WO2022145119A1 - 電子燃料噴射式ディーゼルエンジン - Google Patents
電子燃料噴射式ディーゼルエンジン Download PDFInfo
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- WO2022145119A1 WO2022145119A1 PCT/JP2021/039248 JP2021039248W WO2022145119A1 WO 2022145119 A1 WO2022145119 A1 WO 2022145119A1 JP 2021039248 W JP2021039248 W JP 2021039248W WO 2022145119 A1 WO2022145119 A1 WO 2022145119A1
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- WIPO (PCT)
- Prior art keywords
- fuel injection
- sleeve
- diesel engine
- fuel injector
- electronic fuel
- Prior art date
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- 239000007924 injection Substances 0.000 title claims abstract description 161
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Images
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
- F02B19/00—Engines characterised by precombustion chambers
- F02B19/16—Chamber shapes or constructions not specific to sub-groups F02B19/02 - F02B19/10
- F02B19/18—Transfer passages between chamber and cylinder
-
- 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
- F02M61/00—Fuel-injectors not provided for in groups F02M39/00 - F02M57/00 or F02M67/00
- F02M61/14—Arrangements of injectors with respect to engines; Mounting of injectors
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
- F01P—COOLING OF MACHINES OR ENGINES IN GENERAL; COOLING OF INTERNAL-COMBUSTION ENGINES
- F01P1/00—Air cooling
- F01P1/06—Arrangements for cooling other engine or machine parts
- F01P1/10—Arrangements for cooling other engine or machine parts for cooling fuel injectors or sparking-plugs
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02F—CYLINDERS, PISTONS OR CASINGS, FOR COMBUSTION ENGINES; ARRANGEMENTS OF SEALINGS IN COMBUSTION ENGINES
- F02F11/00—Arrangements of sealings in combustion engines
- F02F11/002—Arrangements of sealings in combustion engines involving cylinder heads
-
- 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
- F02M2200/00—Details of fuel-injection apparatus, not otherwise provided for
- F02M2200/85—Mounting of fuel injection apparatus
- F02M2200/858—Mounting of fuel injection apparatus sealing arrangements between injector and engine
-
- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/10—Internal combustion engine [ICE] based vehicles
- Y02T10/12—Improving ICE efficiencies
Definitions
- the present invention relates to an electronic fuel injection type diesel engine, and more particularly to an electronic fuel injection type diesel engine capable of performing precise electronic fuel injection control.
- Patent Document 1 As an electronic fuel injection type diesel engine, there is an engine equipped with a vortex chamber type combustion chamber, an insertion hole in a cylinder head toward the vortex chamber, and an electronic fuel injection type fuel injector inserted through the insertion hole (for example).
- Patent Document 1 Japanese Patent Document 1
- An object of the present invention is to provide an electronic fuel injection type diesel engine capable of performing precise electronic fuel injection control.
- the main configurations of the present invention are as follows. As illustrated in FIG. 1 (A), the cylinder (3), the cylinder head (1), the vortex chamber (2) in the cylinder head (1), and the main combustion chamber (4) in the cylinder (3). , A communication port (5) for communicating the main combustion chamber (4) and the vortex chamber (2), an insertion hole (1a) in the cylinder head (1) facing the vortex chamber (2), and an insertion hole (1a).
- an electronic fuel injection type diesel engine provided with an electronic fuel injection type fuel injector (7) inserted into the cylinder. As illustrated in FIG.
- the fuel injector (7) has a pressing surface (7e) formed on a step portion of a main body portion (7c) having a large diameter, a nozzle portion (7d) having a small diameter, and a main body portion (7c) and a nozzle portion (7d).
- Equipped with The nozzle portion (7d) of the fuel injector (7) is inserted from the sleeve (10) through the insertion hole (1a), and the fuel injector (7) is pressed toward the vortex chamber (2) by the pressing force (11).
- the pressing force (11) applied to the fuel injector (7) is received by the pressing surface (10b) of the sleeve (10) from the pressing surface (7e) of the fuel injector (7) via the seat (12).
- An electronic fuel injection diesel engine that is characterized by being.
- the invention of the present application has the following effects.
- ⁇ Effect >> Precise electronic fuel injection control can be performed.
- the sleeve (10) keeps the main body portion (7c) of the fuel injector (7) away from the cylinder head (1), so that the heat of the cylinder head (1) is increased.
- the electronic parts in the main body (7c) of the fuel injector (7) are less likely to overheat, and precise electronic fuel injection control can be performed.
- FIG. 1A is a vertical sectional view of a vortex chamber and its peripheral part
- FIG. FIG. 1 (C) is an enlarged view of a direction arrow
- FIG. 1 (C) is an enlarged view of a direction of arrow C in FIG. 1 (A)
- FIG. 1 (D) is an enlarged view of an enlarged view of a direction D in FIG. 1 (A).
- FIG. 2A shows a basic example
- FIG. 2B shows a modified example 1.
- 3 (A) is a basic example
- FIG. 3 (B) is a modified example 2-1
- FIG. 3 (C) is a modified example 2-2.
- FIG. 3D shows a modification 2-3.
- 4 (A) is a basic example
- FIG. 4 (B) is a modified example 3-1
- FIG. 4 (C) is a modified example 3-2. Shows.
- FIG. 5 (A) is a modified example 4-1
- FIG. 5 (B) is a modified example 4-2
- FIG. 5 (C) is a modified example 4 in a diagram relating to a sealing structure of a pressure receiving surface of a sleeve used in the engine of FIG. -3
- FIG. 5 (D) shows a modified example 4-4
- 6 (A) is a basic example
- FIG. 6 (B) is a modified example 5-1
- FIG. 6 (C) is a modified example 5-2.
- 6 (D) shows the modified example 5-3
- FIG. 6 (E) shows the modified example 5-4
- FIG. 6 (F) shows the modified example 5-5.
- FIG. 6 (F) shows the modified example 5-5.
- FIG. 7A shows the modified example 5-6
- FIG. 7B shows the modified example 5-7
- 8 (A) is a basic example
- FIG. 8 (B) is a modified example 6-1
- FIG. 8 (C) is a modified example 6-2, which is a diagram relating to a sealing structure of the outer circumference of the sleeve used in the engine of FIG. 8 (D) shows the modification 6-3.
- 9 (A) shows a basic example
- FIG. 9 (B) shows a modified example 7-1
- FIG. 9 (C) shows a modified example 7-2.
- 10 (A) shows a basic example
- FIG. 10 (B) shows a modified example 8 in a diagram relating to a basic example of each part of the engine used in the engine of FIG. 1 and a combination example of a modified example.
- FIG. 11A is a sectional view taken along line XIA-XIA of FIG. 1B, and FIG. 11B is FIG. 1B, which is a diagram illustrating a basic example of a fuel injection hole of the fuel injector used in the engine of FIG. )
- FIG. 11 (C) is a corresponding diagram of FIG. 1 (C).
- FIG. 12 (A) is a diagram corresponding to FIG. 11 (A)
- FIG. 12 (B) is a diagram corresponding to FIG. 11 (B)
- FIG. (C) is a diagram corresponding to FIG. 11 (C).
- 11 is a diagram corresponding to FIG. 11A relating to a first comparative example of a fuel injection hole of a fuel injector.
- FIG. 11A is a sectional view taken along line XIA-XIA of FIG. 1B
- FIG. 11B is FIG. 1B, which is a diagram illustrating a basic example of a fuel injection hole of the fuel injector used in the engine
- FIG. 11 (A) is a diagram corresponding to FIG. 11 (A) regarding a second comparative example of a fuel injection hole of a fuel injector.
- FIG. 15 (A) is a diagram corresponding to FIG. 11 (A)
- FIG. 15 (B) is a diagram corresponding to FIG. 11 (B)
- FIG. 15 (C) is a diagram relating to a third comparative example of a fuel injection hole of a fuel injector. It is a figure corresponding to 11 (C).
- FIGS. 1 to 12 are views for explaining a diesel engine according to an embodiment of the present invention
- FIG. 1 is a basic example of each engine part used in the engine of the embodiment
- FIGS. 2 to 12 are sleeves, a sealing structure, etc. used in the embodiment. It is a basic example and a modification example about.
- FIGS. 13 to 15 are diagrams of comparative examples regarding the fuel injection holes.
- a vertical in-line multi-cylinder electronic fuel injection diesel engine is used.
- this engine includes a cylinder (3), a cylinder head (1) assembled on the upper part of the cylinder (3), and a piston (14) fitted in the cylinder (3). It is equipped with.
- this engine has a vortex chamber (2) in a cylinder head (1), a main combustion chamber (4) in a cylinder (3), a main combustion chamber (4) and a vortex.
- An electronic fuel injection type fuel inserted into the communication port (5) for communicating the chamber (2), the insertion hole (1a) in the cylinder head (1) toward the vortex chamber (2), and the insertion hole (1a). It is equipped with an injector (7).
- This engine is a 4-cycle engine. In this engine, compressed air is pushed from the main combustion chamber (4) to the vortex chamber (2) through the communication port (5) near the top dead point of the compression stroke, and the vortex chamber is used.
- the injected fuel (13) shown in FIG. 11 (A) is injected from the fuel injector (7) into the swirling flow (2a) of the compressed air generated in (2), and the combustion gas generated by combustion in the vortex chamber (2). Is ejected from the communication port (5) shown in FIG. 1 (A) into the main combustion chamber (4), and the unburned fuel contained in the combustion gas is mixed with the air in the main combustion chamber (4) and burned.
- the electronic fuel injection type fuel injector (7) is electronically controlled by the engine ECU, and a predetermined amount of injection fuel (13) is injected at a predetermined timing.
- ECU is an abbreviation for electronic control unit.
- a piston ring (14a) is externally fitted to the piston (14), and the piston (14) has the cylinder center axis (3a) side as the front side and the cylinder peripheral wall (3b) side as the rear side. ) Is provided with a gas guide groove (14b) that gradually becomes shallower as it approaches the front side.
- the vortex chamber (2) is spherical and is formed in the cylinder head (1).
- the reference numeral (2b) in FIG. 1 (A) is the center of the vortex chamber (2).
- the communication port (5) is formed in a base (15) fitted in the cylinder head (1), and is directed from the main combustion chamber (4) diagonally upward to the vortex chamber (2).
- the opening (5d) on the main combustion chamber (4) side of the communication port (5) is arranged directly above the rear end portion (14c) of the gas guide groove (14b).
- the main combustion chamber (4) is formed in a space sandwiched between the cylinder head (1) and the piston (14) from above and below in the cylinder (3).
- a head gasket (16) is sandwiched between the cylinder (3), the cylinder head (1) and the base (15).
- this engine is provided on a sleeve (10) protruding from the insertion hole (1a) to the outside of the cylinder head (1) and a protruding end portion (10a) of the sleeve (10). It has a pressure receiving surface (10b).
- the fuel injector (7) has a step between a large diameter main body portion (7c), a small diameter nozzle portion (7d), and a main body portion (7c) and a nozzle portion (7d). It is provided with a pressing surface (7e) formed in the portion.
- the nozzle portion (7d) of the fuel injector (7) is inserted from the sleeve (10) through the insertion hole (1a), and the fuel injector (7) is pressed by the pressing force (11) to form a vortex chamber (2).
- Side, and the pressing force (11) applied to the fuel injector (7) is received by the pressing surface (10b) of the sleeve (10) from the pressing surface (7e) of the fuel injector (7) via the seat (12). It is configured to be.
- the sleeve (10) keeps the main body portion (7c) of the fuel injector (7) away from the cylinder head (1), so that the heat of the cylinder head (1) causes it to move.
- the electronic components in the main body (7c) of the fuel injector (7) are less likely to overheat, and precise electronic fuel injection control can be performed.
- the pressing force (11) applied to the fuel injector (7) is generated by the fuel injector (7) receiving the elastic restoring force of the compressed spring plate (not shown).
- a gas seal (7f) is externally fitted to the nozzle portion (7d), and the gas seal (7f) allows the inner peripheral surface of the insertion hole (1a) and the nozzle portion (7d) to be connected.
- the space between the outer peripheral surface and the outer peripheral surface is sealed so that the combustion gas generated in the vortex chamber (2) does not leak to the outside through the insertion hole (1a).
- valve body (7da) is housed in the nozzle portion (7d) of the fuel injector (7), and the valve body is contained in the main body portion (7c) of the fuel injector (7).
- the electronic component of the valve operating device (7ca) of (7da) is housed. Therefore, in this engine, the electronic parts of the valve drive (7ca) in the main body (7c) are less likely to be overheated by the heat of the cylinder head (1), and precise electronic fuel injection control can be performed.
- Electronic components of the valve drive (7ca) include an electromagnetic coil of an electronic solenoid, a piezo element, and the like.
- this engine includes an engine cooling air passage (1b), and in the engine cooling air passage (1b), an outer peripheral surface (7cb) of a main body portion (7c) of a fuel injector (7). ) And the outer peripheral surface (10 g) of the sleeve (10) are exposed.
- the heat of the main body (7c) and the sleeve (10) of the fuel injector (7) is radiated to the cooling air passing through the engine cooling air passage (1b), and the heat of the cylinder head (1) is used to dissipate the heat of the fuel injector (1).
- the main body (7c) of 7) is unlikely to overheat, and precise electronic fuel injection control can be performed.
- the engine cooling air generated by the engine cooling fan passes through the engine cooling air passage (1b) during engine operation.
- the basic example of the sleeve (10) shown in FIG. 2 (A) is used, and the sleeve (10) of this basic example is composed of a separate part from the cylinder head (1). It is attached to the cylinder head (1). Therefore, in this engine, heat transfer from the cylinder head (1) to the sleeve (10) is obstructed at the attachment point of the sleeve (10), and the heat of the cylinder head (1) causes the main body of the fuel injector (7).
- the electronic parts in (7c) are less likely to be overheated, and precise electronic fuel injection control can be performed.
- the sleeve (10) of this basic example is used, the sleeve (10) of the modification 1 shown in FIG. 2 (B) described later, that is, the sleeve (10) integrated with the cylinder head (1) is used. Compared with this, the shape of the cylinder head (1) is simplified, and the cylinder head (1) can be easily manufactured.
- the cylinder head (1) has a fitting hole (1c) provided in the outer opening of the insertion hole (1a), and the fitting hole (1c) has a base end of a sleeve (10).
- the portion (10c) is internally fitted.
- the base end portion (10c) of the sleeve (10) is fixed to the fitting hole (1c) by press fitting.
- the base end portion (10c) of the sleeve (10) may be fixed to the fitting hole (1c) by any means of press-fitting, bonding, welding, press-fitting and bonding, or press-fitting and welding. Adhesive is used for adhesion.
- cast iron can be used as the material of the cylinder head (1), and steel can be used as the material of the sleeve (10).
- the cylinder head (1) may be die-cast aluminum, and aluminum or other metal may be used as the material of the sleeve (10).
- a heat resistant resin may be used for the sleeve (10).
- the material of the cylinder head (1) and the material of the sleeve (10) may be the same or different.
- the sleeve (10) may be an integrally molded product with the cylinder head (1).
- the sleeve (10) of the modified example 1 shown in FIG. 2 (B) is used, the sleeve (10) of the basic example shown in FIG. 2 (A), that is, the sleeve (10) of a separate part from the cylinder head (1).
- the number of parts can be reduced as compared with the case of using.
- Other configurations and functions of the modification 2 of FIG. 2B are the same as those of the basic example of FIG. 2A unless there is a particular contradiction.
- the same elements as those in FIG. 2A are designated by the same reference numerals as those in FIG. 2A.
- the basic example shown in FIG. 3A is used for the sealing structure of the pressure receiving surface (10b) of the sleeve (10).
- the pressing surface (12a) of the washer (12) and the pressure receiving surface (10b) of the sleeve (10) are only pressed by the pressing force (11). It is sealed.
- the sealing structure of the pressure receiving surface (10b) of the sleeve (10) is such that the pressing surface (12a) of the washer (12) and the pressure receiving surface (10) of the sleeve (10) are as shown in the modified example 2-1 shown in FIG. 3 (B).
- the space between the 10b) and the adhesive (17) may be sealed.
- this modification 2-1 the sealing by pressure welding is strengthened by the adhesive (17), and the sealing property is enhanced.
- the water that has entered the sleeve (10) before the baking finish of the engine is vaporized by the heat during the baking finish, causing the coating film to swell from the inside and cause peeling.
- the sealing structure of the pressure receiving surface (10b) of the sleeve (10) is such that the pressing surface (12a) of the washer (12) and the pressure receiving surface (10) of the sleeve (10) are as shown in the modified example 2-2 shown in FIG. 3 (C). It may be sealed with grease (18) between 10b). According to this modification 2-2, the sealing by pressure welding is strengthened by the grease (18), and the sealing property is enhanced.
- the sealing structure of the pressure receiving surface (10b) of the sleeve (10) has the pressing surface (12a) of the washer (12) and the pressure receiving surface (10) of the sleeve (10) as shown in the modified example 2-3 shown in FIG. 3 (C).
- the space between the 10b) and the sheet gasket (19) may be sealed.
- this modification 2-3 the sealing by pressure welding is strengthened by the sheet gasket (19), and the sealing property is enhanced.
- a material such as metal, resin, or rubber can be used for the seat gasket (19).
- the basic example shown in FIG. 4A is used for the pressing surface (12a) of the washer (12) and the pressure receiving surface (10b) of the sleeve (10).
- the pressure receiving surface (10b) of the sleeve (10) and the pressing surface (12a) of the washer (12) are both composed of only a flat surface.
- the pressing surface (12a) of the washer (12) and the pressure receiving surface (10b) of the sleeve (10) are sleeves as in the modified examples 3-1 and 3-2 shown in FIGS. 4 (B) and 4 (C).
- a concentric circular or spiral groove (20) extending in the circumferential direction is formed on both or one of the pressure receiving surface (10b) of the (10) and the pressing surface (12a) of the washer (12).
- a concentric circular groove (20) is formed, and in the modified example 3-2 shown in FIG. 4 (B), a spiral groove (20) is formed. There is.
- the pressure contact area between the pressing surface (12a) of the washer (12) and the pressure receiving surface (10b) of the sleeve (10) is reduced by the groove (20).
- the contact pressure is increased and the sealing performance is improved. Further, even if water or dust enters the groove (20), it is difficult for them to enter the sleeve (10) because they move in the circumferential direction along the groove (20).
- the sealing structure of the pressure receiving surface (10b) of the sleeve (10) is formed on the pressure receiving surface (10b) of the sleeve (10) as in the modified examples 4-1 to 4-3 shown in FIGS. 5 (A) to 5 (C).
- a ring gasket (22) fitted in the recessed ring groove (21) may be used.
- the ring gasket (22) is an O-ring (22a) in the modified example 4-1 shown in FIG. 5 (A), and an X-ring (22b) having an X-shaped cross section in the modified example 4-2 shown in FIG. 5 (B).
- a triangular ring (22c) having a triangular cross section is used.
- the elastic restoring force of the ring gasket (22) that is difficult to shift in the ring groove (21) causes the pressing surface (12a) of the washer (12) to be displaced.
- the pressure receiving surface (10b) of the sleeve (10) can be reliably sealed.
- the ring gasket (22) is made of rubber.
- the sealing structure of the pressure receiving surface (10b) of the sleeve (10) may be one using an elastic end portion (10ab) as in the modified example 4-4 shown in FIG. 5 (D).
- the sleeve (10) has a main body portion (10ca) on the base end portion (10c) side and an elastic end portion (10ab) forming a part of the protruding end portion (10a), and is elastic.
- the end portion (10ab) and the main body portion (10ca) are tightly fitted, and the elastic end portion (10ab) is formed of a material having a smaller elastic modulus (that is, easily elastically deformed) than the main body portion (10ca) and the washer (12).
- the pressure receiving surface (10b) of the sleeve (10) is formed on the elastic end portion (10ab).
- the washer (12) is pressed by the elastic restoring force of the elastic end portion (10ab) that is tightly fitted to the main body portion (10ca) and supported without displacement.
- the sealing between the surface (12a) and the pressure receiving surface (10b) of the sleeve (10) can be reliably performed.
- the elastic end portion (10ab) functions as a gasket, a dedicated gasket for sealing the pressure receiving surface (10b) of the sleeve (10) becomes unnecessary.
- the space between the pressing surface (12a) of the washer (12) and the pressure receiving surface (10b) of the sleeve (10) is It may be sealed with an adhesive (17) or grease (18).
- the elastic end portion (10ab) may be made of copper, aluminum, rubber, resin or the like having an elastic modulus smaller than that of steel.
- the elastic end portion (10ab) and the main body portion (10ca) are tightly fitted in a nested in-row structure. That is, the main body portion (10ca) of the sleeve (10) is provided with a fitting groove (10cab) having an L-shaped inner surface on the outer peripheral edge of the opening on the elastic end portion (10ab) side, and the elastic end portion (10ab) is a fitting groove.
- a flange portion (10ad) is provided, and the open end surface (10ae) of the flange portion (10ad) is the pressure receiving surface (10b) of the sleeve (10).
- the inner peripheral side of the sleeve (10) of the engine of FIG. 1 (A) has no gasket and no sealing function as in the basic example of FIG. 6 (A), but the inner peripheral side of the sleeve (10) has a sealing function.
- Ring groove (23) recessed in the inner peripheral surface (10d) of the sleeve (10) as shown in the modified examples 5-1 to 5-4 shown in FIGS. 6 (B) to 6 (E).
- a sealing structure with a ring gasket (24) fitted therein may be used.
- the ring gasket (24) is an O-ring (24a) in the modified example 5-1 shown in FIG. 6 (B), and an X-ring (24b) having an X-shaped cross section in the modified example 5-2 shown in FIG. 6 (C).
- a triangular ring (24c) having a triangular cross section is used in the modified example 5-3 shown in FIG. 6 (D), and a seal lip ring (24d) is used in the modified example 5-4 shown in FIG. 6 (E). ing.
- the seal lip ring (24d) is provided with a seal lip (24da) on the inner circumference.
- the seal lip ring (24d) is press-fitted into the ring groove (23).
- the ring gasket (24) is pressure-welded to the outer peripheral surface (7de) of the nozzle portion (7d) of the fuel injector (7).
- the inner peripheral surface of the sleeve (10) is affected by the elastic restoring force of the ring gasket (22) which is difficult to be displaced in the ring groove (21).
- the seal between (10d) and the outer peripheral surface (7de) of the nozzle portion (7d) of the fuel injector (7) can be reliably performed.
- the sealing structure on the inner peripheral side of the sleeve (10) is a ring gasket (24) fixed by baking to the inner peripheral surface (10d) of the sleeve (10) as shown in the modified example 5-5 shown in FIG. 6 (F). ) May be used.
- a triangular ring (24c) having a triangular cross section is used.
- a plurality of the triangular rings (24c) are arranged in the axial length direction of the inner peripheral surface (10d) of the sleeve (10).
- the triangular ring (24c) is in pressure contact with the outer peripheral surface (7de) of the nozzle portion (7d) of the fuel injector (7).
- the sealing structure on the inner peripheral side of the sleeve (10) has the inner peripheral surface (10d) of the sleeve (10) and the nozzle portion (7) of the fuel injector (7) as shown in the modified example 5-6 shown in FIG. 7 (A).
- An embedded seal (25) embedded between the outer peripheral surface (7de) of 7d) may be used.
- the embedded seal (25) is in close contact with the inner peripheral surface (10d) of the sleeve (10) and the outer peripheral surface (7de) of the nozzle portion (7d) of the fuel injector (7).
- a resin such as rubber or acrylic can be used as the material of the embedded seal (25).
- the inner peripheral surface (10d) of the sleeve (10) and the nozzle portion (7d) of the fuel injector (7) are used in the embedded seal (25) that does not shift in position due to embedding. ) Can be reliably sealed with the outer peripheral surface (7de).
- the sealing structure on the inner peripheral side of the sleeve (10) has the inner peripheral surface (10d) of the sleeve (10) and the nozzle portion (7) of the fuel injector (7) as shown in the modified example 5-7 shown in FIG. 7 (B).
- a filling sealant (26) filled between the outer peripheral surface (7de) of 7d) may be used.
- the filling sealant (26) fills the gap between the inner peripheral surface (10d) of the sleeve (10) and the outer peripheral surface (7de) of the nozzle portion (7d) of the fuel injector (7).
- Grease or resin can be used as the material of the filling sealant (26).
- the peripheral wall of the sleeve (10) is provided with an injection hole (10e) for injecting the filling sealant (26).
- the injection hole (10e) is closed with a plug (10f) after injecting the filling sealant (26).
- the filling sealant (26) of this modification 5-7 When the filling sealant (26) of this modification 5-7 is used, the inner peripheral surface (10d) of the sleeve (10) and the nozzle portion (7d) of the fuel injector (7) are filled with the filling sealant (26). The seal between the outer peripheral surface (7 de) and the outer peripheral surface (7 de) can be reliably performed.
- the outer peripheral side of the sleeve (10) of FIG. 1A has no sealing means and has no sealing function as in the basic example of FIG. 8A, but has a sealing function on the outer peripheral side of the sleeve (10).
- the outer peripheral surface (10 g) of the sleeve (10) and the outer peripheral surface (12b) of the washer (12) are covered.
- a sealed structure with a band (27) wound in the circumferential direction may be used.
- the rubber band (27a) is attached to the band material (27)
- the rubber seal (27b) is attached to the band material (27).
- the adhesive tape (27c) is used for the band material (27), respectively.
- the gap between the outer peripheral surface (10 g) of the sleeve (10) and the outer peripheral surface (12b) of the washer (12) is surely sealed.
- the seal between the pressing surface (12a) of the washer (12) and the pressure receiving surface (10b) of the sleeve (10) can be strengthened.
- the outer peripheral side of the washer (12) has no waterproof / dustproof means and no waterproof / dustproof function as in the basic example of FIG. 9A, but the outer peripheral side of the washer (12).
- a waterproof and dustproof structure is used in which the washer (12) is covered from the outer circumference with a cover (28) as shown in the modified examples 7-1 and 7-2 shown in FIGS. 9 (B) and 9 (C). You may.
- a sleeve extension cover (28a) extended from the protruding end portion (10a) of the sleeve (10) to the protruding side is used as the cover (28), and the sleeve extension cover is used.
- the washer (12) is covered from the outer peripheral side by (28a), and the main body portion (7c) of the fuel injector (7) is internally fitted in the extension end portion (28aa) of the sleeve extension cover (28a).
- a ring gasket (28ac) seals between the inner peripheral surface (28ad) of the extended end (28aa) of the sleeve extension cover (28a) and the outer peripheral surface (7cc) of the main body (7c) of the fuel injector (7).
- the mounting cover (28b) attached to the fuel injector (7) is used as the cover (28).
- the mounting cover (28b) is locked to the main body portion (7c) of the fuel injector (7).
- the outer peripheral surface of the main body portion (7c) of the fuel injector (7) is used.
- the boundary between the outer peripheral surface (12b) of the washer (12) and the boundary between the outer peripheral surface (12b) of the washer (12) and the pressure receiving surface (10b) of the sleeve (10) is the sleeve extension cover (10b) from the outer periphery. It is covered with 28a) and a mounting cover (28b) to prevent moisture and dust from entering the sleeve (10).
- FIG. 10A is a basic example relating to a combination of the basic examples shown in FIGS. 2 to 9.
- FIG. 10B relates to a combination of the elastic end portion (10ab) of the modification 4-4 of FIG. 5D and the sleeve extension cover (28a) of the modification 7-1 of FIG. 9B. It is a modification 8.
- the structure of the pressure receiving surface of the sleeve of FIGS. Sealed structure of the pressure receiving surface of the sleeve of FIG. 6 (B) to (F), sealed structure of the inner peripheral side of the sleeve of FIGS. May be combined.
- the fuel injector (7) is provided with a fuel injection hole (9) on the tip surface (7db) of the nozzle portion (7d) facing the vortex chamber (2).
- a part of the tip surface (7db) of the nozzle portion (7d) protrudes into the vortex chamber (2).
- the entire tip surface (7db) of the nozzle portion (7d) may protrude into the vortex chamber (2).
- FIG. 11 relates to a basic example of the fuel injection hole (9), and FIG. 12 relates to a modified example 9.
- the fuel injection hole (9) has a tapered shape with a bulging tip.
- the fuel injection hole (9) has a tapered shape, so that even if soot is accumulated at the outlet of the fuel injection hole (9), Fuel injection is not easily disturbed, and precise fuel injection control can be performed regardless of the accumulation of soot at the outlet of the fuel injection hole (9) of the fuel injector (7).
- a flat vortex guide surface (7dc) around the fuel injection hole (9) is provided on the tip surface (7db) of the nozzle portion (7d) of the fuel injector (7). It is equipped with. As shown in FIG. 1 (A), the entire vortex flow guide surface (7 dc) protrudes into the vortex chamber (2). In this engine, a part of the vortex flow guide surface (7dc) may protrude into the vortex chamber (2).
- the swirling flow (2) swirls in the vortex chamber (2).
- 2a) is guided by the vortex guide surface (7dc)
- the swirling flow (2a) swirls smoothly in the vortex chamber (2)
- the mixture of the compressed air and the injected fuel (13) becomes good, and the vortex chamber (2) ) Is less likely to generate soot.
- the fuel injection hole (9) is formed on a spheroidal cutting edge surface (7dd) in the center of the tip surface (7db) of the nozzle portion (7d).
- this engine is provided with a plurality of fuel injection holes (9) for each fuel injector (7). Therefore, the injection fuel (13) shown in 11 (B) and 12 (B) is widely dispersed in the vortex chamber (2), and the mixture of the compressed air and the injection fuel (13) becomes good, and the vortex chamber (2) ) Is less likely to generate soot.
- each fuel injector (7) As shown in FIGS. 1B, 11B, and 12B, six fuel injection holes (9) are provided for each fuel injector (7). In this engine, it is desirable to provide 2 to 6 fuel injection holes (9) for each fuel injector (7).
- the inlet opening (9a) 6 of the fuel injection hole (9) of one fuel injector (7) The total opening area of each piece is A square mm, the exhaust volume for one cylinder is C cubic mm, and the value of A / C obtained by dividing the former value A by the latter value C is 0.75 ⁇ 10-6 . I did it. Specifically, the total opening area A of the six inlet openings (9a) of the fuel injection hole (9) was 0.224 square mm, and the displacement C for one cylinder was 299000 cubic mm. The same applies to the modified example 9 of the fuel injection hole (9) shown in FIG. In this engine, it is desirable that the A / C value is 0.5 ⁇ 10 -6 to 1.0 ⁇ 10 -6 .
- the total opening area A of the inlet opening (9a) of the fuel injection hole (9) may be insufficient and the required output may not be obtained. ..
- the value of A / C exceeds 1.0 ⁇ 10-6 , the total opening area A of the inlet opening (9a) of the fuel injection hole (9) becomes excessive, the fuel injection speed is slow, and the vortex chamber ( The oil droplets of the injected fuel (13) do not become fine in 2), the mixture of the compressed air and the injected fuel becomes poor, and soot is likely to be generated in the vortex chamber (2).
- the A / C value is 0.5 ⁇ 10 -6 to 1.0 ⁇ 10 -6 , the required output can be obtained and soot is less likely to be generated in the vortex chamber (2). ..
- the total opening area of the six outlet openings (9b) of the fuel injection hole (9) of one fuel injector (7) is B square mm. 1.
- the total opening area of 6 inlet openings (9a) of the fuel injection holes (9) of one fuel injector (7) is A square mm, and the former value B is divided by the latter value A.
- the value was set to 1.26.
- the total opening area A of the six inlet openings (9a) of the fuel injection hole (9) is 0.224 mm2, and the six outlet openings (9b) of the fuel injection hole (9) are six.
- the total opening area B of the above was 0.282 mm2.
- the value of B / A is slightly larger than 1.26. In this engine, it is desirable that the B / A value is 1.08 to 1.44.
- the total opening area B of the outlet opening (9b) is too small with respect to the total opening area A of the inlet opening (9a) of the fuel injection hole (9), and the fuel A small amount of soot deposited at the outlet of the injection hole (9) may interfere with fuel injection and reduce the accuracy of fuel injection control.
- the B / A value exceeds 1.44, the total opening area B of the outlet opening (9b) is too large for the total opening area A of the inlet opening (9a) of the fuel injection hole (9), and the fuel The growth rate of soot deposits is high at the outlet of the injection hole (9), and a large amount of soot deposits may interfere with fuel injection, resulting in a decrease in the accuracy of fuel injection control.
- the fuel injection is not hindered by a small amount of soot deposits, and the soot deposits at the outlet of the fuel injection hole (9).
- the growth rate of the object is slow, and the accuracy of fuel injection control does not easily decrease.
- a plurality of vortex chamber side extension lines (7b) of the injector central axis (7a) pass through the communication port (5) and as shown in FIG. 11B.
- the (6) fuel injection holes (9) are arranged around the injector center axis (7a), and as shown in FIG. 11 (C), the plurality (6) fuel injection holes (9) of the plurality (6) fuel injection holes (9).
- the total number (6) of the vortex chamber side extension lines (9d) of the injection hole central axis (9c) passes through the communication port (5). In this engine, only a part of the total number (6) of the extension lines (9d) on the vortex chamber side may pass through the communication port (5).
- a large amount of injection fuel (13) is injected into the main combustion chamber (4) through the communication port (5), so that excessive combustion in the vortex chamber (2) is prevented and the vortex chamber (2) is prevented. ) Is less likely to generate soot.
- a plurality (6) fuel injection holes (9) are arranged around the central axis (7a) of the injector at regular intervals in the circumferential direction of the tip protruding surface (8a) of the injector tip surface (8). Has been done.
- the vortex chamber side extension line (7b) of the injector central axis (7a) passes through the communication port (5).
- a plurality (6) fuel injection holes (9) of each fuel injector (7) are arranged around the central axis (7a) of each injector, and are arranged around the central axis (7a) of each injector.
- a part (5) of the vortex chamber side extension lines (9d) of the injection hole center axis (9c) of the plurality (6) fuel injection holes (9) of each fuel injector (7) are shown in the fuel injection hole (9) of the modification 9 shown in FIG. 12 (C).
- the same elements as the basic example of the fuel injection hole (9) shown in FIG. 11 are designated by the same reference numerals as those in FIG. Unless otherwise specified, the elements of the modified example of the fuel injection hole (9) shown in FIG. 12 have the same structure and function as the elements of the basic example of the fuel injection hole (9) shown in FIG.
- FIG. 12 shows a basic example of FIG. 11 in which 6) pass through the communication port (5)
- FIG. 12 shows a basic example of FIG. 11 in which 6
- the vortex chamber (2) has a total number (6) as compared with the third comparative example of FIG.
- the amount of soot generated was small.
- the same elements as the basic example shown in FIG. 11 and the modified example shown in FIG. 12 are designated by adding 100 to the reference numerals of FIGS. 11 and 12. The same applies to the first comparative example shown in FIG. 13 and the second comparative example shown in FIG.
- each injection hole center axis (9c) or its vortex chamber side extension line (9d) with respect to the injector center axis (7a).
- the opening angle ( ⁇ ) is 4 °.
- the injection hole center axis (9c) or its vortex chamber side extension line (9d) with respect to the injector center axis (7a).
- the expansion angle ( ⁇ ) is 7 °. In this engine, it is desirable that the expansion angle ( ⁇ ) of each injection hole center axis (9c) (or its vortex chamber side extension line (9d)) with respect to the injector center axis (7a) is 4 ° to 7 °. ..
- the expansion angle ( ⁇ ) When the expansion angle ( ⁇ ) is less than 4 °, some of the plurality of injected fuels (13) are likely to overlap each other, and soot is likely to be generated in the vortex chamber (2).
- the expansion angle ( ⁇ ) exceeds 7 °, most of the injected fuel (13) collides with the inner surface of the vortex chamber (2) without passing through the communication port (5), and enters the vortex chamber (2). Soot is likely to be generated due to excessive combustion in.
- the expansion angle ( ⁇ ) when the expansion angle ( ⁇ ) is 4 ° to 7 °, soot is unlikely to be generated in the vortex chamber (2).
- the taper angle ( ⁇ ) of each fuel injection hole (9) is set to 12 °.
- the taper angle ( ⁇ ) of each fuel injection hole (9) is set to 18 °.
- the taper angle ( ⁇ ) is preferably 12 ° to 18 °.
- the outlet opening (9b) When the taper angle ( ⁇ ) is less than 12 °, the outlet opening (9b) is too small for the inlet opening (9a) of the fuel injection hole (9), and a small amount deposited at the outlet of the fuel injection hole (9). The soot may interfere with fuel injection and reduce the accuracy of fuel injection control.
- the taper angle ( ⁇ ) exceeds 18 °, the outlet opening (9b) is too large for the inlet opening (9a) of the fuel injection hole (9), and soot is deposited at the outlet of the fuel injection hole (9).
- the growth rate of objects is high, and a large amount of soot deposits interfere with fuel injection, which may reduce the accuracy of fuel injection control.
- the taper angle ( ⁇ ) exceeds 18 °, the growth rate of soot deposits increases at the outlet of the fuel injection hole (109), whereas the growth rate of soot deposits increases in FIG.
- the taper angle ( ⁇ ) is 18 ° or less as in the basic example and the modified example 9 in FIG. 12, the reason why the growth rate slows down is presumed as follows. That is, in the former, a relatively large gap (109h) is formed around the injected fuel (113) at the outlet of the fuel injection hole (109), and a large amount of combustion gas containing soot flows into this large gap (109h).
- the gap (9h) around the injected fuel (13) becomes an appropriate size at the outlet of the fuel injection hole (9), and the soot deposit grows. It is presumed that the speed and the removal rate of the soot deposit by the injection fuel (13) antagonize each other, and the soot deposit grown at the outlet of the fuel injection hole (9) is immediately removed by the injection fuel.
- the angle between the injector center axis (7a) and the inner peripheral surface (9g) of each injection hole along the injector center axis (7a). ( ⁇ ) is 1 °.
- the injector central axis (7a) is sandwiched between the inner peripheral surface (9g) of each injection hole along the injector central axis (7a).
- the angle ( ⁇ ) is set to 3 °. In this engine, the narrowing angle ( ⁇ ) is preferably 1 ° to 3 °.
- the sandwiching angle ( ⁇ ) When the sandwiching angle ( ⁇ ) is less than 1 °, some of the plurality of injected fuels (13) are likely to overlap each other, and soot is likely to be generated in the vortex chamber (2).
- the expansion angle ( ⁇ ) exceeds 3 °, most of the injected fuel (13) collides with the inner surface of the vortex chamber (2) without passing through the communication port (5), and enters the vortex chamber (2). Soot is likely to be generated due to excessive combustion in.
- the sandwiching angle ( ⁇ ) when the sandwiching angle ( ⁇ ) is 1 ° to 3 °, soot is unlikely to be generated in the vortex chamber (2).
- the inlet opening edge (9e) of the fuel injection hole (9) has a sharp pin angle (9f) that is not chamfered. ing. Also in the modification 9 of the fuel injection hole (9) shown in FIG. 12A, the inlet opening edge (9e) of the fuel injection hole (9) has a sharp pin angle (9f) that is not chamfered. ..
- the inlet opening edge (9e) of the fuel injection hole (9) is left with a sharp pin angle (9f) that is not chamfered, so that chamfering is not required, and the fuel injector (7) is manufactured. Will be easier. Further, in this engine, since the fuel injector (7) injects fuel into the vortex chamber (2), the fuel injection pressure can be lower than that of the direct injection type, and the pin angle (9f) due to the fuel injection pressure can be increased. Wear is unlikely to occur, and the resulting deterioration in fuel injection accuracy is unlikely to occur.
- the pin angle (9f) is a sharp opening edge with an R of 0.1 mm or less.
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Abstract
Description
特許文献1のエンジンでは、燃料インジェクタの本体部がシリンダヘッド内に配置されている場合、シリンダヘッドの熱で燃料インジェクタ本体部内の電子部品が過熱し、精密な電子燃料噴射制御ができないことがある。
図1(A)に例示するように、シリンダ(3)と、シリンダヘッド(1)と、シリンダヘッド(1)内の渦室(2)と、シリンダ(3)内の主燃焼室(4)と、主燃焼室(4)と渦室(2)を連通させる連通口(5)と、渦室(2)に向かうシリンダヘッド(1)内の挿通孔(1a)と、挿通孔(1a)に挿通された電子燃料噴射式の燃料インジェクタ(7)を備えた、電子燃料噴射式ディーゼルエンジンにおいて、
図1(A)に例示するように、挿通孔(1a)からシリンダヘッド(1)外に突出するスリーブ(10)と、スリーブ(10)の突出端部(10a)に設けられた受圧面(10b)を備え、
燃料インジェクタ(7)は、径大の本体部(7c)と、径小のノズル部(7d)と、本体部(7c)とノズル部(7d)の段差部分に形成された押圧面(7e)を備え、
燃料インジェクタ(7)のノズル部(7d)がスリーブ(10)内から挿通孔(1a)内に亘って挿通され、燃料インジェクタ(7)が押圧力(11)で渦室(2)側に押圧され、燃料インジェクタ(7)にかかる押圧力(11)が燃料インジェクタ(7)の押圧面(7e)から座金(12)を介してスリーブ(10)の受圧面(10b)で受け止められるように構成されている、ことを特徴とする電子燃料噴射式ディーゼルエンジン。
《効果》 精密な電子燃料噴射制御を行うことができる。
図1(A)に例示するように、このエンジンでは、スリーブ(10)により、燃料インジェクタ(7)の本体部(7c)がシリンダヘッド(1)から遠ざけられるため、シリンダヘッド(1)の熱で燃料インジェクタ(7)の本体部(7c)内の電子部品が過熱し難く、精密な電子燃料噴射制御を行うことができる。
また、図13~15は、燃料噴射孔に関する比較例の図である。
図1(A)に示すように、このエンジンは、シリンダ(3)と、シリンダ(3)の上部に組み付けられたシリンダヘッド(1)と、シリンダ(3)に内嵌されたピストン(14)を備えている。
電子燃料噴射式の燃料インジェクタ(7)は、エンジンECUで電子制御され、所定のタイミングで所定量の噴射燃料(13)が噴射される。
ECUは、電子制御ユニットの略称である。
渦室(2)は、球形で、シリンダヘッド(1)内に形成されている。図1(A)中の符号(2b)は渦室(2)の中心である。
連通口(5)は、シリンダヘッド(1)に内嵌された口金(15)に形成され、主燃焼室(4)から後斜め上向きで渦室(2)に向けられている。連通口(5)の主燃焼室(4)側の開口(5d)はガス案内溝(14b)の後端部(14c)の真上に配置されている。
主燃焼室(4)は、シリンダ(3)内でシリンダヘッド(1)とピストン(14)で上下から挟まれた空間で形成されている。
シリンダ(3)とシリンダヘッド(1)及び口金(15)の間にはヘッドガスケット(16)が挟み付けられている。
図1(A)に示すように、燃料インジェクタ(7)は、径大の本体部(7c)と、径小のノズル部(7d)と、本体部(7c)とノズル部(7d)の段差部分に形成された押圧面(7e)を備えている。
このエンジンでは、燃料インジェクタ(7)のノズル部(7d)がスリーブ(10)内から挿通孔(1a)内に亘って挿通され、燃料インジェクタ(7)が押圧力(11)で渦室(2)側に押圧され、燃料インジェクタ(7)にかかる押圧力(11)が燃料インジェクタ(7)の押圧面(7e)から座金(12)を介してスリーブ(10)の受圧面(10b)で受け止められるように構成されている。
なお、このエンジンでは、燃料インジェクタ(7)にかかる押圧力(11)は、圧縮したバネ板(図外)の弾性復元力を燃料インジェクタ(7)が受けることにより生じる。
このため、このエンジンでは、シリンダヘッド(1)の熱で本体部(7c)内の動弁駆動装置(7ca)の電子部品が過熱し難く、精密な電子燃料噴射制御を行うことができる。
動弁駆動装置(7ca)の電子部品には、電子ソレノイドの電磁コイルや、ピエゾ素子等がある。
このエンジンでは、燃料インジェクタ(7)の本体部(7c)とスリーブ(10)の熱がエンジン冷却風路(1b)を通過する冷却風に放熱され、シリンダヘッド(1)の熱で燃料インジェクタ(7)の本体部(7c)が過熱し難く、精密な電子燃料噴射制御を行うことができる。
エンジン冷却風路(1b)には、エンジン運転中、エンジン冷却ファン(図示せず)で起こされたエンジン冷却風が通過している。
このため、このエンジンでは、シリンダヘッド(1)からスリーブ(10)への熱伝達が、スリーブ(10)の取り付け箇所で邪魔され、シリンダヘッド(1)の熱で燃料インジェクタ(7)の本体部(7c)内の電子部品が過熱され難く、精密な電子燃料噴射制御を行うことができる。
また、この基本例のスリーブ(10)を用いると、後述する図2(B)に示す変形例1のスリーブ(10)、すなわち、シリンダヘッド(1)と一体型のスリーブ(10)を用いる場合と比べ、シリンダヘッド(1)の形状が簡素になり、シリンダヘッド(1)の製造が容易になる。
スリーブ(10)の基端部(10c)は、嵌入孔(1c)に圧入で固定されている。
スリーブ(10)の基端部(10c)は、嵌入孔(1c)に、圧入、接着、溶接、圧入と接着、圧入と溶接のいずれかの手段で固定すればよい。接着には接着剤を用いる。
このエンジンでは、シリンダヘッド(1)の素材は鋳鉄、スリーブ(10)の素材は鋼を用いることができる。シリンダヘッド(1)はアルミダイカストとし、スリーブ(10)の素材にアルミその他の金属を用いてもよい。スリーブ(10)には耐熱性樹脂を用いてもよい。シリンダヘッド(1)の素材とスリーブ(10)の素材は、同じであっても、相違してもよい。
この図2(B)に示す変形例1のスリーブ(10)を用いた場合、図2(A)に示す基本例のスリーブ(10)、すなわちシリンダヘッド(1)と別部品のスリーブ(10)を用いた場合に比べ、部品点数を削減できる利点がある。
図2(B)の変形例2の他の構成や機能は、特に矛盾のない限り、図2(A)の基本例と同じである。図2(B)中、図2(A)と同一の要素には、図2(A)と同一の符号を付してある。
図3(A)に示すように、この基本例では、座金(12)の押圧面(12a)とスリーブ(10)の受圧面(10b)との間が、押圧力(11)による圧接のみで密封されている。
この変形例2-1を用いると、圧接による密封が接着剤(17)で強化され、密封性が高まる。
この場合、座金(12)の押圧面(12a)とスリーブ(10)の受圧面(10b)との間から、水や塵埃がスリーブ(10)内に進入し難くなる。スリーブ(10)内に進入した水や塵埃は、燃料インジェクタ(7)に進入し、その故障の原因となる。また、エンジンの焼き付け塗装前にスリーブ(10)内に進入した水は、焼き付け塗装時の熱で気化し、塗膜を内側から膨らませ、剥がれの原因となる。
この変形例2-2によれば、圧接による密封がグリス(18)で強化され、密封性が高まる。
この変形例2-3を用いると、圧接による密封がシートガスケット(19)で強化され、密封性が高まる。
シートガスケット(19)には、金属、樹脂、ゴム等の素材を用いることができる。
図4(A)に示す基本例では、スリーブ(10)の受圧面(10b)や座金(12)の押圧面(12a)は、いずれも平坦面のみで構成されている。
図4(B)に示す変形例3-1では、同心円形の溝(20)が形成され、図4(B)に示す変形例3-2では、渦巻形の溝(20)が形成されている。
この変形例3-1や変形例3-2を用いると、座金(12)の押圧面(12a)とスリーブ(10)の受圧面(10b)の圧接面積が溝(20)で減る分だけ、接圧が高まり、密封性が高まる。
また、溝(20)に水や塵埃が進入しても、これらは溝(20)に沿って周方向に移動するため、スリーブ(10)内には進入し難い。
リングガスケット(22)は、図5(A)に示す変形例4-1ではOリング(22a)が、図5(B)に示す変形例4-2では断面がX字状のXリング(22b)が、図5(C)に示す変形例4-3では断面が三角形の三角リング(22c)がそれぞれ用いられている。
変形例4-1~4-3のリングガスケット(22)を用いると、リング溝(21)内で位置ずれし難いリングガスケット(22)の弾性復元力で、座金(12)の押圧面(12a)とスリーブ(10)の受圧面(10b)の間の密封を確実に行うことができる。
リングガスケット(22)は、ゴムを素材としている。
変形例4-4では、スリーブ(10)は、基端部(10c)側の本体部(10ca)と、突出端部(10a)の一部を構成する弾性端部(10ab)を備え、弾性端部(10ab)と本体部(10ca)を密嵌させ、弾性端部(10ab)は本体部(10ca)及び座金(12)よりも弾性係数の小さい(すなわち弾性変形しやすい)素材で形成され、弾性端部(10ab)に前記スリーブ(10)の受圧面(10b)が形成されている。
この場合、弾性端部(10ab)がガスケットの機能を果たすため、スリーブ(10)の受圧面(10b)を密封する専用のガスケットは不要になる。
なお、図3(B)、3(C)の変形例2-1,2-2のように、座金(12)の押圧面(12a)とスリーブ(10)の受圧面(10b)の間は接着剤(17)やグリス(18)で密封してもよい。
本体部(10ca)及び座金(12)の素材を鋼とした場合、弾性端部(10ab)には、鋼よりも弾性係数の小さい銅、アルミ、ゴム、樹脂等を素材とすればよい。
すなわち、スリーブ(10)の本体部(10ca)は弾性端部(10ab)側の開口周縁に内面が断面L字形の嵌合溝(10cb)を備え、弾性端部(10ab)は、嵌合溝(10cb)と密嵌される筒部(10ac)と、弾性端部(10ab)側の本体部(10ca)の開口端面(10cc)に沿って筒部(10ac)から径方向に張り出されたフランジ部(10ad)を備え、フランジ部(10ad)の開口端面(10ae)がスリーブ(10)の前記受圧面(10b)とされている。
リングガスケット(24)は、図6(B)に示す変形例5-1ではOリング(24a)が、図6(C)に示す変形例5-2では断面がX字状のXリング(24b)が、図6(D)に示す変形例5-3では断面が三角形の三角リング(24c)が、図6(E)に示す変形例5-4ではシールリップリング(24d)がそれぞれ用いられている。シールリップリング(24d)は、内周にシールリップ(24da)を備えている。
シールリップリング(24d)は、リング溝(23)に圧入されている。リングガスケット(24)は、燃料インジェクタ(7)のノズル部(7d)の外周面(7de)に圧接されている。
図6(F)に示す変形例5-5では、断面が三角形の三角リング(24c)が用いられている。
この三角リング(24c)は、スリーブ(10)の内周面(10d)の軸長方向に複数配置されている。
三角リング(24c)は、燃料インジェクタ(7)のノズル部(7d)の外周面(7de)に圧接している。
埋め込みシール(25)は、スリーブ(10)の内周面(10d)と燃料インジェクタ(7)のノズル部(7d)の外周面(7de)に密着している。
埋め込みシール(25)の素材には、ゴムやアクリル等の樹脂を用いることができる。
充填シール剤(26)は、スリーブ(10)の内周面(10d)と燃料インジェクタ(7)のノズル部(7d)の外周面(7de)の隙間に充満させる。
充填シール剤(26)の素材には、グリスや樹脂を用いることができる。
スリーブ(10)の周壁は充填シール剤(26)を注入する注入孔(10e)を備えている。
注入孔(10e)は、充填シール剤(26)を注入した後、プラグ(10f)で塞ぐ。
図8(B)に示す変形例6-1では、帯材(27)にゴムバンド(27a)が、図8(C)に示す変形例6-2では、帯材(27)にゴムシール(27b)が、図8(D)に示す変形例6-3では、帯材(27)に粘着テープ(27c)がそれぞれ用いられている。
図9(B)に示す変形例7-1では、カバー(28)としてスリーブ(10)の突出端部(10a)から突出側に延長されたスリーブ延長カバー(28a)が用いられ、スリーブ延長カバー(28a)で座金(12)が外周側から覆われ、スリーブ延長カバー(28a)の延長端部(28aa)に燃料インジェクタ(7)の本体部(7c)が内嵌されている。
スリーブ延長カバー(28a)の延長端部(28aa)の内周面(28ad)と、燃料インジェクタ(7)の本体部(7c)の外周面(7cb)の間は、リングガスケット(28ac)で密封されている。
図9(C)に示す変形例7-2では、カバー(28)として燃料インジェクタ(7)に取り付けられた取り付けカバー(28b)が用いられている。
取り付けカバー(28b)は、燃料インジェクタ(7)の本体部(7c)に係止されている。
図10(A)は図2~図9に示す基本例同士を組み合わせた組み合わせに関する基本例である。図10(B)は、図5(D)の変形例4-4の弾性端部(10ab)と、図9(B)の変形例7-1のスリーブ延長カバー(28a)を組み合わせた組み合わせに関する変形例8である。変形例8には、図3(B)~(D)のスリーブの受圧面の密封構造、図4(B)(C)のスリーブの受圧面等の構造、図5(A)~(C)のスリーブの受圧面の密封構造、図6(B)~(F),図7(A)(B)のスリーブの内周側の密封構造、図9(C)の座金外周側の防水防塵構造を組み合わせてもよい。
図1(B)に示すように、燃料インジェクタ(7)は、渦室(2)に臨むノズル部(7d)の先端面(7db)に燃料噴射孔(9)を備えている。
図1(A)に示すように、このエンジンでは、ノズル部(7d)の先端面(7db)の一部が渦室(2)内に突出している。
このエンジンでは、ノズル部(7d)の先端面(7db)の全部が渦室(2)内に突出していてもよい。
図11は燃料噴射孔(9)の基本例、図12は変形例9に関するものである。
図11(A),12(A)に示すように、燃料噴射孔(9)は先拡がりテーパ形状とされている。
図1(A)に示すように、渦流ガイド面(7dc)の全部が、渦室(2)内に突出している。
このエンジンでは、渦流ガイド面(7dc)の一部が、渦室(2)内に突出していてもよい。
燃料噴射孔(9)は、ノズル部(7d)の先端面(7db)の中央にある突球面状の最先端面(7dd)に形成されている。
このため、11(B),12(B)に示す噴射燃料(13)が渦室(2)内に広く分散し、圧縮空気と噴射燃料(13)の混合が良好になり、渦室(2)内で煤が発生し難い。
このエンジンでは、燃料噴射孔(9)は、燃料インジェクタ(7)1本につき2~6個設けるのが望ましい。
このエンジンでは、A/Cの値が0.5×10-6~1.0×10-6となるようにするのが望ましい。
これに対し、A/Cの値が0.5×10-6~1.0×10-6の場合には、必要な出力が得られると共に、渦室(2)内で煤が発生し難い。
このエンジンでは、B/Aの値が1.08~1.44となるようにするのが望ましい。
B/Aの値が1.44を超える場合には、燃料噴射孔(9)の入口開口(9a)の総開口面積Aに対して出口開口(9b)の総開口面積Bが大き過ぎ、燃料噴射孔(9)の出口で煤の堆積物の成長速度が速く、多量の煤の堆積物で燃料噴射が邪魔され、燃料噴射制御の精度が低下するおそれがある。
これに対し、B/Aの値が1.08~1.44である場合には、少量の煤の堆積物では燃料噴射が邪魔されないうえ、燃料噴射孔(9)の出口での煤の堆積物の成長速度が遅く、燃料噴射制御の精度が低下し難い。
このエンジンでは、渦室側延長線(9d)の全本数(6本)の一部のみが連通口(5)を通過するようにしてもよい。
このエンジンでは、多くの噴射燃料(13)が連通口(5)を介して主燃焼室(4)に噴射されるため、渦室(2)での過剰な燃焼が防止され、渦室(2)で煤が発生し難い。
複数個(6個)の燃料噴射孔(9)は、インジェクタ中心軸線(7a)の周囲で、インジェクタ先端面(8)の最先端突出面(8a)の周方向に一定間隔を保持して配置されている。
このエンジンでは、全本数(6本)が連通口(5)の渦室側開口(5a)の周縁部(5b)に突き当たるようにしてもよい。
このエンジンでは、多くの噴射燃料(13)が連通口(5)を介して主燃焼室(4)に噴射されるため、渦室(2)での過剰な燃焼が防止され、渦室(2)で煤が発生し難い。
図12に示す燃料噴射孔(9)の変形例9では、図11に示す燃料噴射孔(9)の基本例と同一の要素には、図11と同一の符号を付しておく。図12に示す燃料噴射孔(9)の変形例の要素は、特記しない限り、図11に示す燃料噴射孔(9)の基本例の要素と同一の構造と機能を備える。
図15に示す第3比較例では、図11に示す基本例や図12に示す変形例と同一の要素には、図11,12の符号に100を加算した符号を付しておく。図13に示す第1比較例や図14に示す第2比較例でも、同様にしておく。
図12(A)に示すように、燃料噴射孔(9)の変形例9では、インジェクタ中心軸線(7a)に対する各噴射孔中心軸線(9c)(またはその渦室側延長線(9d))の拡開角度(α)は、7°とされている。
このエンジンでは、インジェクタ中心軸線(7a)に対する各噴射孔中心軸線(9c)(またはその渦室側延長線(9d))の拡開角度(α)は、4°~7°とするのが望ましい。
拡開角度(α)が7°を越える場合には、噴射燃料(13)の多くが連通口(5)を通過せずに渦室(2)の内面に衝突し、渦室(2)内での過剰な燃焼で煤が発生し易い。
これに対し、拡開角度(α)が4°~7°である場合には、渦室(2)内で煤が発生し難い。
図12(A)に示す燃料噴射孔(9)の変形例9では、各燃料噴射孔(9)のテーパ角度(β)は、18°とされている。
このエンジンでは、テーパ角度(β)は、12°~18°とするのが望ましい。
テーパ角度(β)が18°を超える場合には、燃料噴射孔(9)の入口開口(9a)に対して出口開口(9b)が大き過ぎ、燃料噴射孔(9)の出口で煤の堆積物の成長速度が速く、多量の煤の堆積物で燃料噴射が邪魔され、燃料噴射制御の精度が低下するおそれがある。
これに対し、テーパ角度(β)が12°~18°の場合には、少量の煤の堆積物では燃料噴射が邪魔されないうえ、燃料噴射孔(9)の出口での煤の堆積物の成長速度が遅く、燃料噴射制御の精度が低下し難い。
図12(A)に示すように、燃料噴射孔(9)の変形例9では、インジェクタ中心軸線(7a)と、インジェクタ中心軸線(7a)に沿う各噴射孔内周面(9g)との挟角(γ)は、3°とされている。
このエンジンでは、挟角(γ)は、1°~3°とするのが望ましい。
これに対し、挟角(γ)が1°~3°である場合には、渦室(2)内で煤が発生し難い。
図12(A)に示す燃料噴射孔(9)の変形例9でも、燃料噴射孔(9)の入口開口縁(9e)は、面取り仕上げされていない先鋭なピン角(9f)を備えている。
また、このエンジンでは、燃料インジェクタ(7)は渦室(2)に燃料を噴射するため、直噴式のものに比べ、燃料噴射圧が低くて済み、燃料の噴射圧によるピン角(9f)の摩耗が起こり難く、これに起因する燃料噴射精度の低下は起こり難い。
Claims (9)
- シリンダ(3)と、シリンダヘッド(1)と、シリンダヘッド(1)内の渦室(2)と、シリンダ(3)内の主燃焼室(4)と、主燃焼室(4)と渦室(2)を連通させる連通口(5)と、渦室(2)に向かうシリンダヘッド(1)内の挿通孔(1a)と、挿通孔(1a)に挿通された電子燃料噴射式の燃料インジェクタ(7)を備えた、電子燃料噴射式ディーゼルエンジンにおいて、
挿通孔(1a)からシリンダヘッド(1)外に突出するスリーブ(10)と、スリーブ(10)の突出端部(10a)に設けられた受圧面(10b)を備え、
燃料インジェクタ(7)は、径大の本体部(7c)と、径小のノズル部(7d)と、本体部(7c)とノズル部(7d)の段差部分に形成された押圧面(7e)を備え、
燃料インジェクタ(7)のノズル部(7d)がスリーブ(10)内から挿通孔(1a)内に亘って挿通され、燃料インジェクタ(7)が押圧力(11)で渦室(2)側に押圧され、燃料インジェクタ(7)にかかる押圧力(11)が燃料インジェクタ(7)の押圧面(7e)から座金(12)を介してスリーブ(10)の受圧面(10b)で受け止められるように構成されている、ことを特徴とする電子燃料噴射式ディーゼルエンジン。 - 請求項1に記載された電子燃料噴射式ディーゼルエンジンにおいて、
燃料インジェクタ(7)のノズル部(7d)に弁体(7da)が収容され、燃料インジェクタ(7)の本体部(7c)内に弁体(7da)の動弁駆動装置(7ca)の電子部品が収容されている、ことを特徴とする電子燃料噴射式ディーゼルエンジン。 - 請求項1または請求項2に記載された電子燃料噴射式ディーゼルエンジンにおいて、
エンジン冷却風路(1b)を備え、エンジン冷却風路(1b)内で、燃料インジェクタ(7)の本体部(7c)の外周面(7cb)とスリーブ(10)の外周面(10g)が露出している、ことを特徴とする電子燃料噴射式ディーゼルエンジン。 - 請求項1から請求項3のいずれかに記載された電子燃料噴射式ディーゼルエンジンにおいて、
スリーブ(10)は、シリンダヘッド(1)とは別部品で構成され、シリンダヘッド(1)に取り付けられている、ことを特徴とする電子燃料噴射式ディーゼルエンジン。 - 請求項1から請求項4のいずれかに記載された電子燃料噴射式ディーゼルエンジンにおいて、
座金(12)の押圧面(12a)とスリーブ(10)の受圧面(10b)との間が、接着剤(17)で密封されている、ことを特徴とする電子燃料噴射式ディーゼルエンジン。 - 請求項1から請求項4のいずれかに記載された電子燃料噴射式ディーゼルエンジンにおいて、
座金(12)の押圧面(12a)とスリーブ(10)の受圧面(10b)との間が、グリス(18)で密封されている、ことを特徴とする電子燃料噴射式ディーゼルエンジン。 - 請求項1から請求項4のいずれかに記載された電子燃料噴射式ディーゼルエンジンにおいて、
座金(12)の押圧面(12a)とスリーブ(10)の受圧面(10b)との間が、シートガスケット(19)で密封されている、ことを特徴とする電子燃料噴射式ディーゼルエンジン。 - 請求項1から請求項7のいずれかに記載されたディーゼルエンジンにおいて、スリーブ(10)の受圧面(10b)と座金(12)の押圧面(12a)の一方または両方に、その周方向に伸びる同心円形または渦巻き形の溝(20)が形成されている、ことを特徴とするディーゼルエンジン。
- 請求項1から請求項8のいずれかに記載された電子燃料噴射式ディーゼルエンジンにおいて、
渦室(2)に臨むノズル部(7d)の先端面(7db)に燃料噴射孔(9)を備え、
ノズル部(7d)の先端面(7db)の一部または全部が渦室(2)内に突出している、ことを特徴とする電子燃料噴射式ディーゼルエンジン。
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JPS52154518U (ja) * | 1976-05-19 | 1977-11-24 | ||
JPS59115861U (ja) * | 1983-01-25 | 1984-08-04 | いすゞ自動車株式会社 | 副室式デイ−ゼルエンジンのノズルヒ−トシ−ルド |
JP2009501291A (ja) * | 2005-07-15 | 2009-01-15 | ローベルト ボツシユ ゲゼルシヤフト ミツト ベシユレンクテル ハフツング | 押さえ装置 |
JP2020067065A (ja) | 2018-10-26 | 2020-04-30 | 株式会社クボタ | 電子燃料噴射式ディーゼルエンジン |
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JP2683968B2 (ja) * | 1991-08-29 | 1997-12-03 | 株式会社クボタ | ディーゼルエンジンのうず室式燃焼室 |
JP5696901B2 (ja) * | 2011-09-21 | 2015-04-08 | 株式会社デンソー | 燃料噴射弁 |
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JPS52154518U (ja) * | 1976-05-19 | 1977-11-24 | ||
JPS59115861U (ja) * | 1983-01-25 | 1984-08-04 | いすゞ自動車株式会社 | 副室式デイ−ゼルエンジンのノズルヒ−トシ−ルド |
JP2009501291A (ja) * | 2005-07-15 | 2009-01-15 | ローベルト ボツシユ ゲゼルシヤフト ミツト ベシユレンクテル ハフツング | 押さえ装置 |
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