KR100300014B1 - Air injector for fuel atomization of engine - Google Patents

Abstract

PURPOSE: An air injector for a fuel atomization of an engine is provided to increase a combustion efficiency, to increase an output and to enhance an exhaust ratio by supplying a high pressure air to a fuel injected to a combustion chamber through an injector. CONSTITUTION: An air injector is composed of an electronic valve(40) fixed to the cylinder head(10), a control section(80) for opening the electronic valve(40) after ignition immediately, an air pump(30) for supplying air and a filter(20). The cylinder head(10) is for forming a combustion chamber by a top of a piston and the cylinder. The electronic valve(40) comprises a housing(42), a coil(70) inserted into the housing(42) and connected to the control section(80) and the piston(44). The control section(80) for opening and closing the electronic valve(40) comprises a crank angle sensing sensor(60) for sensing a rotating angle of the crank and an ECU(60) for comparing a signal from the sensor with a reference value, for converting a difference value into an electronic signal and applying the electronic signal to the coil.

Description

Air injector for fuel atomization of the engine

The present invention relates to an air injector for atomizing fuel of an engine, and in particular, by supplying high pressure air to fuel injected through an injector into a combustion chamber, an engine capable of increasing output and increasing exhaust rate by increasing combustion efficiency. It relates to an atomizing air injector.

In general, a diesel vehicle enters the throttle body through the duct and removes foreign substances such as dust through the air cleaner, and compresses the air while sucking the air into the cylinder through the throttle body, the surge tank, and the intake manifold. Do it.

At the end of the compression stroke, a small amount of fuel is injected through the injector to obtain expansion force due to natural ignition by the heat of compression and convert it into driving force to enable driving.

The combustion gas generated by the ignition is emptied into the cylinder (combustion chamber) while being discharged to the atmosphere through the exhaust system during the exhaust stroke, thereby preparing for the next intake stroke.

1 is a cross-sectional configuration diagram showing the structure of a general diesel engine head, wherein the engine is composed of a cylinder block 100 and a cylinder head 200 in which a water jacket is formed.

The cylinder block 110 has a piston 300 is inserted into the cylinder liner 114, not shown, the upper portion is formed with a vaporization portion 310 made of a curved groove in order to increase the combustion rate.

The piston forms a ring groove on one side of the piston head, and a compression ring and an oil ring are inserted into the ring groove to provide airtightness and lubrication.

The cylinder head 200 has a water jacket, a first insertion hole 210, a second insertion hole 210a, and a third insertion hole 250 integrally formed therein, and includes a plurality of holes through which the valve head is inserted ( 230 and 230a are provided at the bottom.

The first guider 220 fixing the intake valve 24 is inserted into the first insertion hole 210, and the second guider 220a fixing the exhaust valve 240a is inserted into the second insertion hole 210a. have.

In addition, the third insertion hole 250 is configured to have an injector 260 connected to an injection pump (not shown).

The process of generating power through the combustion process of the engine configured as described above is as follows.

As the piston 300 inserted inside the cylinder block 100 moves from the top to the bottom by the interaction of the crankshaft and the connecting rod (not shown), the outside air is introduced into the cylinder through a gap in which the intake valve 240 is opened. Inflow

As the piston moves to the cylinder head 200 in this state, the temperature is increased while reducing the volume of air introduced therein.

Just before the piston is located at the bottom of the cylinder head (the end of the compression stroke), a small amount of fuel is injected into the combustion chamber through the injector 260 installed in the center by the operation of the injection pump, which is not shown.

In the high pressure state, the mist is spontaneously vaporized and is ignited by the heat of compression to rapidly increase the volume while moving the piston 130 to the lower to generate the torque required for running.

However, the fuel injected through the injector into the combustion chamber compressed at a high temperature and high pressure is initially injected into the particulates by the injection pressure, there is a problem that incomplete combustion occurs due to the injection into the liquid state after the injection.

In addition, there is another problem that the power and fuel economy is lowered due to incomplete combustion.

Accordingly, the present invention has been made to solve such a problem, by providing a fuel injector air injector for the fuel atomization of the engine to accelerate the vaporization to achieve complete combustion by supercharging air to the fuel injected in the liquid state at the end of the injection Its purpose is to.

1 is a cross-sectional view showing the structure of a typical diesel engine head,

2 is a configuration diagram showing an installation state of the fuel atomization air injector according to the present invention;

* Description of the symbols for the main parts of the drawings *

10; cylinder head 12; hole

14; Euro 20; Filter

30; air pump 40; solenoid valve

42; housing 44; piston

46; spring 50; crank angle sensor

60; ECU 70; coil

80; control unit

In order to achieve the above object, the present invention provides a cylinder head having an injector connected to an injection pump, the cylinder head having a flow path connected to the hole, an solenoid valve inserted into the hole, and a solenoid valve. It is achieved by the atomizing air injector of the engine, characterized in that consisting of a control unit, opening and closing with a fuel pump and a fuel filter connected to the flow path.

Hereinafter, an embodiment of the present invention will be described with reference to the accompanying drawings.

2 is a configuration diagram showing an installation state of the fuel atomization air injector according to the present invention, and the same reference numerals are used for the same configuration as the conventional configuration.

The engine is composed of a cylinder block 100 and a cylinder head 200 in which a water jacket is formed, an oil device, an intake and exhaust system, and a cooling device, not shown.

The cylinder block 110 has a piston 300 formed with a vaporization portion 310 formed of a curved groove to increase the combustion rate in the upper portion, and forms a ring groove on one side of the piston head to provide airtightness and lubrication. Compression ring and oil ring are inserted.

The cylinder head 200 has a water jacket, a first insertion hole 210, a second insertion hole 210a, and a third insertion hole 250 integrally formed therein, and includes a plurality of holes through which the valve head is inserted ( 230 and 230a are provided at the bottom.

The first guider 220 fixing the intake valve 24 is inserted into the first insertion hole 210, and the second guider 220a fixing the exhaust valve 240a is inserted into the second insertion hole 210a. In the conventional cylinder head which is inserted and the injector 260 is installed in the third insertion hole 250, the present embodiment promotes vaporization by supplying a small amount of air into the combustion chamber immediately after fuel is injected from the injector. It was made to be.

That is, the air injector is a solenoid valve 40 fixed to the cylinder head 10, a control unit 80 for opening the solenoid valve 40 immediately after ignition, an air pump 30 for supplying air, and a filter 20 ).

The cylinder head 10 is to form a combustion chamber with the upper part of the piston and the cylinder, and a valve device for selectively opening and closing the valve for inhaling air into the cylinder is installed at the upper part of the cylinder head. 14 is formed, and the vertical hole 12 is formed in the edge part of this flow path 14. As shown in FIG.

The solenoid valve 40 is inserted into the hole 12 and includes a housing 42, a coil 70 inserted into the housing 42 and connected to the controller 80, and a piston 44 moving up and down. And a spring 46 inserted between the coil 70 and the piston 44.

The control unit 80 for opening and closing the solenoid valve 40 is to increase or decrease the amount of current according to the temperature change of the coolant, and to generate the crank angle sensor 60 to detect the rotation angle of the crank and the sensor. The ECU 60 is configured to receive the received signal, compare it with a reference value, and convert the difference value into an electric signal to be applied to the coil 70 of the solenoid valve 40.

The operation of the present invention configured as described above is as follows.

As the piston 300 inserted into the cylinder block 100 moves downward, the intake valve 240 is opened, so that outside air is introduced into the cylinder.

As the piston moves to the cylinder head 200, the temperature is increased while reducing the volume of air introduced therein, and the injector 260 installed at the center by the operation of the injection pump not shown at the end of the compression stroke is provided. The process of spraying a small amount of fuel into the combustion chamber through the fog is the same as in the prior art.

At this time, the amount of rotation is signaled from the crank angle sensor 50 to detect the rotation angle of the crank shaft is applied to the ECU (60).

The ECU 60 receiving this signal compares the applied value with the reference value, and when the difference is the same, the current is energized by the coil 70 installed above the solenoid valve 40. .

As the coil 70 applied to the current is magnetized, repulsive force is generated, and the piston 44 moves upward while compressing the spring 46 by the repulsive force.

When the flow path closed by the movement of the piston 44 is opened, air passing through the filter 20 is supplied from the air pump 30 to the combustion chamber through the bottom surface of the flow path pipe 14 and the housing 42. It is mixed with fuel.

Thereafter, the signals input to the ECU 60 are compared to cut off the current applied to the coil 70 when it is not equal to the reference value (no fuel is injected from the injector).

At this time, the piston 44 moves downward by closing the flow path opened by the elastic force of the spring 46 inserted into the housing 42 to block the inflow of air.

As described above, the present invention senses the rotation angle of the crankshaft immediately after the fuel is injected through the injector to supply high-pressure air into the combustion chamber, thereby promoting vaporization to achieve complete combustion and improving fuel economy. It was made to be.

Claims (1)

A housing 42 connecting the flow passage 14 on the cylinder head 10 to the combustion chamber, a piston 44 inserted into the housing 42, a spring 46 and a coil 70, A solenoid valve 40 installed in the hole 12 formed on the cylinder head 10 to control the air supplied to the combustion chamber; The crank angle sensor 50 for detecting the amount of rotation of the engine crankshaft and the ECU 60 for selectively opening and closing the solenoid valve 40 by comparing a signal applied from the crank angle sensor 50 with a reference value. A control unit 80 configured to include; The air injector for atomization of the engine, characterized in that consisting of an air pump 30 and a filter 20 connected to the flow path (14) to supply air.

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