JPS58572B2 - Diesel engine fuel control device - Google Patents

Description

DETAILED DESCRIPTION OF THE INVENTION The present invention relates to a fuel control system for a diesel engine. More specifically, the present invention relates to an improvement in a fuel control system for a diesel engine in which the heating liquid used in a heating system heater, etc. is shared with the engine coolant. The present invention relates to a fuel control device that prevents deterioration in the performance of a heating heater due to a drop in coolant temperature.

Conventionally, idle rotation has been controlled by manually operating a knob in the driver's cab that is engaged by the fuel control lever wire of the fuel injection pump.

However, if the driver neglects this manual operation or is unable to increase the idle speed sufficiently, for example, when idling for a long time, diesel engines cool down much more easily than gasoline engines, and the viscosity of the lubricating oil increases. increases, and the frictional force increases.

As a result, the idle speed is further reduced, resulting in poor engine drivability, and the drop in liquid temperature deteriorates the performance of the heater.

This kind of thing is often seen in taxis and the like that wait for customers for a long time during idling operation in winter.

In addition, if the idle speed is set too high in order to avoid the above-mentioned drawbacks, engine noise, fuel consumption, and harmful exhaust emissions will inevitably increase, and the transmission will not be able to shift smoothly. This results in the following problems.

Furthermore, since the idle rotation must be constantly manually controlled depending on whether the engine is warmed up or cold, the operation is complicated and requires skill.

Also, a method in which a wax type temperature compensator is used directly in the fuel injection control mechanism has been proposed, but the heat capacity etc. becomes large.
It is difficult to detect the warm-up state of the engine early and accurately and operate the control mechanism, and there are disadvantages such as not being able to obtain a stroke sufficient to directly mechanically operate the control mechanism due to temperature changes. Was.

The present invention eliminates the above-mentioned drawbacks, and specifically provides a fuel control device that selectively opens the throttle valve and automatically controls the fuel so that the temperature of the diesel engine coolant does not drop too much during idling operation. The purpose is to provide.

In order to achieve the above-mentioned object, the present invention includes a temperature-sensing device, that is, a temperature-sensing switch, that detects the temperature of the engine coolant, and an increase device that engages with the switch and increases the amount of fuel in the fuel injection pump when starting the engine. Separately, an increase device, ie, an actuator, is provided to increase the amount of the engine to a level smaller than the amount increased, and the actuator is actuated by the output signal of a temperature switch that detects when the temperature of the engine coolant drops below a preset temperature. The engine is characterized in that the amount of fuel is increased to be less than that at startup, and the engine coolant temperature is increased by increasing the idle speed.

In the present invention, a temperature-sensitive switch and an actuator are configured as a fluid-operated device and connected, and when a negative pressure such as a venturi negative pressure is applied to the actuator in response to the detection operation of the temperature-sensitive switch, the temperature is sensed. A switch can control a vacuum passage to the actuator to actuate the actuator.

Further, the temperature-sensitive switch and the actuator are configured as an electrical actuation device, and are electrically connected so that, for example, when the engine coolant temperature drops below a set temperature, the temperature-sensitive switch is closed and the actuator is actuated. It can also be configured as

Some preferred embodiments of the invention will now be described with reference to the accompanying drawings.

FIG. 1 shows a first embodiment of a hydraulically operated fuel control device according to the invention, in which a shaft 3 is inserted into a throttle chamber 2 which is mounted by a flange 1 to an intake manifold (not shown). A throttle valve 4 is fixed, and the free end of an arm 5, which is fixed to an axle 3 outside the throttle chamber 2, is connected by a wire 6 to an accelerator pedal (not shown), whereby the throttle valve 4 is connected by a wire 6 to an accelerator pedal (not shown). A spring 8 is attached between a bracket 7 fixed to the throttle chamber 2 and a bent portion 5a of the arm 5 to move the arm 5, that is, the throttle valve 4 clockwise. Pushing in the direction of reducing the opening.

An idle adjustment screw 9 is brought into contact with the lower end 5b of the arm 5, which sets the idle rotation during warm-up of the engine to, for example, about 60 Or, p, m when the coolant temperature is about 80° C. or higher.

Venturi part 10 at the lower edge of the throttle valve 4 (Fig. 1A)
is provided so that venturi negative pressure can be detected.

A fuel pump control device 13 is connected via a negative pressure passage 12 from a nipple 11 that communicates with the venturi part 10 .

The fuel pump control device 13 includes a negative pressure chamber 15 defined by a diaphragm 14 and communicating with the negative pressure passage 12, and an atmospheric chamber 16 defined by communicating with the atmosphere and bounded by the negative pressure chamber 15 by the diaphragm 14. A spring 17 is disposed within the negative pressure chamber 15 and acts to push the diaphragm 14 in the direction toward the atmospheric chamber 16.

A rack 18 for increasing or decreasing the fuel supply amount of a fuel injection pump (not shown) is attached to the diaphragm 14 by a fixing member 19. When the diaphragm 14 and therefore the rack 18 are moved to the left in the direction of the solid arrow, the fuel supply amount is increased. The amount of fuel supplied increases, and conversely, when moved to the right in the direction of the broken line arrow, the amount of fuel supplied decreases.

Therefore, when the engine starts, the venturi negative pressure is small, and the negative pressure chamber 1
7 is close to atmospheric pressure, the diaphragm 14 is moved to the left by the action of the spring 17, and the lift of the rack 18 is moved to the left by the maximum amount to increase the amount of fuel, that is, the first increase, to ensure the start of engine operation, and to reduce the venturi negative pressure. As it increases, the venturi negative pressure defined by the idle adjustment screw 9 is guided into the negative pressure chamber 15, moving the rack 18 to the right to a position of equilibrium between the force of the spring 17 and the negative pressure acting on the diaphragm 14, thereby Idle rotation is performed by specifying the fuel supply amount.

In addition, the arm 5 and therefore the throttle valve 4 rotate counterclockwise against the action of the barbs 8 when the accelerator pedal is depressed, increasing the throttle valve opening and reducing the venturi negative pressure, causing the negative pressure in the negative pressure chamber 17 to decrease. Due to the pressure drop, the diaphragm 14 is moved by the action of the spring 17.
The rank 18 is moved to the left via the accelerator pedal, and the amount of fuel supplied is increased in response to depression of the accelerator pedal to increase speed.

According to a feature of the invention, a fluid-operated actuator 24, i.e. a second
A volume increasing device is connected.

Actuator 24 is attached to bracket 7.

This actuator 24 is defined by a diaphragm 25 and consists of a negative pressure chamber 26 communicating with the passage 23 and an atmospheric chamber 27 communicating with the atmosphere and bounded by the diaphragm 25 to define a negative chamber 26. teeth,
The rod 28 is slidable in a through guide hole provided in the bracket 7 on the negative pressure chamber 26 side, and is arranged so that one end is opposed to the arm 5.The other end of the rod 28 is fixed to the diaphragm 25, and a spring is attached around it. 29 is arranged to push the diaphragm 25 and therefore the rod 28 towards the atmospheric chamber 27, i.e. the rod 2
8 is pushed in a direction away from arm 5.

Therefore, when the venturi negative pressure is large, diaphragm 2
The throttle valve 5 is moved to the left against the action of the spring 29, bringing the rod 28 into contact with the arm 5 and pushing the arm 5 counterclockwise.
It works to slightly increase the opening of the valve.

As a result, the venturi negative pressure is slightly reduced and the negative pressure in the negative pressure chamber 15 of the fuel injection pump control device 13 is reduced, so that the rack 18 is slightly moved in the direction of increasing the amount of fuel.

According to the present invention, a fluid-operated temperature-sensing device is used to operate the fluid-operated actuator 24 at a predetermined temperature in order to prevent a predetermined condition, that is, when the temperature of the engine coolant drops too low and to increase the temperature. A switch 30 is provided.

This temperature-sensitive switch 30 consists of a mounting member 32 made of a material with good heat conductivity, such as brass, which is screwed and fixed to an engine coolant passage 31 (leading to a heater device (not shown)), and senses the temperature of the coolant. This member 32
A nipple member 34 is fixed by a sealing device 33, and the nipple 35 is connected via a conduit 36 to a branch part 37 that forms a three-branch path together with the aforementioned branch parts 21 and 22, and a venturi negative pressure is applied by the negative pressure passage 20. It communicates with the receiving nipple 11 and is also connected by a passage 23 to an actuator 24 .

The branch parts 21 and 37 have orifices 38 for flow restriction.
and 39 are provided, respectively.

The sizes of these orifices 38.degree. and 39 are appropriately selected to set a predetermined flow restriction characteristic as described below.

The other nipple 40 of the nipple member 34 communicates with the atmosphere, the nipple 35 is connected to the central portion of the control valve chamber 42 by a passage 41, and the nipple 40 is connected to the peripheral portion of the control valve chamber 42 via a passage 43. , an O-ring 44 is arranged in the control valve chamber 42 surrounding the passage 41, and a temperature-sensitive valve 46 made of bimetal or the like supported by a spring 45 is arranged so as to be able to come into contact with and separate from the O-ring 44. 0 ring 44
When it comes into contact with the venturi, the passage 43 passing through the atmosphere is cut off from the passage 41 passing through the venturi negative pressure 20.

The valve 46 has a medium-height shape, and when the temperature of the mounting member 32 that senses the temperature of the coolant in the engine coolant passage 31 is high, it warps downward, and when the temperature is low, it warps upward. When the temperature drops below, for example, 75°C, the valve 46 contacts the O-ring 44 and cuts off the passage 41 from the passage 43, cutting off communication with the atmosphere, and when the temperature rises above the set temperature, the valve 46 separates from the O-ring 44 and passes through the passage 41 through the passage 43. It is designed to communicate with the atmosphere.

Because of this structure, as mentioned above, when the temperature of the coolant in the engine coolant passage 31 drops below the set value while the engine is idling after starting, the valve 46 of the temperature-sensitive switch 30 is activated.
contacts the O-ring 44 and blocks the passage 41 that communicates with the venturi negative pressure from the passage 43 that communicates with the atmosphere, and the venturi negative pressure in the passage 20 passes through the passage 23 to the actuator 2.
4, the diagram 25 is moved to the left as described immediately, the rod 28 is moved to the left, and the arm 5, which is set to idle rotation by the adjusting screw 9, is pushed slightly counterclockwise to open the throttle valve 4. Slightly increase the opening and hold it.
The idle rotation is increased by about 200 r, p, m.

As a result, when the coolant temperature exceeds the set value, the temperature-sensitive switch 30 switches to communicate atmospheric air to the passage 36, thus atmospheric pressure is applied to the actuator 24 through the passage 36 and the orifice 39, causing the negative pressure of the actuator 24. No negative pressure acts on the pressure chamber 26, so the diaphragm 25 and the rod 28 are moved to the right by the action of the spring 29, and the arm 5 is brought into contact with the adjustment screw 9 by the action of the spring 8, thereby reducing the temperature during warm-up. Return to idle rotation and hold.

In this case, the atmospheric pressure is limited by the orifice 38, and the dilution of the negative pressure in the negative pressure passage 12 passing through the passage 20 has almost no effect on the fuel injection pump control device 13, and it operates normally.

Normally, the temperature-sensitive switch 30 is in an OFF state, in which the valve 46 protrudes upward when the coolant temperature is below a set value when the vehicle is running, that is, when the throttle valve 4 is at a comparative angle below the idle opening. Since the negative pressure generated by the venturi part 10 is small, the rod 28 of the actuator 24 does not have sufficient force to rotate the arm 5 against the action of the spring 8.
Fuel is supplied to the engine according to the opening degree of the throttle valve 4 by the accelerator pedal.

Furthermore, when the temperature of the coolant drops below the set value during idling operation after driving, that is, when the engine is easy to cool down, the actuator 24 is activated because the venturi negative pressure is sufficiently high and the temperature-sensitive switch is turned off, that is, the atmospheric pressure is cut off. As described above, by slightly opening the throttle valve 4, the amount of fuel injected per revolution of the engine is smaller than when the engine is started, and the coolant temperature can be increased.

In the above description, the negative pressure source is obtained from a venturi negative pressure, but in an engine having a negative pressure pump, the same effect can be obtained even if the negative pressure of the pump is communicated with the passage 20.

Further, the temperature-sensitive valve 46 may be a known wax-type temperature-sensitive valve.

Now, the fuel pump control device 13' connected to the passage 47 indicated by the broken line in FIG. , are shown side by side in FIG. 1 for convenience of explanation.

This fuel injection pump control device 13' has generally the same configuration as the fuel injection pump control device 13, and has a diaphragm 14.
, has a negative pressure chamber 15, an atmospheric chamber 16, a spring 17, and a rack 18, and operates in the same way, but the difference is that it has an increase lever 50 that is pivotally supported on the shaft 49 of the bracket 48. One arm 50a engages with a bracket 51 fixed to the rank 18, and a spring 52 pushes the lever 50 clockwise, thereby pushing the rack 18 in the direction of fuel reduction. Electromagnetic actuator 53 or rod 5 of the third bulking device
When the actuator 53 is energized, the rod 54 is attracted to the right and the end 54a of the rod 54 rotates the increase lever 50 counterclockwise. The arm 50a of the increase lever 50 releases the rank 18.

The electromagnetic actuator 53 is connected to an arithmetic circuit 55, and energization and deenergization are controlled by the arithmetic circuit 55. For example, the arithmetic actuator 53 is connected to an arithmetic circuit 55 when the engine temperature is 20° C. or less or the engine rotation speed is 60 Orr when the engine is started. , p, m or less, a signal is generated to energize the actuator 53.

Therefore, when the engine temperature is low when starting the engine, when the key switch (not shown) is turned on, the arithmetic circuit 55 outputs a signal to energize the electromagnetic actuator 53, and the rod 54
is attracted to the right, the increase lever 50 is rotated counterclockwise against the action of the spring 52, the arm 50a is separated from the bracket 51, and the diaphragm 14 is moved to the left by the action of the spring 17 of the negative pressure chamber 15. and move the rank 18 to the left to set the third fuel increase state.

Next, the key switch is set to the starting position (the position where the starter motor is operated) to start the engine. For example, when the engine temperature is 20°C or higher or the engine speed is 60 Or, p, m or higher, the arithmetic circuit 55 activates the actuator. The energizing signal 53 is no longer output, and therefore the rod 54 is moved to the left by a spring or the like (not shown).

Rank 18 means that the diaphragm 14 balances the biasing force of the spring 52, the differential pressure between the negative pressure in the negative pressure chamber 15 and the atmospheric pressure in the atmospheric chamber 16, and the biasing force of the spring 17 in the negative pressure chamber 15. The engine is operated with the amount of fuel supplied by this position of the rack 18.

That is, as the opening degree of the throttle valve 4 increases, the negative pressure in the negative pressure chamber 15 decreases, causing the rack 18 to move to the left and increase the amount of fuel; conversely, as the negative pressure in the negative pressure chamber 15 increases, the rack 18 18 operates to move to the right and reduce the amount of fuel.

The other operations are the same as described in connection with the fuel injection pump control device 13.

FIG. 2 shows another embodiment of the present invention in which an electromagnetic actuator or solenoid 56 and an electrical temperature-sensitive switch 30' are used to increase the amount of fuel, in which similar parts to FIG. It is shown with .

In this case, the actuator 56 is mounted on the bracket 7, and the rod 28 of FIG. 1 for pushing the arm 5 is replaced by the rod 28' of the actuator 56.

One end of the coil of the electromagnetic actuator 56 is grounded, and the other end is connected by a conductor 57 to one terminal 58 of an electric temperature-sensitive switch 30' attached to the engine cooling fluid path 31.
The other terminal 59 is grounded via a conductor 60, an electric switch 61 turned on during engine operation, and a power source 62.

The electrical temperature-sensitive switch 30' includes a mounting member 32' having a concave portion 32a for improving thermal response, such as a brass type with good thermal conductivity, which is screwed into the coolant passage 31 and fixed, and a sealing portion 33'.
The terminals 58 and 59 are embedded in the insulating material 63 and are insulated and fixed from each other.

One end of a conductive leaf spring 65 with an insulating member 64 attached to the center is fixed to the lower end of one terminal 58.
A contact 67 is arranged at the other end of the terminal 59 and is spaced apart from the contact 66 at the lower end of the terminal 59 .

A bimetallic temperature sensing member 46' is disposed opposite to the insulating member 64, and the temperature sensing member 46'
curves downward and separates from the insulating member 64 and contacts 66°67
is released to turn on the switch 30', but when the coolant temperature drops below the set temperature, the temperature sensing member 46' bends upward and pushes the insulating member 64, bringing the contacts 66 and 67 into contact and turning on the switch 30'. Make it.

Therefore, when the coolant temperature drops below the set temperature with the switch 61 closed, the leaf spring 65 is biased upward and the contact 67 contacts the contact 66, closing the switch 30', so that the actuator 56 is connected to the power source 62. The rod 28 is energized to protrude, and the arm 5 is slightly rotated counterclockwise to slightly open the throttle valve 4 and reduce the venturi negative pressure, thereby reducing the fuel injection pump control device 13 (Fig. 1). (same as above) and increase the amount of fuel in the same manner as described above.

The fuel injection pump control device 13 in FIG. 2 can be replaced with the fuel injection pump 13' shown in FIG.
A similar operation can be performed.

In the embodiment shown in Fig. 2 described above, there is no problem during no-load operation, but when the engine temperature drops below the set temperature while driving, the venturi negative pressure is not activated because the actuator is not a fluid-operated actuator like the embodiment shown in Fig. 1. Regardless of whether the electrical temperature-sensitive switch 30' is closed, the electromagnetic actuator 56 is forcibly energized to increase the amount of fuel (in the case of FIG. Because the vehicle is running, the opening of the throttle valve 4 is larger than when the vehicle is idling, and the venturi negative pressure is therefore small, so the rod 28 may not operate the arm 5 to increase the amount of fuel, resulting in unstable operation. Sometimes.

In this case, the device may be operated by operating an idle switch disposed in the electric circuit, for example, when the accelerator sensor or throttle sensor is fully closed.

In this case, the amount of fuel increases during deceleration, but the increase in fuel amount is enough to compensate for the drop in engine temperature, so drivability (engine braking performance) does not deteriorate.

In addition, the engine can be operated with good drivability during the next acceleration, making sure that the engine temperature does not drop due to the increased amount of fuel.

Figure 3 shows a type of mechanical fuel injection pump (commonly known as a VE water pump 68) that controls the fuel injection amount by only pump rotation, that is, a mechanical fuel injection pump that has only a rotary governor (commonly known as a VE type water pump 68) and is equipped with an electromagnetically actuated actuator, ie, a solenoid 56, to increase the amount of fuel. shows.

In the illustrated embodiment, an actuator 56 is attached to the fuel injection pump 68 via a bracket 69, the rod 28' of which is pivotally supported on a shaft 70, and the fuel injection pump 68 is set to a predetermined idle rotation state by an adjusting screw 9. An accelerator wire 6 is attached to the control lever 71 and guided through a guide sleeve 73 of a bracket 72 fixed to the pump 68, and the lever 71 is actuated by the operation of the wire 6. It is now possible to do so.

The control lever 71 is urged in the direction of fuel reduction by a spring 74 and ensures idle rotation when it comes into contact with the adjusting screw 9.

In this embodiment, as in the case of FIG. 2, when the engine coolant temperature drops below the set temperature after the engine is started, the actuator 56 is energized by the temperature-sensitive switch (temperature-sensitive switch 30' in FIG. 2), and the rod 28' By pressing the control lever 71, it is possible to increase the amount of fuel and raise the temperature of the coolant.

In this case, although not shown, in order to increase the amount of fuel at the time of starting the engine separately from the actuator 56, for example, the control lever 71 is actuated to a predetermined position in response to venturi negative pressure, and the fuel is set in a predetermined fuel increase state at the time of starting. An actuator is provided to set the position.

FIG. 4 is an alternative embodiment of FIG. 3 in which a fluid actuated actuator 24 (similar to that of FIG. 1) is used in place of the electromagnetic actuator to increase the amount of fuel when the coolant temperature drops after the engine has started. Show what you do.

As shown, the overall structure is similar to that of FIG. 3, except that a fluid-operated actuator 24 is provided in place of the electromagnetic actuator 56 of FIG. It was made to work.

As in the embodiment of FIG. 1, the actuator 24 is configured such that atmospheric pressure or Venturi negative pressure is introduced into the actuator 24 in connection with actuation of a temperature-sensitive switch (indicated by 30 in FIG. 1) according to the coolant temperature. When the coolant temperature falls below the set temperature, the venturi negative pressure applied to the actuator 24 pushes out the rod 28 and pushes the control lever 71 to increase the amount of fuel and raise the coolant temperature.

Similar to the one in FIG. 3, an actuator for increasing the amount of fuel at the time of starting is provided separately from the actuator 24.

In the above embodiment, it goes without saying that it is very effective when operating the heating system using the engine coolant especially in the winter, but it is not possible to operate the heating system during the summer due to engine specifications, etc. If you want to stop the fuel control device of the present invention, for example, if a temperature-sensitive switch is installed on the heating device side (the coolant on the heating device side may not reach the temperature easily, and there is a risk that the amount of fuel will be increased during that time). ) etc. may be provided with a valve device that closes the passage 20 etc. in the embodiment shown in FIG. 1 when the heating device is not in operation.

Further, in this case, a valve for introducing atmospheric pressure into the passage 23 may be provided as necessary.

In the embodiment shown in FIG. 2, a switch may be provided in the electrical circuit between the power source 62 and the actuator 56, which is opened when the heating device is not in operation.

Furthermore, if the temperature-sensitive switch is provided on the coolant side of the engine instead of on the heating system side, if the fuel control system of the present invention is operated even when the heating system is not operating, the engine temperature may drop for some reason during operation. The engine temperature is quickly maintained at normal temperature without impairing exhaust purification performance, drivability, etc.

In the above embodiment, the temperature of the engine coolant is directly detected using a temperature-sensitive switch in order to accurately detect the temperature. Temperature may also be detected.

As described above, according to the present invention, a temperature-sensitive switch for detecting the engine coolant temperature and an actuator that engages with the switch and sets the fuel injection pump to the increasing position are provided separately from the increasing device when starting the engine. , when the engine coolant is at a predetermined set temperature or lower, actuating the actuator by operating the switch to increase the amount of fuel less than the amount of fuel at the time of starting the engine;
By increasing the idle speed and raising the engine coolant temperature, it is possible to maintain the heaters of taxis and other vehicles that idle for long periods of time after driving in winter at a high temperature, and the engine automatically returns to the set idle speed. Since it can be controlled, drivability and idle rotation control can be significantly improved.

Further, unlike a gasoline engine, the present invention does not require adding a choke or the like to the carburetor or providing a special fuel passage, so the structure is extremely simple and the engine can be manufactured at low cost.

Furthermore, by fluidly engaging the temperature-sensitive switch and the actuator, it is possible to utilize a relatively large pressure difference from atmospheric pressure, thereby making it possible to reduce the size and weight of the actuator.
The cost of the entire device is reduced.

In a diesel engine that does not have a throttle valve in the intake system, a negative pressure or pressure pump driven by the engine can be used as the pressure source.

If a pressure pump is used, the actuator acts on the diaphragm with pressurized air.

Further, when the temperature-sensitive switch and the actuator are electrically engaged, a negative pressure or pressurized fluid passage is not required, and there is no risk of pressure leakage due to damage to the fluid passage, so reliable operation can be expected.

Therefore, it is ideal for diesel engines that do not have a negative pressure or pressurization source.

[Brief explanation of drawings]

FIG. 1 is a schematic illustration of a first embodiment of a hydraulically operated fuel control device according to the invention. FIG. 1A is a cross-sectional view of a portion of the venturi of FIG. FIG. 2 is a schematic illustration of an embodiment of an electromagnetically operated fuel control device according to the invention. FIG. 3 is a partial explanatory diagram of a modified embodiment of the electromagnetically operated fuel control device of the present invention. FIG. 4 is a partial illustration of a modified embodiment of the fluid-operated fuel control system of the present invention. 2... Throttle chamber, 4...
Throttle valve, 5... Arm, 9... Idle adjustment screw, 10... Venturi part, 13,
13'...Fuel injection pump control device, 18...
...Rack, 24...Fluid operated actuator, 2B, 28'...Rod, 30°30'
...Temperature-sensitive switch, 31... Engine coolant path, 38.39... Orifice, 46...
...Temperature-sensitive valve, 46'...Temperature-sensing member, 50...
...Increase lever, 53...; Electromagnetic actuator, 55... Arithmetic circuit, 56...
・Electromagnetic actuator, 61... Electric switch, 68... Fuel injection pump, 71...
・Fuel control lever.

Claims (1)

[Scope of Claims] 1. In a diesel engine having a pump equipped with a first fuel adjustment mechanism that adjusts the injection amount of pressurized fuel into the cylinder based on the amount of air supplied, the temperature of the engine coolant is set. A temperature-sensing device that operates when the temperature-sensing device operates, and a second fuel increase device that selectively sets the pump to a second fuel increase state in response to the operation of the temperature-sensing device are provided separately from the first fuel adjustment mechanism. , detects the starting condition of the engine and
A third fuel increasing device is provided to set the fuel increasing state, and after the third fuel increasing state ends, when the temperature of the engine coolant drops below the set temperature, the second fuel increasing device opens the throttle valve. . A fuel control device for a diesel engine, characterized in that the pump is set to the second fuel increase state, which is smaller than the third fuel increase, to increase engine coolant temperature. 2. The second increasing device is configured as a fluid-operated device operated by the venturi negative pressure, and when the temperature sensing device senses that the temperature has dropped below the set temperature, the second increasing device connects the atmosphere to the venturi negative pressure. The venturi negative pressure is configured as a shutoff fluid actuated device and is connected to the second volume increasing device so that the venturi negative pressure is applied by the temperature sensing device when the temperature of the engine coolant drops below the preset temperature. A fuel control device for a diesel engine according to claim 1, characterized in that: 3. An electrically operated device configured as an electromagnetic actuator that operates when the second increase device is energized and shuts off the power source when the temperature sensing device senses that the temperature has dropped below the set temperature. The switch is configured as a switch and connected to the electromagnetic actuating device, and is configured to be energized via the temperature sensing device when the engine coolant temperature drops below the set temperature. A fuel control device for a diesel engine according to claim 1. 4. A fuel control device for a diesel engine according to any one of claims 1 to 3, characterized in that the engine coolant is used as a heating liquid for a heater for heating a vehicle interior. 5 In a diesel engine equipped with a pump equipped with a Venturi negative pressure type first fuel adjustment mechanism that adjusts the injection amount of pressurized fuel into the cylinder based on the flow rate of incoming air, when the temperature of the engine coolant reaches a set temperature, a temperature sensing device that operates; and a venturi negative pressure type second fuel increase device that selectively sets the pump to a second fuel increase state via the first fuel adjustment mechanism in response to the operation of the temperature sensing device. In addition, a third fuel increasing device is provided that detects the starting state of the engine and sets it to a third fuel increasing state, and after the third fuel increasing state ends and the engine reaches a normal operating state, the engine When the coolant temperature falls below the set temperature, the temperature sensing device guides the venturi negative pressure to the second increase device, and the operation of the second increase device slightly opens the throttle valve to increase the venturi negative pressure. A fuel control device for a diesel engine, characterized in that the negative pressure is guided to the first fuel adjustment mechanism to increase the amount of fuel and increase the temperature of the engine coolant. 6. The fuel control device for a diesel engine according to claim 5, characterized in that the engine cooling fluid is configured to be used as a heating fluid for a heater for heating a vehicle interior.