JPH0693936A - Accumulator fuel injection device - Google Patents
Accumulator fuel injection deviceInfo
- Publication number
- JPH0693936A JPH0693936A JP28656592A JP28656592A JPH0693936A JP H0693936 A JPH0693936 A JP H0693936A JP 28656592 A JP28656592 A JP 28656592A JP 28656592 A JP28656592 A JP 28656592A JP H0693936 A JPH0693936 A JP H0693936A
- Authority
- JP
- Japan
- Prior art keywords
- fuel
- pressure
- accumulator
- injection
- solenoid 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.)
- Granted
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
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D41/00—Electrical control of supply of combustible mixture or its constituents
- F02D41/30—Controlling fuel injection
- F02D41/38—Controlling fuel injection of the high pressure type
- F02D41/3809—Common rail control systems
- F02D2041/3881—Common rail control systems with multiple common rails, e.g. one rail per cylinder bank, or a high pressure rail and a low pressure rail
Landscapes
- Fuel-Injection Apparatus (AREA)
Abstract
Description
【０００１】[0001]
【産業上の利用分野】本発明は、蓄圧式燃料噴射装置に
関するものである。BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a pressure accumulation type fuel injection device.
【０００２】[0002]
【従来の技術】従来のデイーゼルエンジン用蓄圧式燃料
噴射装置の典型的な構成を図２の概略構成図を参照して
説明する。図中符号１０は総括的に燃料噴射ノズルを示
し、同噴射ノズル１０は、その先端に穿設された複数の
燃料噴射用噴孔１２及び同噴孔１２に供給される燃料を
貯溜する燃料溜１４を具えたノズル１６を有する。2. Description of the Related Art A typical structure of a conventional accumulator fuel injection device for a diesel engine will be described with reference to the schematic structure diagram of FIG. Reference numeral 10 in the figure generally indicates a fuel injection nozzle. The injection nozzle 10 has a plurality of fuel injection nozzle holes 12 formed at its tip and a fuel reservoir for storing fuel supplied to the nozzle holes 12. It has a nozzle 16 with 14.
【０００３】ノズル１６内に、上記燃料溜１４と噴孔１
２との連通を制御するノズルニードル１８が摺動自在に
収容され、同ノズルニードル１８はノズルホルダ２０内
に収蔵されたプツシユロツド２２を介してプレツシヤス
プリング２４により常時閉方向に付勢されている。上記
ノズルホルダ２０内に油室２６が形成され、同油室２６
内に、上記ノズルニードル１８及びプツシユロツド２２
に対し同軸的に油圧ピストン２８が摺動自在に嵌装され
ている。Inside the nozzle 16, the fuel reservoir 14 and the injection hole 1 are provided.
A nozzle needle 18 for controlling communication with the nozzle 2 is slidably accommodated, and the nozzle needle 18 is constantly urged in a closing direction by a pressure spring 24 via a push rod 22 stored in a nozzle holder 20. There is. An oil chamber 26 is formed in the nozzle holder 20.
Inside, the nozzle needle 18 and push rod 22
On the other hand, a hydraulic piston 28 is coaxially and slidably fitted.
【０００４】上記油室２６は、並列に配置された一方向
弁３０及びオリフイス３２を介して三方電磁弁３４の第
１の出口ｂに接続され、同電磁弁３４は、更に蓄圧器３
６に連通する入口ａ及び燃料タンク３８に連通する第２
の出口ｃを具えている。上記入口ａは、電磁アクチユエ
ータ４０によつて駆動される弁体４２により、第１出口
ｂ又は第２出口ｃに選択的に接続され、電磁アクチユエ
ータ４０が消勢されているときは、入口ａは第１出口ｂ
に連通し、また同電磁アクチユエータ４０が付勢された
ときは、入口ａが第２出口ｃに連通するように構成され
ている。また上記ノズルホルダ２０及びノズル１６内
に、上記燃料溜１４を蓄圧器３６に接続するフイードホ
ール４４が設けられている。The oil chamber 26 is connected to a first outlet b of a three-way solenoid valve 34 via a one-way valve 30 and an orifice 32 which are arranged in parallel, and the solenoid valve 34 is further connected to the pressure accumulator 3.
6 which is in communication with the fuel tank 38
It has an exit c. The inlet a is selectively connected to the first outlet b or the second outlet c by a valve body 42 driven by the electromagnetic actuator 40. When the electromagnetic actuator 40 is deenergized, the inlet a is First exit b
The inlet a communicates with the second outlet c when the electromagnetic actuator 40 is energized. Further, a feed hole 44 for connecting the fuel reservoir 14 to the pressure accumulator 36 is provided in the nozzle holder 20 and the nozzle 16.
【０００５】上記蓄圧器３６には、総括的に符号４６で
示されている燃料加圧ポンプにより、エンジンの運転状
態に応じ予め設定された高圧力の燃料が供給される。上
記燃料加圧ポンプ４６は、エンジンのクランク軸に連動
して駆動される偏心輪又はカム４８によつて往復駆動さ
れるプランジヤ５０を具え、同プランジヤ５０は、低圧
のフイードポンプ５２によりポンプ室５４内に供給され
た燃料タンク３８内のオイルを加圧して一方向弁５６を
介し蓄圧器３６に圧送する。The pressure accumulator 36 is supplied with fuel of a high pressure preset according to the operating state of the engine by a fuel pressurizing pump generally indicated by the reference numeral 46. The fuel pressurizing pump 46 includes a plunger 50 that is reciprocally driven by an eccentric wheel or a cam 48 that is driven in conjunction with the crankshaft of the engine. The plunger 50 is driven by a low-pressure feed pump 52 in a pump chamber 54. The oil in the fuel tank 38 that has been supplied to the fuel tank 38 is pressurized and sent to the pressure accumulator 36 via the one-way valve 56.
【０００６】上記ポンプ室５４の吐出側通路５８と、フ
イードポンプ５２に連通する吸込側通路６０との間に、
電磁アクチユエータ６２によつて開閉されるスピル弁６
４が介装され、同電磁アクチユエータ６２及び前記三方
電磁弁３４の電磁アクチユエータ４０は、夫々コントロ
ーラ６６によつて制御される。Between the discharge side passage 58 of the pump chamber 54 and the suction side passage 60 communicating with the feed pump 52,
Spill valve 6 opened and closed by an electromagnetic actuator 62
4, the electromagnetic actuator 62 and the electromagnetic actuator 40 of the three-way electromagnetic valve 34 are controlled by a controller 66.
【０００７】コントローラ６６は、多気筒エンジンの個
々のシリンダを判別する気筒判別装置６８、エンジン回
転数及びクランク角検知装置７０、エンジンの負荷検知
装置７２及び上記蓄圧器３６内の燃料圧力を検知する燃
料圧力センサ７４、並びに、必要に応じエンジンの運転
状態に影響を及ぼす気温、大気圧、燃料温度等の補助情
報７６を受容して、上記電磁アクチユエータ４０及び６
２を制御する。The controller 66 detects a cylinder discriminating device 68 for discriminating individual cylinders of a multi-cylinder engine, an engine speed and crank angle detecting device 70, an engine load detecting device 72, and fuel pressure in the pressure accumulator 36. The fuel pressure sensor 74 and, if necessary, the auxiliary information 76 such as air temperature, atmospheric pressure, fuel temperature, etc., which influences the operating state of the engine, are received, and the electromagnetic actuators 40 and 6 are received.
Control 2
【０００８】上記従前の蓄圧式燃料噴射装置の作動態様
を簡略に説明すると次のとおりである。先ず、エンジン
のクランク軸に連動して駆動される偏心輪又はカム４８
によりプランジヤ５０が駆動され、フイードポンプ５２
によつてポンプ室５４に供給された低圧の燃料が高圧に
加圧されて蓄圧器３６に供給される。The operation mode of the conventional pressure-accumulation type fuel injection device will be briefly described as follows. First, an eccentric wheel or cam 48 that is driven in conjunction with the crankshaft of the engine
The plunger 50 is driven by the feed pump 52.
Thus, the low-pressure fuel supplied to the pump chamber 54 is pressurized to a high pressure and supplied to the pressure accumulator 36.
【０００９】エンジンの運転状態に応じて、コントロー
ラ６６から電磁アクチユエータ６２に駆動出力が供給さ
れてスピル弁６４が開閉され、同スピル弁６４によつて
蓄圧器３６内の燃料圧力が予め設定された高圧力（例え
ば８００〜１０００気圧）に制御される。一方、蓄圧器
３６内の燃料圧力を示す信号がセンサ７４からコントロ
ーラ６６にフイードバツクされる。According to the operating state of the engine, a drive output is supplied from the controller 66 to the electromagnetic actuator 62 to open / close the spill valve 64, and the fuel pressure in the pressure accumulator 36 is preset by the spill valve 64. It is controlled to a high pressure (for example, 800 to 1000 atm). On the other hand, a signal indicating the fuel pressure in the pressure accumulator 36 is fed back from the sensor 74 to the controller 66.
【００１０】蓄圧器３６内の高圧燃料は、燃料噴射ノズ
ル１０のフイードホール４４を経て燃料溜１４に供給さ
れ、ノズルニードル１８を上向き即ち啓開方向に押圧し
ている。一方、燃料噴射ノズル１０の不作動時には、三
方電磁弁３４の電磁アクチユエータ４０が消勢されてい
て入口ａと第１出口ｂとが連通しているので、蓄圧器３
６の高圧燃料が一方向弁３０及びオリフイス３２を経て
油室２６に供給されている。The high-pressure fuel in the accumulator 36 is supplied to the fuel reservoir 14 via the feed hole 44 of the fuel injection nozzle 10 and presses the nozzle needle 18 upward, that is, in the opening direction. On the other hand, when the fuel injection nozzle 10 is not operating, the electromagnetic actuator 40 of the three-way electromagnetic valve 34 is deenergized and the inlet a and the first outlet b are in communication, so the pressure accumulator 3
The high-pressure fuel 6 is supplied to the oil chamber 26 via the one-way valve 30 and the orifice 32.
【００１１】油室２６内の油圧ピストン２８が、同油室
内の燃料圧力によつて下向きに押圧され、この油圧力に
基づく押下げ力にプレツシヤスプリング２４のばね力を
加えた閉弁力が、プツシユロツド２２を介してノズルニ
ードル１８に印加される。上記ノズルニードル１８に上
向きに作用する燃料圧力の作用面積よりも油圧ピストン
２８に下向きに作用する燃料圧力の受圧面積が十分大き
く設定され、更にプレツシヤスプリング２４の下向きの
ばね力が追加して作用しているので、ノズルニードル１
８は図示の閉止位置に保持されている。The hydraulic piston 28 in the oil chamber 26 is pressed downward by the fuel pressure in the oil chamber 26, and the pressing force based on this oil pressure is added with the spring force of the compression spring 24 to close the valve. Is applied to the nozzle needle 18 via the push rod 22. The pressure receiving area of the fuel pressure acting downward on the hydraulic piston 28 is set sufficiently larger than the acting area of the fuel pressure acting upward on the nozzle needle 18, and the downward spring force of the compression spring 24 is further added. Nozzle needle 1 because it is working
8 is held in the closed position shown.
【００１２】次に、コントローラ６６の駆動出力により
電磁アクチユエータ４０が付勢されると、入口ａと第１
出口ｂとの連通が遮断されて、第１出口ｂと第２出口ｃ
とが連通される。このため油室２６がオリフイス３２及
び第２出口ｃを介して燃料タンク３８に接続され、油圧
ピストン２８に作用していた燃料圧力が除去され、プレ
ツシヤスプリング２４がノズルニードル１８に作用する
上向きの燃料圧力により克服されて同ノズルニードル１
８が啓開され、燃料溜１４内の高圧燃料が噴孔１２から
シリンダ内に噴射される。Next, when the electromagnetic actuator 40 is energized by the drive output of the controller 66, the inlet a and the first
The communication with the outlet b is blocked, and the first outlet b and the second outlet c
And are communicated. Therefore, the oil chamber 26 is connected to the fuel tank 38 via the orifice 32 and the second outlet c, the fuel pressure acting on the hydraulic piston 28 is removed, and the compression spring 24 acts on the nozzle needle 18 in the upward direction. Overcome by the fuel pressure of the same nozzle needle 1
8 is opened, and the high pressure fuel in the fuel reservoir 14 is injected from the injection holes 12 into the cylinder.
【００１３】エンジンの運転状態に応じ予め設定された
時間後に、コントローラ６６によつて電磁アクチユエー
タ４０が消勢され、三方電磁弁３４の入口ａと第１出口
ｂとが再び連通して、油圧ピストン２８に蓄圧器３６内
の燃料圧力が印加されるので、ノズルニードル１８が閉
止され、燃料噴射が終了する。After a preset time according to the operating state of the engine, the electromagnetic actuator 40 is deenergized by the controller 66, the inlet a of the three-way electromagnetic valve 34 and the first outlet b are re-established, and the hydraulic piston Since the fuel pressure in the pressure accumulator 36 is applied to 28, the nozzle needle 18 is closed and the fuel injection is completed.
【００１４】上記蓄圧式燃料噴射装置は、蓄圧器３６に
貯溜された設定圧力の高圧燃料をエンジンの各シリンダ
に供給することができるので、アイドル運転から高速全
力運転まで、広範囲に変動する回転数、負荷領域で運転
する車両用デイーゼルエンジンの全運転範囲において高
い性能を確保し得る一般的な利点がある。Since the pressure-accumulation fuel injection device can supply the high pressure fuel of the set pressure stored in the pressure accumulator 36 to each cylinder of the engine, the rotational speed fluctuates over a wide range from idle operation to high speed full power operation. There is a general advantage that high performance can be secured in the entire operating range of the vehicle diesel engine operating in the load region.
【００１５】しかしながら、通常の燃料噴射装置では、
燃料が上記ノズルニードル１８の設定時間の開放により
一時に供給されるため、縦軸に熱発生率ｄＱ／ｄθをと
り、横軸にクランク角θ（又は時間）をとつて示した図
５の典型的な熱発生パターン図に曲線Ｑｏで示されてい
るように、燃焼の初期に、高温高圧の急激な爆発燃焼が
行なわれ、エンジンの運転騒音が増大すると共に、排気
ガス中のＮＯｘが増大する不具合がある。However, in a normal fuel injection device,
Since the fuel is supplied at one time by opening the set time of the nozzle needle 18, the heat generation rate dQ / dθ is plotted on the vertical axis and the crank angle θ (or time) is plotted on the horizontal axis. As shown by the curve Q o in the typical heat generation pattern diagram, in the early stage of combustion, high-temperature and high-pressure abrupt explosion combustion is performed, and the engine operating noise increases, and NO x in the exhaust gas increases. There are increasing defects.
【００１６】上記運転騒音及び排気ガス中のＮＯｘを低
減するために、縦軸に燃料噴射率ｄｑ／ｄθをとり横軸
にクランク角θ（又は時間）をとつて示した図３の典型
的な噴射率線図に曲線Ｉで示されているように、各燃料
噴射サイクル毎に、最初短時間θ１内に少量（例えば全
噴射量の１０％程度）のパイロツト噴射Ｉｐを行い、休
止時間θ２をおいたのち相対的に長い時間θ３にわたり
残部多量のメイン噴射Ｉｍを行なう噴射パターンの採用
が有効であることが知られている。In order to reduce the above-mentioned operating noise and NO x in the exhaust gas, the fuel injection rate dq / dθ is plotted on the ordinate and the crank angle θ (or time) is plotted on the abscissa. As shown by the curve I in the injection rate diagram, a small amount (for example, about 10% of the total injection amount) of pilot injection I p is initially performed in each fuel injection cycle for a short period of time θ 1 . It is known that it is effective to adopt an injection pattern in which the main injection I m with a large amount of the remaining amount is carried out over a relatively long time θ 3 after the time θ 2 .
【００１７】即ち、上記２段燃料噴射パターンを採用し
た場合、最初パイロツト噴射された少量の燃料は、直ち
には燃焼せず続くメイン噴射の初期に噴射された燃料と
共に緩やかな燃焼が生起され、図４の熱発生パターン線
図中に曲線Ｑ１で示されているように、最高圧力及び温
度が比較的低い燃焼が生起され、従つてエンジンの振動
及び騒音が低くなり、かつ排気ガス中のＮＯｘ量が少な
くなる利点がある。That is, when the above-mentioned two-stage fuel injection pattern is adopted, a small amount of fuel that is initially pilot-injected does not immediately burn, but mild combustion occurs together with the fuel that is injected at the beginning of the subsequent main injection. As shown by the curve Q 1 in the heat generation pattern diagram of No. 4, combustion with a relatively low maximum pressure and temperature is generated, and therefore vibration and noise of the engine are reduced, and NO in the exhaust gas is reduced. There is an advantage that the x amount is small.
【００１８】従つて、上述した蓄圧式燃料噴射装置と上
記２段燃料噴射パターンとを組み合わせることによつ
て、エンジン性能の向上と振動騒音及びＮＯｘの低減と
を同時に達成し得ることが期待されるが、１０００気圧
前後の高圧燃料を取り扱う従来の燃料噴射装置では、た
とえ三方電磁弁３４の付勢及び消勢を如何に迅速に行な
つても、油圧系の応答性が十分でないために、短い噴射
時間即ち図３の（θ１＋θ２＋θ３）内に同図に示され
ているような噴射パターンを実現することは、実際上極
めて困難である。Therefore, it is expected that by combining the above-mentioned pressure-accumulation type fuel injection device and the above-mentioned two-stage fuel injection pattern, improvement of engine performance and reduction of vibration noise and NO x can be achieved at the same time. However, in a conventional fuel injection device that handles high-pressure fuel of around 1000 atmospheres, no matter how quickly the three-way solenoid valve 34 is energized and deenergized, the responsiveness of the hydraulic system is not sufficient. It is practically extremely difficult to realize the injection pattern as shown in FIG. 3 within a short injection time, that is, (θ 1 + θ 2 + θ 3 ) in FIG.
【００１９】[0019]
【発明が解決しようとする課題】本発明は、上記事情に
鑑み創案されたもので、蓄圧式燃料噴射装置の長所を保
持しながら２段燃料噴射の利点を享有することができ、
従つて出力、燃費等の性能が優れ、かつ振動騒音が小さ
くかつ排気ガス中のＮＯｘが少ない特に車両用のデイー
ゼルエンジンを実現することができる蓄圧式燃料噴射装
置を提供することを目的とするものである。SUMMARY OF THE INVENTION The present invention was devised in view of the above circumstances, and it is possible to enjoy the advantages of two-stage fuel injection while maintaining the advantages of the pressure-accumulation fuel injection device.
Accordingly, it is an object of the present invention to provide a pressure accumulating fuel injection device that can realize a diesel engine for vehicles, which is particularly excellent in performance such as output and fuel consumption, has low vibration noise, and has low NO x in exhaust gas. It is a thing.
【００２０】[0020]
【課題を解決するための手段】上記目的を達成するた
め、本発明は、予め設定された高圧力の燃料を貯溜する
第１の蓄圧器、同第１蓄圧器内の燃料より十分低い圧力
の燃料を貯溜する第２の蓄圧器、上記第１及び第２蓄圧
器に加圧された燃料を供給する燃料加圧ボンプ、その開
閉によつて燃料噴射を制御するノズルニードルを具えた
燃料噴射ノズル、上記ノズルニードルに上記第１蓄圧器
内の燃料圧力を作用させることによつて同ノズルニード
ルを閉止すると共に、同燃料圧力を除去することによつ
て同ノズルニードルを開放する第１の三方電磁弁、上記
燃料噴射ノズル内の燃料溜と第１蓄圧器又は第２蓄圧器
とを選択的に連通させる第２の三方電磁弁、及び燃料噴
射時に、先ず第２三方電磁弁により第２蓄圧器と燃料溜
とが連通されたのち第１三方電磁弁によりノズルニード
ルに印加されていた第１蓄圧器の燃料圧力を短時間除去
することによつて少量の燃料のパイロツト噴射が行なわ
れ、その後上記第２三方電磁弁により第１蓄圧器と燃料
溜とが連通されたのち第１三方電磁弁によりノズルニー
ドルに印加されていた第１蓄圧器の燃料圧力を所要時間
除去することによつて残部の燃料のメイン噴射が行なわ
れるように、上記第１及び第２三方電磁弁を制御するコ
ントローラを具備してなることを特徴とする蓄圧式燃料
噴射装置を提案するものである。In order to achieve the above object, the present invention provides a first pressure accumulator for storing a preset high-pressure fuel, and a pressure sufficiently lower than the fuel in the first pressure accumulator. A fuel injection nozzle having a second accumulator for storing fuel, a fuel pressurizing pump for supplying pressurized fuel to the first and second accumulators, and a nozzle needle for controlling fuel injection by opening and closing the fuel. A first three-way electromagnetic valve that closes the nozzle needle by applying a fuel pressure in the first pressure accumulator to the nozzle needle and opens the nozzle needle by removing the fuel pressure. Valve, a second three-way solenoid valve that selectively communicates the fuel reservoir in the fuel injection nozzle with the first pressure accumulator or the second pressure accumulator, and at the time of fuel injection, the second three-way solenoid valve first causes the second pressure accumulator. And the fuel tank was communicated with (1) The fuel pressure of the first pressure accumulator, which has been applied to the nozzle needle by the three-way solenoid valve, is removed for a short time so that a small amount of fuel is pilot-injected, and then the first three-way solenoid valve causes the first pressure accumulator. So that the main injection of the remaining fuel is performed by removing the fuel pressure of the first pressure accumulator applied to the nozzle needle by the first three-way solenoid valve after the communication with the fuel reservoir is completed for a required time. It is an object of the present invention to propose a pressure-accumulation fuel injection device characterized by comprising a controller for controlling the first and second three-way solenoid valves.
【００２１】[0021]
【実施例】以下本発明の実施例を図１について具体的に
説明する。（なお、図２を参照して説明した従来の装置
と実質的に同一又は対応する部材及び部分には同一の符
号を付し、重複説明は省略する。）図示のように、本発
明によれば、従来の蓄圧器に対応する高圧（例えば８０
０〜１０００気圧）の燃料を貯溜する第１の蓄圧器３６
の外に、比較的低圧（例えば３００〜５００気圧）の燃
料を貯溜する第２の蓄圧器７８が設けられる。EXAMPLE An example of the present invention will be specifically described below with reference to FIG. (Note that members and parts that are substantially the same as or corresponding to those of the conventional device described with reference to FIG. 2 are denoted by the same reference numerals, and redundant description will be omitted.) As illustrated, according to the present invention. For example, the high pressure (for example, 80
First pressure accumulator 36 for storing fuel of 0 to 1000 atm)
In addition to the above, a second pressure accumulator 78 that stores fuel at a relatively low pressure (for example, 300 to 500 atm) is provided.
【００２２】第２蓄圧器７８は、油路８０を介して燃料
加圧ポンプ４６に接続され、同油路８０内には電磁開閉
弁８２が介装されている。同電磁開閉弁８２は、エンジ
ンの運転状態に応じコントローラ６６から供給される駆
動出力によつて開閉され、第２蓄圧器７８内の燃料圧力
を設定圧力に調定する。簡単のために、第２蓄圧器７８
内の設定燃料圧力は、エンジンの運転状態如何に拘ら
ず、一定圧力例えば３００気圧としても良い。また、第
２蓄圧器７８には、燃料圧力を検知する圧力センサ８４
が設けられ、同センサ８４の出力信号はコントローラ６
６に供給される。The second pressure accumulator 78 is connected to the fuel pressurizing pump 46 via an oil passage 80, and an electromagnetic opening / closing valve 82 is provided in the oil passage 80. The electromagnetic opening / closing valve 82 is opened / closed by the drive output supplied from the controller 66 according to the operating state of the engine, and adjusts the fuel pressure in the second pressure accumulator 78 to the set pressure. For simplicity, the second accumulator 78
The set fuel pressure therein may be a constant pressure, for example 300 atm, regardless of the operating state of the engine. In addition, the second pressure accumulator 78 has a pressure sensor 84 for detecting the fuel pressure.
Is provided, and the output signal of the sensor 84 is the controller 6
6 is supplied.
【００２３】一方、燃料噴射ノズル１０には、その油圧
ピストン２８に供給される燃料圧力を制御する従来の三
方電磁弁即ち第１の三方電磁弁３４の外に、総括的に符
号８６で示した第２の三方電磁弁が設けられている。On the other hand, in addition to the conventional three-way solenoid valve for controlling the fuel pressure supplied to the hydraulic piston 28, that is, the first three-way solenoid valve 34, the fuel injection nozzle 10 is generally denoted by reference numeral 86. A second three-way solenoid valve is provided.
【００２４】同第２三方電磁弁８６は、第１蓄圧器３６
に連通する上流側フイードホール４４ａに接続された第
１入口ｘ及び第２蓄圧器７８に連通する第２入口ｚの一
方を、燃料溜１４に連通する下流側フイードホール４４
ｂに接続された出口ｙに選択的に連結する弁体８８と、
同弁体８８を切換え作動させる電磁アクチユエータ９０
とから構成されている。同電磁アクチユエータ９０はコ
ントローラ６６の駆動出力によつて制御される。The second three-way solenoid valve 86 is provided in the first pressure accumulator 36.
One of the first inlet x connected to the upstream feed hole 44a communicating with the second feed port 44a communicating with the second pressure accumulator 78 is connected to the downstream feed hole 44 communicating with the fuel reservoir 14.
a valve element 88 selectively connected to the outlet y connected to b;
Electromagnetic actuator 90 for switching and operating the valve body 88
It consists of and. The electromagnetic actuator 90 is controlled by the drive output of the controller 66.
【００２５】上記装置の作動態様は次のとおりである。
先ず、燃料噴射ノズル１０の不作動時は、コントローラ
６６によつて第２三方電磁弁８６の電磁アクチユエータ
９０が消勢されており、第２入口ｚと出口ｙとが連通し
て第２蓄圧器７８内の低圧燃料が燃料溜１４に供給され
ている。一方、第１三方電磁弁３４の電磁アクチユエー
タ４０が消勢されていて入口ａと第１出口ｂとが連通さ
れ第１蓄圧器３６の高圧燃料が油室２６に供給されてい
る。従つて、従前の燃料噴射ノズルについて詳細に説明
した態様で、ノズルニードル１８は閉止状態に保持され
ている。The mode of operation of the above apparatus is as follows.
First, when the fuel injection nozzle 10 is not in operation, the electromagnetic actuator 90 of the second three-way electromagnetic valve 86 is deenergized by the controller 66, and the second inlet z and the outlet y are in communication with each other to form the second pressure accumulator. The low-pressure fuel in 78 is supplied to the fuel reservoir 14. On the other hand, the electromagnetic actuator 40 of the first three-way solenoid valve 34 is deenergized, the inlet a and the first outlet b are communicated, and the high pressure fuel of the first pressure accumulator 36 is supplied to the oil chamber 26. Therefore, the nozzle needle 18 is held in the closed state in the manner described in detail for the conventional fuel injection nozzle.
【００２６】次に、燃料噴射時には、コントローラ６６
により第１三方電磁弁３４の電磁アクチユエータ４０が
付勢されて第１出口ｂと第２出口ｃとが連通され、油室
２６内の燃料圧力が除去される。この結果、プレツシヤ
スプリング２４が克服されてノズルニードル１８が開放
され、燃料溜１４内の低圧燃料が噴孔１２からシリンダ
内に噴射され、図３にＩｐで示したパイロツト噴射が行
なわれる。Next, at the time of fuel injection, the controller 66
As a result, the electromagnetic actuator 40 of the first three-way electromagnetic valve 34 is urged to communicate the first outlet b and the second outlet c, and the fuel pressure in the oil chamber 26 is removed. As a result, the compression spring 24 is overcome and the nozzle needle 18 is opened, the low pressure fuel in the fuel reservoir 14 is injected from the injection hole 12 into the cylinder, and the pilot injection shown by Ip in FIG. 3 is performed. .
【００２７】極めて短い時間即ちクランク角θ１の経過
後、実際には瞬時の後、第１三方電磁弁３４の電磁アク
チユエータ４０がコントローラ６６により消勢されるの
で、再び油室２６に第１蓄圧器３６内の高圧燃料が供給
されてノズルニードル１８が閉止され上記パイロツト噴
射Ｉｐが停止される。The electromagnetic actuator 40 of the first three-way solenoid valve 34 is deenergized by the controller 66 after an extremely short time, that is, after a lapse of the crank angle θ 1 and after a moment, the controller 66 deactivates the first accumulator again. The high-pressure fuel in the container 36 is supplied, the nozzle needle 18 is closed, and the pilot injection I p is stopped.
【００２８】次に、図３のクランク角θ２の間に、コン
トローラ６６によつて第２三方電磁弁８６の電磁アクチ
ユエータ９０が付勢されて第１入口ｘと出口ｙとが連通
され、燃料溜１４に第１蓄圧器３６内の高圧燃料が供給
される。続いて、第１三方電磁弁３４の電磁アクチユエ
ータ４０がコントローラ６６により付勢されて前述した
ようにノズルニードル１８が開放され、高圧の燃料がシ
リンダ内に噴射されてメイン噴射Ｉｍが行なわれる。ク
ランク角θ３に相当する時間の経過後に、コントローラ
６６により電磁アクチユエータ４０が消勢されて、ノズ
ルニードル１８が閉止され、パイロツト噴射Ｉｐとメイ
ン噴射Ｉｍとからなる１噴射サイクルが完結する。Next, during the crank angle θ 2 in FIG. 3, the controller 66 energizes the electromagnetic actuator 90 of the second three-way electromagnetic valve 86 to communicate the first inlet x and the outlet y, and the fuel The high pressure fuel in the first pressure accumulator 36 is supplied to the reservoir 14. Subsequently, the electromagnetic actuator 40 of the first three-way electromagnetic valve 34 is the nozzle needle 18 is opened as described above is biased by the controller 66, high pressure fuel is injected into the cylinder main injection I m is performed. After a time corresponding to the crank angle θ 3 , the electromagnetic actuator 40 is deenergized by the controller 66, the nozzle needle 18 is closed, and one injection cycle including the pilot injection I p and the main injection I m is completed.
【００２９】パイロツト噴射Ｉｐとメイン噴射Ｉｍとか
らなる２段噴射によつて緩やかな燃焼が行なわれるの
で、エンジンの運転騒音及び振動が低減されると共に、
排気ガス中のＮＯｘが低減される利点があり、同時にメ
イン噴射Ｉｍが高圧燃料によつて行なわれるので、燃焼
を改善してエンジン性能の向上を図ることができる。ま
た、上記構成によれば、ノズルニードルの開閉が第１三
方電磁弁３４によつて行なわれ、パイロツト噴射Ｉｐ及
びメイン噴射Ｉｍの燃料の切替えが、第２三方電磁弁８
６により行なわれるので、応答性が優れ、所望のパター
ンの２段噴射を確実に行なうことができる。Since the two-stage injection consisting of the pilot injection I p and the main injection I m causes gentle combustion, engine running noise and vibration are reduced, and at the same time,
There is an advantage that NO x in the exhaust gas is reduced, and at the same time, since the main injection I m is performed by the high pressure fuel, combustion can be improved and engine performance can be improved. Further, according to the above configuration, the opening and closing of the nozzle needle is performed by the first three-way solenoid valve 34, and the fuel switching between the pilot injection I p and the main injection I m is performed by the second three-way solenoid valve 8.
Since it is performed by No. 6, the responsiveness is excellent, and the two-stage injection of the desired pattern can be reliably performed.
【００３０】[0030]
【発明の効果】叙上のように、本発明に係る蓄圧式燃料
噴射装置は、予め設定された高圧力の燃料を貯溜する第
１の蓄圧器、同第１蓄圧器内の燃料より十分低い圧力の
燃料を貯溜する第２の蓄圧器、上記第１及び第２蓄圧器
に加圧された燃料を供給する燃料加圧ポンプ、その開閉
によつて燃料噴射を制御するノズルニードルを具えた燃
料噴射ノズル、上記ノズルニードルに上記第１蓄圧器内
の燃料圧力を作用させることによつて同ノズルニードル
を閉止すると共に、同燃料圧力を除去することによつて
同ノズルニードルを開放する第１の三方電磁弁、上記燃
料噴射ノズル内の燃料溜と第１蓄圧器又は第２蓄圧器と
を選択的に連通させる第２の三方電磁弁、及び燃料噴射
時に、先ず第２三方電磁弁により第２蓄圧器と燃料溜と
が連通されたのち第１三方電磁弁によりノズルニードル
に印加されていた第１蓄圧器の燃料圧力を短時間除去す
ることによつて少量の燃料のパイロツト噴射が行なわ
れ、その後上記第２三方電磁弁により第１蓄圧器と燃料
溜とが連通されたのち第１三方電磁弁によりノズルニー
ドルに印加されていた第１蓄圧器の燃料圧力を所要時間
除去することによつて残部の燃料のメイン噴射が行なわ
れるように、上記第１及び第２三方電磁弁を制御するコ
ントローラを具備してなることを特徴とし、出力、燃費
等のエンジン性能が優れ、かつ振動騒音及び排気ガス中
のＮＯｘを低減することができる特に車両用デイーゼル
エンジンに好適な燃料噴射装置を提供し得る利点があ
る。As described above, the pressure-accumulation fuel injection device according to the present invention is sufficiently lower than the first pressure accumulator for accumulating fuel of a preset high pressure and the fuel in the first pressure accumulator. A fuel having a second pressure accumulator that stores fuel at a pressure, a fuel pressure pump that supplies pressurized fuel to the first and second pressure accumulators, and a nozzle needle that controls fuel injection by opening and closing the fuel. The injection nozzle, the nozzle needle is closed by applying the fuel pressure in the first pressure accumulator to the nozzle needle, and the first needle is opened by removing the fuel pressure. A three-way solenoid valve, a second three-way solenoid valve that selectively communicates the fuel reservoir in the fuel injection nozzle with the first pressure accumulator or the second pressure accumulator, and at the time of fuel injection, the second three-way solenoid valve first causes the second After the pressure accumulator and the fuel reservoir are in communication (1) The fuel pressure of the first pressure accumulator, which has been applied to the nozzle needle by the three-way solenoid valve, is removed for a short time so that a small amount of fuel is pilot-injected, and then the first three-way solenoid valve causes the first pressure accumulator. So that the main injection of the remaining fuel is performed by removing the fuel pressure of the first pressure accumulator applied to the nozzle needle by the first three-way solenoid valve after the communication with the fuel reservoir is completed for a required time. In particular, it is characterized by comprising a controller for controlling the first and second three-way solenoid valves, and is excellent in engine performance such as output and fuel consumption and capable of reducing vibration noise and NO x in exhaust gas. There is an advantage that a fuel injection device suitable for a vehicle diesel engine can be provided.
【図１】本発明の一実施例を示す概略構成図である。FIG. 1 is a schematic configuration diagram showing an embodiment of the present invention.
【図２】従来の蓄圧式燃料噴射装置の概略構成図であ
る。FIG. 2 is a schematic configuration diagram of a conventional pressure accumulation type fuel injection device.
【図３】図１に示した噴射装置における燃料噴射パター
ンを示す線図である。3 is a diagram showing a fuel injection pattern in the injection device shown in FIG. 1. FIG.
【図４】図３に示した燃料噴射パターンに対応する熱発
生パターンを示す線図である。4 is a diagram showing a heat generation pattern corresponding to the fuel injection pattern shown in FIG.
【図５】通常の燃料噴射が行なわれた場合の熱発生パタ
ーンを示す線図である。FIG. 5 is a diagram showing a heat generation pattern when normal fuel injection is performed.
１０…燃料噴射ノズル、１２…噴孔、１４…燃料溜、１
８…ノズルニードル、２８…油圧ピストン、３４…第１
三方電磁弁、３６…第１蓄圧器、４６…燃料加圧ポン
プ、６６…コントローラ、７８…第２蓄圧器、８６…第
２三方電磁弁10 ... Fuel injection nozzle, 12 ... Injection hole, 14 ... Fuel sump, 1
8 ... Nozzle needle, 28 ... Hydraulic piston, 34 ... First
Three-way solenoid valve, 36 ... First pressure accumulator, 46 ... Fuel pressure pump, 66 ... Controller, 78 ... Second pressure accumulator, 86 ... Second three-way solenoid valve
フロントページの続き (51)Int.Cl.5 識別記号 庁内整理番号 ＦＩ 技術表示箇所 Ｆ０２Ｍ 47/02 9248−3Ｇ Continuation of the front page (51) Int.Cl. 5 Identification code Office reference number FI technical display area F02M 47/02 9248-3G
Claims (1)
第１の蓄圧器、同第１蓄圧器内の燃料より十分低い圧力
の燃料を貯溜する第２の蓄圧器、上記第１及び第２蓄圧
器に加圧された燃料を供給する燃料加圧ボンプ、その開
閉によつて燃料噴射を制御するノズルニードルを具えた
燃料噴射ノズル、上記ノズルニードルに上記第１蓄圧器
内の燃料圧力を作用させることによつて同ノズルニード
ルを閉止すると共に、同燃料圧力を除去することによつ
て同ノズルニードルを開放する第１の三方電磁弁、上記
燃料噴射ノズル内の燃料溜と第１蓄圧器又は第２蓄圧器
とを選択的に連通させる第２の三方電磁弁、及び燃料噴
射時に、先ず第２三方電磁弁により第２蓄圧器と燃料溜
とが連通されたのち第１三方電磁弁によりノズルニード
ルに印加されていた第１蓄圧器の燃料圧力を短時間除去
することによつて少量の燃料のパイロツト噴射が行なわ
れ、その後上記第２三方電磁弁により第１蓄圧器と燃料
溜とが連通されたのち第１三方電磁弁によりノズルニー
ドルに印加されていた第１蓄圧器の燃料圧力を所要時間
除去することによつて残部の燃料のメイン噴射が行なわ
れるように、上記第１及び第２三方電磁弁を制御するコ
ントローラを具備してなることを特徴とする蓄圧式燃料
噴射装置。1. A first pressure accumulator for accumulating a preset high-pressure fuel, a second pressure accumulator for accumulating a fuel having a pressure sufficiently lower than the fuel in the first accumulator, the first and the first accumulators. 2 A fuel pressurizing pump for supplying pressurized fuel to a pressure accumulator, a fuel injection nozzle having a nozzle needle for controlling fuel injection by opening and closing the fuel, and a fuel pressure in the first pressure accumulator for the nozzle needle. A first three-way solenoid valve that closes the nozzle needle by operating it and opens the nozzle needle by removing the fuel pressure, a fuel reservoir in the fuel injection nozzle, and a first pressure accumulator. Alternatively, the second three-way solenoid valve that selectively communicates with the second pressure accumulator, and at the time of fuel injection, first the second accumulator and the fuel reservoir are communicated by the second three-way solenoid valve, and then the first three-way solenoid valve. Was applied to the nozzle needle The fuel pressure in the first pressure accumulator is removed for a short time so that a small amount of fuel is pilot-injected, and thereafter the first pressure accumulator and the fuel reservoir are communicated by the second three-way solenoid valve, and then the first three-way The first and second three-way solenoid valves are controlled so that the remaining fuel is main-injected by removing the fuel pressure of the first pressure accumulator applied to the nozzle needle by the solenoid valve for a required time. A pressure-accumulation type fuel injection device comprising a controller.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP4286565A JP2882209B2 (en) | 1992-09-11 | 1992-09-11 | Accumulator type fuel injection device |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP4286565A JP2882209B2 (en) | 1992-09-11 | 1992-09-11 | Accumulator type fuel injection device |
Related Child Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP12387496A Division JP2882358B2 (en) | 1996-04-10 | 1996-04-10 | Accumulator type fuel injection device |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| JPH0693936A true JPH0693936A (en) | 1994-04-05 |
| JP2882209B2 JP2882209B2 (en) | 1999-04-12 |
Family
ID=17706058
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP4286565A Expired - Fee Related JP2882209B2 (en) | 1992-09-11 | 1992-09-11 | Accumulator type fuel injection device |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JP2882209B2 (en) |
Cited By (23)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| EP0691471A1 (en) | 1994-07-08 | 1996-01-10 | Mitsubishi Jidosha Kogyo Kabushiki Kaisha | Pressure storage fuel injection system |
| EP0699835A1 (en) | 1994-08-29 | 1996-03-06 | Zexel Corporation | Accumulated pressure type fuel injection apparatus |
| WO1998002654A1 (en) * | 1996-07-17 | 1998-01-22 | Mitsubishi Jidosha Kogyo Kabushiki Kaisha | Accumulating type fuel injection control |
| WO1998009068A1 (en) * | 1996-08-29 | 1998-03-05 | Mitsubishi Jidosha Kogyo Kabushiki Kaisha | Fuel injection device |
| US5906188A (en) * | 1995-09-21 | 1999-05-25 | Mitsubishi Jidosha Kogyo Kabushiki Kaisha | Accumulator type fuel injection control system and the method thereof |
| EP1008741A2 (en) | 1998-11-20 | 2000-06-14 | Mitsubishi Jidosha Kogyo Kabushiki Kaisha | Accumulator type fuel injection system |
| WO2000055497A1 (en) * | 1999-03-12 | 2000-09-21 | Robert Bosch Gmbh | Fuel injection system for an internal combustion engine comprising a multistage high-pressure pump and two pressure accumulators |
| WO2001014709A1 (en) * | 1999-08-20 | 2001-03-01 | Robert Bosch Gmbh | Fuel injection system for an internal combustion engine |
| WO2001014737A1 (en) * | 1999-08-20 | 2001-03-01 | Robert Bosch Gmbh | Fuel injection system for an internal combustion machine |
| WO2001075297A1 (en) * | 2000-03-31 | 2001-10-11 | Mitsubishi Jidosha Kogyo Kabushiki Kaisha | Accumulator type fuel injector |
| KR20020047557A (en) * | 2000-12-13 | 2002-06-22 | 이계안 | A common rail type fuel injection device of diesel engine |
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| WO2004020817A1 (en) * | 2002-08-24 | 2004-03-11 | Robert Bosch Gmbh | Fuel injection device |
| KR100428147B1 (en) * | 2001-09-28 | 2004-04-28 | 현대자동차주식회사 | Device and the method for injection controlling of diesel engine |
| WO2007055805A1 (en) * | 2005-11-09 | 2007-05-18 | Caterpillar Inc. | Multi-source fuel system for variable pressure injection |
| WO2007139737A2 (en) * | 2006-05-24 | 2007-12-06 | Caterpillar Inc. | Multi-source fuel system for variable pressure injection |
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| US7392791B2 (en) | 2006-05-31 | 2008-07-01 | Caterpillar Inc. | Multi-source fuel system for variable pressure injection |
| US7431017B2 (en) | 2006-05-24 | 2008-10-07 | Caterpillar Inc. | Multi-source fuel system having closed loop pressure control |
| US7513756B2 (en) | 2002-10-29 | 2009-04-07 | Bosch Automotive Systems Corporation | Fuel supply pump and tappet structure body |
| JP2016125440A (en) * | 2015-01-07 | 2016-07-11 | トヨタ自動車株式会社 | Fuel injection device of internal combustion engine |
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| JP3555588B2 (en) | 2001-03-23 | 2004-08-18 | トヨタ自動車株式会社 | Common rail fuel injector |
-
1992
- 1992-09-11 JP JP4286565A patent/JP2882209B2/en not_active Expired - Fee Related
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| EP0691471A1 (en) | 1994-07-08 | 1996-01-10 | Mitsubishi Jidosha Kogyo Kabushiki Kaisha | Pressure storage fuel injection system |
| EP0699835A1 (en) | 1994-08-29 | 1996-03-06 | Zexel Corporation | Accumulated pressure type fuel injection apparatus |
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| KR20020047557A (en) * | 2000-12-13 | 2002-06-22 | 이계안 | A common rail type fuel injection device of diesel engine |
| EP1241347A3 (en) * | 2001-03-15 | 2004-03-10 | Robert Bosch Gmbh | Fuel injection system for internal combustion engines |
| KR100428147B1 (en) * | 2001-09-28 | 2004-04-28 | 현대자동차주식회사 | Device and the method for injection controlling of diesel engine |
| EP1378660A2 (en) * | 2002-07-04 | 2004-01-07 | Delphi Technologies, Inc. | Fuel system |
| EP1378660A3 (en) * | 2002-07-04 | 2004-01-21 | Delphi Technologies, Inc. | Fuel system |
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| WO2007055805A1 (en) * | 2005-11-09 | 2007-05-18 | Caterpillar Inc. | Multi-source fuel system for variable pressure injection |
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| WO2007139737A3 (en) * | 2006-05-24 | 2008-02-07 | Caterpillar Inc | Multi-source fuel system for variable pressure injection |
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| US7431017B2 (en) | 2006-05-24 | 2008-10-07 | Caterpillar Inc. | Multi-source fuel system having closed loop pressure control |
| WO2007139737A2 (en) * | 2006-05-24 | 2007-12-06 | Caterpillar Inc. | Multi-source fuel system for variable pressure injection |
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