JPS6018613Y2 - Diesel engine supply air heating device - Google Patents

Description

[Detailed Description of the Invention] The present invention relates to an air supply heating device attached to an air intake manifold in order to improve the operating performance of a diesel engine.

Conventionally, diesel engines have adopted a method of lowering the pressure ratio in order to reduce the high pressure inside the cylinder at maximum output, but lowering this pressure ratio may make it difficult to start the engine or cause engine whiteout at low loads. This tendency becomes especially noticeable when the ambient temperature of the engine drops below zero degrees.

The present invention eliminates these deficiencies.

The aim is to provide a diesel engine.

To explain about FIG. 1 showing the first embodiment of the present invention,
Reference numeral 1 denotes a diesel engine, which includes a supply air heating burner 9, a supply air temperature regulator 11 consisting of an operating section 13 attached to the supply air heating burner 9 and a detection section 12 connected to the operating section 13, and a flame detector. 14, an exhaust manifold 3 including an exhaust temperature detector 15, and a starter motor 4 for starting the engine.

The supply air heating burner 9 is equipped with an ignition plug 10 connected to an ignition transformer 5 and connected to a communication pipe 18 via a check valve 16.
is connected to the air pump 6 to supply high-pressure air, and is connected to the fuel tank 7 via a connecting pipe 20 via a fuel cut solenoid valve 17 equipped with an electromagnetic coil 21 to be supplied with fuel.

A branch pipe 19 of a communication pipe 18 is connected to the fuel tank 7, so that when the air pump 6 is operated, the wind pressure is applied to forcefully feed fuel.

A part of the air pumped from the air pump 6 is used for atomizing the fuel, but most of it is consumed for combustion in the air supply heating burner 9.

Reference numeral 8 denotes a control device containing a starting switch and the like, which is connected to the starter motor 4, exhaust temperature detector 15, fuel cut solenoid valve 17, flame detector 14, ignition transformer 5, and air pump 6 through circuits, respectively.

When the start switch of the control device 8 is turned on, the air pump 6 operates, the electromagnetic coil 21 is excited, and the fuel cut electromagnetic valve 1 is activated.
The opening of the valve 7, the activation of the ignition transformer 5, the discharge of the spark plug 10, and the rotation of the starter motor 4 are simultaneously performed, and the connecting pipe 2 is opened.
The heating burner 9 is ignited by the fuel sent from the fuel tank 7 through the engine 0 and the air from the air pump 6 through the check valve 16, and cranking of the engine is started.

When the engine starts, the starting switch is turned off, but only the rotation of the starter motor 4 is controlled to stop.

If the combustion of the supply air heating burner 9 continues, the flame detector 1
4 detects the light emitted from the flame and sends a signal to the ignition control device 8 to cut off the circuit of the ignition transformer 5 and stop the spark plug 10.

In the supply air heating burner 9, a supply air temperature regulator 11 detects the supply air temperature with a detection unit 12 mainly composed of a thermostat and operates an actuator 13 to adjust the fuel and maintain the supply air at a set temperature. controlled like this.

When the engine load increases and the exhaust temperature of the exhaust manifold 3 reaches the set temperature, a signal from the exhaust temperature detector 15 causes the air pump 6 to stop operating and the fuel cut solenoid valve 17 to close via the control device 8. Since the heating burner 9 is extinguished, heating of the intake air in the intake manifold 2 is stopped.

To stop the engine, press the stop switch (
(not shown) turns off all power.

In addition, when the supply air heating burner 9 is extinguished due to some abnormality while in use, the circuit of the ignition transformer 5 is closed via the control device 8 in response to a signal from the flame detector 14, and the spark plug 10 is activated to stop the supply air. Light the heating burner 9.

After ignition, the circuit of the ignition transformer 5 is opened as described above, and the combustion of the supply air heating burner 9 continues.

The control device 8 is equipped with a circuit as shown in FIG. 3 to perform the above-mentioned functions.

In the figure, when the main switch MS is turned on and then the start switch SW is turned on, voltage is applied to the serially connected solenoids 1CR and 2CR and the stop switch ST, and current flows.

The energized solenoid lCR for this purpose turns on the controller switch SC1 and controls the controller solenoid 3.
Excite CR and further turn controller switch SC2 to O.
Controller circuit CC that turns on the N and ignites the burner 10
Activate.

Further, the excited solenoid 2CR turns on the starter motor switch C3, and the starter motor M is driven.

Next, when the engine starts, turn off the starting switch SW, demagnetize solenoid 2CR, and turn off starter motor switch C3.
to stop starter motor M.

At this time, controller switch SC1, controller solenoid 3CR, solenoid ICR1 stop switch ST
are connected in series and energized, solenoid l C
R, the controller circuit CC is activated after the controller solenoid 3CR is energized.

To stop the engine, turn off the stop switch ST, demagnetize the solenoids 1CR, 2CR, and 3CR, and turn off the switches SC1, SC2, and MS.

In the controller circuit CC, RB is a reset button, B is a buzzer, RE is a relay, SCR is a thyristor, and G
is a gate circuit, and the other symbols are the same as the names in the specification.

When the intake air heating burner 9 is operated in the manner described above, high temperature combustion gas is supplied to the intake manifold 2, thereby increasing the air temperature within the intake manifold 2 and increasing the temperature of the intake air supplied to each cylinder. As a result, starting is extremely easy, white smoke emission time is greatly shortened, and operating performance at low loads can be improved.

In FIG. 2 showing the second embodiment of the present invention, 22 is the first
23 is a second cylinder, 24 is a third cylinder, and 25 is a flame distributor provided in the intake manifold 2.

The names for other symbols are the same as in the first embodiment.

This embodiment differs from the first embodiment in that the combustion gas of the charge air heating burner 9 is distributed to the third cylinder 24, the second cylinder 23, and the first cylinder 22 in this order by the flame distributor 25.

The operation and function of the charge air heating burner 9 are almost the same as in the first embodiment, but a flame distributor 25 is provided to correct the uneven ignition of each cylinder caused by blowback of exhaust gas. This has the advantage of allowing balanced engine operation.

Since the present invention has the above configuration, it has the following effects.

1. A supply air heating burner is attached to the supply air manifold so that it can be ignited at the same time as the engine starts, making it easy to start without being affected by the ambient temperature of the engine.

2. Since the supply air temperature regulator is linked to the supply air heating burner, combustion can be continued not only when the engine is started, but until the supply air temperature reaches the set temperature, improving operating performance at low speeds.

3. Since the exhaust temperature detector is linked to the intake air heating burner, combustion can be continued depending on the engine load condition.
Improves operating performance at low loads.

[Brief Description of the Drawings] The figures are schematic diagrams for explaining the principles of the embodiments of the present invention.
FIG. 1 is a partial cross-sectional system diagram of the first embodiment, FIG. 2 is a layout diagram of the main parts, and FIG. 3 is a circuit diagram of the control device. 2... Air supply manifold, 3. Bench/exhaust manifold, 6... Air pump, 8... Control device, 9... Air supply heating burner 10.・・・・・・
・Spark plug, 11... Supply air temperature regulator, 12
...Detection section, 13... Actuation section, 14.
... Flame detector, 15 ... Exhaust temperature detector, 17 ... Fuel cut solenoid valve.

Claims (1)

[Scope of utility model registration request] It is equipped with a supply air temperature regulator consisting of a detection part and an actuation part that adjust the amount of fuel according to the supply air temperature, and a spark plug, and is further connected to an air pump and a fuel line via a fuel cut solenoid valve. An air heating burner and a flame detector are disposed in the air supply manifold, and an exhaust temperature detector is disposed in the exhaust manifold, and each of the flame detector, fuel cut solenoid valve, spark plug, exhaust temperature detector, and air pump is provided. The flame detector detects the presence or absence of light emitted from the flame and activates or deactivates the spark plug via the ignition transformer based on the signal generated by the control device connected to the flame detector. The supply air heating is configured such that the air pump and the fuel cut solenoid valve can be stopped at the set temperature set, and the supply air temperature is maintained at the set temperature by detecting the supply air temperature with a detection section and operating an operating section. A supply air heating device for a diesel engine, characterized by controlling combustion of a burner.