JPS5857044A - Cylinder quantity control device of diesel engine - Google Patents

Abstract

PURPOSE:To reduce pumping loss of an engine, by equipping an angle detector, in which an angle of control levers in an injection pump is detected, building a fuel spill regulator valve in an injection nozzle and placing the injection nozzle and intake shut off valve, in a cylinder at an idle side, inoperative when an output of said angle detector is in a preset value or less. CONSTITUTION:A depressing amount of an accelerator pedal 11 is small from an idle condition to a 1/2 load condition, and control levers 12, 13 of an injection pump 4 are rotated between positions B, C, however, in this position, a slider 24a of a potentiometer 24 and a wire wound resistor 24b are in a contactless state. In consequence, a solenoid 7 of an injection nozzle 5 in the second and thrid cylinder is not electrically conducted, and a fuel spill regulator valve 6 is in a full open state, then fuel is returned to a return pipe 23. Then the depressing amount of the pedal 11 is increased, if the lever 13 exceeds the position C, an electric current is conducted to flow in the solenoid 7 through an amplifier 27 in accordance with an output of the potentiometer 24, and the regulator valve 6 is closed. Further excitation of a solenoid 9 causes an intake shut off valve 3 to fully open, and full cylinder operation can be performed.

Description

[Detailed Description of the Invention] In more detail, when the load of a multi-cylinder diesel engine is small, the activity of some of the cylinders is stopped to reduce engine friction loss, thereby improving fuel efficiency. The present invention relates to a diesel engine cylinder number control device that reduces unburned HC.

Originally, a diesel engine does not have a throttle for intake air volume, so it takes in a large amount of air, compresses it, and exhausts it from no-load to full-load operation. The amount of work required for this is enormous, and nearly half of the total friction loss in a diesel engine occurs during the compression and exhaust strokes.

In particular, when a diesel engine is operated at low load, the ratio of friction loss to the net work of the engine is large.

Conventionally, attempts have been made to reduce the amount of intake air when a diesel engine is operated at low load in order to reduce the friction loss, so-called pumping loss, that occurs during the compression and exhaust strokes of the diesel engine.

However, in the conventional diesel engine system,
If you simply reduce the amount of intake air to significantly reduce the total pumping loss, HC will increase and startability will be impaired! The above-mentioned attempt has not yet been put to practical use because of problems such as increased white smoke.

In addition, a normal in-line diesel engine has only one fuel injection pump, and the amount of fuel injected into each cylinder is the same, so it is not possible to change the amount of fuel injected into each cylinder during engine operation. could not.

An object of the present invention is to eliminate the disadvantages of the conventional diesel engine during low-load operation, and when the load of a multi-cylinder diesel engine is small, the intake air of some cylinders is completely cut off, and fuel is not supplied to that cylinder. An object of the present invention is to provide an excellent cylinder number control device for a diesel engine that can reduce pumping loss of the engine, improve fuel efficiency, and reduce the amount of unburned HC discharged.

A diesel engine cylinder number control device of the present invention that achieves the above object includes an intake cutoff valve that cuts off the intake path of some of the cylinders of the diesel engine, and a fuel release amount adjustment valve that controls fuel supply to the some of the cylinders. and a lever angle detector that generates a voltage according to the lever rotation angle, which is provided on a part of the fuel control lever of the fuel injection pump, and when the voltage is below a set value, the lever angle detector Fully close the intake cutoff valve and fully open the fuel release amount adjustment valve,
When the voltage exceeds the set value, fully open the intake cutoff valve,
Further, the fuel release amount adjusting valve is configured to close in response to an increase in voltage.

An embodiment of the present invention will be described below with reference to the drawings.

FIG. 1 is an overall configuration diagram of a diesel engine cylinder number control device showing an embodiment of the present invention, in which 1 is a diesel engine, 2 is an intake manifold, 4 is a fuel injection pump, and 5
is the fuel injection nozzle, 12°16 is the accelerator pedal 114
This is a control lever that adjusts the amount of fuel injected from the fuel injection pump 4 in conjunction with the .

In this embodiment, the second cylinder (
A fuel escape amount adjusting valve 6 is built into the fuel injection nozzle 5 of the cylinder (S2) and the third cylinder (φ3) so that the supply of fuel to these cylinders can be stopped.
The intake manifold 2 of φ3) is provided with an intake cutoff valve 6 so that the intake air to these cylinders can also be cut off.

The structure of the fuel injection nozzle 5 incorporating the fuel relief amount adjusting valve 6 is as shown in FIG. 5b, and a fuel release amount adjustment valve 62 that opens and closes this fuel return passage sbt in the middle! I- established. The fuel release amount adjusting valve 6 is moved by a screw 6a to open and close the fuel return passage 5bk, and its opening degree is proportional to the voltage applied between the terminals 7m and 7b of the solenoid 7. That is, when the applied voltage is large, the solenoid 7 moves the rack 7C in the direction of the arrow I and moves the pinion 6bt.
When the applied voltage is small, the rack 7c is moved in the opposite direction of the arrow by the spring 7d, and the fuel escape amount adjustment valve 6 closes the fuel return passage 5b. It acts to open the return passage FNJ5b.

When the applied voltage is O, the spring 7d causes the fuel release amount adjusting valve 6 to fully open the fuel return passage 5b.

The state shown in FIG. 2 shows the state where the maximum voltage is applied between the terminals 7a and 7b of the solenoid 7, and the high-pressure fuel supplied to the fuel injection nozzle 5 as shown by arrow G flows through the fuel return passage 5b. Since it is fully closed, the entire high pressure fuel passage 5
a and is injected from the tip 5c in the direction of arrow H.

This injection amount decreases as the terminal voltage of the solenoid 7 decreases, and when the applied voltage is O, the entire amount flows from the fuel return passage 12i5b to the fuel return pipe 26, and no fuel is injected from the fuel injection nozzle 5.

In the present invention, the control lever that controls the fuel injection amount of the fuel injection pump 4 includes a control lever 12 that controls the fuel injection amount of the first and fourth cylinders, and a second control lever that controls the fuel injection amount of the first and fourth cylinders, as shown in FIG.
．． It is divided into a control lever 13 that controls the amount of fuel injected into the three cylinders by a fuel release amount adjustment valve 6, and the two are connected by a cancel spring 17. When the accelerator pedal 11 is not depressed, these control levers 12 and 16 are at rest at the chain aB position in FIG. 1 between the return spring 14 and the idle stopper 16. They rotate as one until the position indicated by chain line C.

However, a full load stopper 15 is provided at the position indicated by the chain line C, and the rotation of the control lever 12 is stopped at this position. Therefore, only the control lever 13 rotates between the chain line C and the chain line. 28 is a full load stopper for the control lever 13.

A slider 24a is provided at one end of the control lever 16, and forms a potentiometer 24 together with a wire-wound resistor 24b provided on the fuel injection pump 4 side. This potentiometer 24 is connected to the transistor 2 of the amplifier 27.
7a, and the degree of amplification of the amplifier 27 can be varied in accordance with the rotation of the control lever 16.

The configuration of the fuel control system of the present invention has been described above. Next, the configuration of the intake air amount control system provided in the intake manifold 2 will be explained.

The intake cutoff valve 3 provided in the intake manifold 2 of the second and third cylinders is connected to a link 25 by a lever 26, and when this link 25 is sucked by the solenoid 9, it moves in the direction of arrow E, and the lever 26 The intake valve 3 is rotated as shown in FIG. Solenoid 9 attracts link 25 when relay 8 is turned on, and relay 8 is turned on when amplifier 27 is turned on to fully connect solenoid 9 and battery 10.

The configuration of the generous number control device for a diesel engine according to the present invention is as described above.Next, the cylinder number control operation of the device according to the present invention will be explained.

First, the load condition of the engine is set as the full load as 1, and half of it is expressed as 1/2, and the set value of the load condition for fully controlling the number of cylinders is set as 1/2 of the full load, and the control lever 12 at this time is , 13 are indicated by chain line C. Since the amount of depression of the accelerator pedal 11 is small from the idle state (position indicated by chain line B) to 1/2 load, the control levers 12, 13i11 [B and C
During this period, the slider 24a provided at one end of the control lever 16 does not come into contact with the wire-wound resistor 24b, so the amplifier 27 is off.

Therefore, at this time, no voltage is applied between the terminals 7a and 7b of the solenoid 7 attached to the fuel injection nozzle 5, the fuel relief amount adjustment valve 6 is in the fully open state, and the fuel is injected from the fuel injection pump 4 to each cylinder. Of the fuel, all of the fuel injected into the second and third cylinders flows into the fuel return pipe 26, and no fuel is supplied to the second and third cylinders. In addition, as described above, the amplifier 27
is in the off state, the relay 8 and solenoid 9 are not operated, the intake cutoff valve 3 is in the fully closed state, and no intake air is supplied to the second and third cylinders.

Next, when the load further increases and the amount of depression of the accelerator pedal 11 increases, the control lever 12fd for the first and fourth cylinders hits the full load stopper 15 and stops rotating any further. At this time, the first and fourth cylinders are under full load, but the load on the engine as a whole is 1/2.

However, the control levers 16 for the second and third cylinders rotated together with the control lever 12 due to the action of the cancel spring 17, but since they were originally separate bodies, the control lever 12 rotated as described above. Even if the rotation is stopped, it can continue its 1″ rotation, and when it crosses the chain line C, the potentiometer 24 (7) comes into contact with the slider 24B and the wire-wound resistor 24bk.Then, the amplifier 2
A bias voltage is applied to the transistor 27a of the pinion 7, turning on the amplifier 27, and a voltage is applied to the solenoid 7, so the solenoid 7 moves the rack 7c and the pinion 6 is turned on.
bt is rotated and the fuel release amount adjusting valve 6 is closed in response to an increase in the voltage applied to the solenoid 7, so that fuel is injected into the 2nd and 3rd cylinders. The voltage applied to the solenoid 7 is proportional to the rotation angle of the potentiometer 24, that is, the amount of depression of the accelerator pedal 11, and when the accelerator pedal 11 is fully depressed and the control lever 13 is stopped by the full load stopper 28 at the chain line position. , fuel release amount adjustment valve 6
is fully closed, and the amount of fuel injected into the second and third cylinders by the fuel injection pump 4 matches the amount of fuel injected from the fuel injection nozzle.

′! In addition, when the amplifier 270 is turned on, the busy relay 8 is turned on and the battery 10 is connected to the solenoid 9, so the link 2 is turned on.
5 is suctioned, the lever 26 rotates and the intake cutoff valve 3 is fully opened, and intake air is also supplied to the second and third cylinders, so that these cylinders operate normally. During this time, the 1.4th cylinder is always operated at full load, and the diesel engine 1 of the present invention can obtain maximum output with the fuel release amount regulating valve 6 fully closed.

When the accelerator is turned back to 11, the engine returns to reduced cylinder operation in the complete reverse order.

As described above, according to the diesel age/cylinder number control device of the present invention, from idle (no load) to 1/2 load, intake cutoff and fuel cutoff are performed simultaneously for the 2nd and 3rd cylinders of the diesel engine 1. However, only the first and fourth cylinders operate.

Therefore, at 1/2 load from idle to 1, the pumping loss of the 2nd and 3rd cylinders disappears, so the friction loss of the entire engine is significantly reduced, as shown by the solid line in Figure 3, compared to the conventional standard diesel engine shown by the broken line. descend. For this reason, especially in diesel engines for passenger cars that are frequently used in low load ranges, the fuel efficiency is significantly improved compared to the conventional engine (broken line), as shown by the solid line in FIG.

In addition, unburned HC generally increases rapidly at low loads, but the load on the operating No. 1 and 4 cylinders increases relatively compared to a standard diesel engine, and if the engine is operated outside the HC rapid increase range. At the same time, the amount of exhaust gas is also reduced to 1/2, so that the HC concentration in the exhaust gas can be significantly reduced as a whole as shown in FIG. 6 (the solid line shows the present invention and the broken line shows the conventional method).

In this embodiment, a case has been described in which the operation of two of the four cylinders is stopped at a low load, but depending on the difference in load conditions, it is also possible to easily stop the operation of only one cylinder.

Furthermore, in the case of a 3-cylinder or 6-cylinder diesel engine, the present invention can be easily implemented even if the number of cylinders is different, such as stopping the operation of the 2nd cylinder, 4th cylinder, and 5° 6th cylinder, respectively. I can do it.

As explained above, when the load of a multi-cylinder diesel engine is small, the diesel engine cylinder number control device of the present invention cuts off the intake air of some of the cylinders and prevents fuel from being supplied to that cylinder. By reducing the pumping loss, fuel efficiency is improved, and the amount of unburned HC discharged can be reduced, resulting in excellent effects in energy saving and pollution prevention.

Furthermore, as shown in Fig. 9, the exhaust manifold of the diesel engine 8/1 and the intake cutoff valve 3 of the intake manifold 2 operate in exactly the same way, so that the link 25 is connected via the exhaust cutoff valve full lever 29. If connected to Δ, the pumping loss will be further reduced and the above effect will be enhanced.

[Brief explanation of drawings]

Fig. 1 is an overall configuration diagram of a diesel engine cylinder number control device showing an embodiment of the present invention, and Fig. 2 is a cross-sectional view showing the entire structure of a fuel injection nozzle incorporating the fuel relief amount adjusting valve shown in Fig. 1. Figures 3 to 5 are graphs showing a performance comparison between the diesel engine of the present invention and a conventional standard diesel engine, with Figure 3 being the rotational speed vs. friction loss, and Figure 4 being the load condition vs. fuel efficiency. , FIG. 5 is a diagram showing the relationship between load conditions and HC concentration, and FIG. 6 is a configuration diagram of an intake and exhaust system of a diesel engine showing another embodiment of the present invention. 1...Diesel engine, 2...Intake manifold,
3. Intake cutoff valve, 4..Fuel injection pump, 5.Fuel injection nozzle 6..Fuel release amount adjustment valve, 8..Relay,
7, 9... Solenoid, 11... Axel star,
12.13...Control Reno 2-122...Fuel injection pipe, 23...Fuel return pipe, 24...Potentiometer, 27...Amplifier agent Shin Ogawa, patent attorney - Teru Noguchi, patent attorney Patent attorney Kazuhiko Saishita

Claims (1)

[Claims] An intake cutoff valve that cuts off the intake path of some cylinders of a diesel engine, a fuel injection nozzle that incorporates a fuel relief amount adjustment valve that controls fuel supply to the above-mentioned cylinder, and a part of a fuel control lever of a fuel injection pump. and a lever angle Yokota device that generates a voltage according to the lever rotation angle, and when the voltage is below a set value, the intake cutoff valve is fully closed and the fuel release amount adjustment valve is fully opened. ^1'' A diesel engine cylinder number control device configured to fully open the intake cutoff valve when the distribution voltage exceeds a set value, and close the fuel release amount adjustment valve in accordance with an increase in voltage.