JPS5823234A - Fuel injection unit for car diesel engine - Google Patents

Abstract

PURPOSE:To improve fuel consumption ratio by automatically regulating a car fuel injection rate to an appropriate one corresponding to car cruising speed and moreover by making it possible to regulate it manually. CONSTITUTION:A fuel injection unit 10 is constituted by a serial type fuel injection pump 11, a mechanical governor 13 which is driven by a cam shaft of the pump 11 and drives a control rack 12 of the pump 11, a manually regulating mechanism 17 which is linked to the mechanical governor 13 in order to drive the control rack 12 corresponding to the amount of stepping on the accelerator 16, a vacuum pressure type actuator 22 which drives the control rack 12 directly, and a controller 23 which controls the actuator 22 through operations, comparing the specified car speed etc. with the most suitable fuel injection timing and injection rate that are prestored in the system. With these contrivances, the fuel consumption and driver's fatigue can be reduced.

Description

DETAILED DESCRIPTION OF THE INVENTION The present invention relates to a fuel injection device for a diesel engine used in a vehicle.

Generally, this type of fuel injection device consists of a fuel injection pump, a governor that adjusts the fuel injection amount, a timer that adjusts the fuel injection timing, etc. The fuel injection device that is most often applied to vehicles, especially large vehicles, is: Driving the format fuel injection pump, the control I roll rack of the fuel injection pump,
A mechanical governor that adjusts the amount of fuel injection is installed between the output shaft of a diesel engine and the camshaft of its fuel injection pump. The engine is operated by an automatic timer that adjusts the fuel injection timing by changing the phase between the output shaft side and the camshaft side.

Furthermore, in recent years, the fuel injection timing has been changed to 9
There is a tendency for the controller to automatically control the fuel injection amount and fuel injection timing in accordance with the engine speed, negative quotient, lubricating oil temperature, etc. so that the optimal fuel injection amount and fuel injection timing are always obtained.

Therefore, if the fuel injection device is configured so that it can be completely controlled by such a controller, the optimal fuel injection amount and fuel injection timing can always be obtained, and the overall structure of the fuel injection device can be simplified. and become smaller.

In other words, the fuel injector has a format fuel injection pump, an actuator that drives the controller rack of the fuel injection pump similar to an existing mechanical governor, and a function similar to an existing automatic timer. Furthermore, since the depression of the accelerator pedal is sent to the controller as an input signal, unlike conventional means, the accelerator pedal
It is possible to omit the manual adjustment mechanism that connects the control lever of the rotor and its mechanical governor, simplifying the structure and making it possible to downsize the entire fuel injection system. Considering that a large vehicle equipped with a fuel injection device controlled by a control I roller is driven by an unspecified number of drivers, the fuel injection device is controlled by the control I roller. It would be desirable not only to be able to do this, but also to be able to perform manual control as in the conventional case.

In other words, if the fuel injection system is configured so that automatic control by the controller and conventional manual control can be selectively performed according to the driver's preference, it will be easier for the driver to get used to it. It is possible to select one of the control means depending on the vehicle and the driving location, thus improving the fuel consumption rate and reducing driver fatigue.

The purpose of this invention is to not only automatically adjust the optimal fuel injection amount according to the set vehicle speed, engine speed, load, lubricating oil temperature, etc., but also to manually adjust the fuel injection amount. It can also be adjusted to improve the fuel consumption rate.
Second, the present invention provides a fuel injection device for a diesel engine used in a vehicle that reduces driver fatigue.

To this end, the diesel engine fuel injection device used in the vehicle of the present invention is driven by a size fuel injection pump and a cam shaft of the fuel injection pump, and
A mechanical governor that moves the control rack of the fuel injection pump, and a control lever K of the mechanical governor that moves the control rack in response to the depression of the accelerator or pedal. An actuator that directly moves the adjustment mechanism and its control rack, and compares the set vehicle speed, diesel engine rotation speed, load, lubricating oil temperature, etc. with the pre-stored optimal fuel injection amount, It is equipped with an automatic adjustment mechanism consisting of a controller that performs calculations and controls the actuator.

Hereinafter, preferred specific examples of the fuel injection device for a diesel engine used in a vehicle according to the present invention will be described with reference to the drawings.

1 and 2 schematically show a concrete example of a fuel injection device for a diesel engine used in a vehicle according to the present invention applied to a large truck.

Fuel injection device 1 for a diesel engine used in the vehicle
0 is a size-type fuel injection pump 11 and its fuel injection cylinder f.
11 cam shafts (not shown);
In addition, a mechanical governor 13 that moves the control rack 12 of the fuel injection pump 11, and a hydraulic type provided between the output shaft side of the diesel engine (not shown) and the cam shaft side of the fuel injection pump 11. A timer (not shown) and the accelerator pedal 16 of the heavy truck.
a manual adjustment mechanism 17 connected to the control lever 14 of the mechanical governor 13 so as to move the control rack 12 in response to the depression of the controller; and a vacuum that directly moves the control rack 12. A pressure type actuator 22, a vacuum tank 24 as a vacuum pressure supply source for the actuator 22, a solenoid valve 26 provided in a vacuum pressure piping 25 connecting the actuator 22 and the vacuum tank 24, and a large truck set therein. The running speed of the engine (6), the rotation speed, the load, the lubricating oil temperature, etc. are compared with the optimal fuel injection timing and injection amount stored in advance, and calculated, and the actuator 22 and hydraulic timer are controlled respectively. The automatic adjustment mechanism 21 is controlled by a controller 23.

The size-shaped fuel injection pump 7''11 includes a pump casing, a plurality of planters (not shown) built into the pump casing in a size-like manner, a control rack 12 for rotating the planters, and a diesel engine. A camshaft (not shown) driven through the engine's timing gear train at half the rotational speed of the diesel engine.
By driving the control rack 12, which is formed by a rotor, the planter can be rotated and the fuel injection amount can be adjusted.

Since the injection pump 11 is constructed in the same manner as an existing size-type fuel injection pump, a detailed explanation of its construction will be omitted.

The mechanical governor 13 also includes a governor housing attached to one side of the pump casing of the fuel injection pump 11, and a flywheel attached to the cam shaft of the fuel injection pump 11 within the governor housing. A weight (not shown), a floating lever 15 built into the governor housing, a tension lever (not shown), and control of the fuel injection pump 011 through these levers;
A control I/P 14 is mounted on the outside of the governor housing to allow movement of the rack 12.
It is composed of many things.

Of course, the mechanical governor 13 is configured similarly to existing mechanical governors, so a detailed explanation of its configuration will be omitted.

The tip of a control lever 14 in the mechanical governor 13 is connected to an accelerator/darling 16 of the large truck via a manual adjustment mechanism 17.

The manual adjustment mechanism 17 includes an idle lever 20 rotatably attached to the vehicle body of the large truck, a link rod 18 connecting one end of the idle lever 2o and the tip of the control lever 14; It is composed of a link rod 19 that is fully connected to the other end of the idle lever 20 and the accelerator wave 16.

Therefore, if the accelerator/takudal 16 is fully depressed, the controller/roll lever is rotated via the manual adjustment mechanism 17, and further, via the plurality of double levers control rack 12 is moved,
The fuel injection amount is adjusted manually.

The hydraulic timer is assembled into the pump casing of the fuel injection pump 11, and consists of a casing, an input shaft (not shown) and an input shaft (not shown) arranged approximately on the same axis within the casing. an output shaft (not shown); and a slider (not shown) reciprocally slidably disposed within the casing so as to spline connect one end of the input shaft and one end of the output shaft within the casing. and advance and retard chambers (not shown) formed in the casing on both sides of the slider, respectively, and according to the pressure oil supplied to the advance and retard chambers (9). The input shaft is configured such that the phase between its input shaft and its output shaft can be changed.

Of course, the slider is formed into a ring shape with a helical spline groove cut on the outer circumference and a straight spline groove cut on the inner circumference, and is fitted inside one end of the input shaft to form a helical spline groove. - Spline connection is made, and one end of the output shaft is fitted inside the slider to form a straight spline connection.

The hydraulic timer configured in this manner has the other end of its input shaft connected to the output shaft side of the diesel engine, and the other end of the output shaft connected to the camshaft side of the fuel injection pump 7'll. It is assembled into the pump casing of the fuel injection pump 11 in a manner similar to that shown in FIG.

Therefore, if pressure oil is supplied to the advance and retard chambers of the hydraulic timer and the slider is slid, the input shaft and output shaft, that is, the output shaft side of the diesel engine and the The phase of the fuel injection valve 11 relative to the camshaft side changes, and (10) the fuel injection timing is adjusted.

Of course, the advance and retard chambers of the hydraulic timer are
It is connected to an oil pump (not shown) via a hydraulic pipe (not shown), and the hydraulic pipe is further provided with a solenoid valve (not shown), which is connected to an actuator 23 (described later). 3 is controlled to open and close, and is configured to obtain the optimum fuel injection timing according to the set traveling speed, engine speed, load, lubricating oil temperature, etc. of the large truck.

Furthermore, it is of course possible to apply an existing automatic timer instead of the above-mentioned hydraulic timer.

1, that automatic adjustment mechanism 21 is that fuel injection pump 1
A vacuum pressure actuator 22 that directly moves the control rack 12 of No. 1, a vacuum tank 24 as a vacuum pressure supply source for the actuator 22, and a vacuum pressure piping 25 that connects the actuator 22 and the vacuum tank 24. The solenoid valve 26 installed in It is comprised of a controller 23 which operates and controls the opening and closing of the electromagnetic valve 26 of the actuator 22 and the electromagnetic valve for the above-mentioned hydraulic timer.

The actuator 22 has an air chamber 36 inside.
A diaphragm 30 is sandwiched between the casing 27 and 280 flanges, and one end is attached to the diaphragm 30 so as to partition the air chamber 36 of (-). The operating rod 31 is attached to the casing 28 and protrudes from the other end of the casing 28.Of course,
The casing 27 is formed with a port 29 that is connected to the air chamber 36 .

Of course, the actuator 22 may be of a pneumatic type, a hydraulic type, an electromagnetic type, etc. in addition to the vacuum type.

The actuator 22 thus configured is attached to the upper portion of the governor housing of the mechanical governor 13 described above, and its operating rod 31 is located within the governor housing.

Further, inside the governor housing is an L-shaped rack for moving the control rack 12 of the fuel injection cylinder 7'll by driving the operating rod 31.
A rack stone 32 is rotatably mounted, and one end of the rack stone 32 is pin-coupled to the other end of the operating rod 31.

Of course, a stopper pin 33 that contacts the other end of the rack stopper 32 is attached to one end of the control rack 12.

Therefore, the air chamber 36 of that actuator 22
The inside becomes negative pressure, and that negative pressure causes the diaphragm 3
0 is deformed and its operating rod 31 is pulled upwards, its rack stone 32 is rotated and its control rack 12 is moved to the side opposite its fuel injection pump 11, i.e. (13) This limits the maximum fuel injection amount.

In addition, the rack stone 32 is the rack stone '? shown in FIG. 34, there is a strip on the other end side.
It may also be one in which a T/F groove 35 is formed. Of course, the stopper groove 35 is fitted with the stone pin 33 of the control rack 12.

That's it, 13 mechanical governors.
The port 29 of the actuator 22 attached to the housing is connected to the pump tank 2 via the vacuum pressure piping 25.
Connected to 4.

Furthermore, the vacuum pressure piping 25 is provided with a solenoid valve 26 . Since the solenoid valve 26 is configured similarly to an existing solenoid valve, a description of its configuration will be omitted.

The opening and closing of the solenoid valve 26 is controlled by the controller 22.

The controller 23 mainly consists of an input and output device, a storage device, a calculation device, and a control device (14).
: The fuel injection timing is stored in advance, and the set traveling speed of the large truck, the rotation speed of the diesel engine, the load, the private oil temperature, etc. are compared with the optimum twist r1 injection amount and injection timing, It is configured to calculate and send a control signal to the solenoid valve 26 for the actuator 22 and the solenoid valve for the hydraulic timer to restrict the opening and closing of each of these solenoid valves.

That is, the controller 23 includes a speed sensor (not shown), an engine speed sensor (not shown), and a load sensor (not shown).
(not shown), lubricating oil temperature sensor (not shown), accelerator
It is applied in combination with an accelerator sensor (not shown) that detects pedal depression, and the input and output device of the controller 23 uses the traveling speed and engine rotation detected by those sensors. It inputs the number, load, lubricant temperature, etc., and sends the output to the solenoid coil of the solenoid valve 26 for the actuator 22 and the solenoid valve for the hydraulic timer.

Accordingly, the input devices are connected to the respective sensors, and the output devices are connected to the respective solenoid coils of the solenoid valve 26 for the actuator 22 and the solenoid valve of the hydraulic timer sump. There is.

Under the control of the control device, the arithmetic unit operates based on the optimal data of the diesel engine stored in the storage device, depending on inputs such as traveling speed, engine speed, load, lubricating oil temperature, etc. The fuel injection amount and fuel injection timing are calculated and the information is sent to the output device via the storage device. Of course, when an arithmetic device processes input information, its control device always controls input and output devices and storage devices together with the arithmetic device to enable operations on the input information. ing.

In such a controller 23, the driving speed can be set and canceled at will by the driver, but when setting the driving speed, the control rack 12 of the fuel injection pump 11 is activated by the actuator 22.
: If you cannot move the accelerator/darling 16, the pressing of the accelerator/darling 16 will be regulated, and the control by the controller 23 will take priority. This allows the mechanical governor 13 to adjust the fuel injection amount via the manual adjustment mechanism 17.

Next, the driving of a large truck to which the fuel injection system 10 for a diesel engine used in a vehicle according to the present invention is applied under the control of the controller 23 will be described.
When the diesel engine is started and idling, the engine speed sensor, load sensor,
An input signal from a lubricating oil temperature sensor or the like is sent to the input device of the controller 23.

Further, under the control of the control device, the calculation device calculates the fuel injection amount and fuel injection timing suitable for the idling operation based on the optimal data of the idling operation of the diesel engine stored in the storage device, and calculates the fuel injection amount and fuel injection timing suitable for the idling operation. (17) Send the information to the output device via the storage device.

The output signal from the output device, that is, the control signal, controls the opening and closing of the solenoid valve 26, and the vacuum
Since the vacuum pressure from the tank 24 is properly supplied to the actuator 22, the control rack 12 of the fuel injection pump 11 is controlled by the actuator 22.
is adjusted to obtain the most suitable fuel injection amount for idling operation.

Furthermore, the output signal from the output device simultaneously controls the opening and closing of the solenoid valve of the hydraulic timer mentioned above, and since the pressure oil from the oil pump is properly supplied to the hydraulic timer, the hydraulic By driving the type timer, the most suitable fuel injection timing for the idling operation can be obtained.

Of course, if an existing automatic timer is applied in place of the hydraulic timer in the fuel injection device 10, the above-described operation is omitted.

In addition, while the large truck is running, the input signals from the speed sensor, engine speed sensor, load sensor, lubricant (18) oil temperature sensor, accelerator sensor, etc. are almost the same as in the case of idling as described above. Similarly, the data is sent to the input device of the controller 23, and the arithmetic device, under the control of the control device, calculates the most suitable data for the driving conditions of the large truck based on the various optimum travel/turn data stored in the storage device. The appropriate fuel injection amount and fuel injection timing are calculated and the information is sent to the output device via the storage device.

Therefore, almost similarly to the case of idling operation described above, the opening and closing of the solenoid valve 26 for the actuator 22 and the solenoid valve for the hydraulic timer are controlled by the output signal from the output device. The vacuum pressure from the vacuum tank 24 is applied to the actuator 22, and the pressure oil from the oil pump is properly supplied to the hydraulic timer, so that the actuator 22 and the hydraulic timer are driven. ,
The fuel injection amount and fuel injection timing that are most suitable for the running conditions of the large l/rack, such as various running/F-turns such as low-speed running and high-speed running, can be obtained.

Of course, in the case described above, if the control by the controller 23 is released, the accelerator wave pedal 16
The fuel injection amount is adjusted by the mechanical governor 13 via the manual adjustment mechanism 17 in the same manner as conventional control means.

4 and 5 show another specific example 40 of a fuel injection device for a diesel engine used in a vehicle according to the present invention applied to a large truck.

In the above-described specific example] 0, the actuator 22 that directly moves the control rack 12 of the fuel injection pump 11 was described as being of the pneumatic type, but the actuator 41 in the specific example 40 is a step motor 42. Applied.

In the specific example 40, the configurations other than the actuator 41 are substantially the same as those in the two-part specific example 10, so the same reference numerals are given to those configurations and descriptions and explanations are omitted.

That is, the control in the fuel injection pump 11
The rack 12 has both ends protruding outward from the pump housing, and its actuator 41 is attached to the pump haw and song on the opposite side of the mechanical governor 13.

The actuator 41 is constituted by a step motor 42 that rotates a drive shaft 43 at a predetermined angle when it receives a pulsed current, and stops rotating the drive shaft 43 when the input signal disappears. has been done.

A pinion gear 44 is added to the drive shaft 43 of the step motor 42, and a rack groove that engages with the pinion gear 44 is provided in the upper portion of one end of the control rack 12. 45
is formed.

Of course, the drive of the step motor 42 is controlled by the controller 23 in substantially the same way as in the tenth embodiment described above.

(21) Therefore, the step motor 42 is connected to the output device of the control roller 23, and the input pulse to the step motor 42 is configured to be sent from the output device. .

Further, the driving of a large truck to which the diesel engine fuel injection device 40 used in a vehicle according to the present invention is applied is almost the same as in the case of Example 10 described above, and therefore a description thereof will be omitted.

According to the present invention configured as described above, the optimal fuel injection amount is automatically adjusted according to the set vehicle speed, engine speed, load, lubricating oil temperature, etc. A fuel injection device for a diesel engine used in a vehicle is obtained in which the amount can be manually adjusted, fuel consumption is improved, and driver fatigue is reduced.

[Brief explanation of drawings]

Figure 1 (2) is a schematic diagram showing a specific example of a diesel engine fuel injection system used in a vehicle according to the present invention applied to a large l/rack, and Figure 2 is a longitudinal section showing the state of the actuator. 3 is a front view showing a modified example of the latch/stopper, and FIG. 4 is a front view showing a modification of the latch/stopper, and FIG. Outline diagram showing specific examples,
Figure 5 is a front view showing the installation status of the Stellaf 0 motor. 10.40...Fuel injection device for diesel engine used in vehicles, 11...External fuel injection pump, 12.
Control rack, 13... mechanical ga pana,
14.・Control lever, 16...Accelerator・
K dull, 17...Manual adjustment mechanism, 21...Automatic adjustment mechanism, 22.41...Actuator, 23...Controller. (23) Figure 1 Pier 1 Figure 2 Figure 2

Claims (1)

[Claims] A size-type fuel injection pump, a mechanical governor that is driven by a cam shaft of the fuel injection pump and moves a control rack of the fuel injection pump, and a mechanical governor that operates in response to depression of an accelerator pedal. Then move the mechanism to move the control rack. /l/・Governor control・
A manual regulator connected to the lever and an actuator that directly moves the control rack are used to store the set vehicle speed, diesel engine rotation speed, load, lubricating oil temperature, etc. in advance. A controller that compares and calculates the optimal fuel injection amount and controls the actuator! - A fuel injection device for a diesel engine used in a vehicle equipped with an automatic adjustment mechanism consisting of rollers.