JPS582461A - Auxiliary device for starting of internal combustion engine - Google Patents

Abstract

(57) [Summary] This bulletin contains application data before electronic filing, so abstract data is not recorded.

Description

DETAILED DESCRIPTION OF THE INVENTION The present invention relates to an internal combustion engine, and more particularly to a compression ignition type internal combustion engine starting assist device. The device is of the type having a starting aid adapted to be installed in the inlet manifold of an internal combustion engine in use, a fuel inlet, and a heating element that is energized and then vaporizes and ignites the fuel supplied through the fuel inlet. The four fuel burns in the inlet manifold to heat the air flowing through the internal combustion lateral.

In conventional starting aids, the heating element of the starting aid has low power and must be energized for several seconds before attempting to start the engine so that the engine reaches its operating temperature. As one of the temperature sensitive - heating in cooperation with the valve! ! The fuel was not allowed to flow onto the surface until it was confirmed that the surface heated by the element had become hot enough to vaporize and ignite the fuel.

There is something. This type of auxiliary part is continuously rated so that it can be connected to a piezoelectric power source (usually a battery) without significantly shortening its operating life.

It is an object of the invention to provide an internal combustion side starting motion assist device in which the starting aid is activated more quickly than in the prior art.

In accordance with the invention, a heating element rated to provide the power input required to maintain a desired operating temperature when the power input is connected to a power source; a holding circuit section that turns the heating device on and off to keep it at the desired temperature; an electromagnetic actuating section that is energized and supplies fuel to the starting shaft moving section at 9 o'clock; A temperature sensitive section for controlling the holding circuit section and the electromagnetic actuating section is provided.

The implementation of the invention will now be described with reference to FIG.

Referring to FIG. 1, 1 is a compression ignition internal combustion engine 69, a nitrogen source manifold 2 and an air inlet manifold 3.
has. The limb engine 1 furthermore has a fuel injection I7 for supplying fuel to the combustion zone of the engine during operation.

Reference numeral 4 denotes a starting auxiliary part installed on the air inlet manifold S, and having a fuel inlet as described later. It is connected to a regulator 5 that controls the pressure of.

The flow of fuel to the starting aid 4 is controlled by a solenoid valve 6), and fuel is brought from a suitable fuel source by means of a fuel plug 1. Starting aid part 4. has an electric heating element (heater). This electric heating element, when activated, -
The dangerous fuel supplied to the starting assisting section 4 is vaporized and ignited to generate a flame within the air inlet manifold 2, and this flame heats the air flowing into the engine 1 to assist in starting the engine.

Referring to Figure 2, the starting aid 4 is located between the hexagonal part 11 and the engine inlet manifold S.

It consists of a main body 10 having a male threaded part 12 which is threaded and screwed into a female screw. One end of a tubular cover 13 is attached to this main body 10. This tubular cover 13 is made from a thin sheet material and is formed with an opening 14 that allows air drawn along the air inlet manifold 3 of the engine 1 to pass into the area within the tubular cover 13 during use. tubular cover 1
The other end of 3 is closed with a closure member 15 in which an opening 16 is formed. At the end opposite to the tubular cover IS of the main body 10,
A fuel port 11 is provided which communicates with a passageway 18 within the body 10. One end of a tube 19 is inserted and fixed into this passage 18, and the other end of the tube 19 is closed with a metal plug 20. This plug 20 is connected to the closing member 15.
The positioning member 22 is supported by an extension 21 of a positioning member 22 fixed to the positioning member 22 .

At least one opening 2S is formed in the tube 19, and a plurality of rings 24 made of a material that is both an electrical insulator and a heat resistant material surround the tube 19. These rings 24 are arranged in series to form one cylindrical body 24m, one end of which abuts against the main body 10, and the other end abuts against the positioning member 22.

A spiral heating element (heater) 2 is placed on the outer periphery of the cylindrical body J4A.
5 (metal chi f@ for convenience) is wound,
One end thereof is fixed to the positioning member 22. The other end 26 of the heating element 25 is held in an electrically insulated manner within a hole 28 formed in the body 10 and connected to the large lead member 21. The conductive member 21 is integrally formed with the terminal connector 29. The conductive member 27 is installed in the hole 28 by an insulating plug 16, and the space at both ends of the insulating plug 30 is filled with a suitable heat-resistant electrical insulating sealant.

A wire-wound ignition element J1 is provided in the space within the tubular cover 13. One end of the ignition element J1 is fixed to the positioning member 22, and the other end is fixed to the conductive member 1'lK.

When fuel is supplied to the fuel inlet 11 and the heating element 26 and ignition element 31 are energized, a fuel flow occurs along the small gap between adjacent rings 24 and the fuel flows into the heating element 25.
The vaporized fuel is ignited by the ignition element 31. The fuel flow rate is controlled by an orifice 33 formed in an orifice plate 34 fixed within the fuel inlet 11. Instead of one orifice, plates provided with orifices may be arranged in series, and a plurality of orifices connected in series may be used.

FIG. 3 shows a solenoid valve 6. This valve 6 has a diameter 37 formed at one end of the fuel inlet 38t connected to the outlet of the pongua. A passage 39 is provided in this l-day 37 which cooperates with a rest lifter (limiting member) 40 . An armature 41 is further installed within the armature 31, and a hole (drill hole) 42 communicating with the passage 39 is formed therein. - The armature 41 and the armature 41 are biased by a weak compression coil spring 4jK.
1 is formed as an extension of the hole tubular member 4.
The 0 winding 45 that is designed to slide inside the 4 is -f-3.
When this winding 45 is energized, the armature 41 moves in the direction of 17''-37 against the action of the spring 43, and Mf-37 surrounds the tubular member 44t.
The housing 48
A passage 49 is formed which is connected to the ray and the rotor 5. An elastic member 50 is provided at the tip of the armature 41 so as to close the end of the passage 49 and prevent fuel from flowing when the solenoid is deenergized. When the solenoid is energized, fuel flows from hole 42 through side hole-1, through the gap between housing 48, armature 41 and elastic member 50, and into passage 49. 52 is the terminal, this is K
Current is therefore supplied to the solenoid. A separate terminal (not shown) is used for the return current.

FIG. 4 shows the rail 5 shown integrally with the housing 48 of the solenoid valve C.

Of course, the oozing 48 and the reginulator 5 may be separate bodies. The passage 49 opens into the cavity 53, and this cavity
! Extending from i3 is an outlet 54 connected to the fuel inlet 17 of the starting aid 4. A rising portion 55B is formed within the cavity 53, and a passage 55 connected to the inlet of the fuel pump is formed therein. The gap 53 is closed by a diaphragm 56 that is biased by a weak compression coil spring 57, closing the end of the passage 55.During operation, pressurized fuel flows into the gap 53. If the pressure exerting a force on the diaphragm 56 against the spring 52 exceeds the pressure defined by the diaphragm 56 and the force exerted by the spring 57, the diaphragm 56
Lifted from the upper end, the passage 55 and the cavity 53 are communicated with each other, and the fuel is allowed to escape through the passage 55t.
The pressure in the air gap sS is controlled in cooperation with the rest lifter 40 in the air gap sS, and therefore the fuel pressure supplied to the starting assist part 4 is controlled. 55A is a spring with a built-in spring 57.
This connection member is connected to the inlet manifold 3 of the engine 1 and changes the fuel pressure to match the air pressure in the manifold 3.

Referring to FIG. 5, one terminal #i of the starting auxiliary unit 4 is grounded and the negative terminal r of the storage accumulator 63 is connected to the terminal #i. Stolesia”? xh
The positive terminal 6o of the simulator 63 is a normally open relay contact 64t-
It is connected to the other terminal of the starting auxiliary section 4 via the starting auxiliary section 4. Storage space.

Mi, capacitor 61i on both L/-pgztv terminals 60.61.

A resistor 66 and a switch 16 that is closed when necessary to operate the engine 1 are connected in series.

The other terminal of the starting auxiliary section 4 is connected to the connection point g7A between the capacitor #5 and the resistor 66 via the resistor σ7. This connection point 67 is connected to one input terminal of the controller #8, and the other input terminal of the controller C8 is connected to a terminal 69 to which a reference voltage is applied.

rOFiAND? '-), one input terminal is the controller f
The other input terminal is connected to the timer circuit 77. - As an example, the control signal is sent to a temperature detection rprzB timer circuit F7 provided in the engine 1 and sensitive to the engine temperature. The switch 13 is closed when operating the starting motor of the engine 1, and also sends a control λ power to the timer circuit 71.
Using the temperature detector 12 and switch 3, the timer circuit t1i is activated in case of an emergency when the starting motor is operated and the engine temperature is low to a predetermined value.

The output of ml gate 1o is connected to switch circuit 14. The convenient circuit (control circuit) 240 is a transistor. is connected between the terminals of the This relay winding 15 is for the relay terminal 64, and the other terminals are connected to the positive terminal #oK of the storage cabinet 63 via the switch 16. Sui, Te16#i
While the engine 10 is running, it is always closed, but the switch rs
It closes only when Fi engine 1 is started. A solenoid valve # is connected between the negative terminal 6 of the store holder 63 and the t4 terminal of the timer circuit 71. This arm terminal is connected to the positive terminal 60 of the storage accumulator d3 when the timer circuit 71 is operating as described later.

Let's think about the case of starting an engine with the claw 9. The driver then closes the chassis 6 to excite the auxiliary equipment of the engine 1 and connects the relay winding w*rti and the resistor 66 to the negative terminal 61.

In this case, the capacitor 65 is charged to the voltage determined by the relative values of the resistors 66, 67 and the starting aid @4.

The output of the converter/4 converter 68 becomes a logic l. Furthermore, since the engine 1 is cold, the temperature detector 720 circuit provides an operating signal to the timer circuit 11. The output of gate 10 is also logic 0 until switch rs is closed and engine 1'ff is started.
The timer circuit 11 becomes logic O so that the transistors forming the switch circuit 74 are in a non-conducting state. Furthermore, valve 6 is deenergized.

At the same time as Sui and Chia 3 are closed, 1 timer and 1 circuit 71
FiAND+--) 70, which turns on the transistor and energizes the relay winding 75. Valve 6 is also energized to open and supply fuel to starting aid 4 . In addition, the relay contact 64 closes and the starting aid part 4
Since the heating element 25 of the engine 1 is connected to the power source and the rating of the heating element 25 is high, the starting aid section 4 is activated immediately) and flame is injected into the inlet manifold 3 of the engine 1. It will cause To protect the heating element 25t, it must be turned to t-0FF once the operating temperature has been reached, but this function has a capacity of 65. This is accomplished by a control circuit formed by a converter 68 and associated resistors 66,67. When the reference voltage is reached, the output of comparator 68 becomes logic O, AND dart 70 also becomes logic 0, and as a result, relay winding -11,' wire 75 is deenergized and contact 64t is opened. When this occurs, capacitor 65 begins to discharge, the voltage is again such that comparator 68 outputs a logic one, and relay winding i5 is energized again.

While the relay contact 64 is open and the switch 13 is closed, fuel continues to be supplied to the starting aid section 4. Therefore,
The heating element 26 of the starting and auxiliary section 4 must maintain approximately the desired operating temperature, even if the voltage across the terminals 60, 61 changes in response to the operation of the starting motor.

When the engine 1 starts, the timing circuit 7 opens the engine 1, and when the output of the starting aid section 4'f1-predetermined time 10 becomes logic O, the relay winding 76 is deenergized, and the starting aid section 4 starts. Current no longer flows to. Valve 6 is also deenergized and fuel flow n is stopped.

When the engine 1 has warmed up, the temperature detector 7z or the circuit associated therewith stops the operation of the timer circuit 11, so that the heating element 28 of the starting aid 4 is no longer activated;
Also, the valve 6 is designed to never open.

Instead of the temperature detector 72 used in the embodiment of FIG. 5, a pie metal switch connected between the switch circuit 74, the valve 6, and the terminal 61 (or between the switch circuit 14 and the terminal 61) may be used. .

This pi-metal switch is attached to the cylinder head of the engine 1, and has almost the same function as the temperature detector 12. When the engine 1 becomes hot, the pi-metal switch opens and no current flows in the relay winding ays. Valve 6 is not energized.

FIG. 6 is a modification of the circuit shown in FIG.

71 is an added monostable circuit, and relay winding 7
It is connected to the connection point 77A between the switch 16 and the switch 16, so that manual power can be input from there. The monostable circuit 21 is also connected to the connection point 64A with the contact 64,
Control input is received from here. switch i3 is closed,
When relay winding 11175 is energized 2, contact 64 is closed and power (/fW) is supplied to valve 6. After contact 64 opens following operation of the temperature control circuit, monostable circuit 77 continues to supply power to valve 6.

After a predetermined period of time has elapsed, the monostable circuit 21 stops supplying power to the valve 6 and stops supplying fuel to the starting assisting section 4.

In practice, the above-mentioned time of the monostable circuit 17 is slightly longer than the maximum time during which the starting aid 4 is turned off when the temperature is controlled.

Temperature detector 12 gives another input to piece gate 10. When engine 1 is sufficiently warm and activation of starting aid s4 is no longer necessary, phantom gate 10 does not output logic output. Contact 64 is not closed and therefore valve 6 is not energized. Temperature sensor 12 of FIG.
It is also possible to change the bimetallic switch rllK connected between the two.

As a modification of the circuit shown in FIG. 6, the timer circuit 11t is omitted, and the temperature sensor 12 is provided on or in the exhaust manifold 2 of the engine l. In this case, the starting aid s4 is deactivated when the exhaust gas temperature reaches a predetermined value. The device of this modification is designed to add heat to the air flowing into the engine 1 when the engine 1 is operating at a low load.

In this device, since the AND gate 10 receives only two human power inputs, both of which are logic I when the engine 1 is cold, the starting aid section 4 is energized as soon as the switch 6 is closed. Also, in this device, it is important to confirm that the fuel ring 7 is driven by the engine 1.The engine 1 is rotated by the starter motor or its own electric power. This is because fuel is not supplied to the starting assisting section 4 until then. Therefore, if the engine 1 stalls and the driver fails to open the switch/cheer 6, when the engine starter manifold 2 cools down, current will be supplied to the starting aid section 4, but fuel will not be supplied. If the starting auxiliary section 4Fi is not activated simultaneously with the closing of the switch 16, a three-man power ANDr-) connected to the output of the third input t-OR gate is used. This OR Dart has two-man power, and one input is connected to the switch 73, so that when the engine 1f starts and rotates, the starting auxiliary part 4
The other input is connected to the engine rotation detecting device, and when the engine 1 is started and the switch/cheer 3 is opened, the starting assisting part 4f is placed in the operating state.

When using the timer circuit 11 and OR dart, it is preferable to use an electric I ring excited by a monostable circuit 17 like the fuel cylinder fIFi and valve 6.

If a sufficient measure is taken to stop the supply of fuel to the starting assisting section 4 when the engine 7'7 is deenergized, the valve 6 may be omitted.

[Brief explanation of the drawing]

Fig. 1 is a program diagram showing the relationship between this invention and an internal combustion engine, Fig. 2 is a longitudinal sectional view of an embodiment of the starting aid part of this invention, and Fig. 3 is a diagram used in an embodiment of this invention. FIG. 4 is a vertical cross-sectional view of a regulator used in the present invention, and FIGS. 5 and 6 are circuit diagrams of an embodiment of the present invention. 1... Internal combustion engine, 2... Nigeshiest manifold,
3...Air inlet manifold, 4...Starting aid part, 5...Regulator, 6...Solenoid valve, 7...
Fuel Denzo, 10...Main body, 25...Heating element, 6
o...Positive terminal, 61...Negative terminal, 63...S)-
Register, rate, 64... Normally open relay contact, 6
5... Capacity, 66... Resistance, 67... Resistance, 68
... Konno 4 lake, 70... Φ gate, 71.
...Timer circuit, 72...Temperature detector, 7S...
Switch, 74... Switch circuit, 75... Sil-
Winding wire, 76... Switch, 77... Rate-saving circuit, 7
8...Bimetal switch.

Claims (1)

[Scope of Claims] (1) A starting aid provided in the inlet manifold of an internal combustion engine, including a fuel inlet, a fuel inlet that vaporizes and ignites the fuel from the fuel inlet when excited, and a manifold heating element. wherein the heating element is rated such that when connected to a power source, the power input to the heating element is greater than or equal to the power input that maintains the nuclear heating element at a desired operating temperature; and a temperature maintenance circuit for switching the heating valve on and off to maintain the desired temperature; a companion electromagnetic actuator for supplying fuel to the fuel inlet when excited; An internal combustion engine starting assist device comprising a temperature sensitive device sensitive to the temperature of the engine for controlling a wrinkle temperature maintenance circuit and the electromagnetic actuating device. (2) The internal combustion engine starting assist device according to claim (1), wherein the electromagnetic actuating device is a solenoid valve. (3) The internal combustion engine auxiliary device according to claim (1), wherein the electromagnetic actuator is an electric fuel 4yf. (4) The temperature maintenance circuit includes a switch circuit that supplies power to the heating element when closed and sends a control signal to the control circuit, and a switch circuit that has at least two power sources, one of which is connected to the temperature control circuit. , AND f for slave circuit operation control
-).
The internal combustion engine auxiliary device according to item 1). (5) The control circuit as set forth in claim (4) is characterized in that the control circuit is a monostable circuit having a slightly longer operating time than the time required for the heating element to operate. Internal combustion engine auxiliary equipment. (6) One input other than the one input of the melon gate is connected to the A during and for a short time after the internal combustion engine is started.
The internal combustion engine auxiliary device according to claim (5), characterized in that the internal combustion engine auxiliary device provides an input to the ND dart and is connected to the immersion circuit. (7) The temperature maintenance circuit is sensitive to the temperature of the internal combustion engine, and when the temperature exceeds a predetermined value, the starting aid is not activated. An internal combustion engine auxiliary device according to claim (6). (8) The temperature sensor is connected to the temperature sensor 1 of the AND dart.
7. The internal combustion engine auxiliary device according to claim 7, wherein said one input provides nine inputs other than nine inputs. (9) The internal combustion engine auxiliary device according to claim 81K(7), wherein the temperature detection device is connected to the switch circuit. Claim (5) characterized in that: (g) a temperature detector is provided at one input other than the one input of the AND Y and is sensitive to the temperature of the engine;
The internal gate machine starting motion assist device described in . 01 A first human power whose output is connected to an input other than the input of the AND r -) and connected to a rotation detection device of the internal combustion engine, and a second human power whose output is connected to a switch that is closed during starting of the internal combustion engine. Claim II (an internal combustion side start motion assisting device according to claim 1) characterized in that it is equipped with an OR dart having human power.
two inputs are connected to a timer circuit operable to send an input signal to the AND gate when a switch associated with a starting motor of the engine is closed and controlling the excitation of the electromagnetic actuator. Claim No. (
The internal combustion side start motion assist device described in ().斡 The temperature sensitive device is characterized in that it provides a control input to the timer circuit so that the timer circuit does not provide an input signal to the AND circuit when the temperature of the internal combustion engine exceeds a predetermined temperature. An internal combustion engine starting dynamic auxiliary excitation device according to claim 1 (6). α◆ The internal combustion side start motion assisting device according to claim 2, wherein the temperature sensing device is connected to the switch circuit j − and the electromagnetic actuating device.