JPH0621573B2 - Fuel injection amount control device for diesel engine - Google Patents
Fuel injection amount control device for diesel engineInfo
- Publication number
- JPH0621573B2 JPH0621573B2 JP59196141A JP19614184A JPH0621573B2 JP H0621573 B2 JPH0621573 B2 JP H0621573B2 JP 59196141 A JP59196141 A JP 59196141A JP 19614184 A JP19614184 A JP 19614184A JP H0621573 B2 JPH0621573 B2 JP H0621573B2
- Authority
- JP
- Japan
- Prior art keywords
- intake
- injection amount
- fuel injection
- intake valve
- 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
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
Description
【発明の詳細な説明】 （産業上の利用分野） 本発明は、吸気通路に該吸気通路を絞る吸気バルブと、
該吸気バルブをエンジン冷機時又は外気低温時に作動さ
せる吸気バルブ制御手段とを備えたディーゼルエンジン
の燃料噴射量制御装置に関するものである。DETAILED DESCRIPTION OF THE INVENTION (Industrial field of application) The present invention relates to an intake valve that restricts the intake passage to the intake passage,
The present invention relates to a fuel injection amount control device for a diesel engine, which includes an intake valve control means for operating the intake valve when the engine is cold or when the outside air temperature is low.
（従来の技術） 一般に、ディーゼルエンジンは、空気を圧縮して温度を
高め、そこへ燃料を噴射して自己着火するものであるた
め、圧縮温度が十分に上昇しないエンジン冷機時又は外
気低温時には、始動性、暖機性に劣り、白煙（ＨＣ）が
排出させるという問題がある。(Prior Art) Generally, a diesel engine compresses air to increase the temperature, and injects fuel into the diesel engine to self-ignite. Therefore, when the compression temperature does not rise sufficiently or when the engine is cold or the outside air temperature is low, There is a problem that white smoke (HC) is discharged due to poor startability and warm-up.
ところで、上記圧縮温度を高める手法として、吸気通路
に吸気絞り弁を設け、この吸気絞り弁を始動時に作動さ
せて吸気を絞りようにすると共に、排気弁を吸入行程終
期から圧縮行程初期の間において開くようにカムにて制
御できるように構成し、断熱圧縮を利用することが知ら
れている（例えば実開昭５５−１６５９３５号公報参
照）。ところが、上記手法では、温度の高い排気を利用
しているので、温度を高めるという効果はあるが、カム
にて制御していることから、通常運転時においても常時
排気弁が開かれることとなり、高負荷時に空気不足によ
りスモークが発生するという不具合がある。By the way, as a method of increasing the compression temperature, an intake throttle valve is provided in the intake passage, and the intake throttle valve is operated at the time of starting to throttle the intake air, and the exhaust valve is operated between the end of the intake stroke and the beginning of the compression stroke. It is known to use adiabatic compression, which is configured so that it can be controlled by a cam to open (see, for example, Japanese Utility Model Laid-Open No. 55-165935). However, in the above method, since the exhaust gas having a high temperature is used, there is an effect of increasing the temperature, but since it is controlled by the cam, the exhaust valve is always opened during the normal operation, There is a problem that smoke is generated due to lack of air at high load.
また、吸気バルブを、吸気バルブ下流の負圧により開閉
制御される負圧開閉弁とすることも考えられる。It is also conceivable that the intake valve is a negative pressure opening / closing valve whose opening / closing is controlled by the negative pressure downstream of the intake valve.
（発明が解決しようとする課題） ところが、そのように負圧開閉弁とすると、負圧により
開いたとき、吸気バルブの弁部で発生する吸気抵抗に対
し、吸入空気量の充填効率が低下するため、やはりスモ
ークが発生するという不具合がある。(Problems to be Solved by the Invention) However, when such a negative pressure opening / closing valve is used, the charging efficiency of the intake air amount decreases with respect to the intake resistance generated in the valve portion of the intake valve when opened by negative pressure. Therefore, there is still a problem that smoke occurs.
本発明は、吸気バルブを、該吸気バルブ下流の負圧によ
り開閉制御される負圧開閉弁とした場合に、吸気バルブ
作動時における空気不足によるスモークの発生を防止し
たディーゼルエンジンの燃料噴射量制御装置を提供する
ことを目的とするものである。The present invention, when the intake valve is a negative pressure on-off valve that is controlled to open and close by the negative pressure downstream of the intake valve, controls the fuel injection amount of a diesel engine that prevents the occurrence of smoke due to insufficient air during operation of the intake valve. The purpose is to provide a device.
（課題を解決するための手段） 本発明は、吸気通路に配設され該吸気通路を絞る吸気バ
ルブと、該吸気バルブをエンジン冷機時又は外気低温時
に作動させる吸気バルブ制御手段とを備え、上記吸気バ
ルブは、吸気行程初期に吸気を絞り、その後開作動する
ように構成され、作動位置と非作動位置とを有する共
に、吸気バイブ下流の負圧により開閉制御される負圧開
閉弁であるディーゼルエンジンの燃料噴射量制御装置に
おいて、上記吸気バルブの作動時に、燃料噴射ポンプの
最大燃料噴射量を通常運転時よりも減少させる噴射量制
御手段を具備する構成とする。(Means for Solving the Problem) The present invention comprises an intake valve arranged in an intake passage for narrowing the intake passage, and an intake valve control means for operating the intake valve when the engine is cold or the outside air temperature is low. The intake valve is a negative pressure on-off valve which is configured to throttle intake air in the early stage of the intake stroke and then to perform an open operation, has an operating position and a non-operating position, and is controlled to open and close by negative pressure downstream of the intake vibrator. The fuel injection amount control device for an engine is configured to include an injection amount control means for reducing the maximum fuel injection amount of the fuel injection pump when the intake valve is operating, compared to during normal operation.
（作用） エンジン冷機時又は外気低温時に、吸気バルブは、吸気
行程初期に吸気通路を絞り、その後開作動するが、上記
吸気バルブの作動時に、燃料噴射ポンプの最大燃料噴射
量を通常運転時よりも減少せしめられる。(Operation) When the engine is cold or the outside air temperature is low, the intake valve narrows the intake passage at the beginning of the intake stroke and then opens. Is also reduced.
（実施例） 以下、本発明の実施例を図面に沿って説明する。(Example) Hereinafter, the Example of this invention is described along drawing.
第１図乃至第３図に示す４気筒のディーゼルエンジンに
おいて、１，２はそれぞれ吸気ポート及び排気ポート
で、吸気口３及び排気口４を介して各燃焼室５に開口し
ている。In the four-cylinder diesel engine shown in FIGS. 1 to 3, reference numerals 1 and 2 denote an intake port and an exhaust port, respectively, which are open to each combustion chamber 5 through an intake port 3 and an exhaust port 4.
各吸気ポート１は、吸気バルブユニット６を介して、吸
気マニホールド７の各吸気通路８に接続され、各吸気通
路８に対し吸気バルブユニット６の吸気バルブ９が位置
するようになっている。この吸気バルブ９下流の負圧に
応じて、燃料噴射ポンプ１０の最大燃料噴射量を制御す
るようになっている。Each intake port 1 is connected to each intake passage 8 of the intake manifold 7 via the intake valve unit 6, and the intake valve 9 of the intake valve unit 6 is positioned with respect to each intake passage 8. The maximum fuel injection amount of the fuel injection pump 10 is controlled according to the negative pressure downstream of the intake valve 9.
上記吸気バルブユニット６は、第３図に詳細を示すよう
に、本体フレーム１１に各吸気通路８に対応する吸気バ
ルブ９が連結シャフト１２を介して連結され、該連結シ
ャフト１２の端部がリンク機構１３を介してアクチュエ
ータ１４（吸気バルブ制御手段）に連係されている。こ
のアクチュエータ１３は、電磁三方弁１５を介して接続
されたバキュームポンプ１６にて駆動され、連結シャフ
ト１２を回動させて、吸気バルブ９の作動位置Ｐ１と非
作動位置Ｐ２との切換えを行うようになっている。尚、
吸気バルブ９は、非作動位置Ｐ２では本体フレーム１１
の凹所１１ａ内に収容され、吸気の流れの抵抗とはなら
ない。As shown in detail in FIG. 3, the intake valve unit 6 has an intake valve 9 corresponding to each intake passage 8 connected to a main body frame 11 via a connecting shaft 12, and an end portion of the connecting shaft 12 is linked. It is linked to the actuator 14 (intake valve control means) via the mechanism 13. The actuator 13 is driven by a vacuum pump 16 connected via an electromagnetic three-way valve 15 to rotate the connecting shaft 12 to switch the intake valve 9 between an operating position P 1 and a non-operating position P 2. I am supposed to do it. still,
The intake valve 9 has the main body frame 11 at the non-actuated position P 2.
It is housed in the recess 11a and does not become a resistance to the flow of intake air.
上記電磁三方弁１５は、回転数センサよりのエンジン回
転数信号Ｓ１、エンジン冷却水温センサよりの水温信号
Ｓ２、外気温センサよりの外気温信号Ｓ３がそれぞれ入
力される制御手段１７にて、エンジン回転数が高回転で
ある場合を除くエンジン冷機時又は外気低温時にバキュ
ームポンプ１６をアクチュエータ１４に接続し、連結シ
ャフト１２を回動させて吸気バルブ９を作動位置Ｐ１に
するようになっている。そして、空気バルブ９は、吸気
行程初期に吸気を絞り、その後開作動するように構成さ
れている。The electromagnetic three-way valve 15 is controlled by the control means 17 to which the engine speed signal S 1 from the speed sensor, the water temperature signal S 2 from the engine cooling water temperature sensor, and the outside air temperature signal S 3 from the outside air temperature sensor are input. The vacuum pump 16 is connected to the actuator 14 when the engine is cold or the outside air temperature is low except when the engine speed is high, and the connecting shaft 12 is rotated to set the intake valve 9 to the operating position P 1. ing. The air valve 9 is configured to throttle the intake air at the beginning of the intake stroke and then open the intake air.
各吸気バルブ９は第３図に示すように、作動位置Ｐ
１で、下流側となる基板部２１ａと、該基板部２１ａの
上流側に固着された外枠部２１ｂと、該両部２１ａ，２
１ｂにて形成される中空内部を第１室２２と第２室２３
とに区画する中枠部２１ｃとからなるケーシング２１を
有する。Each intake valve 9 has an operating position P as shown in FIG.
1 , the downstream substrate portion 21a, the outer frame portion 21b fixed to the upstream side of the substrate portion 21a, and the both portions 21a, 2
The hollow interior formed by 1b is the first chamber 22 and the second chamber 23.
It has the casing 21 which consists of the middle frame part 21c divided into.
第１室２２には、中枠部２１ｃにて軸部２４ａが摺動可
能に支持され基板部２１ａの吸気流出口２５を弁部２４
ｂにて開閉する弁体２４が設けられている。一方、第２
室２３には、該第２室２３内を区画するダイヤフラム２
６に軸部２４ａの基端が連結された弁体２４を、吸気流
出口２５を閉じる方向に常時付勢するスプリング２７が
縮装されている。In the first chamber 22, the shaft portion 24a is slidably supported by the middle frame portion 21c, and the intake air outlet 25 of the substrate portion 21a is connected to the valve portion 24.
A valve body 24 that opens and closes at b is provided. Meanwhile, the second
The chamber 23 has a diaphragm 2 that partitions the inside of the second chamber 23.
A spring 27 that constantly urges the valve body 24 in which the base end of the shaft portion 24a is connected to 6 in the direction of closing the intake outlet 25 is provided.
また、外枠部２１ｂには、第１室２２に開口する吸気流
入口２９が、基枠部２１ａには、第２室２３に開口する
負圧口３０がそれぞれ設けられている。Further, the outer frame portion 21b is provided with an intake air inlet 29 opening to the first chamber 22, and the base frame portion 21a is provided with a negative pressure port 30 opening to the second chamber 23.
尚、吸気バルブユニット６の本体フレーム１１には、吸
気バルブ９下流の負圧を取出す負圧取出口３１と、吸気
バルブ９が作動位置Ｐ１になるときの位置決め用の凸部
３２とが設けられている。The main body frame 11 of the intake valve unit 6 is provided with a negative pressure outlet 31 for extracting a negative pressure downstream of the intake valve 9 and a convex portion 32 for positioning when the intake valve 9 reaches the operating position P 1. Has been.
上記燃料噴射ポンプ１０は、ハウジング４１の一部にカ
バー部材４２が取付けられ、その内部がダイヤフラム４
３にて第１室４４と第２室４５とに区画されている。ダ
イヤフラム４３には、第２室４５側へ延びるアジャスチ
ングロッド４６が固定され、その外周面の一部に下方に
なるほど径が大きいテーパ状のカム面４６ａが形成され
ている。また、第１室４４は、途中に負圧変動吸収用の
拡大室４７を有する連通路４８を介して、吸気バルブユ
ニット６の本体フレーム１１に設けた負圧取出口３１に
接続され、上記連通路４８を通じて導入される負圧に応
じてダイヤフラム４３即ちアジャスチングロッド４６
が、第１室４４に縮装されたスプリング４７の弾発力に
抗して変位し、位置制御されるようになっている。In the fuel injection pump 10, the cover member 42 is attached to a part of the housing 41, and the inside thereof is the diaphragm 4.
It is divided into a first chamber 44 and a second chamber 45 at 3. An adjusting rod 46 extending toward the second chamber 45 is fixed to the diaphragm 43, and a tapered cam surface 46a having a larger diameter toward the lower side is formed on a part of the outer peripheral surface of the adjusting rod 46. Further, the first chamber 44 is connected to the negative pressure outlet 31 provided in the main body frame 11 of the intake valve unit 6 through a communication passage 48 having an expansion chamber 47 for absorbing negative pressure fluctuations in the middle thereof, and the above-mentioned communication is performed. Depending on the negative pressure introduced through the passage 48, the diaphragm 43, that is, the adjusting rod 46.
However, it is displaced against the elastic force of the spring 47 compressed in the first chamber 44, and the position is controlled.
４９は回動レバーで、枢軸５０にて回動可能に枢支さ
れ、その一端部４９ａがアジャスチングロッド４６のカ
ム面４６ａに常に当接する一方、他端部４９ｂがテンシ
ョンレバー５１を規制するようになっている。このよう
にして、ガバナ機構５２によって定められる最大燃料噴
射量を減少させる噴射量制限手段が構成されている。即
ち、スタートレバー５３、コントロールスリーブ５４の
係合溝に係合したボールヘッドピン５５を介してコント
ロールスリーブ５４の位置が補正され、それによって最
大燃料噴射量が制御される。A turning lever 49 is rotatably supported by a pivot shaft 50. One end 49a of the turning lever always contacts the cam surface 46a of the adjusting rod 46, while the other end 49b regulates the tension lever 51. It has become. In this way, the injection amount limiting means for reducing the maximum fuel injection amount determined by the governor mechanism 52 is configured. That is, the position of the control sleeve 54 is corrected via the ball lever 55 that engages with the start lever 53 and the engagement groove of the control sleeve 54, and thereby the maximum fuel injection amount is controlled.
上記のように構成すれば、エンジン冷機時又は外気低温
時には、制御手段１７にて電磁三方弁１５を切換え、バ
キュームポンプ１６をアクチュエータ１４に接続し、連
結シャフト１２を回動することで、吸気バルブ９を非作
動位置Ｐ２から作動位置Ｐ１へ移行させる（第４図参
照）。According to the above structure, when the engine is cold or the outside air temperature is low, the control means 17 switches the electromagnetic three-way valve 15, the vacuum pump 16 is connected to the actuator 14, and the connecting shaft 12 is rotated, whereby the intake valve. 9 is moved from the non-actuated position P 2 to the actuated position P 1 (see FIG. 4).
すると、吸気バルブ９の基板部２１ａにて吸気通路８が
遮断され、吸気通路８が絞られることとなる（吸気行程
初期）。それから、エンジンの燃焼室５の負圧が大きく
なると、負圧口３０より第２室２３に導入された負圧に
てダイヤフラム２６がスプリング２７の弾発力に抗して
変位し、それに伴って弁体２４も変位するので、吸気流
出口２５が開かれる。その結果、吸気通路８が、吸気流
入口２９、第１室２２及び吸気流出口２５を介して吸気
ポート１に連通され（第５図参照）、エンジンの燃焼室
５内へ吸気（速度エネルギを有する）が急激に流入さ
れ、シリンダ内のピストン頂面に当たり停止する（この
とき速度エネルギが０）。そのときの空気中の分子同士
が互いに剪断力により摩擦し合って熱が発生する。即
ち、速度エネルギが温度エネルギに変換され、吸気音度
が上昇するいわゆる断熱圧縮作用が起こり、熱効率の点
で有利に燃焼が行われる。Then, the intake passage 8 is blocked by the base plate portion 21a of the intake valve 9, and the intake passage 8 is throttled (the initial stage of the intake stroke). Then, when the negative pressure of the combustion chamber 5 of the engine becomes large, the diaphragm 26 is displaced against the elastic force of the spring 27 by the negative pressure introduced into the second chamber 23 from the negative pressure port 30, and accordingly the diaphragm 26 is displaced. Since the valve body 24 is also displaced, the intake air outlet 25 is opened. As a result, the intake passage 8 is communicated with the intake port 1 through the intake inlet 29, the first chamber 22, and the intake outlet 25 (see FIG. 5), and intake air (speed energy is supplied to the combustion chamber 5 of the engine). Rapidly flows into the cylinder and stops at the top surface of the piston (velocity energy is 0 at this time). At that time, molecules in the air rub against each other due to the shearing force to generate heat. That is, velocity energy is converted into temperature energy, a so-called adiabatic compression action that raises the intake sound level occurs, and combustion is advantageously performed in terms of thermal efficiency.
このように、吸気バルブ９が、吸気バルブ９下流の負圧
により開閉制御される負圧開閉弁となって機能する。In this way, the intake valve 9 functions as a negative pressure opening / closing valve that is controlled to open / close by the negative pressure downstream of the intake valve 9.
以下、これを繰返し、エンジンが暖機状態でかつ外気温
が高いと制御手段１７にて判定されると、アクチュエー
タ１４を駆動して吸気バルブ９を非作動位置Ｐ２に回動
させ、通常運転に戻る。Thereafter, this is repeated, and when the control means 17 determines that the engine is in the warm-up state and the outside air temperature is high, the actuator 14 is driven to rotate the intake valve 9 to the non-operating position P 2 , and the normal operation is performed. Return to.
尚、吸気バルブ９が作動位置Ｐ１にある場合、吸気バル
ブ９そのものが吸気抵抗となって、充填効率が低下し、
吸気バルブ９が非作動位置Ｐ１にある通常運転時よりも
空気過剰率が小さくなる傾向にあるが、前述した如く吸
気バルブ９下流の負圧に応じて最大燃料噴射量が規制さ
れるので、空気過剰率が補正される。即ち、吸気バルブ
９が作動位置Ｐ１にあるときは、吸気バルブ９下流の負
圧が大きくなるので、ダイヤフラム２６がスプリング２
７の弾発力に抗して上方（第１図において）へ変位し、
それに伴ってアジャスチングロッド４６が上方へ変位
し、カム面４６ａに従って回動レバー４９が反時計方向
に回動し、テンションレバー５１が右方へ動き、コント
ロールスリーブ５４を燃料減の方向へ移行させる。In addition, when the intake valve 9 is in the operating position P 1 , the intake valve 9 itself becomes an intake resistance and the charging efficiency decreases,
Although the excess air ratio tends to be smaller than that during normal operation when the intake valve 9 is in the non-operating position P 1 , the maximum fuel injection amount is regulated according to the negative pressure downstream of the intake valve 9 as described above. The excess air ratio is corrected. That is, when the intake valve 9 is in the operating position P 1 , the negative pressure downstream of the intake valve 9 becomes large, so that the diaphragm 26 moves to the spring 2 position.
Is displaced upward (in FIG. 1) against the resilience of 7,
Along with this, the adjusting rod 46 is displaced upward, the rotating lever 49 is rotated counterclockwise according to the cam surface 46a, the tension lever 51 is moved rightward, and the control sleeve 54 is moved in the direction of reducing fuel. .
したがって、燃料噴射ポンプ１０の最大燃料噴射量が通
常運転時よりも減少することとなるので、適正な空気過
剰率となり、空気不足によるスモークの発生は防止され
る。Therefore, the maximum fuel injection amount of the fuel injection pump 10 becomes smaller than that during normal operation, so that an appropriate excess air ratio is achieved, and the occurrence of smoke due to insufficient air is prevented.
（発明の効果） 本発明は上記の構成したから、吸気バルブの作動時には
噴射量制御手段によって燃料噴射ポンプの最大燃料噴射
量が通常運転時よりりも減少し、吸気バルブの作動時の
空気不足によるスモーク発生を防止することができる。(Advantages of the Invention) Since the present invention is configured as described above, the maximum fuel injection amount of the fuel injection pump is reduced by the injection amount control means during the operation of the intake valve as compared with that during normal operation, and the air shortage during the operation of the intake valve is insufficient. It is possible to prevent smoke from being generated.
図面は本発明の実施例を示し、第１図はディーゼルエン
ジンの燃料噴射量制御装置の全体構成図、第２図は吸気
バルブユニットと吸気通路との関係を示す説明図、第３
図は吸気バルブユニットの説明図、第４図及び第５図は
それぞれ吸気バルブの動作の説明図である。 １……吸気ポート、８……吸気通路、９……吸気バル
ブ、１０……燃料噴射ポンプ、４６……アジャスチング
ロッド、４６ａ……カム面、Ｐ１……作動位置、Ｐ２…
…非作動位置The drawings show an embodiment of the present invention, FIG. 1 is an overall configuration diagram of a fuel injection amount control device for a diesel engine, FIG. 2 is an explanatory diagram showing a relationship between an intake valve unit and an intake passage, and FIG.
FIG. 4 is an explanatory diagram of the intake valve unit, and FIGS. 4 and 5 are explanatory diagrams of the operation of the intake valve unit. 1 ...... intake port, 8 ...... intake passage 9 ...... intake valve 10 ...... fuel injection pump, 46 ......-adjustment quenching rods, 46a ...... cam surface, P 1 ...... actuated position, P 2 ...
… Inactive position
───────────────────────────────────────────────────── フロントページの続き (72)発明者 佐渡 修 広島県安芸郡府中町新地３番１号 マツダ 株式会社内 (56)参考文献 特開 昭58−106136（ＪＰ，Ａ) 実開 昭55−165935（ＪＰ，Ｕ) ─────────────────────────────────────────────────── ─── Continuation of the front page (72) Inventor Osamu Sado No. 3 Shinchi, Fuchu-cho, Aki-gun, Hiroshima Prefecture Mazda Co., Ltd. (56) References JP-A-58-106136 (JP, A) 165935 (JP, U)
Claims (2)
バルブと、該吸気バルブをエンジン冷機時又は外気低温
時に作動させる吸気バルブ制御手段とを備え、上記吸気
バルブは、吸気行程初期に吸気を絞り、その後開作動す
るように構成され、作動位置と非作動位置とを有する共
に、吸気バイブ下流の負圧により開閉制御される負圧開
閉弁であるディーゼルエンジンの燃料噴射量制御装置に
おいて、 上記吸気バルブの作動時に、燃料噴射ポンプの最大燃料
噴射量を通常運転時よりも減少させる噴射量制限手段を
具備することを特徴とするディーゼルエンジンの燃料噴
射量制御装置。1. An intake valve provided in an intake passage for narrowing the intake passage, and intake valve control means for operating the intake valve when the engine is cold or when the outside air temperature is low. The intake valve is provided at the beginning of an intake stroke. In a fuel injection amount control device for a diesel engine, which is a negative pressure opening / closing valve that is configured to throttle intake air and then perform an opening operation, has an operating position and a non-operating position, and is open / close controlled by a negative pressure downstream of an intake vibrator. A fuel injection amount control device for a diesel engine, comprising: an injection amount limiting means for reducing the maximum fuel injection amount of the fuel injection pump when the intake valve is operating, as compared with a normal operation.
に応じて最大燃料噴射量を制限するところの特許請求の
範囲第１項記載のディーゼルエンジンの燃料噴射量制御
装置。2. The fuel injection amount control device for a diesel engine according to claim 1, wherein the injection amount limiting means limits the maximum fuel injection amount according to the pressure downstream of the intake valve.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP59196141A JPH0621573B2 (en) | 1984-09-19 | 1984-09-19 | Fuel injection amount control device for diesel engine |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP59196141A JPH0621573B2 (en) | 1984-09-19 | 1984-09-19 | Fuel injection amount control device for diesel engine |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| JPS6172837A JPS6172837A (en) | 1986-04-14 |
| JPH0621573B2 true JPH0621573B2 (en) | 1994-03-23 |
Family
ID=16352908
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP59196141A Expired - Lifetime JPH0621573B2 (en) | 1984-09-19 | 1984-09-19 | Fuel injection amount control device for diesel engine |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JPH0621573B2 (en) |
Families Citing this family (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPH048733U (en) * | 1990-05-11 | 1992-01-27 |
Family Cites Families (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS6014905Y2 (en) * | 1979-05-16 | 1985-05-11 | いすゞ自動車株式会社 | Internal combustion engine starting accelerator |
| JPS58106136A (en) * | 1981-12-21 | 1983-06-24 | Toyota Motor Corp | Regulating device of fuel injection quantity in diesel engine |
-
1984
- 1984-09-19 JP JP59196141A patent/JPH0621573B2/en not_active Expired - Lifetime
Also Published As
| Publication number | Publication date |
|---|---|
| JPS6172837A (en) | 1986-04-14 |
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