JP2695675B2 - Fuel injection device for diesel engine - Google Patents
Fuel injection device for diesel engineInfo
- Publication number
- JP2695675B2 JP2695675B2 JP2087883A JP8788390A JP2695675B2 JP 2695675 B2 JP2695675 B2 JP 2695675B2 JP 2087883 A JP2087883 A JP 2087883A JP 8788390 A JP8788390 A JP 8788390A JP 2695675 B2 JP2695675 B2 JP 2695675B2
- Authority
- JP
- Japan
- Prior art keywords
- injection
- valve
- fuel injection
- piezoelectric element
- fuel
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Expired - Fee Related
Links
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
- F02B3/00—Engines characterised by air compression and subsequent fuel addition
- F02B3/06—Engines characterised by air compression and subsequent fuel addition with compression ignition
Landscapes
- Fuel-Injection Apparatus (AREA)
Description
【発明の詳細な説明】 〔産業上の利用分野〕 本発明は陸船用のあらゆる用途向のディーゼルエンジ
ン用燃料噴射装置に関する。Description: FIELD OF THE INVENTION The present invention relates to a fuel injection device for a diesel engine for all uses for land ships.
第４図は従来形ディーゼルエンジンの燃料噴射形の一
例を示したもので、１はジャーキ式燃料噴射ポンプ本
体、２はプランジャバレル、３はプランジャ、４は吐出
弁、５は等圧弁、６は燃料噴射管、７は逆止弁、８は燃
料噴射弁本体、９は噴孔、10は針弁、11は燃料弁ばねを
示す。これらの図では噴射管６内に残留圧調整用のシス
テムが付加されており、７は残留圧調整用弁で、蓄圧器
12と蓄圧用ポンプ13などからなるシステムが連結されて
いる。FIG. 4 shows an example of a fuel injection type of a conventional diesel engine, wherein 1 is a jerk-type fuel injection pump main body, 2 is a plunger barrel, 3 is a plunger, 4 is a discharge valve, 5 is an equal pressure valve, and 6 is A fuel injection pipe, 7 is a check valve, 8 is a fuel injection valve main body, 9 is an injection hole, 10 is a needle valve, and 11 is a fuel valve spring. In these figures, a system for adjusting the residual pressure is added in the injection pipe 6, and 7 is a valve for adjusting the residual pressure.
A system including a pump 12 and a pressure accumulating pump 13 is connected.
次に前記従来例の作用について説明する。 Next, the operation of the conventional example will be described.
燃料カム（図示せず）によってプランジャ３が押し上
げられると、バレル２内の燃料が圧縮され、吐出弁４を
開いて噴射管６内に送出され、燃料弁８に至ると針弁10
をばね11の押圧力に抗して押し上げて開弁させ、噴孔９
よりエンジンのシリンダ（図示せず）内に噴出し、燃料
は燃焼してエンジン出力が発揮される。When the plunger 3 is pushed up by a fuel cam (not shown), the fuel in the barrel 2 is compressed, the discharge valve 4 is opened and sent out into the injection pipe 6.
Is pushed up against the pressing force of the spring 11 to open the valve.
The fuel is injected into a cylinder (not shown) of the engine, and the fuel is burned to produce an engine output.
この際生ずる二次噴射を防止するため吐出弁４の近く
に逆方向に等圧弁５が設けられており、バレル２の圧力
が低下しておれば、余分の圧力上昇が噴射管６内に生じ
ないように等圧弁５を開いて噴射管６内の高圧油を所定
の圧力になるまで放出する。一方噴射終了後噴射管６内
の圧力が異常に低下し、場合によっては負圧となるなど
の不具合を防止するために、残留圧調整用の逆止弁７と
それにつづく蓄圧器12以下を設けており、必要に応じて
逆止弁７が開閉して、所定の残留圧力になるまで前記逆
止弁７、蓄圧器12、ポンプ13を介して燃料を管６に供給
する。A constant pressure valve 5 is provided in the reverse direction near the discharge valve 4 in order to prevent the secondary injection occurring at this time. If the pressure of the barrel 2 is reduced, an extra pressure rise occurs in the injection pipe 6. The high-pressure oil in the injection pipe 6 is discharged until the pressure reaches a predetermined pressure by opening the equal-pressure valve 5 so that the pressure does not rise. On the other hand, in order to prevent a problem that the pressure in the injection pipe 6 abnormally drops after the end of the injection and becomes negative pressure in some cases, a check valve 7 for adjusting the residual pressure and a pressure accumulator 12 and the following are provided. The fuel is supplied to the pipe 6 through the check valve 7, the pressure accumulator 12, and the pump 13 until the check valve 7 opens and closes as required, and reaches a predetermined residual pressure.
第５図は前記従来例の噴射特性を示したもので主噴射
のみを１回行った場合を示している。FIG. 5 shows the injection characteristics of the conventional example, in which only the main injection is performed once.
なおさらに、ディーゼルノックを防止する高性能の着
火燃焼を行わせるため、この噴射系でパイロット噴射と
主噴射の二回噴射をつづけて行なう場合には、プランジ
ャ３を図示しないカムによって二段に分けて上昇させる
か、又はプランジャ３の上部外周部に図示しない逃し用
の溝を設けることによって行なうのが一般に行われてお
り、第６図に示すようなパイロット噴射と主噴射の二回
噴射が実現されている。Furthermore, in order to perform high-performance ignition combustion for preventing diesel knock, when the injection system continuously performs two injections of the pilot injection and the main injection, the plunger 3 is divided into two stages by a cam (not shown). Or by providing a relief groove (not shown) on the outer periphery of the upper part of the plunger 3 to realize a double injection of a pilot injection and a main injection as shown in FIG. Have been.
ところが前述の従来形噴射系において、パイロット噴
射と主噴射を行なうのに、カムとプランジャのいずれで
行なう場合でも幾何学的構成が困難であるため、パイロ
ット噴射を主噴射に対して最適のタイミングで行なうこ
とが困難であり、パイロット噴射の目的であるディーゼ
ルノックの防止が、エンジンの運転状態（負荷，回転速
度，気温など）や燃料のセタン価に応じ、好ましい状態
で実現することができない欠点があった。However, in the above-described conventional injection system, it is difficult to perform the pilot injection and the main injection with any of the cam and the plunger, so that the pilot injection is performed at an optimal timing with respect to the main injection. It is difficult to carry out, and the prevention of diesel knock, which is the purpose of pilot injection, cannot be achieved in a favorable state according to the operating conditions of the engine (load, rotation speed, temperature, etc.) and the cetane number of the fuel. there were.
本発明の目的は前記従来装置の問題点を解消し、ディ
ーゼルノックが最小となるようにコントロールし、パイ
ロット噴射の時期と量を自由に選択できる燃焼噴射装置
を提供するにある。SUMMARY OF THE INVENTION It is an object of the present invention to provide a combustion injection device which solves the problems of the conventional device, controls the diesel knock to a minimum, and can freely select the timing and amount of pilot injection.
本発明はジャーキ式ディーゼルエンジン用燃料噴射装
置において、燃料噴射弁の開弁圧調整用ばね受と弁本体
の間に圧電素子を介在させ、圧電素子に荷電システムを
連結し、該圧電素子への通電はクランク角が入力される
コントローラ16により適切なタイミングでON,OFFされる
ように構成したものである。The present invention provides a fuel injection device for a jerk-type diesel engine, in which a piezoelectric element is interposed between a spring support for adjusting the valve opening pressure of a fuel injection valve and a valve body, and a charging system is connected to the piezoelectric element. The energization is configured to be turned on and off at appropriate timing by the controller 16 to which the crank angle is input.
噴射管６内は所定の残留圧Prが保たれており、クラン
ク軸と同期して出されるクランク角信号によりパイロッ
ト噴射が必要なタイミングとなると、圧電素子14の駆動
用コントローラ16のスイッチが入り、電源15によって圧
電が圧電素子14に加えられ、圧電素子14が変形し、ばね
受座111を押し上げるためばね11はちぢみ、針弁は噴射
管６内の残留圧力Prで押し上げられて開弁し、噴孔９よ
り燃料を噴出する。所定のパイロット噴射が行われた後
はコントローラ16のスイッチがOFFとなり、圧電素子14
は元の位置にもどり、針弁10には再びばね11のばね力が
加わって閉弁し、主噴射の待機状態となる。A predetermined residual pressure Pr is maintained in the injection pipe 6, and when a timing required for pilot injection is reached by a crank angle signal output in synchronization with the crankshaft, a switch of the controller 16 for driving the piezoelectric element 14 is turned on. Piezoelectric is applied to the piezoelectric element 14 by the power supply 15, the piezoelectric element 14 is deformed, the spring 11 is pushed to push up the spring seat 111, and the needle valve is pushed up by the residual pressure Pr in the injection pipe 6 to open. Fuel is ejected from the injection hole 9. After the predetermined pilot injection is performed, the switch of the controller 16 is turned off, and the piezoelectric element 14 is turned off.
The needle valve 10 returns to its original position, and the needle valve 10 is closed again by the application of the spring force of the spring 11 to a standby state for main injection.
以下第１〜３図を参照し、本発明の一実施例について
説明する。An embodiment of the present invention will be described below with reference to FIGS.
第１図は実施例の燃料噴射系図、第２図は同パイロッ
ト噴射作動図、第３図は同燃料噴射特性図である。FIG. 1 is a fuel injection system diagram of the embodiment, FIG. 2 is a pilot injection operation diagram thereof, and FIG. 3 is a fuel injection characteristic diagram thereof.
第１図は本発明の構成概要を図示したものである。そ
の特徴は燃料噴射弁８の中に圧電素子（とくに積層型の
圧電素子）14を設け、これに電圧をかけることにより針
弁10を押し下げているばね11の押付力を制御し、噴射管
６内の残留圧Prとして貯えられたエネルギを利用してパ
イロット噴射を行なわせるものである。FIG. 1 shows the outline of the configuration of the present invention. The feature is that a piezoelectric element (especially a laminated piezoelectric element) 14 is provided in the fuel injection valve 8, and a voltage is applied to the piezoelectric element 14 to control the pressing force of the spring 11 which pushes down the needle valve 10, and the injection pipe 6 The pilot injection is performed by utilizing the energy stored as the residual pressure Pr in the inside.
噴射系の基本構造は、従来例に示す第４図と類似して
おり、従来例と同一部分については、１はジャーキ式燃
料噴射ポンプ本体、２はプランジャバレル、３はプラン
ジャ、４は吐出弁、５は等圧弁、６は燃料噴射管、７は
逆止弁、８は燃料噴射弁本体、９は噴孔、10は針弁、11
は燃料弁ばねを示す。これらの図では噴射管６内に残留
圧調整用のシステムが付加されており、７は残留圧調整
用弁で、蓄圧器12と蓄圧用ポンプ13などからなっている
システムが連結されている。The basic structure of the injection system is similar to that shown in FIG. 4 shown in the conventional example. For the same parts as the conventional example, 1 is a jerk-type fuel injection pump main body, 2 is a plunger barrel, 3 is a plunger, and 4 is a discharge valve. 5 is an equal pressure valve, 6 is a fuel injection pipe, 7 is a check valve, 8 is a fuel injection valve body, 9 is an injection hole, 10 is a needle valve, 11
Indicates a fuel valve spring. In these figures, a system for adjusting the residual pressure is added to the injection pipe 6, and a valve 7 for adjusting the residual pressure is connected to a system including a pressure accumulator 12 and a pressure accumulating pump 13.
次に本発明の特徴部分としては、特徴噴射弁内でばね
受111と噴射ポンプ本体の間に圧電素子14を、またその
駆動用としては電源15とクランク角検出器17よりのクラ
ンク角信号が入力するコントローラ16を設け、該コント
ローラで適切なタイミングで圧電素子をON,OFFする構成
となっている。従って従来のように幾何学的制約なし
に、電気的制御によってパイロット噴射を行わせるよう
に構成したものである。Next, as a characteristic part of the present invention, a piezoelectric element 14 is provided between the spring receiver 111 and the injection pump main body in the characteristic injection valve, and a crank angle signal from a power source 15 and a crank angle detector 17 is used for driving the piezoelectric element 14. A controller 16 for inputting is provided, and the controller turns on and off the piezoelectric elements at appropriate timing. Accordingly, the pilot injection is performed by electric control without any geometrical restriction as in the related art.
次に第２〜３図を参照し前記実施例の作用について説
明する。Next, the operation of the above embodiment will be described with reference to FIGS.
第２図に示すように、燃料噴射管６内を等圧弁５と残
留圧調整用弁７および針弁10の三つの弁で所定の残留圧
Prが保たれており、図示しないクランク軸と同期して出
力されるクランク角信号により、パイロット噴射が必要
なタイミングに達すると、圧電素子14の駆動用コントロ
ーラ16のスイッチが入り、電源15によって電圧が圧電素
子14に印加されて圧電素子14が変形し、ばね受座111を
押し上げる。その結果、ばね11によって押し付けられて
いた針弁10は押し付け力を失うことになり、噴射管６内
の残留圧力Prによって針弁は押し上げられて開弁し、噴
孔９より燃料を噴射する。所定の燃料量が噴出すると、
コントローラ16のスイッチがOFFとなり、圧電素子14は
元の位置に戻り、針弁10には再びばね11の付勢力が加わ
り閉弁する。As shown in FIG. 2, a predetermined residual pressure is set in the fuel injection pipe 6 by three valves, ie, a constant pressure valve 5, a residual pressure adjusting valve 7 and a needle valve 10.
When the timing at which pilot injection is required is reached by a crank angle signal output in synchronization with a crankshaft (not shown), Pr is maintained, and the drive controller 16 of the piezoelectric element 14 is turned on, and the voltage is supplied by the power supply 15. Is applied to the piezoelectric element 14 to deform the piezoelectric element 14 and push up the spring seat 111. As a result, the needle valve 10 pressed by the spring 11 loses the pressing force, and the needle valve is pushed up by the residual pressure Pr in the injection pipe 6 to open and inject fuel from the injection hole 9. When a predetermined amount of fuel gushes,
When the switch of the controller 16 is turned off, the piezoelectric element 14 returns to the original position, and the urging force of the spring 11 is applied again to the needle valve 10 to close the valve.
次いで、図示しないカムが燃料噴射ポンプのプランジ
ャ３を押し上げ、主噴射が行われるがこの場合、前記圧
電素子の回路はOFFとなっているため、燃料噴射管６内
の油圧が上昇し、針弁10の開弁圧以上になれば、針弁10
が開き再び噴孔９から主噴射が開始される。なお本発明
のパイロット噴射時の詳細は、第３図の噴射特性図に示
すとおりである。Next, a cam (not shown) pushes up the plunger 3 of the fuel injection pump to perform main injection. In this case, since the circuit of the piezoelectric element is OFF, the oil pressure in the fuel injection pipe 6 increases, and the needle valve When the valve opening pressure exceeds 10, the needle valve 10
Is opened and the main injection is started again from the injection hole 9. The details of the pilot injection of the present invention are as shown in the injection characteristic diagram of FIG.
以上のとおり、本発明のパイロット噴射は電気的入力
によって制御され、主噴射はカム，プランジャ等の機械
式で制御されることになり、主噴射に対しパイロット噴
射を任意の望むタイミングと量になるように容易に制御
ができるため、ディーゼルノックを防止できる理想的な
ディーゼルエンジン用燃料噴射装置が実現できる。As described above, the pilot injection according to the present invention is controlled by an electric input, and the main injection is controlled by a mechanical method such as a cam and a plunger. Thus, the ideal fuel injection device for a diesel engine that can prevent diesel knock can be realized.
本発明は前記のとおり構成したので、第３図に示すよ
うな噴射特性が得られ、機関の運転条件や燃料のセタン
価等に最適のパイロット噴射タイミングと量が実現でき
スムーズな着火燃焼が実現できる。Since the present invention is configured as described above, the injection characteristics as shown in FIG. 3 are obtained, and the optimal pilot injection timing and amount can be realized for the operating conditions of the engine, the cetane number of the fuel, etc., and the smooth ignition combustion is realized. it can.
又その結果ディーゼルノックのない静かで排気公害が
少なく、且熱効果の高い高性能のディーゼルエンジンが
実現できると共に、低セタン価燃料を使用しても、ディ
ーゼルノックが防止でき、又多種燃料にも対応可能なデ
ィーゼルエンジンを実現できる。As a result, it is possible to realize a high-performance diesel engine which is quiet, has low exhaust pollution and has a high thermal effect without diesel knock, and can prevent diesel knock even when a low cetane number fuel is used. A compatible diesel engine can be realized.
第１〜３図は本発明に係るもので、第１図は燃料噴射系
の構成図、第２図は燃料噴射系の作用説明図、第３図は
同噴射系の燃料噴射特性図、第４〜６図は従来例に係る
もので、第４図は第１図応当図、第５図はパイロット噴
射のない場合の従来形燃料噴射特性図、第６図はパイロ
ット噴射が行われる場合の従来形燃料噴射特性図であ
る。 ８……燃料噴射弁、10……針弁、11……ばね、14……圧
電素子、15……電源、16……コントローラ、111……ば
ね受。1 to 3 relate to the present invention, FIG. 1 is a configuration diagram of a fuel injection system, FIG. 2 is an explanatory diagram of an operation of the fuel injection system, FIG. 3 is a fuel injection characteristic diagram of the same injection system, 4 to 6 relate to a conventional example, FIG. 4 is a corresponding diagram in FIG. 1, FIG. 5 is a conventional fuel injection characteristic diagram without pilot injection, and FIG. 6 is a diagram when pilot injection is performed. FIG. 4 is a conventional fuel injection characteristic diagram. 8 ... fuel injection valve, 10 ... needle valve, 11 ... spring, 14 ... piezoelectric element, 15 ... power supply, 16 ... controller, 111 ... spring support.
───────────────────────────────────────────────────── フロントページの続き (56)参考文献 特開 昭63−253168（ＪＰ，Ａ) 特開 昭63−208665（ＪＰ，Ａ) 特開 昭63−198769（ＪＰ，Ａ) 実開 昭57−136859（ＪＰ，Ｕ) 実開 昭63−24363（ＪＰ，Ｕ) 特公 昭49−6043（ＪＰ，Ｂ１) ──────────────────────────────────────────────────続 き Continuation of the front page (56) References JP-A-63-253168 (JP, A) JP-A-63-208665 (JP, A) JP-A-63-198769 (JP, A) 136859 (JP, U) Japanese Utility Model Showa 63-24363 (JP, U) Japanese Patent Publication No. 49-6043 (JP, B1)
Claims (1)
残留圧調整装置と自動弁式燃料噴射弁とにより構成され
るディーゼルエンジン用燃焼噴射装置において、燃料噴
射弁の開弁圧調整用ばね受と弁本体との間に圧電素子を
介在させ、同圧電素子に荷電システムを連結し、圧電素
子への通電を制御する手段を設けたことを特徴とするデ
ィーゼルエンジン用燃料噴射装置。1. A fuel injection device for a diesel engine comprising a jerk type fuel injection pump, a high pressure injection pipe, a residual pressure adjusting device, and an automatic valve type fuel injection valve. A fuel injection device for a diesel engine, characterized in that a piezoelectric element is interposed between the piezoelectric element and a valve body, a charging system is connected to the piezoelectric element, and means for controlling energization of the piezoelectric element is provided.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP2087883A JP2695675B2 (en) | 1990-04-02 | 1990-04-02 | Fuel injection device for diesel engine |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP2087883A JP2695675B2 (en) | 1990-04-02 | 1990-04-02 | Fuel injection device for diesel engine |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| JPH03286176A JPH03286176A (en) | 1991-12-17 |
| JP2695675B2 true JP2695675B2 (en) | 1998-01-14 |
Family
ID=13927272
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP2087883A Expired - Fee Related JP2695675B2 (en) | 1990-04-02 | 1990-04-02 | Fuel injection device for diesel engine |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JP2695675B2 (en) |
Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| KR101303509B1 (en) * | 2012-05-29 | 2013-09-03 | 현대중공업 주식회사 | Hybrid fuel injection equipment for diesel engine |
Family Cites Families (6)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US3749537A (en) * | 1971-06-04 | 1973-07-31 | Schriever Design Co Inc | Mold base for injection molding apparatus |
| JPS57136859U (en) * | 1981-02-18 | 1982-08-26 | ||
| JPH053739Y2 (en) * | 1986-08-01 | 1993-01-28 | ||
| JPH0772520B2 (en) * | 1987-02-13 | 1995-08-02 | 株式会社日立製作所 | Piezoelectric fuel injection valve |
| JP2736890B2 (en) * | 1987-02-24 | 1998-04-02 | 株式会社日立製作所 | Piezoelectric fuel injection valve |
| JPH0681940B2 (en) * | 1987-04-08 | 1994-10-19 | 三菱重工業株式会社 | Fuel injection pump |
-
1990
- 1990-04-02 JP JP2087883A patent/JP2695675B2/en not_active Expired - Fee Related
Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| KR101303509B1 (en) * | 2012-05-29 | 2013-09-03 | 현대중공업 주식회사 | Hybrid fuel injection equipment for diesel engine |
Also Published As
| Publication number | Publication date |
|---|---|
| JPH03286176A (en) | 1991-12-17 |
Similar Documents
| Publication | Publication Date | Title |
|---|---|---|
| EP0371469B1 (en) | Apparatus for driving piezoelectric element for closing and opening valve member | |
| US5012786A (en) | Diesel engine fuel injection system | |
| WO2004001220A1 (en) | Control device of high-pressure fuel pump of internal combustion engine | |
| KR101163796B1 (en) | Control of auto-ignition timing for combustion in piston engines by prechamber compression ignition | |
| EP2055933B1 (en) | High pressure piston pump actuating system using automotive starter system | |
| US4748954A (en) | Electrostrictive actuator device and fuel injection device using same | |
| EP0377761A1 (en) | Internal combustion engine with broad fuel tolerance and low emissions | |
| US6363914B1 (en) | Accumulator fuel injection system | |
| US7497206B2 (en) | Method for operating an internal combustion engine | |
| US7712445B2 (en) | Fuel pressure boost method and apparatus | |
| JP2695675B2 (en) | Fuel injection device for diesel engine | |
| EP0916830B1 (en) | Pilot injection control apparatus for an internal combustion engine | |
| WO2003081025A1 (en) | Fuel injection system | |
| US7191762B2 (en) | Fuel injection system | |
| JPH03121267A (en) | Starter for diesel engine | |
| JPH1162677A (en) | Solenoid valve driving device | |
| JP2000161171A (en) | Accumulator type fuel injection device | |
| JPH08165967A (en) | Fuel injection device | |
| JPH0219587Y2 (en) | ||
| US5896844A (en) | Variable fuel injection system for internal combustion engines | |
| JPH01294958A (en) | Fuel injection device for internal combustion engine | |
| JPH01262344A (en) | Pilot injection control device for diesel-engine | |
| JPS6146186Y2 (en) | ||
| JP2000161169A (en) | Accumulator type fuel injection device | |
| JP2000161172A (en) | Accumulator type fuel injection device |
Legal Events
| Date | Code | Title | Description |
|---|---|---|---|
| LAPS | Cancellation because of no payment of annual fees |