KR930000211Y1 - Multi-fuel injection device - Google Patents

Abstract

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Description

Multi Fuel High Pressure Injector

1 is an overall configuration diagram showing an embodiment of the present invention.

2 is a longitudinal sectional view of a timing control pump according to the present invention.

Figure 3 is a longitudinal sectional view showing a spray nozzle according to the present invention.

* Explanation of symbols for main parts of the drawings

1: Injection amount adjusting part 2: Medium pressure part

3: pressure generating control unit 4: injection nozzle

31: main injection path 32: partial path

73: needle valve 74: book valve

The present invention relates to a multi-fuel high pressure injection device for high-pressure injection of multi-fuel fuel.

Conventionally, the plunger of a distributor is driven by the pressure of the main fuel, such as the oil recharging supplied from a fuel injection pump, and the plunger disparses the main fuel and sub fuel, such as water, to two injection nozzles. Although it is well known to send two stages to a cylinder and to send it, the apparatus of this invention aims at improving the combustion efficiency, such as steaming which is a main fuel.

In addition, as disclosed in Japanese Laid-Open Patent Publication No. 58-77160, a fuel having an adjusted injection amount is introduced into an intensifier, then the fuel of the intensifier is pressurized with a working fluid and injected from the injection nozzle to A method of automatically controlling the injection timing of fuel by switching the operating hydraulic pressure to the medium pressure regulator has already been proposed.

Further, the same fuel is used to inject three nozzles from three fuel injection pumps into the same cylinder to improve the combustion efficiency by pilot injection, or to perform two-stage injection according to the cam shape using the same fuel injection pump. There have been many ways to devise.

In such a prior art, two nozzles are required for one cylinder, high pressure cannot be obtained, and even if high pressure can be obtained, electronic parts such as solenoid valves are required for the control means. On the other hand, there is a problem that the electronic components, which are the characteristics of the diesel engine, are not required, are not made original, are complicated, and can only be applied with the same type of fuel.

The present invention has been accomplished in view of the above-described point, and an object of the present invention is to provide a multi-fuel high-pressure injection device capable of controlling injection quantity and injection timing without using electronic components such as solenoid valves while high-pressure fuels are used at one nozzle. It is done.

In order to achieve the above object, in the present invention, an injection amount adjusting unit for separately adjusting the injection amount of the first fuel and the second fuel, and a booster for separately boosting each fuel from each injection amount adjusting unit; A pressure generation control unit for generating an operating pressure supplied to each of the boosters, and for controlling the timing of generation of each of the operating pressures according to the operating state of the engine; and among the fuels respectively boosted by the aforementioned boosters. A main injection passage through one fuel, a needle valve for opening and closing the main injection passage, a partial passage through a second fuel connected to the main injection passage via the needle valve, and a partial communication with the main injection passage It is to be composed of a spray nozzle and the like provided with a check valve provided between the furnace.

Next, an embodiment of the present invention will be described in detail with reference to the drawings.

As shown in FIG. 1, the multi-fuel high pressure injection device according to the present invention includes an injection amount adjusting unit 1, a boosting unit 2 for boosting the fuel supplied from the injection amount adjusting unit 1, and a pressure for controlling them. It consists of the generation part 3, the injection nozzle 4, etc. which inject | pour the boosted fuel.

The injection amount adjusting unit 1 has a tank 5 for storing the first fuel A and a tank 5 'for storing the second fuel B, and the discharge valves 6 and 6' are respectively provided. Is connected to the injection amount adjustment pumps 8 and 8 'along the flow paths 7 and 7'. The injection amount adjustment pumps 8 and 8 'reciprocate the plunger 10 and 10' by cams 9 and 9 'of the cam shaft which rotate in synchronism with the rotational shaft of the engine not shown in the figure. The effective stroke of the plungers 10, 10 'is controlled by the governor 11 via the injection amount control racks 12, 12' and the control sleeve (not shown). , By rotating (10 '). The injection amount adjusting pumps 8 and 8 'are connected to the booster 2 via the flow passages 13 and 13' and the delivery valves 14 and 14 '.

The pressure generation control unit 3 has a hydraulic oil tank 15 for storing hydraulic oil and is controlled by a flow path 17 via a oil supply pump 16 driven by a power source obtained from a rotating shaft of an engine not shown in the drawing. It is connected to (18) and (18 '), respectively. The timing control pumps 18 and 18 'are formed of a camshaft separate from the camshafts of the cams 9 and 9' of the injection amount adjusting pumps 8 and 8 ', which rotate in synchronization with the rotational shaft of the engine. The main plungers 20, 20 'reciprocate by the cams 19, 19', and the effective stroke of the main plungers 20, 20 'is controlled by the control lever for the injection amount control rack. Execution is carried out in accordance with the main plungers 20 and 20 'via (21), (21') and control sleeve.

The injection timing is performed by rotating the sub plungers 23 and 23 'via the timing racks 22, 22' and the timing control sleeve by the timing control lever. The timing control pumps 18 and 18 'are respectively connected to the medium pressure part 2 via the flow passages 24 and 24', and the overflowing hydraulic oil is supplied to the hydraulic oil tank 15 by the flow passage 25. )

The middle pressure part 2 consists of two pressure intensifiers 30 and 30 ', and has comprised the same structure. The pressure intensifiers 30 and 30 'include large diameter bore 30a and 30'a, and small diameter bore 30b and 30'b concentrically formed at one end thereof. And large diameter pistons 30c and 30'c each slipped into the bore, and small diameter pistons 30d and 30'd. The bore 30b having a small diameter is the injection hole 31a of the main injection passage 31 of the injection nozzle 4, and the bore 30'b having a small diameter is the partial communication passage 32 of the injection nozzle 4. Is connected to each of the inlet holes 32a and the distribution channels 33, 34, and the like.

Next, the structure of the principal part of the timing control pump 18 is demonstrated. In addition, the timing control pump 18 ′ has the same configuration as the timing control pump 18.

2 shows a longitudinal section of the timing control pump 18 to which the present invention is applied. In the pump housing 40 of the timing control pump 18, a plunger barrel 41 is fitted therein, It has an overflowing port 41a and a timing port 41b which have a function of a suction port. The overflowing pot 41a and the timing pot 41b are formed by a working oil reservoir 42 formed by a recess provided in the upper inner circumferential surface of the pump housing 40 and the outer circumferential surface of the plunger barrel 41 corresponding thereto. Communicating. The hydraulic oil storage chamber 42 is connected to the inlet pooff 43a of the fuel supply nipple 43 to the outside by the oil supply pump 16 and the flow path 17 shown in FIG. 43b) is connected to the hydraulic oil tank 15 by the flow path 25. As shown in FIG. In this plunger barrel 41, the main plunger 20 and the sub plunger 23 are fitted inside so as to be able to move integrally in the axial direction and to rotate separately in the main direction. The sub plunger 23 is concentric with the outer side of the main plunger 20, and has a head step 20b which has laid out the injection amount setting lead 20a of the main plunger 20 and the lower step. 20c is inserted from the outside so as not to move in the axial direction and to rotate, and a timing setting rib 23a for adjusting the timing for starting the injection is formed at the upper end.

The timing control sleeve 44 is fitted from the outside so as to rotate on the lower part of the plunger barrel 41, and the pinion 44a, which is laid on the upper outer circumferential surface thereof, meshes with the timing rack 22, and in the axial direction in the lower part thereof. The collar portion 23b of the sub plunger 23 is fitted into the slits 44b provided.

The injection rate control sleeve 45 is fitted out to rotate to the timing control sleeve 44, and the pinion 45a laid out on the upper circumferential surface is engaged with the injection rate control rack 21, and subsequently in the axial direction. In the slit 45b provided, the collar part 20d of the main plunger 20 is fitted.

The plunger guide 46 is fitted in the lower opening end of the pump housing 40, and the detachment is prevented by the snap ring 47, and the front end face 20e of the main plunger 20 abuts on the inner end face. The plunger spring 50 is concentric between the outside of the jet control sleeve 45 and between the stepped portion of the pinion 45a and the plunger guide 46 via the spring sheaths 48 and 49. It is intervened as an enemy.

An isostatic type discharge valve 51 is firmly attached to the plunger barrel 41 at the upper opening end of the pump housing 40 with a bolt not shown in the drawing, and the pump chamber 52 is connected by the head 20b of the main plunger 20. At the same time, the pressure relief valve 51 has a valve holder 53 and a valve sheath 54 in contact with each other, and the discharge passage 51 and the return passage 55 are connected to the discharge valve 51. (56) were formed, and both flow paths merged near the dispensing shaft tip. The discharge flow path 55 is provided with the discharge side check valve 57 in the valve seat 54 and the return side check valve 58 in the valve holder 53 in the return flow path 56, respectively. The discharge side check valve 57 is interposed between the valve 57a, the threaded spring sheet 57b that can be screwed to the valve seat 54, and the valve 57a and the spring sheet 57b. The valve spring 57c or the like, and the valve 57a is closed by applying a force to the pump chamber 52 side. The return valve 58 on the return side is interposed between the valve 58a, a threaded spring sheet 58b that can be screwed onto the valve holder 53, and the valve 58a and the spring sheet 58b. The valve spring 58c is constituted by the valve spring 58c, and the valve 58a is closed by applying a force to the discharge side.

The timing control valve 18 'is also configured similarly to the timing control valve 18.

Next, the structure of the main part of the injection nozzle 4 is demonstrated.

The injection nozzle 4 is disposed in the nozzle body 72 composed of the upper body 70 and the lower body 71 and the shaft hole of the nozzle body 72 as shown in FIGS. 1 and 3. Pressurizes the needle valve 78 via the passage 31, the check valve 74 which prevents the backflow of fuel from the main injection passage 31 to the partial passage passage 32, and the needle valve 73. Compression spring 75 or the like. The nozzle body 72 is attached to the cylinder head not shown.

The upper body 70 has a shaft hole (70a) is laid, the connecting rod 76 is slip freely fitted, the connecting rod 76 is a force spring 75 by pressing the needle valve 73 downwards In addition, the upper body 70 was provided with a hole 70b constituting the main injection path 31 and a hole 70c constituting the partial path 32, respectively, and the hole 70b was once The injection port hole 31a was connected to the rear intensifier 30 and the flow passage 33, and the other end is opened to the lower main body 71. One end of the hole 70c was opened at the inlet hole 32a and connected through the booster 30 ', the flow passage 30', and the flow passage 34, and the other end was slightly larger than the shaft hole 70a. It is open to the secondary fuel storage chamber 77 of diameter.

The lower main body 71 has a center hole 71a formed in the center of the shaft, and the needle valve 73 and the valve seat 78 are fitted freely in contact with each other, and the needle valve 73 has a connecting rod 26. Is pressed against the facet surface 71b formed into a tapered shape. One end of the central hole 71a is opened in the sub fuel storage chamber 77 formed with a diameter slightly larger than the hole 71a, and the other end is located at the lower end of the main gate surface 71b opened in the main fuel storage chamber 79. 80 is provided concentrically with the center hole 71a, and several injection holes 71e opened in the same outlet chamber 80 at a predetermined angle at the tip of the nozzle body 72 are laid.

Further, the lower body 71 is provided with a hole 71d constituting the main injection passage 31, one end of which is connected to the hole 70b of the upper body 70, and the other end of the main fuel storage chamber 79. Is known.

The needle valve 73 and the valve seat 78 are freely slipped into the center hole 71a of the lower main body 71, and one end of the needle valve 73 has a tapered shape corresponding to the main gate surface 71b. It had the surface 73a formed in this way, and this surface 73a opens and closes the main injection path 31, being in contact with and falling off the main body surface 71b. The diameter of the outer circumferential surface 73b facing the main fuel storage chamber 79 of the needle valve 73 is formed smaller than the diameter of the outer circumferential surface 73c which is in contact with the center hole 71a of the lower main body 71 while sliding. The boundary surface is provided with a tapered pressure bearing portion 73d. The other end of the needle valve 73 abuts against the valve seat 78 so that a large diameter hole 73e and a small diameter hole 73f penetrate concentrically through the axis of the needle valve 73. The large diameter hole 73e was opened facing the valve seat 78, and the small diameter hole 73f was opened facing the outlet chamber 80. As shown in FIG. The valve seat 78 has a concentrically laid hole 78a and a hole 78b slightly larger than the hole 78a, and the hole 78a is opened in communication with the sub-fuel chamber 77 and has a diameter. A check valve 74 is fitted into this large hole 78b. This check valve 74 is a check valve storage chamber 81 formed by a hole 73e of the needle valve 73 and a hole 78b of the valve seat 78 which is slightly smaller in diameter than the hole 73e. It is accommodated in, and is constituted by a spring 84 interposed between the valve 82 and the spring support 83.

The valve 83 was fitted into the hole 78b of the valve seat 78, and the hole 78b formed an end portion of which the diameter of the needle valve 73 was slightly smaller than that of the larger hole 73e. This valve 82 is attached to a valve seat 78 having an end portion formed thereon. The spring bearing 83 is freely slipped into the hole 73e of the needle valve 73, and the hole 83a is formed in the axial direction in the substantially central portion of the spring bearing 83, and further, approximately in the central portion. The installed spring bearing seat valve 82 is pressurized and attached to the valve seat 78. Moreover, the maximum lift amount of the valve | bulb valve 74 is regulated by setting a predetermined distance between the valve 82 and the spring support 83, and the cross section which opposes each other.

The first fuel (A) (eg main fuel) and the second fuel (B) (eg sub-fuel) are discharged from the tanks 5 and 5 ', respectively, as shown in FIG. ') Is supplied to the injection amount conditioning pumps 8 and 8' through the distribution channels 7 and 7 '. The injection volume control pumps 8 and 8 'are fueled by the plungers 10 and 10' reciprocated by the cams 9 and 9 'of the cam shaft which rotate in synchronization with the rotational axis of the engine. ) And the fuel B are supplied to the intensifiers 30 and 30 'via the delivery valves 14 and 14' via the distribution channels 13 and 13 ', respectively. In this case, the effective stroke of the plunger 10, 10 ', that is, the control of the injection amount is controlled by the governor 11 via the injection amount control racks 12, 12' and the control sleeve. ) And (10 ') are rotated, and the jetting parallax of the fuel (A) and the fuel (B) is executed in accordance with the deviation of the raised positions of the shafts (9) and (9') of the camshaft set in advance. Can be.

The fuel A supplied to the pressure intensifier 30 and the fuel B supplied to the intermediate pressure 30 'are respectively supplied to the timing control pumps 18 and 18' which constitute the main body of the pressure generation control unit 3, respectively. The pressure is increased by the pressure intensifiers 30 and 30 '. The oil feed pump 16 driven by the power source received from the rotating shaft of the engine from the hydraulic oil tank 15 storing the hydraulic oil is a fuel shown in FIG. 2 of the timing control pump 18 via the flow channel 17. The inlet port 43a of the supply nipple 43 is supplied. The hydraulic oil is supplied from the nipple 43 to the pump chamber 52 through the hydraulic oil storage chamber 42 and the overflowing pot 41a. The main plunger 20 of the timing control pump 18 is pushed up against the plunger spring 50 via the plunger guide 46 by the cam shaft 19 rotating in synchronism with the rotational shaft of the engine and pump chamber 52. The hydraulic fluid inside is compressed to resist the discharge spring (57) and the valve spring (57c) of the isostatic type discharge valve (51), thereby pushing up the valve (57a) and operating the hydraulic oil in the bore (30a) having a large diameter of the compressor (30). To be transported. In this case, the main plunger 20 is rotated by the injection amount control rack 21 via the control sleeve 45 to overflow the flow rate setting lead 20a and the plunger barrel 41 of the head 20b. The injection amount is set by the haute 41a. On the other hand, the plunger 23 is rotated by the timing rack 22 via the control sleeve 44, and is connected to the timing setting lead 23a and the timing port 41b of the plunger barrel 41 provided on the head. Accordingly, the starting time of compressing the hydraulic oil in the pump chamber 52 by the main plunger 20, that is, the starting time of injection, is adjusted.

In FIG. 1, the hydraulic oil pumped to the larger diameter bore 30a pushes up the larger diameter piston 30c so that the smaller diameter piston 30d receives the fuel A pumped into the smaller diameter bore 30b. It feeds into the injection port pot 31a of the injection nozzle 4 via the flow path 33. As shown in FIG.

Fuel B flows 34 by timing control pump 18 'and intensifier 30' in the same operation as timing control pump 18 and intensifier 30 slightly later in timing of fuel A. The pressure is injected into the inlet port 32a of the injection nozzle 4 through In addition, the injection amount and the start time of injection may be performed by a governor or the like, or may be performed by electronic control means.

The fuel A, which has reached the inlet port 31a, enters the main fuel storage chamber 79 shown in FIG. 3 through the main injection passage 31 and has a tapered surface 73d formed in the needle valve 73. ), The needle valve 73 is started to be sprayed against the pressure spring 75 shown in FIG. The injection start time of the needle valve 73 is determined by the amount of fuel A supplied by the injection amount adjustment pump 8, and the fuel A with the injection amount adjusted is the injection hole (1) of the injection nozzle (4). In 71c) is injected into the cylinder of the engine.

The fuel B, which is slightly delayed from the timing of the fuel A and reaches the inlet port 32a, enters the sub fuel chamber 77 through the fuel 70c and pressurizes the valve 83 of the check valve 74. In response to the spring 84, the valve 82 of the check valve 74 starts to be injected to reach the outlet chamber 80, and the fuel B in which the injection amount is adjusted in the same manner as the fuel A is the fuel A. It is injected into the cylinder of the engine from the injection hole 71c of the injection nozzle 4 slightly later than timing.

In this way, immediately after the injection of the fuel A, the injection of the fuel B is made, so that the characteristics of the fuels are complemented in the cylinder of the engine to obtain good combustion characteristics and the thermal efficiency can be increased.

After the fuel A has finished the injection, the fuel A is again boreed by the dispersion regulator adjusting pump 8 via the flow passage 13 and the delivery valve 14 with a small diameter of the pressure intensifier 30. 30b), the small diameter piston 30d is returned to its original position, so the large diameter piston 30c is also returned to the original position, and the hydraulic oil in the large diameter bore 30a passes through the passage 24 to control the timing control pump. The valve 58a is returned to the pressure pump chamber 52 by resisting the valve spring 58c of the return valve 58 of the isostatic delivery valve 51 of (18).

Since the pump chamber 52 is always filled with hydraulic oil, the hydraulic oil reaches the outlet port 43b through the overflowing port 41a and the nipple 43 and returns to the hydraulic oil tank 15 through the flow passage 25. come.

The fuel B operates in the same manner as in the case of the fuel A, and the working oil returns to the working oil tank 15.

In addition, the timing control pump 18 uses the ram 19 of the camshaft to compress the hydraulic fluid in the pump chamber 52 to open the discharge valve of the isostatic type discharge valve 51, thereby increasing the pressure booster ( The hydraulic fluid is supplied to the bore 30a having a large diameter of 30). The timing control pump 18 'also operates similarly to the timing control pump 18, and supplies hydraulic oil to the large diameter bore 30'a. Next, the above-described operation is repeatedly performed to inject fuel A and fuel B back and forth from each other in the cylinder of the engine from the injection hole 71c of the injection nozzle 4.

As described above, according to the present invention, an injection amount adjusting unit for controlling the injection amount of the first fuel and the second fuel separately, and an injection unit for boosting each fuel separately from the injection amount adjusting unit; A pressure generation control unit for generating an operating pressure supplied to each booster unit and controlling the timing of generation of each operating pressure according to the operating state of the engine, and a first fuel of each fuel boosted by each booster unit. Between the main injection passage, the needle valve for opening and closing the main injection passage, a partial passage connected to the main injection passage via the needle valve and passing through the second fuel, and between the main injection passage and the partial injection passage. Since it consists of injection nozzles equipped with a check valve, etc., it is possible to use a single injection nozzle to supply a variety of fuels at high pressure and without using electronic components such as solenoid valves. Injection amount of the fuel species, it is possible to freely control the injection timing.

In addition, since the configuration is simple, there are many advantages such as good assembly performance of the engine and improved combustion efficiency.

Claims (1)

An injection amount adjusting unit (1) for adjusting and discharging the first fuel and the second fuel separately, and a boosting unit (2) for increasing and increasing the fuel from each injection amount adjusting unit (1) separately And a pressure generating control unit 3 for generating an operating pressure supplied to each of the boosting units 2 and controlling the timing of generating each of the operating pressures according to the operating state of the engine. The main injection passage 31 through the first fuel A of each boosted fuel, the needle valve 73 for opening and closing the main injection passage 31, and the main injection through the needle valve 73. Injection nozzles having a partial path 32 connected to the passage 31 and passing through the second fuel B, and a check valve 74 and the like provided between the main injection path 31 and the partial path 32. (4) A multi-fuel high pressure injection device, comprising: