JPS6320855Y2 - - Google Patents
Info
- Publication number
- JPS6320855Y2 JPS6320855Y2 JP1982153029U JP15302982U JPS6320855Y2 JP S6320855 Y2 JPS6320855 Y2 JP S6320855Y2 JP 1982153029 U JP1982153029 U JP 1982153029U JP 15302982 U JP15302982 U JP 15302982U JP S6320855 Y2 JPS6320855 Y2 JP S6320855Y2
- Authority
- JP
- Japan
- Prior art keywords
- pressure
- fuel
- valve
- fuel injection
- control valve
- 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.)
- Expired
Links
- 239000000446 fuel Substances 0.000 claims description 84
- 238000002347 injection Methods 0.000 claims description 47
- 239000007924 injection Substances 0.000 claims description 47
- 238000007599 discharging Methods 0.000 claims 1
- 239000003921 oil Substances 0.000 description 7
- 230000001105 regulatory effect Effects 0.000 description 7
- 238000002485 combustion reaction Methods 0.000 description 1
- 238000007796 conventional method Methods 0.000 description 1
- 238000010586 diagram Methods 0.000 description 1
- 239000000295 fuel oil Substances 0.000 description 1
- 238000004904 shortening Methods 0.000 description 1
Landscapes
- Fuel-Injection Apparatus (AREA)
Description
【考案の詳細な説明】
本考案は、デイーゼル機関の燃料噴射系に圧力
制御ピストンを付加し、この圧力制御ピストンに
加える油圧を制御することによつて燃料噴射圧力
を加減し、燃費率を下げるようにした燃料噴射装
置に関するものである。[Detailed description of the invention] This invention adds a pressure control piston to the fuel injection system of a diesel engine, and controls the hydraulic pressure applied to this pressure control piston to adjust the fuel injection pressure and lower the fuel efficiency. The present invention relates to a fuel injection device configured as described above.
従来のデイーゼル機関の燃料噴射弁は、針弁を
一定荷重に設定されたバネで押えて針弁の啓開圧
力を設定していたので、啓開圧力はデイーゼル機
関の負荷回転数にかかわらず一定であり、噴射量
の少ない部分負荷では燃料噴射圧力が低すぎ、逆
に高負荷では高くなる傾向にある。 In conventional diesel engine fuel injection valves, the opening pressure of the needle valve was set by holding the needle valve with a spring set to a constant load, so the opening pressure was constant regardless of the load rotation speed of the diesel engine. Therefore, the fuel injection pressure tends to be too low at partial loads where the injection amount is small, and on the contrary tends to become high at high loads.
上記した従来の燃料噴射弁における燃料噴射モ
ードは、カムの形状のカム回転速度、燃料ポンプ
プランジヤ径、燃料高圧管の長さ及び径、燃料噴
射弁仕様、燃料粘度により一義的に定まり、デイ
ーゼル機関運転中に燃料噴射モードを変えること
ができなかつた。 The fuel injection mode in the conventional fuel injection valve described above is uniquely determined by the cam rotation speed of the cam shape, the fuel pump plunger diameter, the length and diameter of the fuel high pressure pipe, the fuel injection valve specifications, and the fuel viscosity. It was not possible to change the fuel injection mode while driving.
燃料カムの形状を変更すれば、燃料噴射モード
の変更は可能であるが、燃料噴射率を現状よりも
急激に増加させたり、あるいは減少させたりする
ことは困難である。またデイーゼル機関運転中に
燃料噴射時期を変更することも困難であつた。従
来の燃料噴射径では一般に第２図に示すようにク
ランク角度に対する燃料噴射率となり、平均噴射
率を高めて噴射期間を短縮することは難かしかつ
た。 Although it is possible to change the fuel injection mode by changing the shape of the fuel cam, it is difficult to increase or decrease the fuel injection rate more rapidly than the current rate. It is also difficult to change the fuel injection timing while the diesel engine is operating. With conventional fuel injection diameters, the fuel injection rate generally varies with respect to the crank angle as shown in FIG. 2, and it has been difficult to increase the average injection rate and shorten the injection period.
本考案は燃料最高圧力は従来と同じに保ちなが
ら燃費率を下げることを目的とし、燃料ポンププ
ランジヤより燃料噴射弁に至る高圧燃料通路より
分岐せしめた分岐通路に圧力制御ピストンを設
け、燃料噴射圧力を高めたいときには圧力制御ピ
ストンに油圧を加え、燃料噴射圧力を低くしたい
ときには圧力制御ピストンに加えていた油圧を解
放するようにした燃料噴射制御装置に関するもの
である。 The purpose of this invention is to lower the fuel consumption rate while keeping the maximum fuel pressure the same as before, and a pressure control piston is installed in a branch passage branching from the high-pressure fuel passage leading from the fuel pump plunger to the fuel injection valve. This invention relates to a fuel injection control device that applies hydraulic pressure to a pressure control piston when it is desired to increase the fuel injection pressure, and releases the hydraulic pressure that was applied to the pressure control piston when it is desired to lower the fuel injection pressure.
次に本考案の一実施例を第１図について説明す
ると、１は燃料ポンププランジヤ、２はバレル、
３は燃料カムであつて、燃料ポンププランジヤ１
によつて加圧された燃料は、従来と同様に高圧燃
料通路４を通つて燃料噴射弁５からデイーゼル機
関のシリンダ（図示しない）内に噴射されるよう
になつている。 Next, an embodiment of the present invention will be explained with reference to FIG. 1. 1 is a fuel pump plunger, 2 is a barrel,
3 is a fuel cam, and a fuel pump plunger 1
The pressurized fuel is injected from a fuel injection valve 5 into a cylinder (not shown) of a diesel engine through a high-pressure fuel passage 4, as in the conventional case.
高圧燃料通路４からは分岐通路６が分かれてい
て、その先端は圧力制御ピストン７に接続されて
いる。一方、油タンク８内の油は油圧ポンプ９で
加圧された後、圧力制御弁１０によつて一定の設
定圧に調整され、制御弁１１に送られるようにな
つている。 A branch passage 6 separates from the high-pressure fuel passage 4, and its tip is connected to a pressure control piston 7. On the other hand, the oil in the oil tank 8 is pressurized by a hydraulic pump 9, then adjusted to a constant set pressure by a pressure control valve 10, and then sent to a control valve 11.
制御弁１１は圧力制御弁１０からの通路のほ
か、圧力制御ピストン７の分岐通路６とは反対側
につながる通路１２、油タンク８へ油を戻すリタ
ーンパイプ１３が接続されている。制御弁１１に
はさらに制御弁制御装置１４が取り付けてあつ
て、制御回線１５を介してカム軸からの電気信号
を受けるようになつている。これによつて制御弁
１１は、圧力制御ピストン７への通路１２を、圧
力調整弁１０かリターンパイプ１３かのどちらか
へ、選択的に接続するように制御されるよになつ
ている。 The control valve 11 is connected to a passage from the pressure control valve 10, a passage 12 connected to the side opposite to the branch passage 6 of the pressure control piston 7, and a return pipe 13 for returning oil to the oil tank 8. A control valve control device 14 is further attached to the control valve 11 and is adapted to receive electrical signals from the camshaft via a control line 15. The control valve 11 is thereby controlled to selectively connect the passage 12 to the pressure control piston 7 to either the pressure regulating valve 10 or the return pipe 13.
第１図の装置において、燃料ポンププランジヤ
１が燃料を加圧し始めたときには、制御弁１１は
圧力制御ピストン７への通路１２をリターンパイ
プ１３に接続していて、圧力を加えない状態にな
つている。このため圧力制御ピストン７は高圧燃
料通路４内の燃料圧力に押されて自由に上昇す
る。従つて高圧燃料通路４内の燃料圧力は燃料噴
射弁５の啓開圧力以下に保たれ、燃料噴射は行な
われない。 In the device of FIG. 1, when the fuel pump plunger 1 begins to pressurize the fuel, the control valve 11 connects the passage 12 to the pressure control piston 7 with the return pipe 13, and no pressure is applied. There is. Therefore, the pressure control piston 7 is pushed by the fuel pressure in the high-pressure fuel passage 4 and freely rises. Therefore, the fuel pressure in the high-pressure fuel passage 4 is maintained below the opening pressure of the fuel injection valve 5, and no fuel injection is performed.
クランク軸の回転が進むと制御回線１５からの
電気信号によつて制御弁制御装置１４が制御弁１
１を切換え、通路１２を圧力調整弁１０側に接続
する。このため噴射はじめクランク角度θiの数度
前（この角度は、系の作動遅れ時間によつて決ま
る。）において、圧力調整弁１０によつて設定圧
に調整された圧油により圧力制御ピストン７を押
い下げ、高圧燃料通路４内の燃料を加圧する。加
圧タイミングは、希望する燃料噴射時期θi2に合
わせてカム軸からの電気信号を制御弁制御装置１
４に与えて制御弁１１を切換え、圧力制御ピスト
ン７へ油圧を加える時期によつて決まる。 As the rotation of the crankshaft progresses, the control valve controller 14 controls the control valve 1 by an electric signal from the control line 15.
1 and connect the passage 12 to the pressure regulating valve 10 side. Therefore, several degrees before the crank angle θi at the start of injection (this angle is determined by the system's operation delay time), the pressure control piston 7 is activated by the pressure oil adjusted to the set pressure by the pressure control valve 10. Press down to pressurize the fuel in the high pressure fuel passage 4. The pressurization timing is determined by sending an electric signal from the camshaft to the control valve control device 1 in accordance with the desired fuel injection timing θi2 .
4 to switch the control valve 11 and apply hydraulic pressure to the pressure control piston 7.
燃料噴射中に高圧燃料通路４内の燃料圧力が設
定圧以上になろうとすると、圧力制御ピストン７
を押し上げようとする高圧燃料通路４内の燃料圧
力が通路１２側の油圧に打ち勝ち、圧力制御ピス
トン７を押し上げて高圧燃料通路４側の容積を大
きくするため、高圧燃料通路４内の燃料圧力は設
定圧以下に保たれる。この設定圧は、圧力調整弁
１０を調整することによつて制御することができ
る。 When the fuel pressure in the high pressure fuel passage 4 attempts to exceed the set pressure during fuel injection, the pressure control piston 7
The fuel pressure in the high-pressure fuel passage 4 that tries to push up overcomes the oil pressure on the passage 12 side and pushes up the pressure control piston 7 to increase the volume on the high-pressure fuel passage 4 side, so the fuel pressure in the high-pressure fuel passage 4 increases. The pressure is kept below the set pressure. This set pressure can be controlled by adjusting the pressure regulating valve 10.
燃料噴射終りには制御弁１１により通路１２は
リターンパイプ１３側に接続され、高圧燃料通路
４内の燃料圧力を急激に下げることになる。 At the end of fuel injection, the passage 12 is connected to the return pipe 13 side by the control valve 11, and the fuel pressure in the high pressure fuel passage 4 is rapidly lowered.
第３図は第１図の装置を使用した場合の燃料噴
射モードを実線で示したもので、圧力調整弁１０
によつて燃料油圧はＰとなるようにセツトし、制
御弁１１の切換時期は制御弁制御装置１４で設定
したものであり、実線は第２図に示す従来の場合
を重ねたものである。θi2は燃料噴射開始時期、
θe2は燃料噴射終了時期であり、Ａの部分は通路
１２がリターンパイプ１３に接続されていて高圧
燃料通路４内の燃料圧力が上昇しない時期、Ｂは
燃料初期の高圧燃料通路４内燃料圧力下足分を圧
力制御ピストン７により設定値Ｐまで補なつた部
分、Ｃは高圧燃料通路４内の燃料圧力が設定圧Ｐ
を越えようとして圧力制御ピストン７を押し上
げ、実際の噴射圧力は過上昇しない部分である。
この場合圧力制御ピストン７の上側の圧油は圧力
調整弁１０の方に吸収される。 FIG. 3 shows the fuel injection mode when using the device shown in FIG. 1 with solid lines, and shows the pressure regulating valve 10.
Accordingly, the fuel oil pressure is set to P, and the switching timing of the control valve 11 is set by the control valve control device 14, and the solid line shows the conventional case shown in FIG. 2 superimposed. θi 2 is the fuel injection start time,
θe 2 is the fuel injection end timing, part A is the time when the passage 12 is connected to the return pipe 13 and the fuel pressure in the high pressure fuel passage 4 does not rise, and part B is the fuel pressure in the high pressure fuel passage 4 at the initial stage of fuel injection. The part where the lower leg is supplemented to the set value P by the pressure control piston 7, C is the part where the fuel pressure in the high pressure fuel passage 4 is the set pressure P
This is the part where the pressure control piston 7 is pushed up in an attempt to exceed the actual injection pressure, but the actual injection pressure does not rise excessively.
In this case, the pressure oil above the pressure control piston 7 is absorbed into the pressure regulating valve 10.
本考案は燃料噴射圧力の立ち上り、立ち下りを
従来よりも急激に行なうことができるため平均噴
射率が増大し、噴射時間が短縮される。その結果
燃焼時間が短縮して燃費率を低減できる効果があ
る。 The present invention allows the fuel injection pressure to rise and fall more rapidly than before, increasing the average injection rate and shortening the injection time. As a result, the combustion time is shortened and the fuel consumption rate can be reduced.
また圧力調整弁の調整によつて最高噴射圧力が
決定でき、制御弁の切換時期を調整することによ
り燃料噴射開始および終了時期を任意に制御でき
るため、燃料噴射モードを容易に変更することが
可能となり、圧力制御ピストンで高圧燃料通路内
の燃料圧力を制御するので高圧燃料通路内が負圧
になることが防止されるので、従来の燃料噴射系
で発生しがちであつたキヤビテーシヨンによる損
傷がなくなる効果がある。 Additionally, the maximum injection pressure can be determined by adjusting the pressure regulating valve, and the fuel injection start and end timing can be controlled arbitrarily by adjusting the switching timing of the control valve, making it possible to easily change the fuel injection mode. Since the pressure control piston controls the fuel pressure in the high-pressure fuel passage, it prevents negative pressure in the high-pressure fuel passage, eliminating damage caused by cavitation that tends to occur with conventional fuel injection systems. effective.
さらにカム軸からの電気信号により制御弁制御
装置を介して制御弁を切換えて燃料噴射開始時期
が制御されるので、デイーゼル機関の運転状態に
適した複雑な制御をコンピユータを用いて行うこ
とも可能である。 Furthermore, since the fuel injection start timing is controlled by switching the control valve via the control valve control device using an electric signal from the camshaft, it is also possible to perform complex control using a computer that is suitable for the operating condition of the diesel engine. It is.
第１図は本考案の一実施例の系統図、第２図は
従来のクランク角度に対する燃料噴射率を示すグ
ラフ、第３図は本考案によるクランク角度に対す
る燃料噴射率を従来のものと比較して示したグラ
フである。
１……燃料ポンププランジヤ、４……高圧燃料
通路、５……燃料噴射弁、６……圧力制御ピスト
ン、９……油圧ポンプ、１０……圧力調整弁、１
１……制御弁、１３……リターンパイプ、１４…
…制御弁制御装置。
Fig. 1 is a system diagram of an embodiment of the present invention, Fig. 2 is a graph showing the fuel injection rate versus crank angle of the conventional method, and Fig. 3 is a graph showing the fuel injection rate versus crank angle of the present invention compared with the conventional one. This is a graph shown. DESCRIPTION OF SYMBOLS 1...Fuel pump plunger, 4...High pressure fuel passage, 5...Fuel injection valve, 6...Pressure control piston, 9...Hydraulic pump, 10...Pressure regulating valve, 1
1...Control valve, 13...Return pipe, 14...
...Control valve control device.
Claims (1)
圧燃料通路より分岐した分岐通路に設けられた圧
力制御ピストンと、油圧ポンプから供給される油
の圧力を一定圧力にする圧力調整弁と、該圧力調
整弁と前記圧力制御ピストンとを接続する通路中
に設けられた制御弁と、該制御弁に接続され圧油
を吐出するリターンパイプと、前記制御弁を制御
し前記圧力制御ピストンに前記圧力調整弁とリタ
ーンパイプとを選択的に接続させる制御弁制御装
置とを備えたことを特徴とする燃料噴射制御装
置。 A pressure control piston provided in a branch passage branching from a high-pressure fuel passage extending from a fuel pump plunger to a fuel injection valve, a pressure regulation valve that maintains the pressure of oil supplied from the hydraulic pump at a constant pressure, and the pressure regulation valve. a control valve provided in a passage connecting the pressure control piston; a return pipe connected to the control valve and discharging pressure oil; and a return pipe that controls the control valve and connects the pressure control valve to the pressure control piston. A fuel injection control device comprising: a control valve control device selectively connected to a pipe.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP15302982U JPS5956369U (en) | 1982-10-08 | 1982-10-08 | fuel injection control device |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP15302982U JPS5956369U (en) | 1982-10-08 | 1982-10-08 | fuel injection control device |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| JPS5956369U JPS5956369U (en) | 1984-04-12 |
| JPS6320855Y2 true JPS6320855Y2 (en) | 1988-06-09 |
Family
ID=30338681
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP15302982U Granted JPS5956369U (en) | 1982-10-08 | 1982-10-08 | fuel injection control device |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JPS5956369U (en) |
Citations (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS4919702U (en) * | 1972-05-20 | 1974-02-19 |
-
1982
- 1982-10-08 JP JP15302982U patent/JPS5956369U/en active Granted
Patent Citations (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS4919702U (en) * | 1972-05-20 | 1974-02-19 |
Also Published As
| Publication number | Publication date |
|---|---|
| JPS5956369U (en) | 1984-04-12 |
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