JPS61247861A - Fuel injection pump in diesel-engine - Google Patents
Fuel injection pump in diesel-engineInfo
- Publication number
- JPS61247861A JPS61247861A JP60086509A JP8650985A JPS61247861A JP S61247861 A JPS61247861 A JP S61247861A JP 60086509 A JP60086509 A JP 60086509A JP 8650985 A JP8650985 A JP 8650985A JP S61247861 A JPS61247861 A JP S61247861A
- Authority
- JP
- Japan
- Prior art keywords
- plunger
- valve
- fuel
- pressure
- discharge
- 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
- F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
- F02B3/00—Engines characterised by air compression and subsequent fuel addition
- F02B3/06—Engines characterised by air compression and subsequent fuel addition with compression ignition
Landscapes
- Fuel-Injection Apparatus (AREA)
Abstract
Description
【発明の詳細な説明】
産業上の利用分野
本発明は、ディーゼル機関燃料噴射ポンプに関するもの
で、詳しくは、低負荷時における燃料噴射圧力を向上さ
せて燃費低減を図る船舶用大形ディーゼル機関などの燃
料噴射ポンプとして利用されるものである。DETAILED DESCRIPTION OF THE INVENTION Field of Industrial Application The present invention relates to a diesel engine fuel injection pump, and more specifically, to a large diesel engine for marine vessels, etc., which improves fuel injection pressure at low loads to reduce fuel consumption. It is used as a fuel injection pump.
従来の技術
従来のディーゼル機関燃料噴射ポンプは、たとえば、第
２図に示すような構成からなっている。第２図において
、２２は図示されていないディーゼル機関のシリンダカ
バーに取付けられた燃料弁、２３は高圧管、２４は燃料
ポンプ本体、２５はカム、２６は吸入弁、２７は吐出弁
、２８は溢出弁、２９はプランジャである。すなわち、
プランジャ２９の下方に設けられたローラ３２がカム２
５のベースサークル上にある時、グランジャ２９は下死
点に６９、溢出弁２８は閉じている。逆に、吸入弁２６
は上死点にあり、開いているため、矢印３４で示すよう
に、燃料油が吸入弁２６を通ってプランジャ室３３に流
入している。そして、カム２５が回転（第２図では反時
計方向に回転）するにつれてプランジャ２９が上昇し始
める。また溢出弁衝棒３０は同時に上昇を始めるが、逆
に、吸入弁筒棒３１は下降し、やがて吸入弁２６が閉と
なシ、ここからプランジャ２９の上昇とともにプランジ
ャ室３３内の燃料油が圧縮され、圧力が高圧管２３内の
圧力よシ高くなると、吐出弁２マを押上げて燃料油を燃
料弁２２に送り出し、噴射する。一方、プランジャ２９
の上昇に伴なって溢出弁筒棒３０が上昇し、やがて浴出
弁２８が開き、プランジャ室３３の高圧の燃料油が矢印
３５で示すように流出するため、吐出弁２７が閉じ、燃
料油の前記噴射は終了する。このように、燃料ポンプ本
体２４から吐出された燃料油ハ、高圧管２３を通り、燃
料弁２２からシリンダ内に噴射されて燃焼するようにな
っているが、燃料ポンプのプランジャ径や燃料弁ノズル
面積などは一定であるため、燃料噴射系統の仕様につい
ては、運転中に変更することができないようになってい
る。2. Description of the Related Art A conventional diesel engine fuel injection pump has a structure as shown in FIG. 2, for example. In FIG. 2, 22 is a fuel valve attached to the cylinder cover of a diesel engine (not shown), 23 is a high pressure pipe, 24 is a fuel pump body, 25 is a cam, 26 is an intake valve, 27 is a discharge valve, and 28 is a Overflow valve 29 is a plunger. That is,
A roller 32 provided below the plunger 29 is connected to the cam 2.
5, the granger 29 is at bottom dead center 69 and the overflow valve 28 is closed. Conversely, the suction valve 26
is at the top dead center and is open, so fuel oil flows into the plunger chamber 33 through the suction valve 26, as shown by arrow 34. Then, as the cam 25 rotates (rotates counterclockwise in FIG. 2), the plunger 29 begins to rise. At the same time, the overflow valve rod 30 begins to rise, but conversely, the suction valve cylinder rod 31 descends, and the suction valve 26 eventually closes. From here, as the plunger 29 rises, the fuel oil in the plunger chamber 33 flows out. When the fuel oil is compressed and the pressure becomes higher than the pressure inside the high pressure pipe 23, the discharge valve 2 is pushed up to send the fuel oil to the fuel valve 22 and inject it. On the other hand, plunger 29
As the pressure rises, the overflow valve cylinder rod 30 rises, and the bath valve 28 eventually opens and the high-pressure fuel oil in the plunger chamber 33 flows out as shown by the arrow 35, so the discharge valve 27 closes and the fuel oil The injection of is completed. In this way, the fuel oil discharged from the fuel pump main body 24 passes through the high-pressure pipe 23 and is injected into the cylinder from the fuel valve 22 to be combusted. Since the area etc. are constant, the specifications of the fuel injection system cannot be changed during operation.
発明が解決しようとする問題点
前述のように、従来のディーゼル機関の燃料噴射系統の
仕様については、運転中に変更ができないので、燃料弁
ノズルから噴射される燃料油は、高負荷運転になるほど
、噴射圧力が上昇して霧化がよく、燃焼がよくなるが、
反対に、低負荷運転になるほど、噴射圧力が低下するた
め、霧化不良となシ、燃焼不良になるという欠点がある
。すなわち、従来のディーゼル機関の燃料噴射系統には
、低負荷運転になるほど、シリンダ内に噴射される燃料
油の霧化状態が悪くなシ、燃焼不良や黒煙発生の問題点
がある。本発明は、このような問題点を解決しようとす
るものである。すなわち１本発明は、高負荷運転時の燃
料油噴射状態および機関性能を損わずに、低負荷運転時
にも、ポンプ内の圧力を上昇させて燃焼改善を図ること
ができるディーゼル機関燃料ポンプを提供することを目
的とするものである。Problems to be Solved by the Invention As mentioned above, the specifications of the fuel injection system of conventional diesel engines cannot be changed during operation, so the fuel oil injected from the fuel valve nozzle is , the injection pressure increases, resulting in better atomization and better combustion, but
On the other hand, as the load becomes lower, the injection pressure decreases, resulting in poor atomization and poor combustion. That is, the conventional fuel injection system of a diesel engine has problems such as poor atomization of fuel oil injected into the cylinder, poor combustion, and generation of black smoke as the load becomes lower. The present invention attempts to solve these problems. That is, the present invention provides a diesel engine fuel pump that can improve combustion by increasing the pressure inside the pump even during low-load operation without impairing the fuel oil injection state and engine performance during high-load operation. The purpose is to provide
問題点を解決する友めの手段 ポンプ内の圧力を上昇させる蓄圧器を設けた。A friendly way to solve problems A pressure accumulator was installed to increase the pressure inside the pump.
すなわち、本発明の構成は、プランジャの行程によって
燃料油の流入と加圧とが行なわれるプランジャ室に対向
した位置に設けられて前記プランジャ室に連通している
蓄圧器を備え、かつ。That is, the configuration of the present invention includes a pressure accumulator that is provided at a position facing the plunger chamber into which fuel oil is inflowed and pressurized by the stroke of the plunger, and that communicates with the plunger chamber.
前記プランジャ室と吐出弁の間の油路の途中に設けられ
て前記プランジャが一定の加圧行程になるまで閉の状態
を維持しているとともに、その一定の加圧行程を過ぎた
時点で開になる吐出制御弁を備えていることを特徴とし
ている。It is provided in the middle of the oil passage between the plunger chamber and the discharge valve, and is maintained in a closed state until the plunger reaches a certain pressurizing stroke, and is opened when the certain pressurizing stroke has passed. It is characterized by being equipped with a discharge control valve.
作用
プランジャが一定の加圧行程になるまで、その加圧され
た燃料油を一時的に蓄圧器に蓄わえて、ポンプ内の圧力
を上昇させ、その一定の加圧行程を過ぎた時点で、その
圧力の上昇した燃料油が吐出弁に送られるようになる。The pressurized fuel oil is temporarily stored in a pressure accumulator to increase the pressure inside the pump until the action plunger reaches a certain pressurization stroke, at which point the pressure in the pump is increased. The fuel oil whose pressure has increased is now sent to the discharge valve.
したがって、低負荷運転時にも、ポンプ内の圧力が上昇
するので、燃焼改善が可能となる。Therefore, even during low-load operation, the pressure inside the pump increases, making it possible to improve combustion.
実施例
第１図は本発明の一実施例を示している。第１図におい
て、ｌは燃料弁、２は高圧管、３は蓄圧器、４は燃料ポ
ンプ本体、５はカム、６は吸入弁、７は吐出弁、８は浴
出弁、９はプランジャ、ｌＯは溢出弁筒棒、１１は吸入
弁筒棒、１２はローラ、１３はプランジャ室、１４は吐
出制御弁、１５は吐出制御弁筒棒、１６は吸入弁偏心軸
、１７は溢出弁偏心軸、ユ８は吐出制御弁偏心軸、１９
は前記プランジャ室１３と吐出弁７の間の油路である。Embodiment FIG. 1 shows an embodiment of the present invention. In FIG. 1, l is a fuel valve, 2 is a high pressure pipe, 3 is a pressure accumulator, 4 is a fuel pump body, 5 is a cam, 6 is an intake valve, 7 is a discharge valve, 8 is a bath valve, 9 is a plunger, 10 is the overflow valve cylinder rod, 11 is the suction valve cylinder rod, 12 is the roller, 13 is the plunger chamber, 14 is the discharge control valve, 15 is the discharge control valve cylinder rod, 16 is the suction valve eccentric shaft, and 17 is the overflow valve eccentric shaft. , U8 is a discharge control valve eccentric shaft, 19
is an oil passage between the plunger chamber 13 and the discharge valve 7.
すなわち、蓄圧器３は、プランジャ室１３に対向した位
置に設けられてプランジャ室１３に連通している。また
吐出制御弁１４は、プランジャ室１３と吐出弁７の間の
油路１９の途中に設けられている。That is, the pressure accumulator 3 is provided at a position facing the plunger chamber 13 and communicates with the plunger chamber 13. Further, the discharge control valve 14 is provided in the middle of the oil passage 19 between the plunger chamber 13 and the discharge valve 7.
第１図に示すように構成されたディーゼル機関燃料噴射
ポンプにおいては、ローラ１２がカム５のペースサーク
ル上にある時、プランジャ９は下死点にちゃ、吐出制御
弁１４と浴出弁８は閉じている。逆に吸入弁６は上死点
にあ夛、開いているため、燃料油が矢印２ｏで示すよう
に吸入弁６を通ってプランジャ室１３に流入している。In the diesel engine fuel injection pump configured as shown in FIG. Closed. Conversely, since the suction valve 6 is open at the top dead center, fuel oil flows into the plunger chamber 13 through the suction valve 6 as shown by the arrow 2o.
カム５が回転（第１図では反時計方向に回転）するにつ
れ、プランジャ９が上昇始める。そして吐出制御弁筒棒
１５と溢出弁筒棒１０は同時に上昇始めるが、逆に吸゛
入弁衝棒ユ１は下降し、第３図のＡ点で吸入弁６が閉と
なシ、このＡ点からプランジャ９の上昇とともにプラン
ジャ室１３内の燃料油が圧縮されて圧力が上昇するが、
この圧力を蓄圧器３に蓄積する。プランジャ９の加圧行
程、つｔｂ、プランジャ９の上昇で、第３図のＢ点で、
吐出制御弁１４が開き、高圧油が吐出制御弁１４を通っ
て吐出弁７に達する。ここで圧力が高圧管２内より高く
なると、吐出弁７を押上げて燃料油を燃料弁１に送シ出
し、燃料油を噴射する。プランジャ９がさらに上昇し、
第３図の０点で、溢出弁８が開いてグランジャ室１３の
高圧の燃料油が矢印２１で示すように流出する九め、吐
出弁マが閉じ、燃料の噴射は終了する。As the cam 5 rotates (counterclockwise in FIG. 1), the plunger 9 begins to rise. Then, the discharge control valve cylinder rod 15 and the overflow valve cylinder rod 10 begin to rise at the same time, but conversely, the suction valve cylinder rod 1 descends, and the suction valve 6 closes at point A in Fig. 3. As the plunger 9 rises from point A, the fuel oil in the plunger chamber 13 is compressed and the pressure increases;
This pressure is stored in the pressure accumulator 3. During the pressurizing stroke of the plunger 9, when the plunger 9 rises, at point B in Fig. 3,
The discharge control valve 14 opens and high pressure oil passes through the discharge control valve 14 and reaches the discharge valve 7. Here, when the pressure becomes higher than the pressure inside the high pressure pipe 2, the discharge valve 7 is pushed up to send fuel oil to the fuel valve 1, and the fuel oil is injected. Plunger 9 further rises,
At point 0 in FIG. 3, the overflow valve 8 opens and the high-pressure fuel oil in the granger chamber 13 flows out as shown by the arrow 21. At the ninth point, the discharge valve 8 closes and fuel injection ends.
なお吸入弁偏心軸１６ｔ−回転調整することによシ、吸
入弁６の閉のタイミングを変更することができるので、
第３図にみられる蓄圧期間を変更調整することができる
。By adjusting the rotation of the suction valve eccentric shaft 16t, the closing timing of the suction valve 6 can be changed.
The pressure accumulation period shown in FIG. 3 can be changed and adjusted.
前述のように、第２図に示した従来のディーゼル機関燃
料ポンプでは、第１図に示した蓄圧器３および吐出制御
弁１４がないため、第３図のＡ点から燃料油が噴射を始
めるが、低負荷時は第４図の点線３６で示すように、ポ
ンプ内圧力が上昇しないため、噴霧不良を発生してい′
る。As mentioned above, since the conventional diesel engine fuel pump shown in FIG. 2 does not have the pressure accumulator 3 and discharge control valve 14 shown in FIG. 1, fuel oil starts to be injected from point A in FIG. 3. However, when the load is low, as shown by the dotted line 36 in Figure 4, the pressure inside the pump does not rise, resulting in poor spraying.
Ru.
しかし、第１図に示した未発明のディーゼル機関燃料ポ
ンプによると、低負荷時には、第３図にみられる蓄圧期
間を大きくとれることにより、ポンプ内圧力が第４図の
実線３７のように上昇し、噴霧状態がよくなシ、燃焼改
善となる。またディーゼル機関の運転中に、その負荷等
を入力信号として自動制御で燃料噴射系の最適制御音す
ることもできる。However, according to the uninvented diesel engine fuel pump shown in Fig. 1, when the load is low, the pressure inside the pump increases as shown by the solid line 37 in Fig. 4 because the pressure accumulation period shown in Fig. 3 can be extended. However, if the spray condition is good, combustion will be improved. Furthermore, while the diesel engine is in operation, the optimum control sound of the fuel injection system can be automatically controlled using the load, etc. as an input signal.
発明の効果
本発明は、プランジャ室に対向した位置に設けられて前
記グランジャ室に連通している蓄圧器を備え、かつ、前
記プランジャ室と吐出弁の間の油路の途中に設けられて
プランジャが一定の加圧行程になるまで閉の状態を維持
しているとともに、その一定の加圧行程を過ぎた時点で
開になる吐出制御弁を備えているから、従来よシも、ポ
ンプ内の圧力が大きくなシ、シたがって。Effects of the Invention The present invention includes a pressure accumulator that is provided at a position facing the plunger chamber and communicates with the granger chamber, and a pressure accumulator that is provided in the middle of an oil path between the plunger chamber and the discharge valve. The pump remains closed until it reaches a certain pressure stroke, and is equipped with a discharge control valve that opens once the certain pressure stroke has passed. There is a lot of pressure.
高負荷運転時の燃料油噴射状態およびディーゼル機関の
性能を全く損わずに、低負荷時のポンプ内の圧力の上昇
による噴霧改善によシ燃焼改善が可能となシ、黒煙の減
少、燃焼室の汚れの減少、燃費の改善ができる。It is possible to improve combustion by improving the spray by increasing the pressure inside the pump during low-load operation, without affecting the fuel oil injection state during high-load operation or the performance of the diesel engine, and reducing black smoke. It can reduce dirt in the combustion chamber and improve fuel efficiency.
第１図は本発明の一実施例を示した説明図、第２図は従
来の技術の一例を示した説明図、第３図はプランジャ行
程と６弁のリフトとの関係を示した説明図、第４図は機
関回転数とポンプ内圧力との関係を示した説明図である
。
１・・・燃料弁、２・・・高圧管、３・・・蓄圧器、４
・・・燃料ポンプ本体、５・・・カム、６・・・吸入弁
、７・・・吐出弁、８・・・溢出弁、９・・・プランジ
ャ、１３・・・プランジャ室、１４・・・吐出制御弁、
１９・・・プランジャ室と吐出弁の間の油路。
茅１図 第２図Fig. 1 is an explanatory diagram showing one embodiment of the present invention, Fig. 2 is an explanatory diagram showing an example of the conventional technology, and Fig. 3 is an explanatory diagram showing the relationship between plunger stroke and lift of six valves. , FIG. 4 is an explanatory diagram showing the relationship between engine speed and pump internal pressure. 1...Fuel valve, 2...High pressure pipe, 3...Pressure accumulator, 4
...Fuel pump body, 5...Cam, 6...Suction valve, 7...Discharge valve, 8...Overflow valve, 9...Plunger, 13...Plunger chamber, 14...・Discharge control valve,
19... Oil passage between the plunger chamber and the discharge valve. Kaya Figure 1 Figure 2
Claims (1)
行なわれるプランジャ室に対向した位置に設けられて前
記プランジャ室に連通している蓄圧器を備え、かつ、前
記プランジャ室と吐出弁の間の油路の途中に設けられて
前記プランジャが一定の加圧行程になるまで閉の状態を
維持しているとともに、その一定の加圧行程を過ぎた時
点で開になる吐出制御弁を備えていることを特徴とする
、ディーゼル機関燃料噴射ポンプ。1. A pressure accumulator is provided at a position opposite to the plunger chamber where fuel oil is inflowed and pressurized according to the stroke of the plunger and communicated with the plunger chamber, and the pressure accumulator is connected to the plunger chamber and a discharge valve. a discharge control valve that is provided in the middle of the oil passage between A diesel engine fuel injection pump comprising:
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP60086509A JPS61247861A (en) | 1985-04-24 | 1985-04-24 | Fuel injection pump in diesel-engine |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP60086509A JPS61247861A (en) | 1985-04-24 | 1985-04-24 | Fuel injection pump in diesel-engine |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| JPS61247861A true JPS61247861A (en) | 1986-11-05 |
| JPH0445669B2 JPH0445669B2 (en) | 1992-07-27 |
Family
ID=13888946
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP60086509A Granted JPS61247861A (en) | 1985-04-24 | 1985-04-24 | Fuel injection pump in diesel-engine |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JPS61247861A (en) |
Citations (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS4827129A (en) * | 1971-08-11 | 1973-04-10 | ||
| JPS59165859A (en) * | 1983-01-25 | 1984-09-19 | クレツクネル−フムボルト−ドイツ・アクチエンゲゼルシヤフト | Fuel jet apparatus for air compression and self-ignition internal combustion engine |
-
1985
- 1985-04-24 JP JP60086509A patent/JPS61247861A/en active Granted
Patent Citations (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS4827129A (en) * | 1971-08-11 | 1973-04-10 | ||
| JPS59165859A (en) * | 1983-01-25 | 1984-09-19 | クレツクネル−フムボルト−ドイツ・アクチエンゲゼルシヤフト | Fuel jet apparatus for air compression and self-ignition internal combustion engine |
Also Published As
| Publication number | Publication date |
|---|---|
| JPH0445669B2 (en) | 1992-07-27 |
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