れるものである。DETAILED DESCRIPTION OF THE INVENTION Field of Industrial Application The present invention relates to a diesel engine fuel injection pump, and more specifically, to a large diesel engine for ships, etc., which improves fuel injection pressure at low loads to reduce fuel consumption. It is used as a fuel injection pump.
従来の技術
従来のデイーゼル機関燃料噴射ポンプは、たと
えば、第２図に示すような構成からなつている。
第２図において、２２は図示されていないデイー
ゼル機関のシリンダカバーに取付けられた燃料
弁、２３は高圧管、２４は燃料ポンプ本体、２５
はカム、２６は吸入弁、２７は吐出弁、２８は溢
出弁、２９はプランジヤである。すなわち、プラ
ンジヤ２９の下方に設けられたローラ３２がカム
２５のベースサークル上にある時、プランジヤ２
９は下死点にあり、溢出弁２８は閉じている。逆
に、吸入弁２６は上死点にあり、開いているた
め、矢印３４で示すように、燃料油が吸入弁２６
を通つてプランジヤ室３３に流入している。そし
て、カム２５が回転（第２図では反時計方向に回
転）するにつれてプランジヤ２９が上昇し始め
る。また溢出弁衝棒３０は同時に上昇を始める
が、逆に、吸入弁衝棒３１は下降し、やがて吸入
弁２６が閉となり、ここからプランジヤ２９の上
昇とともにプランジヤ室３３内の燃料油が圧縮さ
れ、圧力が高圧管２３内の圧力より高くなると、
吐出弁２７を押上げて燃料油を燃料弁２２に送り
出し、噴射する。一方、プランジヤ２９の上昇に
伴なつて溢出弁衝棒３０が上昇し、やがて溢出弁
２８が開き、プランジヤ室３３の高圧の燃料油が
矢印３５で示すように流出するため、吐出弁２７
が閉じ、燃料油の前記噴射は終了する。このよう
に、燃料ポンプ本体２４から吐出された燃料油
は、高圧管２３を通り、燃料弁２２からシリンダ
内に噴射されて燃焼するようになつているが、燃
料ポンプのプランジヤ径や燃料弁ノズル面積など
は一定であるため、燃料噴射系統の仕様について
は、運転中に変更することができないようになつ
ている。2. Description of the Related Art A conventional diesel engine fuel injection pump has, for example, a configuration as shown in FIG.
In FIG. 2, 22 is a fuel valve attached to the cylinder cover of a diesel engine (not shown), 23 is a high pressure pipe, 24 is a fuel pump body, 25
is a cam, 26 is a suction valve, 27 is a discharge valve, 28 is an overflow valve, and 29 is a plunger. That is, when the roller 32 provided below the plunger 29 is on the base circle of the cam 25, the plunger 2
9 is at the bottom dead center, and the overflow valve 28 is closed. Conversely, since the suction valve 26 is at top dead center and open, fuel oil flows into the suction valve 26 as shown by arrow 34.
It flows into the plunger chamber 33 through the plunger chamber 33. Then, as the cam 25 rotates (rotates counterclockwise in FIG. 2), the plunger 29 begins to rise. At the same time, the overflow valve rod 30 begins to rise, but conversely, the suction valve rod 31 descends, and the suction valve 26 eventually closes, from which the fuel oil in the plunger chamber 33 is compressed as the plunger 29 rises. , when the pressure becomes higher than the pressure inside the high pressure pipe 23,
The discharge valve 27 is pushed up to send fuel oil to the fuel valve 22 and inject it. On the other hand, as the plunger 29 rises, the overflow valve rod 30 rises, and the overflow valve 28 eventually opens, and the high-pressure fuel oil in the plunger chamber 33 flows out as shown by the arrow 35.
is closed and the injection of fuel oil ends. In this way, the fuel oil discharged from the fuel pump main body 24 passes through the high-pressure pipe 23 and is injected into the cylinder from the fuel valve 22 to be combusted. Since the area etc. are constant, the specifications of the fuel injection system cannot be changed during operation.
発明が解決しようとする問題点
前述のように、従来のデイーゼル機関の燃料噴
射系統の仕様については、運転中に変更ができな
いので、燃料弁ノズルから噴射される燃料油は、
高負荷運転になるほど、噴射圧力が上昇して霧化
がよく、燃焼がよくなるが、反対に、低負荷運転
になるほど、噴射圧力が低下するため、霧化不良
となり、燃焼不良になるという欠点がある。すな
わち、従来のデイーゼル機関の燃料噴射系統に
は、低負荷運転になるほど、シリンダ内に噴射さ
れる燃料油の霧化状態が悪くなり、燃焼不良や黒
煙発生の問題点がある。本発明は、このような問
題点を解決しようとするものである。すなわち、
本発明は、高負荷運転時の燃料油噴射状態および
機関性能を損わずに、低負荷運転時にも、ポンプ
内の圧力を上昇させて燃焼改善を図ることができ
るデイーゼル機関燃料ポンプを提供することを目
的とするものである。Problems to be Solved by the Invention As mentioned above, the specifications of the fuel injection system of conventional diesel engines cannot be changed during operation, so the fuel oil injected from the fuel valve nozzle is
The higher the load operation is, the higher the injection pressure is, resulting in better atomization and better combustion.On the other hand, the lower the load operation is, the lower the injection pressure is, resulting in poor atomization and poor combustion. be. That is, the conventional fuel injection system of a diesel engine has the problem that the lower the load is operated, the worse the atomization state of the fuel oil injected into the cylinder, resulting in poor combustion and the generation of black smoke. The present invention attempts to solve these problems. That is,
The present invention provides a diesel engine fuel pump that can improve combustion by increasing the pressure inside the pump even during low-load operation without impairing the fuel oil injection state and engine performance during high-load operation. The purpose is to
問題点を解決するための手段
ポンプ内の圧力を上昇させる蓄圧器と、該蓄圧
器内の燃料油の蓄圧期間を変更調整する吸入弁偏
心軸とを設けた。すなわち、本発明の構成は、プ
ランジヤの行程に連動して作動する吸入弁衝棒の
変位によつて開閉する吸入弁からの燃料油の流入
と加圧とが行なわれるプランジヤ室に対向した位
置に設けられて前記プランジヤ室に連通している
蓄圧器を備え、かつ、前記プランジヤ室と吐出弁
の間の油路の途中に設けられて前記プランジヤが
一定の加圧行程になるまで閉の状態を維持してい
るとともに、その一定の加圧行程を過ぎた時点で
開になる吐出制御弁を備え、しかも、前記プラン
ジヤと吸入弁衝棒の間の駆動伝達系に回転調整可
能に設けられて前記吸入弁の閉のタイミングを調
整して該蓄圧器内の燃料油の蓄圧期間を変更調整
する吸入弁偏心軸を備えていることを特徴として
いる。Means for Solving the Problems A pressure accumulator that increases the pressure inside the pump and an eccentric shaft of the intake valve that changes and adjusts the pressure accumulation period of fuel oil in the pressure accumulator are provided. That is, the configuration of the present invention is such that the plunger is located at a position opposite to the plunger chamber where fuel oil flows in and is pressurized from the suction valve, which opens and closes by the displacement of the suction valve thruster that operates in conjunction with the stroke of the plunger. A pressure accumulator is provided and communicated with the plunger chamber, and the pressure accumulator is provided in the middle of an oil path between the plunger chamber and the discharge valve and is kept in a closed state until the plunger reaches a certain pressurizing stroke. and a discharge control valve that opens after a certain pressurization stroke, and is rotatably provided in a drive transmission system between the plunger and the suction valve rod. It is characterized by being equipped with an eccentric shaft of the intake valve that adjusts the closing timing of the intake valve to change and adjust the pressure accumulation period of the fuel oil in the pressure accumulator.
作 用
プランジヤが一定の加圧行程になるまで、その
加圧された燃料油を一時的に蓄圧器に蓄わえて、
ポンプ内の圧力を上昇させ、その一定の加圧行程
を過ぎた時点で、その圧力の上昇した燃料油が吐
出弁に送られるようになる。したがつて、低負荷
運転時にも、ポンプ内の圧力が上昇するので、燃
焼改善が可能となる。Function The pressurized fuel oil is temporarily stored in the pressure accumulator until the plunger reaches a certain pressure stroke.
The pressure inside the pump is increased, and after a certain pressurization stroke, the fuel oil with the increased pressure is sent to the discharge valve. Therefore, even during low-load operation, the pressure inside the pump increases, making it possible to improve combustion.
実施例
第１図は本発明の一実施例を示している。第１
図において、１は燃料弁、２は高圧管、３は蓄圧
器、４は燃料ポンプ本体、５はカム、６は吸入
弁、７は吐出弁、８は溢出弁、９はプランジヤ、
１０は溢出弁衝棒、１１は吸入弁衝棒、１２はロ
ーラ、１３はプランジヤ室、１４は吐出制御弁、
１５は吐出制御弁衝棒、１６は吸入弁偏心軸、１
７は溢出弁偏心軸、１８は吐出制御弁偏心軸、１
９は前記プランジヤ室１３と吐出弁７の間の油路
である。すなわち、蓄圧器３は、プランジヤ室１
３に対向した位置に設けられてプランジヤ室１３
に連通している。また吐出制御弁１４は、プラン
ジヤ室１３と吐出弁７の間の油路１９の途中に設
けられている。Embodiment FIG. 1 shows an embodiment of the present invention. 1st
In the figure, 1 is a fuel valve, 2 is a high pressure pipe, 3 is a pressure accumulator, 4 is a fuel pump body, 5 is a cam, 6 is an intake valve, 7 is a discharge valve, 8 is an overflow valve, 9 is a plunger,
10 is an overflow valve rod, 11 is a suction valve rod, 12 is a roller, 13 is a plunger chamber, 14 is a discharge control valve,
15 is a discharge control valve rod, 16 is an eccentric shaft of a suction valve, 1
7 is an eccentric shaft of the overflow valve, 18 is an eccentric shaft of the discharge control valve, 1
9 is an oil passage between the plunger chamber 13 and the discharge valve 7. That is, the pressure accumulator 3 is connected to the plunger chamber 1
The plunger chamber 13 is provided at a position opposite to the plunger chamber 13.
is connected to. Further, the discharge control valve 14 is provided in the middle of the oil passage 19 between the plunger chamber 13 and the discharge valve 7.
第１図に示すように構成されたデイーゼル機関
燃料噴射ポンプにおいては、ローラ１２がカム５
のベースサークル上にある時、プランジヤ９は下
死点にあり、吐出制御弁１４と溢出弁８は閉じて
いる。逆に吸入弁６は上死点にあり、開いている
ため、燃料油が矢印２０で示すように吸入弁６を
通つてプランジヤ室１３に流入している。カム５
が回転（第１図では反時計方向に回転）するにつ
れ、プランジヤ９が上昇始める。そして吐出制御
弁衝棒１５と溢出弁衝棒１０は同時に上昇始める
が、逆に吸入弁衝棒１１は下降し、第３図のＡ点
で吸入弁６が閉となり、このＡ点からプランジヤ
９の上昇とともにプランジヤ室１３内の燃料油が
圧縮されて圧力が上昇するが、この圧力を蓄圧器
３に蓄積する。プランジヤ９の加圧行程、つま
り、プランジヤ９の上昇で、第３図のＢ点で、吐
出制御弁１４が開き、高圧油が吐出制御弁１４を
通つて吐出弁７に達する。ここで圧力が高圧管２
内より高くなると、吐出弁７を押上げて燃料油を
燃料弁１に送り出し、燃料油を噴射する。プラン
ジヤ９がさらに上昇し、第３図のＣ点で、溢出弁
８が開いてプランジヤ室１３の高圧の燃料油が矢
印２１で示すように流出するため、吐出弁７が閉
じ、燃料の噴射は終了する。 In the diesel engine fuel injection pump constructed as shown in FIG.
When the plunger 9 is on the base circle, the plunger 9 is at the bottom dead center, and the discharge control valve 14 and the overflow valve 8 are closed. Conversely, since the suction valve 6 is at the top dead center and open, fuel oil flows into the plunger chamber 13 through the suction valve 6 as shown by arrow 20. cam 5
As the plunger 9 rotates (counterclockwise in FIG. 1), the plunger 9 begins to rise. Then, the discharge control valve rod 15 and the overflow valve rod 10 start to rise at the same time, but the suction valve rod 11 goes down, and the suction valve 6 closes at point A in FIG. As the pressure rises, the fuel oil in the plunger chamber 13 is compressed and the pressure rises, but this pressure is accumulated in the pressure accumulator 3. During the pressurizing stroke of the plunger 9, that is, as the plunger 9 rises, the discharge control valve 14 opens at point B in FIG. 3, and high-pressure oil reaches the discharge valve 7 through the discharge control valve 14. Here the pressure is high pressure pipe 2
When it becomes higher than the inside, the discharge valve 7 is pushed up to send out the fuel oil to the fuel valve 1, and the fuel oil is injected. The plunger 9 further rises, and at point C in FIG. 3, the overflow valve 8 opens and the high-pressure fuel oil in the plunger chamber 13 flows out as shown by the arrow 21, so the discharge valve 7 closes and the fuel injection stops. finish.
とくに、吸入弁偏心軸１６を回転調整すること
により、吸入弁６の閉のタイミングを変更するこ
とができるので、第３図にみられる蓄圧期間を変
更調整することができる。 In particular, by adjusting the rotation of the suction valve eccentric shaft 16, the closing timing of the suction valve 6 can be changed, so that the pressure accumulation period shown in FIG. 3 can be changed and adjusted.
前述のように、第２図に示した従来のデイーゼ
ル機関燃料ポンプでは、第１図に示した蓄圧器３
および吐出制御弁１４がないため、第３図のＡ点
から燃料油が噴射を始めるが、低負荷時は第４図
の点線３６で示すように、ポンプ内圧力が上昇し
ないため、噴霧不良を発生している。しかし、第
１図に示した本発明のデイーゼル機関燃料ポンプ
によると、低負荷時においても、第３図にみられ
る蓄圧期間を大きくとれることにより、ポンプ内
圧力が第４図の実線３７のように上昇し、噴霧状
態がよくなり、燃焼改善となる。またデイーゼル
機関の運転中に、その負荷等を入力信号として自
動制御で燃料噴射系の最適制御をすることもでき
る。 As mentioned above, in the conventional diesel engine fuel pump shown in FIG. 2, the pressure accumulator 3 shown in FIG.
Since there is no discharge control valve 14, fuel oil starts to be injected from point A in Fig. 3. However, at low load, as shown by the dotted line 36 in Fig. 4, the pressure inside the pump does not rise, which prevents poor spraying. It has occurred. However, according to the diesel engine fuel pump of the present invention shown in FIG. 1, the pressure inside the pump can be maintained as indicated by the solid line 37 in FIG. 4 because the pressure accumulation period shown in FIG. This will improve the spray condition and improve combustion. Furthermore, while the diesel engine is operating, the fuel injection system can be optimally controlled automatically using the load, etc. as an input signal.
発明の効果
本発明は、プランジヤ室に対向した位置に設け
られて前記プランジヤ室に連通している蓄圧器を
備え、かつ、前記プランジヤ室と吐出弁の間の油
路の途中に設けられてプランジヤが一定の加圧行
程になるまで閉の状態を維持しているとともに、
その一定の加圧行程を過ぎた時点で開になる吐出
制御弁を備えているから、従来よりも、ポンプ内
の圧力が大きくなり、したがつて、高負荷運転時
の燃料油噴射状態およびデイーゼル機関の性能を
全く損わずに、低負荷時のポンプ内の圧力の上昇
による噴霧改善により燃焼改善が可能となり、黒
煙の減少、燃焼室の汚れの減少、燃費の改善がで
きる。また前記プランジヤと吸入弁衝棒の間に回
転調整可能に設けられた吸入弁偏心軸を備えてい
るので、この吸入弁偏心軸を回転調整することに
より、該吸入弁の閉のタイミングを変更すること
ができ、該蓄圧器内の燃料油の蓄圧期間を変更調
整することができる。したがつて、デイーゼル機
関の負荷に応じて、運転中においても、前記蓄圧
期間を変更することができて、常に、燃料油の最
適噴射を行なわしめることができる。Effects of the Invention The present invention includes a pressure accumulator provided at a position facing the plunger chamber and communicating with the plunger chamber, and a pressure accumulator provided in the middle of an oil path between the plunger chamber and the discharge valve. remains closed until a certain pressure stroke is reached, and
Since it is equipped with a discharge control valve that opens after a certain pressurization stroke, the pressure inside the pump is greater than before, which reduces the fuel oil injection state during high-load operation and It is possible to improve combustion by improving the spray by increasing the pressure inside the pump at low loads without compromising engine performance at all, reducing black smoke, reducing combustion chamber dirt, and improving fuel efficiency. Further, since a suction valve eccentric shaft is provided between the plunger and the suction valve rod so that the rotation can be adjusted, the closing timing of the suction valve can be changed by adjusting the rotation of the suction valve eccentric shaft. It is possible to change and adjust the pressure accumulation period of the fuel oil in the pressure accumulator. Therefore, the pressure accumulation period can be changed even during operation according to the load of the diesel engine, and optimal injection of fuel oil can be performed at all times.
第１図は本発明の一実施例を示した説明図、第
２図は従来の技術の一例を示した説明図、第３図
はプランジヤ行程と各弁のリフトとの関係を示し
た説明図、第４図は機関回転数とポンプ内圧力と
の関係を示した説明図である。
１……燃料弁、２……高圧管、３……蓄圧器、
４……燃料ポンプ本体、５……カム、６……吸入
弁、７……吐出弁、８……溢出弁、９……プラン
ジヤ、１１……吸入弁衝棒、１３……プランジヤ
室、１４……吐出制御弁、１６……吸入弁偏心
軸、１９……プランジヤ室と吐出弁の間の油路。
Fig. 1 is an explanatory diagram showing one embodiment of the present invention, Fig. 2 is an explanatory diagram showing an example of the conventional technology, and Fig. 3 is an explanatory diagram showing the relationship between the plunger stroke and the lift of each valve. , FIG. 4 is an explanatory diagram showing the relationship between engine speed and pump internal pressure. 1...Fuel valve, 2...High pressure pipe, 3...Pressure accumulator,
4... Fuel pump body, 5... Cam, 6... Suction valve, 7... Discharge valve, 8... Overflow valve, 9... Plunger, 11... Suction valve thrust rod, 13... Plunger chamber, 14 ...Discharge control valve, 16...Suction valve eccentric shaft, 19...Oil passage between plunger chamber and discharge valve.
Claims (1)
衝棒の変位によつて開閉する吸入弁からの燃料油
の流入と加圧とが行なわれるプランジヤ室に対向
した位置に設けられて前記プランジヤ室に連通し
ている蓄圧器を備え、かつ、前記プランジヤ室と
吐出弁の間の油路の途中に設けられて前記プラン
ジヤが一定の加圧行程になるまで閉の状態を維持
しているとともに、その一定の加圧行程を過ぎた
時点で開になる吐出制御弁を備え、しかも、前記
プランジヤと吸入弁衝棒の間の駆動伝達系に回転
調整可能に設けられて前記吸入弁の閉のタイミン
グを調整して該蓄圧器内の燃料油の蓄圧期間を変
更調整する吸入弁偏心軸を備えていることを特徴
とする、デイーゼル機関燃料噴射ポンプ。1. A valve provided in a position opposite to a plunger chamber where fuel oil flows in and is pressurized from a suction valve that opens and closes by the displacement of a suction valve thruster rod that operates in conjunction with the stroke of the plunger. The pressure accumulator is provided in communication with the pressure accumulator, and is provided in the middle of an oil passage between the plunger chamber and the discharge valve, and is maintained in a closed state until the plunger reaches a certain pressurization stroke. The discharge control valve is provided with a discharge control valve that opens when a certain pressurization stroke has passed, and is rotatably provided in a drive transmission system between the plunger and the suction valve thruster to control the closing timing of the suction valve. A diesel engine fuel injection pump, characterized in that it is provided with an eccentric shaft of an intake valve which adjusts to change and adjust the pressure accumulation period of fuel oil in the pressure accumulator.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP60086509A JPS61247861A (en) | 1985-04-24 | 1985-04-24 | Fuel injection pump in diesel-engine |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP60086509A JPS61247861A (en) | 1985-04-24 | 1985-04-24 | Fuel injection pump in diesel-engine |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| JPS61247861A JPS61247861A (en) | 1986-11-05 |
| JPH0445669B2 true JPH0445669B2 (en) | 1992-07-27 |
Family
ID=13888946
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP60086509A Granted JPS61247861A (en) | 1985-04-24 | 1985-04-24 | Fuel injection pump in diesel-engine |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JPS61247861A (en) |
Citations (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS4827129A (en) * | 1971-08-11 | 1973-04-10 | ||
| JPS59165859A (en) * | 1983-01-25 | 1984-09-19 | クレツクネル−フムボルト−ドイツ・アクチエンゲゼルシヤフト | Fuel jet apparatus for air compression and self-ignition internal combustion engine |
-
1985
- 1985-04-24 JP JP60086509A patent/JPS61247861A/en active Granted
Patent Citations (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS4827129A (en) * | 1971-08-11 | 1973-04-10 | ||
| JPS59165859A (en) * | 1983-01-25 | 1984-09-19 | クレツクネル−フムボルト−ドイツ・アクチエンゲゼルシヤフト | Fuel jet apparatus for air compression and self-ignition internal combustion engine |
Also Published As
| Publication number | Publication date |
|---|---|
| JPS61247861A (en) | 1986-11-05 |
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