WO2020105350A1 - Moteur diesel de type à chambre auxiliaire - Google Patents

Moteur diesel de type à chambre auxiliaire

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Publication number
WO2020105350A1
WO2020105350A1 PCT/JP2019/041618 JP2019041618W WO2020105350A1 WO 2020105350 A1 WO2020105350 A1 WO 2020105350A1 JP 2019041618 W JP2019041618 W JP 2019041618W WO 2020105350 A1 WO2020105350 A1 WO 2020105350A1
Authority
WO
WIPO (PCT)
Prior art keywords
fuel
injector
passage pipe
fuel passage
sub
Prior art date
Application number
PCT/JP2019/041618
Other languages
English (en)
Japanese (ja)
Inventor
豪 朝井
銀 森田
和也 松木
Original Assignee
ヤンマー株式会社
Priority date (The priority date 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 date listed.)
Filing date
Publication date
Application filed by ヤンマー株式会社 filed Critical ヤンマー株式会社
Publication of WO2020105350A1 publication Critical patent/WO2020105350A1/fr

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Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/02—Circuit arrangements for generating control signals
    • F02D41/04—Introducing corrections for particular operating conditions
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/02—Circuit arrangements for generating control signals
    • F02D41/04—Introducing corrections for particular operating conditions
    • F02D41/06—Introducing corrections for particular operating conditions for engine starting or warming up
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/02—Circuit arrangements for generating control signals
    • F02D41/04—Introducing corrections for particular operating conditions
    • F02D41/10—Introducing corrections for particular operating conditions for acceleration
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/30—Controlling fuel injection
    • F02D41/38—Controlling fuel injection of the high pressure type
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D45/00—Electrical control not provided for in groups F02D41/00 - F02D43/00
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M37/00—Apparatus or systems for feeding liquid fuel from storage containers to carburettors or fuel-injection apparatus; Arrangements for purifying liquid fuel specially adapted for, or arranged on, internal-combustion engines
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M55/00—Fuel-injection apparatus characterised by their fuel conduits or their venting means; Arrangements of conduits between fuel tank and pump F02M37/00
    • F02M55/02—Conduits between injection pumps and injectors, e.g. conduits between pump and common-rail or conduits between common-rail and injectors

Definitions

  • the present invention relates to a sub-chamber diesel engine including a main combustion chamber and a sub combustion chamber that are communicated with each other by a communication hole.
  • a sub-chamber type diesel engine having a main combustion chamber and a sub combustion chamber that are communicated with each other by a communication hole is known.
  • a general swirl chamber type sub-chamber diesel engine includes a main combustion chamber formed on a piston, a sub combustion chamber communicating with the main combustion chamber through a communication hole, and an injector for injecting fuel into the sub combustion chamber.
  • the air enters the auxiliary combustion chamber from the main combustion chamber side through the communication hole in the compression stroke to generate a strong vortex flow in the auxiliary combustion chamber.
  • fuel is injected into the sub combustion chamber in which the vortex flow is generated to form a mixture, and compression ignition is performed to start combustion.
  • the combustion energy of the combustion gas generated in the auxiliary combustion chamber causes the flame to enter the main combustion chamber from the auxiliary combustion chamber through the communication hole to complete combustion while driving the piston to obtain power (for example, , Patent Document 1 and Patent Document 2).
  • a sub-chamber diesel engine fuel is supplied to the sub-combustion chamber in which a strong swirl flow is generated at an appropriate rate, and the fuel is widely dispersed in the swirl flow, thereby locally concentrating the smoke as a source of smoke. It is important to reduce the air-fuel mixture as much as possible.
  • the jerk type fuel injection device is adopted, and the fuel injection characteristic is governed by the rotational speed of the engine. It is not possible to freely change the pressure, fuel injection timing, etc., and it is not possible to carry out optimal fuel supply control according to operating conditions.
  • the present invention has been made in view of the above facts, and its main technical problem is to provide a sub-chamber diesel engine capable of reducing emissions of smoke, unburned HC, etc. in response to a wide range of operating conditions. Especially.
  • a sub-chamber diesel engine including a main combustion chamber and a sub-combustion chamber that are communicated by a communication hole
  • fuel is injected into the sub-combustion chamber at an arbitrary injection timing.
  • An electrically driven injector a fuel passage pipe connected to a fuel inlet of the injector, a fuel pump for supplying fuel to the fuel passage pipe, and means for detecting a fuel pressure in the fuel passage pipe
  • An engine operating state detecting means for detecting an engine operating state and a control means are provided, and the control means calculates a target fuel pressure of the fuel passage pipe based on the engine operating state detected by the engine operating state detecting means.
  • the pressure in the fuel passage pipe is adjusted to the target fuel pressure by controlling the amount of fuel supplied from the fuel pump to the fuel passage pipe, and the fuel is injected from the injector into the auxiliary combustion chamber at a desired injection timing.
  • a subchamber diesel engine for injecting fuel is provided.
  • the sub-chamber diesel engine includes a plurality of cylinders, the injector is provided for each of the plurality of cylinders, each injector is connected to a common fuel passage pipe, and the fuel passage pipe and the injector. Are connected by a fitting structure, and an O-ring is attached to a fitting portion that constitutes the fitting structure of the injector, and the O-ring maintains the fuel sealability between the fuel passage pipe and the injector. Is preferred. Further, the inlet pipe constituting the fitting portion of the injector is installed on the central axis of the injector, and the fuel passage pipe is fixed to the cylinder head so that the injector mounting portion of the cylinder head is fixed in the central axis direction. You may comprise the structure which gives a fixing force.
  • the control means determines whether the sub-chamber diesel engine is in the low temperature start or in the warm-up mode after the low temperature start based on the engine operating state detected by the engine operating state detecting means.
  • the pressure can be made lower than the pressure in the fuel passage pipe after the completion of the warm-up mode, and the fuel can be injected in at least two stages before the compression top dead center.
  • the engine operating state detecting means includes an actual air amount detecting means for detecting an actual air amount sucked into the cylinder, and is calculated according to the actual air amount detected by the actual air amount detecting means and the engine operating state. When the actual air amount is lower than the reference air amount, the target fuel pressure can be corrected to be increased.
  • the target fuel pressure of the fuel passage pipe is preferably set between 8 MPa and 40 MPa.
  • the present invention is configured as described above, in a sub-chamber diesel engine including a main combustion chamber and a sub-combustion chamber that are communicated with each other by a communication hole, smoke and unburned fuel can be accommodated in a wide range of operating states. Emission of HC and the like can be reduced.
  • FIG. 1 It is a schematic diagram of a subchamber type diesel engine of this embodiment.
  • A It is a figure which shows the fixing structure of the injector of the diesel engine shown in FIG. It is a diagram showing another embodiment of the fixed structure of the injector shown in (b) and (a), which is shown in FIG.
  • FIG. 1 is a schematic view showing a cross section of a part of the configuration of a sub-chamber diesel engine 1 including a main combustion chamber and a sub combustion chamber that are communicated with each other by a communication hole.
  • the diesel engine 1 includes a cylinder block 2, a cylinder head 3, a piston 4, an intake port 5, an intake valve 6, an exhaust port (not shown), and an exhaust valve (not shown).
  • the cylinder head 3 has an auxiliary combustion chamber 10 formed in a substantially spherical shape.
  • the auxiliary combustion chamber 10 has a main combustion chamber 14 formed between a top surface 4 a of the piston 4 and a lower surface 3 a of the cylinder head 3 that slide in the cylinder 2 a formed inside the cylinder block 2. It communicates via a communication hole 12 that is inclined with respect to the sliding direction.
  • the auxiliary combustion chamber 10 is provided with an injector 20 that injects fuel into the auxiliary combustion chamber 10.
  • a fuel passage pipe 30 is connected to the injector 20 so as to accumulate the pressure of the fuel and supply the fuel to the injector 20.
  • a fuel pump 40 that supplies fuel to the fuel passage pipe 30 is connected to the fuel passage pipe 30 via a fuel supply pipe 44.
  • the fuel pump 40 is connected to a fuel tank (not shown), and the rotation of the crankshaft 7 of the diesel engine 1 is transmitted to the fuel pump pulley 42 via a belt V (which may be a gear mechanism), so that the fuel pump 40.
  • the fuel sucked by the fuel tank is supplied to the fuel passage pipe 30.
  • the fuel pump 40 is provided with an electrically driven pressure feed control valve 41.
  • the pumping amount control valve 41 has a function of controlling the amount of the fuel sucked by the fuel pump 40, which is relieved to the fuel tank side, and adjusts the amount of fuel supplied from the fuel pump 40 to the fuel passage pipe 30.
  • the diesel engine 1 is a so-called multi-cylinder engine including a plurality of cylinders 2a, and the plurality of cylinders 2a are arranged in series in the cylinder block 2.
  • a sub combustion chamber 10 shown in FIG. 1 is formed corresponding to each cylinder 2 a, and an injector 20 is provided for each sub combustion chamber 10.
  • Each injector 20 is connected to a common fuel passage pipe 30, and injects fuel into the auxiliary combustion chamber 10 at the fuel pressure accumulated in the fuel passage pipe 30. That is, the fuel pressure held in the fuel passage pipe 30 becomes the injection pressure when the fuel is injected from the injector 20 into the auxiliary combustion chamber 10.
  • the injector 20 includes an injector tip portion 22, an injector body portion 24, and a drive portion 26.
  • the injector 20 is a so-called in-valve type injector, in which an injector tip 22 has an injection hole 22a for injecting fuel, and inside the injector tip 22 and the injector body 24, a needle (not shown) is provided. It has a built-in valve. The operation of the needle valve is controlled by an electromagnetic solenoid (not shown) housed in the drive unit 26, and opens and closes the injection hole 22a at a desired injection timing based on an electric signal sent via the connector 26a.
  • a fuel inlet of the injector 20 is provided on the opposite side of the injector tip portion 22 of the injector 20, and an inlet pipe 28 which is a fitting portion forming a fitting structure with the fuel passage pipe 30 is formed.
  • an O-ring 29 made of a flexible oil-resistant resin and a resin support ring (not shown) for suppressing deformation of the O-ring 29 due to pressure reception are attached.
  • the injector tip portion 22, the injector main body portion 24, the drive portion 26, and the inlet pipe 28 are arranged on the central axis O (indicated by a one-dot chain line) of the injector 20 and have an overall shaft shape. As shown in FIG.
  • the fuel passage pipe 30 is a tubular member extending in a direction perpendicular to the paper surface of FIG. 2 (a), and has an injector mounting boss 32 into which the inlet pipe 28 of the injector 20 is inserted. Has been formed.
  • the injector mounting bosses 32 are formed at equal intervals in the axial direction of the fuel passage pipe 30 according to the number of the injectors 20 to be mounted.
  • the fuel passage pipe 30 is formed with a fixing plate 34 for fixing the fuel passage pipe 30 to the cylinder head 3.
  • the fixing plates 34 extend in a direction perpendicular to the fitting direction of the injector mounting boss 32, and are formed on both sides of the fuel passage pipe 30 so as to sandwich the injector mounting boss 32.
  • each injector 20 When each injector 20 is inserted into each injector mounting portion 3b, the mounting bolt 61 is passed through the opening 34a of the fixing plate 34 and screwed into the bolt hole 3c formed in the upper surface 3a of the cylinder head 3 to form the fuel passage. Fix the tube 30.
  • the inlet pipe 28 of the injector 20 is formed with a shoulder portion 28 a, and the fuel passage pipe 30 is fixed to the cylinder head 3 by the mounting bolt 61, so that the fuel The tip of the injector mounting boss 32 of the passage pipe 30 is abutted against the shoulder portion 28 a of the injector 20.
  • the shoulder portion 28a provided in the inlet pipe 28 described above is not limited to being provided in the inlet pipe 28, and is formed as a separate member in the injector main body portion 24 of the injector 20 and the injector drive portion 26. Good.
  • the mounting structure of the injector 20 that applies a fixing force to the injector mounting portion 3b of the cylinder head 3 from the direction along the central axis O of the injector 30 is not limited to the configuration shown in FIG. It is also possible to adopt the embodiment.
  • a fixing plate 34 ′ is formed on only one side of the injector mounting boss 32 ′ of the fuel passage pipe 30 ′ to which the inlet pipe 28 of the injector 20 is fitted, and the mounting plate 34 ′ is formed on only one side of the injector mounting boss 32 ′.
  • the fuel passage tube 30 ′ may be fixed by penetrating the bolt 61 into the opening 34a ′ of the fixing plate 34 ′ and screwing the bolt 61 into the bolt hole 3c formed in the upper surface 3a ′ of the cylinder head 3.
  • the fixing plate 34 ' is formed only on one side with respect to the injector mounting boss 32' and is in a cantilever state.
  • the center C of the fuel passage pipe 30 is eccentric to the opposite side of the fixed plate 34 ′ with the central axis O of the injector 20 interposed therebetween, the injector 20 is balanced. Can be fixed.
  • the diesel engine 1 is equipped with an engine ECU 50 as a control means for controlling the entire diesel engine 1.
  • the engine ECU 50 is composed of a computer and has a central processing unit (CPU) that performs arithmetic processing according to a control program, a read-only memory (ROM) that stores the control program, etc., and temporarily detects detected values, calculation results, and the like. It is provided with a readable / writable random access memory (RAM) for storing, an input interface, and an output interface (details are not shown).
  • CPU central processing unit
  • ROM read-only memory
  • RAM readable / writable random access memory
  • the engine ECU 50 detects the operating state of the diesel engine 1 and operates the pressure feed amount control valve 41 of the fuel pump 40 in accordance with the detected operating state according to a control program stored in advance in the ROM to operate the fuel passage pipe.
  • the amount of fuel supplied to 30 is electrically controlled to control the opening / closing timing of the injector 20. As a result, fuel is supplied to the auxiliary combustion chamber 10 at the desired injection timing, injection pressure, and injection amount.
  • the engine operating state detecting means for detecting the operating state of the diesel engine 1 described above.
  • the engine operating state detecting means can be configured by including various sensors as shown in FIG. As various sensors, a fuel passage pipe pressure sensor 51 provided as a means for detecting the fuel pressure of the fuel passage pipe 30, a crank angle sensor 52 for detecting the rotational angle position of the crankshaft 7, and a water for the cylinder block 2.
  • a water temperature sensor 53 that detects the cooling water temperature of the jacket 2b, an intake air amount sensor 54 that is disposed in the intake port 5 and that detects the actual amount of intake air taken into the cylinder 2, an atmospheric pressure sensor 55 that detects atmospheric pressure, and an accelerator lever.
  • An opening sensor 56 is provided.
  • the various sensors described above are connected to the engine ECU 50, and the values detected by the various sensors are input to the engine ECU 50.
  • the engine ECU 50 also calculates the reference angular position of the reference cylinder and the engine rotation speed based on the signal from the crank angle sensor 52.
  • the operating state detecting means is not limited to the above-mentioned various sensors, and for example, apart from the crank angle sensor 52, a reference position sensor for detecting the reference angular position of the reference cylinder, an engine for detecting the engine rotation speed.
  • a rotation speed sensor may be separately provided, and in addition, various sensors such as an exhaust temperature sensor may be provided.
  • the operating state detecting means also includes means for calculating an estimated operating state value from a control program stored in the engine ECU 50.
  • the engine ECU 50 uses the accelerator lever opening detected by the accelerator lever opening sensor 56, the engine rotation speed detected by the crank angle sensor 52, the cooling water temperature detected by the water temperature sensor 53, and the intake air detected by the intake air amount sensor 54.
  • the target injection amount of fuel injected from the injector 20, the target injection pressure, and the target injection timing are calculated from the amount, the atmospheric pressure detected by the atmospheric pressure sensor 55, and the like. The control of the injection pressure will be described more specifically below.
  • the engine ECU 50 calculates the required load in consideration of the detection value of the accelerator lever opening sensor 56, the work load applied to the diesel engine 1, and the like, and based on the required load and the engine rotation speed detected by the crank angle sensor 52. , Calculate the basic target injection pressure. Further, various corrections are performed on the basic target injection pressure so as to correspond to the operating state detected by the operating state detecting means.
  • the basic target injection pressure is set to be low when the required load calculated by the engine ECU 50 is low and when the engine rotation speed is low. Conversely, the basic target injection pressure is set to be high when the required load is high and the engine rotation speed is high. Is set.
  • a map for calculating the basic target injection pressure may be created by experiments and stored in the memory of the engine ECU 50.
  • the correction to the basic target injection pressure is performed, for example, when it is determined that the diesel engine 1 is in the low temperature start or the warm air mode after the low temperature start is determined by the water temperature detected by the water temperature sensor 53. It is preferable that the injection pressure be lowered. As a result, the fuel injected into the sub-combustion chamber 10 is prevented from excessively adhering to the wall surface of the sub-combustion chamber 10, and the unburned HC is restrained from being exhausted from exhaust gas accompanied by irritating odor. can do.
  • the actual intake air amount inhaled into each cylinder is calculated based on the detection value detected by the intake air amount sensor 54, and when the calculated actual intake air amount falls below the reference intake air amount calculated based on the operating state. If it is determined, correction is performed to increase the basic target injection pressure. Thereby, the kinetic energy of the fuel spray injected from the injector 20 is increased, the formation of the air-fuel mixture in the sub-combustion chamber 10 is promoted, the formation of a locally rich region is inhibited, and the smoke is generated. Can be suppressed.
  • the above-mentioned reference intake air amount is calculated based on the ratio (air-fuel ratio) to the fuel amount injected into the auxiliary combustion chamber 10, and is appropriately determined according to the smoke emission standard to be realized. To be done.
  • the intake air amount sensor 54 is used to calculate the actual intake air amount that is taken into each cylinder of the diesel engine 1.
  • the present invention is not limited to this, and the intake air pressure sensor or the exhaust gas It is also possible to install an oxygen sensor or the like that detects the oxygen concentration of the above, detect each value, and indirectly calculate the actual intake air amount and use it for the correction of the injection pressure.
  • the final target injection pressure is calculated by correcting the basic target injection pressure in consideration of various operating conditions.
  • the injection pressure of the fuel injected from the injector 20 is governed by the pressure in the fuel passage pipe 30
  • this target injection pressure is set to the fuel passage pipe.
  • the operation of the pressure feed control valve 41 of the fuel pump 40 is controlled based on the pressure of the fuel passage pipe pressure sensor 51 arranged in the fuel passage pipe 30. , The pressure in the fuel passage pipe 30 is controlled so as to approach the target fuel pressure.
  • the crank angle sensor 52 is provided as the operating state detecting means, and the fuel can be injected from the injector 20 to the auxiliary combustion chamber 10 at a desired injection timing.
  • the engine ECU 50 calculates the basic target injection timing based on the required load required for the diesel engine 1 and the engine rotation speed, and responds to the operating state detected by the operating state detecting means. In order to do so, various corrections are made. When the required load of the diesel engine 1 is low and the engine speed is high, the basic target injection timing is set to be advanced with respect to the compression top dead center.
  • the basic target injection timing described above is corrected so that it becomes the optimum injection timing according to the operating condition detected by the operating condition detecting means. For example, when it is determined that the diesel engine 1 is in the warm-up mode, that is, in the low temperature state by the water temperature detected by the water temperature sensor 53, or the atmospheric pressure detected by the atmospheric pressure sensor 55 is low, that is, the diesel engine 1 is If it is determined that the vehicle is operating in a high altitude, the basic target injection timing is corrected so that the injection timing is advanced. This ensures a sufficient time for forming the air-fuel mixture with the fuel injected into the sub-combustion chamber 10 and the air taken into the sub-combustion chamber 10, and suppresses smoke and unburned HC from being discharged. To be done.
  • the diesel engine 1 of the present embodiment has the above-described configuration, it is possible to perform fuel injection at any injection timing and a plurality of times (multi-steps). For example, when it is determined that the diesel engine 1 is in the cold start, or in the warm-up mode after the cold start, the diesel engine 1 is divided into at least two stages before the compression top dead center, and the auxiliary combustion chamber 10 is divided into two stages. Fuel can be injected. At that time, the first-stage fuel injection is a stage earlier than the compression top dead center at which compression self-ignition does not occur immediately after the fuel injection is performed, for example, injection at about 30 ° to 50 ° before the compression top dead center.
  • the first-stage fuel injection as described above is performed at a timing of about 30 ° to 50 ° before the compression top dead center to perform compression ignition. Is not limited to injecting the fuel in the second stage at a timing around 10 ° before the compression top dead center at which is started.
  • the above-described fuel injection performed at the timing of injecting the first-stage fuel is further divided into two stages, and the third-stage fuel injection is performed near the top dead center (10 ° before compression top dead center). Up to 0 °).
  • the torque generated by the total fuel injection amount does not change.
  • the engine ECU 50 of the sub-chamber type diesel engine 1 calculates the target fuel pressure based on the engine operating state detected by the engine operating state detecting means and mounts it on the fuel passage pipe 30.
  • the pressure in the fuel passage pipe 30 is controlled by controlling the amount of fuel supplied from the fuel pump 40 to the fuel passage pipe 30 so that the value detected by the fuel passage pipe pressure sensor 51 becomes the target fuel pressure.
  • the target fuel pressure is adjusted to inject fuel from the injector 20 into the auxiliary combustion chamber 10 at a desired injection timing.
  • the target injection pressure is set within the range of 8 MPa to 40 MPa, and more preferably within the range of 15 MPa to 25 MPa.
  • the sub-chamber diesel engine 1 With the sub-chamber diesel engine 1, desired combustion performance can be obtained even in such an injection pressure range. That is, since the injection pressure can be set significantly lower than that of the direct injection type diesel engine of which the maximum injection pressure exceeds 200 MPa, the structure of the injector 20, the fuel passage pipe 30, the fuel pump 40, and the fuel pipe is excessively robust. Therefore, the system for injecting fuel from the fuel passage pipe 30 using the injector 20 that can be electrically driven can be simply configured, and the manufacturing cost can be kept low.
  • Subchamber diesel engine 2 Cylinder block 3: Cylinder head 4: Piston 5: Intake port 6: Intake valve 7: Crankshaft 10: Subcombustion chamber 12: Communication hole 14: Main combustion chamber 20: Injector 22: Injector Tip part 24: Injector body part 26: Drive part 26a: Connector 28: Inlet piping (fitting part) 29: O-ring 30: Fuel passage pipe 32: Injector mounting boss 34: Fixed plate 40: Fuel pump 41: Pressure feed control valve 50: Engine ECU (control means) 51: fuel passage pipe pressure sensor 52: crank angle sensor 53: water temperature sensor 54: intake air amount sensor 55: atmospheric pressure sensor 56: accelerator lever opening sensor

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Fuel-Injection Apparatus (AREA)
  • Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)
  • Combined Controls Of Internal Combustion Engines (AREA)

Abstract

L'invention concerne un moteur diesel de type à chambre auxiliaire qui peut réduire les émissions de fumée et d'hydrocarbures non brûlés conformément à une large gamme d'états de fonctionnement. La présente invention comprend : un injecteur (20) qui injecte du carburant dans une chambre de combustion auxiliaire (10) pendant une période d'injection arbitraire et est entraîné électriquement ; un tuyau de passage de carburant (30) qui est relié à une entrée de carburant de l'injecteur (20) ; une pompe à carburant (40) qui fournit le carburant au tuyau de passage de carburant (30) ; un moyen (51) pour détecter une pression de carburant dans le tuyau de passage de carburant (30) ; un moyen de détection d'état de fonctionnement de moteur qui détecte un état de fonctionnement du moteur ; et un moyen de commande (50), ledit moyen de commande (50) calculant une pression de carburant cible pour le tuyau de passage de carburant (30) sur la base de l'état de fonctionnement de moteur détecté par le moyen de détection d'état de fonctionnement de moteur, puis règle la pression à l'intérieur du tuyau de passage de carburant (30) à la pression de carburant cible au moyen de la commande de la quantité de carburant fournie au tuyau de passage de carburant (30) à partir de la pompe à carburant (40), et injecte le carburant provenant de l'injecteur (20) dans la chambre de combustion auxiliaire (10) pendant une période d'injection souhaitée.
PCT/JP2019/041618 2018-11-20 2019-10-24 Moteur diesel de type à chambre auxiliaire WO2020105350A1 (fr)

Applications Claiming Priority (2)

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JP2018-217395 2018-11-20
JP2018217395A JP2020084843A (ja) 2018-11-20 2018-11-20 副室式ディーゼル機関

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WO2020105350A1 true WO2020105350A1 (fr) 2020-05-28

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JP2018040255A (ja) * 2016-09-05 2018-03-15 日立オートモティブシステムズ株式会社 燃料配管アセンブリ、燃料噴射弁及び燃料供給配管

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* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPH0633815A (ja) * 1992-07-10 1994-02-08 Mazda Motor Corp 副室式ディーゼルエンジンの燃料噴射装置
JPH09158730A (ja) * 1995-12-08 1997-06-17 Isuzu Ceramics Kenkyusho:Kk 灯油や植物油を燃料とする遮熱形エンジン
JPH09217624A (ja) * 1996-02-09 1997-08-19 Isuzu Ceramics Kenkyusho:Kk 重油を燃料とするディーゼルエンジン
JPH10288108A (ja) * 1996-09-09 1998-10-27 Denso Corp 内燃機関の燃料供給装置
JP2000205014A (ja) * 1999-01-13 2000-07-25 Mazda Motor Corp 筒内噴射式エンジンの制御装置
JP2008075470A (ja) * 2006-09-19 2008-04-03 Nissan Motor Co Ltd 燃料配管の取付構造
JP2008267216A (ja) * 2007-04-18 2008-11-06 Toyota Motor Corp 内燃機関の燃料噴射制御装置
JP2018040255A (ja) * 2016-09-05 2018-03-15 日立オートモティブシステムズ株式会社 燃料配管アセンブリ、燃料噴射弁及び燃料供給配管

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