JPS5958125A - Automatic fuel limit adjusting device utilizing scavenging gas pressure - Google Patents
Automatic fuel limit adjusting device utilizing scavenging gas pressureInfo
- Publication number
- JPS5958125A JPS5958125A JP16725082A JP16725082A JPS5958125A JP S5958125 A JPS5958125 A JP S5958125A JP 16725082 A JP16725082 A JP 16725082A JP 16725082 A JP16725082 A JP 16725082A JP S5958125 A JPS5958125 A JP S5958125A
- Authority
- JP
- Japan
- Prior art keywords
- line
- pressure
- switching valve
- air pressure
- scavenging
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Granted
Links
Classifications
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D1/00—Controlling fuel-injection pumps, e.g. of high pressure injection type
- F02D1/02—Controlling fuel-injection pumps, e.g. of high pressure injection type not restricted to adjustment of injection timing, e.g. varying amount of fuel delivered
- F02D1/08—Transmission of control impulse to pump control, e.g. with power drive or power assistance
- F02D1/12—Transmission of control impulse to pump control, e.g. with power drive or power assistance non-mechanical, e.g. hydraulic
- F02D1/14—Transmission of control impulse to pump control, e.g. with power drive or power assistance non-mechanical, e.g. hydraulic pneumatic
Landscapes
- Engineering & Computer Science (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Mechanical Engineering (AREA)
- General Engineering & Computer Science (AREA)
- High-Pressure Fuel Injection Pump Control (AREA)
Abstract
Description
【発明の詳細な説明】
本発明は掃気圧力による自！ｌｆ７＋ ：謔科制限調整
装置ｄに関する。DETAILED DESCRIPTION OF THE INVENTION The present invention utilizes scavenging pressure. lf7+: Regarding the crime restriction adjustment device d.
一般に、船舶等の主機関（ディーゼル機関）には、燃料
噴射量を調節して出力を制−する空気式のガバナが設け
られている。そして、上記ガバナは、第２図に示すよう
に、速度設定によるトＭクリミツトライン（火線で示す
）←）及び掃気圧力によるトｖクリミツトフィン（破線
で示す）（１））に？Ｏつてその出力を制（財）するよ
うにされている。ところで、主機関を起動させる場合は
、掃気圧力によるトルクリミットフィンｔｂ＞が使用さ
れるが、このトルクリミットフィン（ｂ）によると、起
動から少しの間は、例えば６０優負荷時相当量の燃料が
噴射さ度高くさＩして、始動後直ちに増速できるように
設定されて匹る。しかし、始動時における吸引空気駄は
少なく、仁の中に６０チ負荷相当量もの；然料を噴射す
ると、どうしても多量のすす（煙）が発生し、１関系統
に悪影響を及ぼすという欠点がめった。Generally, the main engine (diesel engine) of a ship or the like is provided with a pneumatic governor that controls the output by adjusting the amount of fuel injection. As shown in Fig. 2, the governor is controlled by the speed setting to the M limit line (indicated by the caustic line) ←) and the scavenging pressure to the V limit fin (indicated by the broken line) (1)). It is designed to control its output (goods). By the way, when starting the main engine, a torque limit fin (tb) using scavenging pressure is used.According to this torque limit fin (b), for a short time after starting, for example, the amount of fuel equivalent to 60% load is used. The injection height is set to be high and the speed can be increased immediately after starting. However, there is little suction air at the time of startup, and the amount of air is equivalent to a 60-chi load; when injecting natural gas, a large amount of soot (smoke) is inevitably generated, which rarely has a negative effect on the first control system. .
そこで、本発明は上記欠点を解消し優る掃気圧力による
自動燃料制限−整装置を提供することを目的とする。SUMMARY OF THE INVENTION It is therefore an object of the present invention to provide an automatic fuel restriction and adjustment device using scavenging pressure that overcomes the above-mentioned drawbacks.
即ち、本発明は模擬を気圧力を燃料噴射ｍ調節第２切換
弁を設け、掃気管からの掃気圧力を上記第１切換弁・に
送る第２ラインを設け、上記第２ライン内の掃気圧力を
第２切換弁に送る第６ラインを設け、上記第２切換弁を
作動させる作−空気圧力を送る第４ラインを設けると共
に、該第４ライン途中に作動空気圧力を徐々に開放させ
て第２切換弁を一定時間後に作動させる空気タンク及び
流量制御弁ｒ設け、上記第１切換弁の作動圧力として掃
気圧力を使用し、且つ機関の停止時にあっては、第４ラ
イン内の作−空気圧力により第２切換弁が作動して、掃
気圧力が第２ライン及び第１フインを介して空気ガバナ
に送られるように成し、機関起動時にあっては、第４フ
インの作動空気圧力が徐々に開放されて一定横間後に第
２切換弁が作動し、模擬空気圧力が第１ラインを介して
空気ガバナに送られるように成し、掃気圧力が模擬空気
圧力よりも高くなった場合に、第１切換弁を作動させて
掃気圧力を第２ライン、第５ライン及び第１ラインを介
して空気ガバナに送るように成し、更に上記模擬空気圧
力は、機関回転に必要な最少ａ、＠噴射量よシも多い増
速に必要な燃料噴射量に対応する圧力に設定したことを
１存畝とする掃気圧力による自動燃料制限頒ｌＸ１４整
装置である。That is, in the present invention, a second switching valve is provided to adjust the air pressure to the fuel injection m, a second line is provided to send the scavenging pressure from the scavenging pipe to the first switching valve, and the scavenging pressure in the second line is A sixth line is provided to send the operating air pressure to the second switching valve, and a fourth line is provided to send operating air pressure to operate the second switching valve, and the operating air pressure is gradually released in the middle of the fourth line. An air tank and a flow rate control valve R are provided to operate the second switching valve after a certain period of time, and the scavenging pressure is used as the operating pressure of the first switching valve, and when the engine is stopped, the operating air in the fourth line is The pressure activates the second switching valve so that the scavenging pressure is sent to the air governor via the second line and the first fin, and when the engine is started, the working air pressure of the fourth fin is gradually reduced. The second switching valve is activated after a certain period of time after the first line is opened, and the simulated air pressure is sent to the air governor via the first line, and when the scavenging air pressure becomes higher than the simulated air pressure, The first switching valve is actuated to send scavenging pressure to the air governor via the second line, fifth line and first line, and the simulated air pressure is the minimum a required for engine rotation. This is an automatic fuel restriction distribution 1X14 adjustment device using scavenging pressure, which is set to a pressure corresponding to the fuel injection amount required for speed increase, which is larger than the injection amount.
かかる構成によれば、主機関の始動から一定時間までは
、始劾必要最少燃料瀘が噴射され、一定時ｌ１１ｆｆ後
には模擬空気圧力が空気ガバナに送られて増速必要添料
量が噴射されるので、従来始動から増速必要＠Ｒ礒を噴
射する場合に比べて、その発煙址を非常に少なくするこ
とができる。According to this configuration, the minimum amount of fuel necessary for starting is injected for a certain period of time after the start of the main engine, and after a certain period of time l11ff, simulated air pressure is sent to the air governor and the amount of additive required for accelerating is injected. Therefore, compared to the conventional case of injecting the fuel that requires speed increase from start-up, the amount of smoke generated can be greatly reduced.
以下、本発明の一実施例を図面に基づき説明する。Hereinafter, one embodiment of the present invention will be described based on the drawings.
第１図において、（１）は模擬空気圧力を燃料噴射緻調
節用空気ガバナ（２）に送る第１ツインで、この第１ラ
イン（１）途中には、上流側から上流側に向って順に第
１減圧弁（３）、嬉１切換弁（４）、第２切換弁ＤＩ、
緊急切換弁（６）、及び４２減圧弁（７）が設けられ、
巴に第２ 、ｆＣＣ方弁７）と空気ガバナ（２）との間
にはリリーフ弁（８）を有するリリーフライン（９）が
接続されている。ｕｌは主暖門（ディーゼル機関）に新
気を送り込す・掃気管（１１）の掃気圧力を第１切換弁
（４）に送る第２フインである。そして、上記第１切換
弁（４）は通常時（１位置）にあっては第１ライン（１
）を開にさせ、また切換作動時（■位置）にあっては第
１フイン（１）に第２フイン０１を接続させるようにし
ている。０２）は第２ラインαυ内の掃気圧力を第２切
換弁（５）に送る第６ツインである。そして、上記第２
切換弁（５）は、通常時（■位置）にあっては第１ライ
ン（１）を開にさせ、また切換作動時（■位＋Ｗｌ ）
にあっては第１フイン（１）に第１切換弁（４）をバイ
パスして直接第２ライン（鶴を接続させるようにして偽
る。０１は第２り換弁（５）に切換用作動空気圧力を送
る第４ラインで、その端部は主機制御室の操作レバーに
連動されておシ、更にその途中には、操舵室用切換弁０
４）、流量制御弁ｕ５１及び空気タンク帥が設けられて
いる。この流１１制御弁ｔ１５１及び空気タンクｕ６１
は上ｌ１ｒ３第２切換弁（５）を■位置から１位置に切
換える際に、その切換え用操作１６号を送った後、一定
時間後に第２切換弁（５）を作動させるためのものであ
る。即ち、最初に、第４フイン（１３＋内に作動空気圧
力が送らｔして、第２切換弁（５）が■位置に切換えら
れると共に空気タンク０６）に空気が充満されている状
態において、制−室の操作レバーによって第４フイン１
１３）が大気に開放さ牡ると、空気タンクｕ（ｆｔ内の
空気は流址制圓弁１１５１を介して徐々に流れ、一定時
間（例えば０〜６０秒）後に第２切換弁（５）は■位置
から１位置に復帰する。なお、上記喚舵室用切換弁０４
）は、その操従が操舵室からのみ行なわれる場合に、作
動させられて制御室の操作レバーと第４ライン０３１と
の１！！！動から切離すと共に操舵室からの信号でも第
２切換弁（５）の作動をできるようにしている。なお、
Ｕηは第１切換弁（４）に、その切換作動用圧力として
、第６ライン０２）即ち第２ラインｄ（ｌｌの掃気圧力
を送る第５ラインである。従って、上記第１切疾弁（４
）は、掃気圧力が第１す換弁（４）の■位ｉｔ僕帰用ば
ね力に打ち勝つまで上昇しなければ１位１αに切換わら
ない。In Figure 1, (1) is the first twin that sends simulated air pressure to the air governor (2) for finely adjusting fuel injection. 1st pressure reducing valve (3), 1st switching valve (4), 2nd switching valve DI,
An emergency switching valve (6) and a 42 pressure reducing valve (7) are provided,
A relief line (9) having a relief valve (8) is connected between the second fCC valve (7) and the air governor (2). ul is a second fin that sends fresh air to the main warm gate (diesel engine) and sends the scavenging pressure of the scavenging pipe (11) to the first switching valve (4). In the normal state (1 position), the first switching valve (4) is in the first line (1 position).
) is opened, and the second fin 01 is connected to the first fin (1) when the switch is activated (position ■). 02) is the sixth twin that sends the scavenging pressure in the second line αυ to the second switching valve (5). And the second above
The switching valve (5) opens the first line (1) during normal operation (■ position), and opens the first line (1) when switching is activated (■ position +Wl).
In this case, bypass the first switching valve (4) to the first fin (1) and directly connect the second line (Tsuru). This is the fourth line that sends pressure, and its end is linked to the control lever in the main engine control room.
4) A flow control valve u51 and an air tank head are provided. This flow 11 control valve t151 and air tank u61
is for operating the second switching valve (5) after a certain period of time after sending the switching operation No. 16 when switching the upper l1r3 second switching valve (5) from the ■ position to the 1 position. . That is, first, in a state in which working air pressure is sent to the fourth fin (13+), the second switching valve (5) is switched to the position (3), and the air tank 06 is filled with air, the control is activated. - The fourth fin 1 is controlled by the operating lever of the chamber.
13) is opened to the atmosphere, the air in the air tank U(ft) gradually flows through the flow control valve 1151, and after a certain period of time (for example, 0 to 60 seconds), the air in the air tank U(ft) is opened to the atmosphere. returns from the position ■ to the 1 position.In addition, the above-mentioned steering room switching valve 04
) is actuated to connect the operating lever of the control room and the fourth line 031 when the steering is performed only from the wheelhouse! ! ! The second switching valve (5) can also be operated by a signal from the wheelhouse. In addition,
Uη is the fifth line that sends the scavenging pressure of the sixth line 02), that is, the second line d(ll) to the first switching valve (4) as its switching operation pressure. Therefore, the first switching valve (4) 4
) will not switch to the first position 1α unless the scavenging pressure increases until it overcomes the return spring force of the first switching valve (4).
次に、主機関の起！！ｂについて説明する。Next, start the main engine! ! b will be explained.
まず、操舵室の操作レバーの停止時においては、第１切
換弁（４）は、掃気圧力が零であるので、■位置の状態
であり、また第２切換弁（５）は、操舵室用切換弁０＜
の作動によって第４フイン＋１３）内に作動空〜べ圧力
が充満して、Ｉｆ位ｉＩ！／に切換わっている伏頓であ
る。この状＋１．＠においで、操舵室の操作レバーを運
転値ｔｉｔ Ｋ ｙｈかすと、（制御室の操作レバーは
運転位置のＭＡｘ位１ｄにある）主４良関が始動すると
共に第４ツインＩが操舵用切換弁０舶を通り大気に開放
されるが、この時また第２切検弁（５）は■位置にある
ので、空気ガバナ（２）には゛掃気圧力が送られている
。この始動時は、あらかじめ設定された必要な最少燃料
噴射証（例えば５０％負荷）を供給することができる。First, when the control lever for the wheelhouse is stopped, the first switching valve (4) is in the position ■ because the scavenging pressure is zero, and the second switching valve (5) is in the position ■ for the wheelhouse. Switching valve 0<
Due to the operation, the fourth fin +13) is filled with operating air pressure, and the If position iI! It is Fushiton that has been switched to /. This situation +1. When you move the control lever in the wheelhouse to the operating value tit Kyh (the control lever in the control room is at the operating position of MAX position 1d), the main 4-way gate starts and the 4th twin I switches to the steering position. It passes through the valve 0 and is released to the atmosphere, but at this time, the second check valve (5) is also in position 3, so scavenging pressure is being sent to the air governor (2). During this start-up, a preset required minimum fuel injection amount (for example, 50% load) can be supplied.
従って一定時間（例えば６０秒、この時間は流量制御弁
ｕｆｉｌの開度によって調整できる。）後に第２ｇＪ換
弁’５）が切換わるまで、その燃料噴射量は＠３図の実
ｋｐＡ（ａ）で示すように始動に必要な最少燃料会噴射
歓となる。そして、一定時間後に、第２切換弁（５）が
１位１ｄにｌシ１換わシ、第１フイン（１）がすべて接
続状態となって、空気ガバナ（２）に模擬空気圧力が送
られる。この模擬空気圧力は、第３図実線（切にて示す
ように、船舶の増速に必要な燃料噴射ｊｋ（例えば６０
％負ｒＩｉ７相当針）に対応する圧力にされておシ、従
って掃気圧力が上昇して第１ ｔ７Ｉ換弁（４）が■位
１ｄに切換わるまで、第５図実線（ｂ）に示すような増
速必要燃料噴射砒が供給されるつそして、陽気圧力が上
昇して第１１２０喚弁（４）が１１位１ｎに切換わると
、掃気圧力が直接空気ガバナ１２）に送られ、この後燃
料噴射量は第３図実線（Ｑ）で示すようにあらかじめ設
定された掃気圧カリミツトラインにｒｒｔって供給され
る。なお、第１切換弁（４）の復帰ばね力１よＩＩ！ｉ
ｎ！必要・燃料噴射量に相当する力に設定されて１八る
。また、第１フイン（１）中の緊急切換弁（６）は、全
速後進時に作−させられて、空気ガバナ（２）に最高の
圧力を送るようにするためのものである。Therefore, until the second gJ switching valve '5) is switched after a certain period of time (for example, 60 seconds, which can be adjusted by the opening degree of the flow control valve ufil), the fuel injection amount will be the actual kpA (a) in Figure @3. As shown, the minimum amount of fuel required for starting is the injection amount. After a certain period of time, the second switching valve (5) switches to the first position 1d, the first fin (1) is all connected, and simulated air pressure is sent to the air governor (2). It will be done. This simulated air pressure, as shown by the solid line in Figure 3, is based on the fuel injection jk (for example, 60
% negative rIi7 equivalent needle), the scavenging pressure rises and the pressure is increased as shown in the solid line (b) in Figure 5 until the first t7I switching valve (4) switches to position 1d. When the fuel injection force necessary for speed increase is supplied and the positive air pressure increases and the 1120th summon valve (4) is switched to the 11th position 1n, the scavenging pressure is sent directly to the air governor 12), and after that the fuel The injection amount is supplied rrt to a preset scavenging pressure limit line as shown by the solid line (Q) in FIG. 3. Note that the return spring force of the first switching valve (4) is 1 to II! i
n! It is set to a force corresponding to the required amount of fuel injection. Also, the emergency switching valve (6) in the first fin (1) is activated at full speed reverse to send the highest pressure to the air governor (2).
以上の１成によれば、主停止列の始動力１ら一定時間ま
では、始動必七最少燃料歇が噴射さｆｔ１一定時間後に
は模擬空気圧力が空気ガバナに送られて増浦必・支燃料
量が噴射されるので、従来的ｉｈから１１１’←１４要
；然料杭を噴射量る場合に１１；べて、その発煙風を非
常に少なくすることができる。According to the above structure, from the starting force 1 of the main stop train until a certain time, the starting minimum fuel is injected, and after a certain period of time, the simulated air pressure is sent to the air governor and the Masuura Since the amount of fuel injected is 111'←14 compared to the conventional IH, the amount of fuel injected is 11, compared to the conventional IH, and the smoke air can be greatly reduced.
第１１３／ｌは本発明の一実施例を示す概略構成図１．
６２図及び第６図は主磯関の回転叙と燃料噴射量との関
係を示す図＋ｉｔｉ ’ｌ−’ 、’）’ｒ ２図は従
来例の場合、第６図は本発明の場合をそれ−でれ示す。
（１）・・・第１ライン、（２）・・・空−武ガパナ、
（４）・・・第１切換弁、（５）・・・第２切換弁、（
【Ｏ・・・第２フイン、ｆｌ＋）・・・帰気管、＋１２
１・・・第６ライン、Ｑ３１・・・第４ライン、ｌｌ［
＋ｉ・・・流漬制仰弁、（１山・・・空気タンク、０７
１・・・第５ライン代理人 森 木 義
弘ｉ坤拳七、藩
番）Ｉ拳轄泣
１３２−No. 113/l is a schematic configuration diagram showing an embodiment of the present invention.
Figure 62 and Figure 6 are diagrams showing the relationship between the rotation of the main Isoseki and the fuel injection amount. It shows. (1)...First line, (2)...Sora-Bugapana,
(4)...First switching valve, (5)...Second switching valve, (
[O...Second fin, fl+)...Return tube, +12
1...6th line, Q31...4th line, ll[
+i...Immersion control valve, (1 mountain...Air tank, 07
1... 5th line agent Yoshihiro Moriki, Kenshichi, domain number) I Kenjuku 132-
Claims (1)
る第１ラインを設け、該第１ライン途中に、上流側から
下流側に向って順に第１切換弁及び第２切換弁を設け、
掃気・Ｕからの掃気圧力を上記ｖＪ１切換弁に送る第２
ラインを設け、上記第２ライン内の掃気圧力を第２切換
弁に送る第３ラインを設け、上記第２切換弁を作動させ
る作動空気圧力を送る第４ラインを設けると共に、該第
４ライン途中に作動空気圧力を徐々に開放させて第２切
換弁を一定時＋ｌｊｉ後に作動嬶せる空気タンク及び流
址制御弁を設け、上記嬉１切換弁の作動圧力として掃気
圧力を使用し、且つ機関の停止時にあっては、第４フイ
ン内の作動空気圧力により、第２切換弁が作動して、掃
気圧力が第２ライン及び第１ラインを介して空気がバナ
に送られるように成し、機関起動時にあっては、第４フ
インの作動空気圧力が徐々に開放されて一定時間後に第
２切換弁が作動し、模擬空気圧力が第１ラインを介して
空気ガバナに送らｎるように成し、掃気圧力が模擬空気
圧力よりも高くなった場合に、第１切換弁を作動させて
掃気圧力を第２ライン、第６ライン及び＃Ｓ１ヲーｆン
を介して空気ガバナに送るように成し、史に上記模擬空
気圧力は、４ｇＪ副回転に必要な最少燃料噴射最よυも
８１．ｎ増速に必要な燃料噴射量に対応する圧力に設定
したことを特徴とする掃気圧力による自助燃料制限調整
装置。1. A first line is provided to send simulated air pressure to the fuel injection control air governor, and in the middle of the first line, a first switching valve and a second switching valve are provided in order from the upstream side to the downstream side,
A second valve that sends the scavenging pressure from the scavenging/U to the vJ1 switching valve.
A third line is provided to send the scavenging air pressure in the second line to the second switching valve, and a fourth line is provided to send the working air pressure to operate the second switching valve, and a fourth line is provided midway through the fourth line. An air tank and a flow control valve are provided to gradually release the operating air pressure to cause the second switching valve to operate after a certain period of +lji, and the scavenging pressure is used as the operating pressure of the first switching valve, and the engine When the engine is stopped, the working air pressure in the fourth fin operates the second switching valve, and the scavenging air pressure is made such that air is sent to the vane via the second line and the first line, and the engine is switched off. At startup, the working air pressure of the fourth fin is gradually released, and after a certain period of time, the second switching valve is activated, and the simulated air pressure is sent to the air governor via the first line. When the scavenging pressure becomes higher than the simulated air pressure, the first switching valve is operated to send the scavenging pressure to the air governor via the second line, the sixth line and the #S1 fan. In fact, the above simulated air pressure is 81.5 gJ, and the minimum fuel injection required for sub-rotation is 81. A self-help fuel limit adjustment device using scavenging pressure, characterized in that the pressure is set to correspond to the fuel injection amount necessary for speed increase.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP16725082A JPH0235861B2 (en) | 1982-09-25 | 1982-09-25 | SOKIATSURYOKUNYORUJIDONENRYOSEIGENCHOSEISOCHI |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP16725082A JPH0235861B2 (en) | 1982-09-25 | 1982-09-25 | SOKIATSURYOKUNYORUJIDONENRYOSEIGENCHOSEISOCHI |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| JPS5958125A true JPS5958125A (en) | 1984-04-03 |
| JPH0235861B2 JPH0235861B2 (en) | 1990-08-14 |
Family
ID=15846239
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP16725082A Expired - Lifetime JPH0235861B2 (en) | 1982-09-25 | 1982-09-25 | SOKIATSURYOKUNYORUJIDONENRYOSEIGENCHOSEISOCHI |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JPH0235861B2 (en) |
Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS61187932U (en) * | 1985-05-16 | 1986-11-22 |
-
1982
- 1982-09-25 JP JP16725082A patent/JPH0235861B2/en not_active Expired - Lifetime
Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS61187932U (en) * | 1985-05-16 | 1986-11-22 |
Also Published As
| Publication number | Publication date |
|---|---|
| JPH0235861B2 (en) | 1990-08-14 |
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