JPS58110854A - Start assisting apparatus for diesel engine - Google Patents
Start assisting apparatus for diesel engineInfo
- Publication number
- JPS58110854A JPS58110854A JP20883281A JP20883281A JPS58110854A JP S58110854 A JPS58110854 A JP S58110854A JP 20883281 A JP20883281 A JP 20883281A JP 20883281 A JP20883281 A JP 20883281A JP S58110854 A JPS58110854 A JP S58110854A
- Authority
- JP
- Japan
- Prior art keywords
- intake
- engine
- fuel
- solenoid valve
- engine speed
- 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.)
- Pending
Links
Classifications
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02N—STARTING OF COMBUSTION ENGINES; STARTING AIDS FOR SUCH ENGINES, NOT OTHERWISE PROVIDED FOR
- F02N19/00—Starting aids for combustion engines, not otherwise provided for
- F02N19/02—Aiding engine start by thermal means, e.g. using lighted wicks
- F02N19/04—Aiding engine start by thermal means, e.g. using lighted wicks by heating of fluids used in engines
- F02N19/06—Aiding engine start by thermal means, e.g. using lighted wicks by heating of fluids used in engines by heating of combustion-air by flame generating means, e.g. flame glow-plugs
Landscapes
- Engineering & Computer Science (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Mechanical Engineering (AREA)
- General Engineering & Computer Science (AREA)
- Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)
Abstract
Description
【発明の詳細な説明】
本発明はディーゼル機関を始動させるときK、その始動
性を向上させるための補助装置に関する。DETAILED DESCRIPTION OF THE INVENTION The present invention relates to an auxiliary device for improving starting performance of a diesel engine.
従来、寒冷時のディーゼル機関の始動補助装置として、
吸気加熱による装置が広く知られている。Traditionally, it has been used as a starting aid for diesel engines in cold weather.
Devices using intake air heating are widely known.
この吸気加熱装置として、電熱で赤熱し九ヒータに燃料
を滴下することにより、吸気管内で燃料を燃焼させ、吸
気の加熱をはかる燃焼式ヒータが知られている。As this intake air heating device, a combustion type heater is known that heats the intake air by burning the fuel in the intake pipe by making the fuel red-hot with electric heat and dripping it into the nine heaters.
従来この燃焼式ヒータへの燃料供給量は、機関の回転速
度に関係なく一定量でおるため、機関の回転速度が低速
度で、吸気気流が遅い場合KIIi、吸気管内の酸素が
ヒータの燃焼で費されて機関のシリンダ内が酸欠状態と
なり、シリンダ内では十分な燃焼が行われず、機関の始
動性が悪化する場合があった。Conventionally, the amount of fuel supplied to this combustion type heater remains constant regardless of the engine speed, so if the engine speed is low and the intake airflow is slow, KIIi, the oxygen in the intake pipe will be absorbed by the combustion of the heater. As a result, the inside of the cylinder of the engine becomes deficient in oxygen, and sufficient combustion does not take place within the cylinder, resulting in poor startability of the engine.
またシリンダ内の酸素濃度が不足しない程度にまで、燃
焼式ヒータへの燃料供給量を絞ると、ヒータの着火が遅
れるかま喪は燃焼炎が吹き消されてしまうおそれがあっ
た。Further, if the amount of fuel supplied to the combustion type heater is reduced to such an extent that the oxygen concentration within the cylinder is not insufficient, there is a risk that the combustion flame will be blown out if the ignition of the heater is delayed.
本発明はこれを改良するもので、ヒータの燃焼による機
関のシリンダ内の酸欠状態を回避して始動性を向上させ
、しか吃ヒータの燃焼炎が吹き消されることが少ないデ
ィーゼル機関の始動補助装置を提供することを目的とす
る。The present invention improves this and improves startability by avoiding oxygen deficiency in the engine cylinder due to heater combustion, and assists in starting diesel engines in which the combustion flame of the stuttering heater is less likely to be blown out. The purpose is to provide equipment.
本発明は、ディーゼル機関の吸気管内に取付けら九九燃
焼式ヒータに燃料を供給するパイプを開閉する電磁弁に
制御電流を与える電気回路手段に・上記機関の回転速度
に相応して上記電磁弁を通過する燃料の流量を制御する
リレー回路を備えたことを特徴とする。The present invention provides an electric circuit means for supplying a control current to a solenoid valve installed in an intake pipe of a diesel engine to open and close a pipe for supplying fuel to a multiplication combustion type heater. It is characterized by being equipped with a relay circuit that controls the flow rate of fuel passing through.
以下実施例図面によシ詳しく説明する。The present invention will be explained in detail below with reference to the drawings.
第1図は本発明実施例装置の構成図である。第1図にお
いて、lFi燃料噴射ポンプ、2はフィードポンプ、3
はフィルタである。図外の燃料タンクに接続された燃料
パイプ5の燃料はフィードポンプ2によってフィルタ3
に送られ、F遇されて燃料噴射ポンプIK供給される。FIG. 1 is a block diagram of an apparatus according to an embodiment of the present invention. In FIG. 1, the lFi fuel injection pump, 2 is a feed pump, and 3 is a feed pump.
is a filter. Fuel in a fuel pipe 5 connected to a fuel tank (not shown) is passed through a feed pump 2 to a filter 3.
The fuel is sent to the fuel injection pump IK.
この燃料噴射ポンプ1に供給された燃料はそのプランジ
ャによってノズル6に圧送される。Fuel supplied to the fuel injection pump 1 is forced into a nozzle 6 by its plunger.
7Fi分岐管であって、フィルタ3から燃料噴射ポンプ
1に供給される燃料の一部を分岐パイプ9に供給する。7Fi branch pipe, which supplies part of the fuel supplied from the filter 3 to the fuel injection pump 1 to the branch pipe 9.
この分岐パイプ9は電磁弁10を介して吸気管11に取
付けられた燃焼式ヒータである吸気ヒータ13に接続さ
れる。また吸気ヒータ13には、スイッチ14を介して
電源15が接続される。This branch pipe 9 is connected via a solenoid valve 10 to an intake heater 13, which is a combustion type heater attached to an intake pipe 11. Further, a power source 15 is connected to the intake heater 13 via a switch 14 .
本発明の特徴ある構成は、電磁弁1Gの制御手段にある
。すなわち電磁弁100制御人力KFi、リレー17を
介してスイッチ14が接続される。このリレー17のリ
レー巻線18には、パルス幅変調回路19の出力が接続
される。このパルス幅変−回路19バ一定時間毎に送出
されるクロック信号によシミ磯舟10の応動時間toS
PIlえば1秒毎にリセットされる。またパルス幅変調
回路19の入力は、整流積分回路21を介して図外のオ
ルタネータのN端子22に接続される。このN端子22
には機関の回転速度に比例する電圧が発生する。A characteristic configuration of the present invention resides in the control means for the solenoid valve 1G. That is, the switch 14 is connected to the solenoid valve 100 manually controlled by KFi and the relay 17 . The output of a pulse width modulation circuit 19 is connected to the relay winding 18 of this relay 17 . The response time toS of the stain ship 10 is determined by the clock signal sent from this pulse width variable circuit 19 at regular intervals.
If PIl is used, it will be reset every second. Further, the input of the pulse width modulation circuit 19 is connected to an N terminal 22 of an alternator (not shown) via a rectification/integration circuit 21. This N terminal 22
A voltage is generated that is proportional to the rotational speed of the engine.
このような構成で、第2図に示す動作タイミングチャー
トを用いて本実施例の動作を説明する。With this configuration, the operation of this embodiment will be explained using the operation timing chart shown in FIG.
[2図の各符号は、第1図のX印で示す点の電気信号波
形である。[Each symbol in FIG. 2 is an electrical signal waveform at the point indicated by the X mark in FIG.
まずスイッチ14を閉じると、吸気ヒータ13が予熱さ
れる。一方機開始動の丸めのクランキングが開始され葺
端子22に機関の回転速度nI K相応する電圧M1が
印加され整流積分回路21で整流されると(第2図(a
) ) 、パルス幅変調回路19の出力にこの電圧E1
の大きさに比例したパルス幅T1の信号が送出され(第
2図(0) ) 、このT1時間だけリレー17が閉じ
電磁弁10は開き、燃料を吸気ヒータ13に供給する。First, when the switch 14 is closed, the intake heater 13 is preheated. On the other hand, when round cranking of the engine start motion is started and a voltage M1 corresponding to the engine rotational speed nIK is applied to the roof terminal 22 and rectified by the rectifier/integrator circuit 21 (Fig. 2(a)
)), this voltage E1 is applied to the output of the pulse width modulation circuit 19.
A signal with a pulse width T1 proportional to the magnitude of is sent out ((0) in FIG. 2), and the relay 17 is closed for this T1 time, the solenoid valve 10 is opened, and fuel is supplied to the intake heater 13.
次いで、機関がいわゆる連爆状態になり回転速度がnl
からnzに上昇すると(nl<nz)、この回転速度n
2に相応した電圧E2がN端子22 K印加され、同様
にパルス幅変調回路19の出力にこの電圧Fi2の大き
さに比例したパルス幅T2の信号が送出される。これに
よ11 T2時間だけリレー17が閉じ電磁弁10は開
き、燃料を吸気ヒータ13に供給する。Next, the engine enters a so-called continuous explosion state and the rotational speed decreases to nl.
to nz (nl<nz), this rotational speed n
2 is applied to the N terminal 22K, and similarly, a signal with a pulse width T2 proportional to the magnitude of this voltage Fi2 is sent to the output of the pulse width modulation circuit 19. As a result, the relay 17 is closed for 11 T2 time, the solenoid valve 10 is opened, and fuel is supplied to the intake heater 13.
さらに機関の回転速度が高まりn3まで上昇すれば、同
様にこの回転速度n3の大きさに相応した時間T5だけ
吸気ヒータ13に燃料が供給される。When the rotational speed of the engine further increases to n3, fuel is similarly supplied to the intake heater 13 for a time T5 corresponding to the magnitude of the rotational speed n3.
なお上記例では、整流積分回路の入力にオルタネータの
H端子を接続する例を示したが、燃料噴射時期制御のた
めに機関のクランク軸の回転速度を電気信号として検出
する回転センサの出力を接続してもよい。In the above example, the H terminal of the alternator is connected to the input of the rectifier/integrator circuit, but it is also possible to connect the output of a rotation sensor that detects the rotational speed of the engine crankshaft as an electrical signal for fuel injection timing control. You may.
また整流積分回路とパルス幅変換回路とを用いて電磁弁
を開と閉の2段階に制御する例を示し九が、流量を調節
する他の手段を用いて電磁弁を段階的あるいはアナログ
的に制御して屯よい。In addition, an example is shown in which a solenoid valve is controlled in two stages, opening and closing, using a rectifying and integrating circuit and a pulse width conversion circuit. It's better to control it.
以上述べたように、本発明によれば、吸気ヒータに燃料
を供給する電磁弁の開時間を機関の回転速度に相応して
制御するリレー回路を設けることKより、機関の回転速
度が低いときには、少量の燃料を吸気ヒータに供給して
、シリンダ内の酸欠状態を回避することができ、ま九機
関の回転速度が高くなったときには、多量の燃料を吸気
ヒータに供給して吸気気流が速くなった場合にも、ヒー
タの燃焼炎の吹き消えを防止することができる優れ九効
来がある。As described above, according to the present invention, when the engine rotation speed is low, by providing a relay circuit that controls the opening time of the solenoid valve that supplies fuel to the intake heater in accordance with the engine rotation speed. , a small amount of fuel can be supplied to the intake heater to avoid oxygen deficiency in the cylinder, and when the engine speed increases, a large amount of fuel can be supplied to the intake heater to improve the intake air flow. It has nine excellent effects that can prevent the heater's combustion flame from blowing out even when the combustion speed increases.
第1図は本発明実施例装置の構成図。
第2図は同じくリレー回路の動作タイミングチヤード。
1・・・燃料噴射ポンプ、2・・・フィードポンプ、3
・・・フィルタ、5・・・燃料パイプ、6・・・ノズル
、7・・・分肢管、9・・・分岐パイプ、10・・・電
磁弁、11・・・吸気管、13・・・吸気ヒータ、14
−・・スイッチ、15・・・電源、17・・・リレー、
18・・・リレー巻線、19・・・パルス幅変調回路、
21・・・整流積分回路、22・−N端子。
代理人 弁理士井 出 直 孝;:”4.i。FIG. 1 is a configuration diagram of an apparatus according to an embodiment of the present invention. Figure 2 also shows the operation timing chart of the relay circuit. 1...Fuel injection pump, 2...Feed pump, 3
... Filter, 5 ... Fuel pipe, 6 ... Nozzle, 7 ... Branch tube, 9 ... Branch pipe, 10 ... Solenoid valve, 11 ... Intake pipe, 13 ...・Intake heater, 14
-... Switch, 15... Power supply, 17... Relay,
18... Relay winding, 19... Pulse width modulation circuit,
21... Rectifier/integrator circuit, 22/-N terminal. Agent: Patent Attorney Nao Takashi Ide: “4.i.
Claims (1)
焼式ヒータと、この燃焼式ヒータに燃料を供給するパイ
プを開閉する電磁弁と、この電磁弁に制御電流を与えか
つ上記燃焼式ヒータに電流による電熱を与える電気回路
手段とを備えたディーゼル機関の始動補助装置において
、上記電気回路手段に上記機関の回転速度に相応して上
記電磁弁を通過する燃料の流量を制御するリレー回路を
備えたことを特徴とするディーゼル機関の始動補助装置
。(1) A combustion type heater installed in the intake pipe of a diesel engine, a solenoid valve that opens and closes a pipe that supplies fuel to this combustion type heater, and a control current applied to this solenoid valve and a current applied to the combustion type heater. A starting assist device for a diesel engine comprising an electric circuit means for applying electric heat, the electric circuit means comprising a relay circuit for controlling the flow rate of fuel passing through the solenoid valve in accordance with the rotational speed of the engine. A diesel engine starting aid device featuring:
Priority Applications (1)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
JP20883281A JPS58110854A (en) | 1981-12-23 | 1981-12-23 | Start assisting apparatus for diesel engine |
Applications Claiming Priority (1)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
JP20883281A JPS58110854A (en) | 1981-12-23 | 1981-12-23 | Start assisting apparatus for diesel engine |
Publications (1)
Publication Number | Publication Date |
---|---|
JPS58110854A true JPS58110854A (en) | 1983-07-01 |
Family
ID=16562841
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
JP20883281A Pending JPS58110854A (en) | 1981-12-23 | 1981-12-23 | Start assisting apparatus for diesel engine |
Country Status (1)
Country | Link |
---|---|
JP (1) | JPS58110854A (en) |
Cited By (4)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
US5347966A (en) * | 1993-06-25 | 1994-09-20 | Cummins Engine Company, Inc. | Speed-dependent air intake system and method for internal combustion engines |
US6820598B2 (en) | 2002-03-22 | 2004-11-23 | Chrysalis Technologies Incorporated | Capillary fuel injector with metering valve for an internal combustion engine |
US7337768B2 (en) | 2004-05-07 | 2008-03-04 | Philip Morris Usa Inc. | Multiple capillary fuel injector for an internal combustion engine |
US7357124B2 (en) | 2002-05-10 | 2008-04-15 | Philip Morris Usa Inc. | Multiple capillary fuel injector for an internal combustion engine |
-
1981
- 1981-12-23 JP JP20883281A patent/JPS58110854A/en active Pending
Cited By (5)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
US5347966A (en) * | 1993-06-25 | 1994-09-20 | Cummins Engine Company, Inc. | Speed-dependent air intake system and method for internal combustion engines |
US6820598B2 (en) | 2002-03-22 | 2004-11-23 | Chrysalis Technologies Incorporated | Capillary fuel injector with metering valve for an internal combustion engine |
US7137383B2 (en) | 2002-03-22 | 2006-11-21 | Philip Morris Usa Inc. | Capillary fuel injector with metering valve for an internal combustion engine |
US7357124B2 (en) | 2002-05-10 | 2008-04-15 | Philip Morris Usa Inc. | Multiple capillary fuel injector for an internal combustion engine |
US7337768B2 (en) | 2004-05-07 | 2008-03-04 | Philip Morris Usa Inc. | Multiple capillary fuel injector for an internal combustion engine |
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