JPH0396657A - Fuel injection unit of internal combustion engine - Google Patents
Fuel injection unit of internal combustion engineInfo
- Publication number
- JPH0396657A JPH0396657A JP23033589A JP23033589A JPH0396657A JP H0396657 A JPH0396657 A JP H0396657A JP 23033589 A JP23033589 A JP 23033589A JP 23033589 A JP23033589 A JP 23033589A JP H0396657 A JPH0396657 A JP H0396657A
- Authority
- JP
- Japan
- Prior art keywords
- compressed air
- valve
- fuel
- air passage
- fuel injection
- 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.)
- Pending
Links
- 239000000446 fuel Substances 0.000 title claims abstract description 69
- 238000002347 injection Methods 0.000 title claims abstract description 37
- 239000007924 injection Substances 0.000 title claims abstract description 37
- 238000002485 combustion reaction Methods 0.000 title claims abstract description 15
- 238000009825 accumulation Methods 0.000 claims abstract description 19
- 230000006835 compression Effects 0.000 claims abstract description 11
- 238000007906 compression Methods 0.000 claims abstract description 11
- XEEYBQQBJWHFJM-UHFFFAOYSA-N Iron Chemical group [Fe] XEEYBQQBJWHFJM-UHFFFAOYSA-N 0.000 description 10
- OKTJSMMVPCPJKN-UHFFFAOYSA-N Carbon Chemical compound [C] OKTJSMMVPCPJKN-UHFFFAOYSA-N 0.000 description 9
- 238000010586 diagram Methods 0.000 description 5
- 239000002828 fuel tank Substances 0.000 description 5
- 239000003610 charcoal Substances 0.000 description 4
- 239000000203 mixture Substances 0.000 description 4
- 239000011324 bead Substances 0.000 description 3
- 238000004891 communication Methods 0.000 description 3
- 239000000839 emulsion Substances 0.000 description 3
- 238000004880 explosion Methods 0.000 description 3
- 239000002245 particle Substances 0.000 description 3
- 230000002000 scavenging effect Effects 0.000 description 3
- 230000036316 preload Effects 0.000 description 2
- 238000003860 storage Methods 0.000 description 2
- 238000000889 atomisation Methods 0.000 description 1
- 229910052799 carbon Inorganic materials 0.000 description 1
- 239000000567 combustion gas Substances 0.000 description 1
- 230000000694 effects Effects 0.000 description 1
- 238000005516 engineering process Methods 0.000 description 1
- 239000007789 gas Substances 0.000 description 1
- 238000009434 installation Methods 0.000 description 1
- 239000010687 lubricating oil Substances 0.000 description 1
- 238000004519 manufacturing process Methods 0.000 description 1
- 238000000034 method Methods 0.000 description 1
- 238000011084 recovery Methods 0.000 description 1
- 239000011347 resin Substances 0.000 description 1
- 229920005989 resin Polymers 0.000 description 1
- 238000000926 separation method Methods 0.000 description 1
- 239000000243 solution Substances 0.000 description 1
- 239000000126 substance Substances 0.000 description 1
- BFKJFAAPBSQJPD-UHFFFAOYSA-N tetrafluoroethene Chemical group FC(F)=C(F)F BFKJFAAPBSQJPD-UHFFFAOYSA-N 0.000 description 1
- 238000003466 welding Methods 0.000 description 1
Landscapes
- Fuel-Injection Apparatus (AREA)
Abstract
Description
【発明の詳細な説明】
〔産業上の利用分野〕
本発明は、内燃機関の気筒内へ燃料を圧縮空気にのせて
噴射するところの、エアブラスト弁と呼ばれる燃料噴射
装置に関する。DETAILED DESCRIPTION OF THE INVENTION [Field of Industrial Application] The present invention relates to a fuel injection device called an air blast valve, which injects fuel onto compressed air into the cylinders of an internal combustion engine.
特表昭６３−５００３２３号公報に記載されているよう
に、圧縮空気を用いて燃料を内燃機、関の気筒内へ噴射
させるために、気筒内に臨むノズルロからニードル弁の
軸に沿って延びる圧縮空気通路を前記弁の軸周りに形戊
し、前記圧縮空気通路を空気圧縮機のような圧縮空気源
に連結すると共に、前記圧縮空気通路内に必要量の燃料
を計量して噴射する燃料噴射弁を設けた燃料噴射装置（
エアブラスト弁）は公知である。このエアブラスト弁は
、一般に低圧の圧縮空気を用いて、噴射燃料の微粒化を
促進させることができる。As described in Japanese Patent Publication No. 63-500323, in order to inject fuel into the cylinder of an internal combustion engine using compressed air, a compressor is installed along the axis of the needle valve from the nozzle facing into the cylinder. Fuel injection, in which an air passage is shaped around the axis of the valve, the compressed air passage is connected to a compressed air source such as an air compressor, and a required amount of fuel is metered and injected into the compressed air passage. Fuel injection device equipped with a valve (
air blast valves) are well known. This air blast valve can generally use low-pressure compressed air to promote atomization of the injected fuel.
従来のエアブラスト弁は、その圧縮空気通路に圧縮空気
を供給する空気圧縮機のような外部の圧縮空気源を必要
とし、その空気圧縮機が駆動系統を含めてかなりのスペ
ースを占めるばかりか、空気圧縮機のための潤滑油の供
給及び分離回収装置を設ける必要があるなど、システム
が複雑で且つ高価になるという問題を有している。Conventional air blast valves require an external source of compressed air, such as an air compressor, to supply compressed air to the compressed air passageway, and the air compressor not only occupies a significant amount of space, including the drive train. The problem is that the system is complicated and expensive because it is necessary to supply lubricating oil for the air compressor and to provide a separation and recovery device.
本発明はこの問題を解決するために、エアブラスト弁に
付設されるべき空気圧縮機を含む圧縮空気源を使用しな
いで、同様に燃料の微粒化を図ることを発明の解決課題
とする。In order to solve this problem, it is an object of the present invention to similarly atomize fuel without using a compressed air source including an air compressor that should be attached to an air blast valve.
本発明による内燃機関の燃料噴射装置は、制御装置によ
ってノズル口を開閉するニードル弁と、前記ノズル口に
通じる圧縮空気通路に計量された燃料を噴射する燃料噴
射弁と、前記圧縮空気通路の一部に膨大した空間として
形威された蓄圧室と、前記圧縮空気通路に付設され前記
圧縮空気通路内の圧力が所定の値を越えたときに開口し
て前記圧力を前記所定の値に保つ逆止弁とを備えている
と共に、前記制御装置が前記ノズル口を開口して前記圧
縮空気通路及び前記蓄圧室にある燃料を含む圧縮空気を
機関の気筒内に噴射した後、前記機関の圧縮行程の後期
においても前記ノズル口を開口して前記気筒内の圧縮さ
れた空気を前記圧縮空気通路及び前記蓄圧室に導入する
ように構威されていることを特徴とする。A fuel injection device for an internal combustion engine according to the present invention includes a needle valve that opens and closes a nozzle opening by a control device, a fuel injection valve that injects a metered amount of fuel into a compressed air passage leading to the nozzle opening, and one of the compressed air passages. a pressure accumulator formed as a huge space in the part; and an inverter that is attached to the compressed air passage and opens when the pressure in the compressed air passage exceeds a predetermined value to maintain the pressure at the predetermined value. and a stop valve, and after the control device opens the nozzle port and injects the compressed air containing fuel in the compressed air passage and the pressure accumulation chamber into the cylinder of the engine, the control device controls the compression stroke of the engine. It is characterized in that the nozzle opening is opened even in the latter half of the process, and the compressed air in the cylinder is introduced into the compressed air passage and the pressure accumulator chamber.
本発明は前記解決手段の項に記載したような構或を有す
るから、内燃機関の圧縮行程の後期において、気筒内で
圧縮された空気の一部が、その時に制御装置によって開
口しているノズルロから燃料噴射装置の圧縮空気通路に
導入され、膨大した空間として形成された蓄圧室等に蓄
積される。Since the present invention has the structure as described in the section of the solution, in the latter half of the compression stroke of the internal combustion engine, a part of the air compressed in the cylinder is transferred to the nozzle which is opened by the control device at that time. It is introduced into the compressed air passage of the fuel injection device and accumulated in a pressure accumulating chamber formed as a huge space.
機関が点火、爆発、膨張、排気、掃気あるいは吸気等の
行程にあるとき、燃料噴射装置のノズル口は制御装置に
よって閉じられており、その間に燃料噴射装置の圧縮空
気通路には燃料噴射弁によって計量された燃料が噴射さ
れ、蓄積された圧縮空気と混合してエマルジョンを形戒
する。When the engine is in a stroke such as ignition, explosion, expansion, exhaust, scavenging, or intake, the nozzle port of the fuel injection device is closed by the control device, and during that time, the compressed air passage of the fuel injection device is filled with air by the fuel injection valve. A metered amount of fuel is injected and mixed with the stored compressed air to form an emulsion.
次に、機関が圧縮行程に入る前後において、燃料噴射装
置のノズルロは制御装置によって開口し、エマルジョン
状の燃料を含む圧縮空気を機関の気筒内に噴射する。そ
して前記のような圧縮行程の後期の作動に接続し、以下
これらの作動を順に繰返して内燃機関を駆動する。Next, before and after the engine enters a compression stroke, the nozzle of the fuel injection device is opened by the control device to inject compressed air containing emulsion-like fuel into the cylinders of the engine. Then, the operation is connected to the latter half of the compression stroke as described above, and these operations are then repeated in order to drive the internal combustion engine.
第１図は本発明の燃料噴射装置（エアプラスト弁）の一
つの実施例を示したものである。図において１は機関の
燃焼室壁の一部に取付けられる本体、２はその中に挿通
されるニードル弁軸、３はノズルチップ、４はニードル
弁５が閉じているノズルロ、６は弁軸２を動かすための
ソレノイド、７は固定鉄心、８は可動鉄心、９は弁軸２
を上方へ付勢してニードル弁５を閉じさせる戻しばね、
ｌＯは可動鉄心８をニードル弁軸２の先端に押し付ける
予圧ばね、１１はその強さを調整するための螺子、１２
はソレノイド６に電流を供給する端子部、１３はソレノ
イド６等を収容する作動部ハウジング、１４はその上部
に取付けられ調整螺子１１や端子部１２を支持している
キャップを示している。FIG. 1 shows one embodiment of the fuel injection device (airplast valve) of the present invention. In the figure, 1 is the main body attached to a part of the wall of the combustion chamber of the engine, 2 is the needle valve shaft inserted therein, 3 is the nozzle tip, 4 is the nozzle rod where the needle valve 5 is closed, and 6 is the valve shaft 2 7 is a fixed iron core, 8 is a movable iron core, 9 is a valve stem 2
a return spring that biases the needle valve 5 upward to close the needle valve 5;
10 is a preload spring that presses the movable iron core 8 against the tip of the needle valve shaft 2; 11 is a screw for adjusting its strength; 12
Reference numeral 13 indicates a terminal portion for supplying current to the solenoid 6; 13 indicates an actuating portion housing for accommodating the solenoid 6 and the like; and 14 indicates a cap attached to the upper portion of the housing and supporting the adjustment screw 11 and the terminal portion 12.
１５は必要量の燃料を計量して本体１に設けられた圧縮
空気通路ｌ６内へ噴射する燃料噴射弁であって、以上の
構造は従来のエアブラスト弁と略同様と考えてよい。Reference numeral 15 denotes a fuel injection valve that measures and injects the required amount of fuel into the compressed air passage 16 provided in the main body 1, and the above structure can be considered to be approximately the same as a conventional air blast valve.
本発明の特徴として、第１図の実施例のエアブラスト弁
では、圧縮空気通路１６の上流端にボール１７とばね１
８等からなる逆止弁１９が設けられて、圧縮空気通路Ｉ
６内の圧力が所定の値（たとえば３〜５ｋｇ／ｃｉ）を
越えるまでは通路を閉鎖している。As a feature of the present invention, in the air blast valve of the embodiment shown in FIG.
A check valve 19 consisting of 8 etc. is provided, and the compressed air passage I
The passage is closed until the pressure inside 6 exceeds a predetermined value (for example, 3 to 5 kg/ci).
そして本体ｌ内には、たとえば３． ２ ｃｔｌ程度の
容積を有する蓄圧室２０が、この例では弁軸２の周囲に
形成されており、前記圧縮空気通路１６やノズルロ４の
内側に連通している。逆止弁１９の出口管１９′は、た
とえば後述のようにチャコールキャニスタ等に接続され
、逆止弁１９が開いたときに放出される燃料を含んだ圧
縮空気を安全に処理するようになっている。したがって
、本発明の実施例の構造では、エアブラスト弁用の空気
圧縮機が圧縮空気通路１６に接続されることはない。For example, 3. A pressure accumulation chamber 20 having a volume of about 2 ctl is formed around the valve shaft 2 in this example, and communicates with the compressed air passage 16 and the inside of the nozzle row 4. The outlet pipe 19' of the check valve 19 is connected to, for example, a charcoal canister as described below, and is designed to safely dispose of the compressed air containing fuel released when the check valve 19 is opened. There is. Therefore, in the structure of the embodiment of the present invention, the air compressor for the air blast valve is not connected to the compressed air passage 16.
なお、逆止弁１９の開弁圧を設定するには、その出口管
１９′内に嵌合されてばね１８を支持している短い管状
ピース２ｌの位置を調節してばね１８の圧縮の程度を変
更し、出口管１９′を外からかしめて管状ビース２１を
出口管１９′内に固定するか、又は管状ビース２１の外
面に雄ねじを設けると共に、出口管１９′の内面に雌ね
じを設けて両者を螺合させ、管状ピース２１を出口管１
９′の中で回転させて進退調節するようにしてもよい。Note that in order to set the opening pressure of the check valve 19, the degree of compression of the spring 18 is adjusted by adjusting the position of the short tubular piece 2l that is fitted into the outlet pipe 19' and supports the spring 18. The tubular bead 21 is fixed in the outlet pipe 19' by caulking the outlet pipe 19' from the outside, or a male thread is provided on the outer surface of the tubular bead 21 and a female thread is provided on the inner surface of the outlet pipe 19'. Screw them together and connect the tubular piece 21 to the outlet pipe 1.
9' may be rotated to adjust the forward and backward movement.
圧縮空気通路１６にこのような定圧開放型の逆止弁１９
を設けて、その内部圧力を一定値に保つことにより、燃
料噴射弁１５の排圧が一定になり、その噴射燃料量の計
量を正確に行なわせることが可能になる。また、弁本体
１とノズルチップ３との取付け個所２２の全周には溶接
を施こすことによって、その個所が緩むことのないよう
にする。Such a constant pressure open type check valve 19 is installed in the compressed air passage 16.
By providing this and keeping its internal pressure at a constant value, the exhaust pressure of the fuel injection valve 15 becomes constant, making it possible to accurately measure the amount of fuel to be injected. In addition, by welding the entire circumference of the attachment point 22 between the valve body 1 and the nozzle tip 3, the attachment point 22 is prevented from loosening.
第２図には、本発明によるエアブラスト弁の多少形の異
なる他の実施例が示されている。第１図の実施例と実質
的に同様な機能を有する部分には同じ符号数字を付して
示している。第１図と異なる主な点は、逆止弁１９をニ
ードル弁５のキャップ１４頂部に設けたことで、その結
果、圧縮空気通路ｌ６は燃料噴射弁１５の開口位置から
作動部ハウジング１３の内部にわたって延び、通路１６
′、固定鉄心７に設けられた穿孔７′、ソレノイド６の
外周の隙間等を通って、キャップｌ４に取付けられた逆
止弁１９の内側空間２３に通じている。逆止弁１９には
半球状の弁体１７′、それに対し弁軸によって連結され
たばね受２４、挿入されたシム２５によって支持されて
弁体１７′を閉鎖方向に付勢するばね１８等が設けられ
ており、第１図の実施例と同様に圧縮空気通路１６の圧
力を所定値以下に抑えている。この例においては、開弁
圧の調整はシム２５の厚さを変更することによって行な
う。FIG. 2 shows another slightly different embodiment of an air blast valve according to the invention. Components having substantially similar functions to those of the embodiment shown in FIG. 1 are designated by the same reference numerals. The main difference from FIG. 1 is that a check valve 19 is provided at the top of the cap 14 of the needle valve 5, and as a result, the compressed air passage l6 is connected from the opening position of the fuel injection valve 15 to the inside of the actuator housing 13. passageway 16;
', through a perforation 7' provided in the fixed iron core 7, a gap on the outer periphery of the solenoid 6, etc., and communicate with the inner space 23 of the check valve 19 attached to the cap l4. The check valve 19 is provided with a hemispherical valve body 17', a spring receiver 24 connected to the valve stem by a valve shaft, a spring 18 supported by an inserted shim 25, and urging the valve body 17' in the closing direction. Similarly to the embodiment shown in FIG. 1, the pressure in the compressed air passage 16 is kept below a predetermined value. In this example, the valve opening pressure is adjusted by changing the thickness of the shim 25.
第２図の実施例の場合は、燃料噴射弁１５の内部構造を
詳細に示しているが、本発明はその構造に特徴がある訳
ではなく、一般にこの種の燃料噴射弁はどのようなもの
でも使用することができる。In the case of the embodiment shown in FIG. 2, the internal structure of the fuel injection valve 15 is shown in detail, but the present invention is not characterized by that structure, and in general, what kind of fuel injection valve is this type of? It can also be used.
参考までに主な部分を簡単に説明すると、第２図におけ
る２６はソレノイド、２７は固定鉄心、２８は可動鉄心
、２９は弁体３０を閉鎖方向に付勢するばね、３１は燃
料入口、３２はストレーナである。燃料人口３１には一
定圧の燃料が供給されており、ソレノイド２６が付勢さ
れたとき、可動鉄心２８は固定鉄心２７に吸引されて、
弁体３０をばね２９に抗して持ち上げるので、その間に
圧縮空気通路１６の中へ噴口３３から所定量の燃料がエ
マルジョン状に噴出する。To briefly explain the main parts for reference, 26 in FIG. 2 is a solenoid, 27 is a fixed iron core, 28 is a movable iron core, 29 is a spring that biases the valve body 30 in the closing direction, 31 is a fuel inlet, 32 is a strainer. Fuel at a constant pressure is supplied to the fuel supply 31, and when the solenoid 26 is energized, the movable iron core 28 is attracted to the fixed iron core 27.
Since the valve body 30 is lifted against the spring 29, a predetermined amount of fuel is ejected into the compressed air passage 16 from the nozzle 33 in the form of an emulsion.
なお、第２図の場合は圧縮空気通路１６やそれに連なる
通路１６′等が長い上に蓄圧室２０が設けられているの
で、逆止弁工９までの圧縮空気通路の全容積は第１図の
それよりも大きくなる。この場合、蓄圧室２０の容積は
たとえば６．７ｃｄ程度とすることができる。In the case of Fig. 2, the compressed air passage 16 and the passage 16' connected thereto are long, and the pressure accumulation chamber 20 is provided, so the total volume of the compressed air passage up to the check valve 9 is as shown in Fig. 1. be larger than that of In this case, the volume of the pressure accumulation chamber 20 can be, for example, about 6.7 cd.
次に、第１図及び第２図に構造を示した実施例の作動に
ついて説明する。第３図は、本発明のエアブラスト弁を
２サイクル機関に取付けた場合の作動タイミングをクラ
ンク角で表わしたもので、上死点（ＴＤＣ）の少し前か
ら燃料計量期間が始まっており、一定圧の燃料が図示さ
れない制御装置の指令する時間だけ燃料噴射弁１５から
圧縮空気通路１６内へエマルジョン状に噴出する。この
間に、機関の気筒内では点火、爆発、膨張、排気及び掃
気が行なわれる。下死点を過ぎてクランク角がＡとなっ
たとき、燃料計量期間（この期間中はいつでも燃料噴射
弁１５が開弁して燃料を圧縮空気通路１６へ噴射してい
る訳ではない。〉が終って空気噴射期間が始まり、制御
装置の指令によってソレノイド６が付勢され、可動鉄心
８は固定鉄心７に吸引されて降下し、弁軸２を介してニ
ードル弁５を開放させる。Next, the operation of the embodiment whose structure is shown in FIGS. 1 and 2 will be explained. Figure 3 shows the operating timing in terms of crank angle when the air blast valve of the present invention is installed in a two-stroke engine. Pressure fuel is injected in the form of an emulsion from the fuel injection valve 15 into the compressed air passage 16 for a period of time commanded by a control device (not shown). During this time, ignition, explosion, expansion, exhaust, and scavenging occur within the cylinders of the engine. When the crank angle reaches A after passing the bottom dead center, the fuel metering period (during this period, the fuel injection valve 15 does not always open and inject fuel into the compressed air passage 16) is started. After that, the air injection period begins, and the solenoid 6 is energized by a command from the control device, and the movable core 8 is attracted by the fixed core 7 and descends, opening the needle valve 5 via the valve shaft 2.
したがって、後述のようにして蓄圧室２０や圧縮空気通
路１６．１６’等に加圧状態で閉じこめられていた燃料
を含む圧縮空気は、ノズルロ４から機関の燃焼室内に噴
射され、すでに排気弁及び吸気弁が閉じて或る程度圧縮
が始まっている気筒内の空気に混入して微粒化し、気化
する。その間にピストンの上昇と共に圧縮行程が進み後
期に入って、クランク角Ｂで機関の気筒（燃焼室〉内の
圧力とエアブラスト弁内の圧縮空気通路１６との圧力が
等しくなると、それ以上はエアブラスト弁から燃料を混
じた空気が噴出しなくなる。Therefore, the compressed air containing fuel that has been confined in the pressure storage chamber 20, the compressed air passages 16, 16', etc. in a pressurized state as described later is injected into the combustion chamber of the engine from the nozzle nozzle 4, and is already injected into the combustion chamber of the engine from the exhaust valve. When the intake valve closes, it mixes with the air in the cylinder that has begun to be compressed to some extent, becomes atomized, and vaporizes. In the meantime, the compression stroke progresses as the piston rises and enters the latter stage, and when the pressure in the engine cylinder (combustion chamber) becomes equal to the pressure in the compressed air passage 16 in the air blast valve at crank angle B, the air is no longer allowed to flow. Air mixed with fuel no longer blows out from the blast valve.
本発明の基本的な例では、そこでもニードル弁５を閉じ
る操作を行なわないで、なおも開弁状態を維持する。し
たがって、その後の圧縮行程においてピストンの上昇に
より気筒（燃焼室〉内の圧力が上昇するとき、気筒内の
空気（実際には燃料との混合気）の一部は、加圧された
状態でノズルロ４からエアブラスト弁の圧縮空気通路１
６に流入し、蓄圧室２０等に蓄積される。そして、クラ
ンク角Ｃにおいてノズルロ４がソレノイド６の付勢停止
により上昇するニードル弁５によって閉じられるまでに
、蓄圧室２０等には次回の噴射燃料を燃焼室内へ噴射す
るのに必要な量の空気（混合気）が蓄えられ、機関が前
述のように点火、爆発、膨張、排気、掃気などを行なっ
ている間は、エアブラスト弁内に閉じこめられていて、
エアブラスト弁内での圧縮空気通路ｌ６に対する次回の
燃料噴射も行なわれる。In the basic example of the present invention, the needle valve 5 is not closed, but remains open. Therefore, when the pressure inside the cylinder (combustion chamber) increases due to the rise of the piston during the subsequent compression stroke, some of the air (actually the mixture with fuel) inside the cylinder passes through the nozzle in a pressurized state. 4 to compressed air passage 1 of the air blast valve
6 and is accumulated in the pressure accumulation chamber 20 and the like. By the time the nozzle nozzle 4 is closed by the needle valve 5 which rises due to the stoppage of energization of the solenoid 6 at the crank angle C, the pressure accumulation chamber 20 etc. has the amount of air necessary for injecting the next injection fuel into the combustion chamber. (air-fuel mixture) is stored and is confined within the air blast valve while the engine performs ignition, explosion, expansion, exhaust, scavenging, etc. as described above.
The next fuel injection into the compressed air passage l6 in the air blast valve also takes place.
以上の作動をタイムチャートとして示したものが第４図
であって、横向きに時間をとり、線図（ａ）では圧縮空
気通路１６への燃料の計量噴射期間を、線図（ｂ）では
ノズルロ４からの空気噴射期間と、それに続く蓄圧室２
０等への空気の蓄圧期間を示している。線図（Ｃ）は空
気噴射がほぼ終ったＢ′の時点で一旦ニードル弁５を閉
じ、気筒内の圧縮行程が進んだＢｉｔの時点で再びニー
ドル弁５を開いて、圧力の高まった気筒内の空気（混合
気）をエアブラスト弁の蓄圧室２０等に取り込む制御パ
ターンを示している。Figure 4 shows the above operation as a time chart, where time is plotted horizontally, and diagram (a) shows the period of metered fuel injection into the compressed air passage 16, and diagram (b) shows the period of metered injection of fuel into the compressed air passage 16. Air injection period from 4 followed by accumulator 2
It shows the period of air pressure accumulation to 0 etc. Diagram (C) shows that the needle valve 5 is closed once at point B' when air injection is almost finished, and then opened again at point B when the compression stroke in the cylinder has progressed, and the pressure inside the cylinder has increased. This shows a control pattern for taking in the air (mixture) into the pressure accumulation chamber 20 of the air blast valve.
さらに、気筒内の圧力の変化を、横軸にクランク角をと
って示した線図が第５図である。このように気筒内での
圧縮行程における加圧された空気（混合気〉を蓄圧して
おけば、次回の燃料噴射に必要な圧縮空気は、そのため
の空気圧縮機を用いなくても、気筒内から十分に得られ
ることが理解されよう。Furthermore, FIG. 5 is a diagram showing the change in the pressure inside the cylinder, with the crank angle plotted on the horizontal axis. By accumulating the pressurized air (air mixture) during the compression stroke in the cylinder in this way, the compressed air required for the next fuel injection can be stored inside the cylinder without using an air compressor for that purpose. It will be understood that sufficient results can be obtained from
ところで、前述のように蓄圧室２０に次回のための空気
を蓄積しているとき、ニードル弁５が閉じる前に圧縮空
気通路ｌ６内の圧力が所定の圧力を越えれば、逆止弁１
９が開弁して過剰の圧力を放出するが、この圧縮空気に
は上述の説明のように燃料が含まれているので、そのま
ま大気中に放出することはできない。そこで、放出先を
燃料タンクの蒸発ガスを処理するためのチャコールキャ
ニスタ３４とした例が第６図に示されている。良く知ら
れているように、キャニスタ３４の容器中には活性炭の
粒が収容されており、燃料タンク３５と機関の吸気管３
６にあるスロットル弁３７付近のような吸気．負圧の作
用する個所にそれぞれ通じる弁部分３８と配管３９．４
０が設けられている。また、ヰヤニスタ３４の底部には
容器内を大気に連通ずる連通管４１も設けられている。By the way, as mentioned above, when air is being stored in the pressure storage chamber 20 for the next time, if the pressure in the compressed air passage l6 exceeds a predetermined pressure before the needle valve 5 closes, the check valve 1
9 opens to release the excess pressure, but as this compressed air contains fuel as explained above, it cannot be released directly into the atmosphere. Therefore, an example is shown in FIG. 6 in which the discharge destination is a charcoal canister 34 for treating evaporative gas from the fuel tank. As is well known, activated carbon grains are contained in the canister 34, and the fuel tank 35 and engine intake pipe 3
Intake like near throttle valve 37 in 6. Valve parts 38 and pipes 39.4 each communicating with points where negative pressure acts
0 is set. Furthermore, a communication pipe 41 is provided at the bottom of the yanister 34 to communicate the inside of the container with the atmosphere.
機関の停止中などに燃料タンク３５内で発生した燃料蒸
気は、配管３９を通りキャニスタ３４内の活性炭粒に吸
着される。機関が作動すると吸気管３６には負圧が生じ
るので、キャニスタ３４の活性炭粒に吸着されていた蒸
発燃料は、連通管４１から入って弁部３８から吸気管３
６へ吸引される空気に乗って活性炭粒から分離し、機関
に流入して燃焼し、処理される。そこで、配管３９に本
発明による逆止弁１９の出口管１９′を接続すれば、逆
止弁１９から放出された過剰な圧縮空気の中に含まれて
いる燃料は、燃料タンク３５からの蒸発燃料と同様にし
て安全に処理され、しかも、それは機関の発生出力の一
部をもたらすから、無駄にはならない。Fuel vapor generated in the fuel tank 35 while the engine is stopped passes through the pipe 39 and is adsorbed by activated carbon particles in the canister 34. When the engine operates, negative pressure is generated in the intake pipe 36, so the evaporated fuel adsorbed on the activated carbon grains in the canister 34 enters from the communication pipe 41 and flows through the valve part 38 into the intake pipe 3.
It is separated from the activated carbon particles by the air drawn into the engine, where it is combusted and processed. Therefore, if the outlet pipe 19' of the check valve 19 according to the present invention is connected to the pipe 39, the fuel contained in the excess compressed air released from the check valve 19 will be evaporated from the fuel tank 35. It is safely processed in the same way as fuel, and since it provides part of the engine's power output, it is not wasted.
なお、本発明の場合、逆止弁１９からの放出空気を処理
するには、第６図の例以外の手段を用いてもよいことは
言うまでもない。他の一つの例としては、チャコールキ
ャニスタを介することなく、直接に吸気管３６と逆止弁
１９の出口管１９’とを運通させてもよい。In the case of the present invention, it goes without saying that means other than the example shown in FIG. 6 may be used to treat the air released from the check valve 19. As another example, the intake pipe 36 and the outlet pipe 19' of the check valve 19 may be directly communicated without using a charcoal canister.
第７図は、第Ｆ図に示したような実施例において、もし
蓄圧室２０とか圧縮空気通路１６に蓄えられた空気量だ
けでは不足であって、燃料を十分に微粒化することがで
きない場合にとり得る他の実施例を示したものである。FIG. 7 shows a case in which, in the embodiment shown in FIG. This shows other possible embodiments.
この例は前述の蓄圧室２０のほかに、これに対して圧縮
空気通路１６を介して連通ずる第二の蓄圧室４２を逆止
弁１９の前に設けたものであって、これによって圧縮空
気を蓄積し得る空間は大幅に増えて、必要な空気量を充
足することができる。In this example, in addition to the above-mentioned pressure accumulation chamber 20, a second pressure accumulation chamber 42 is provided in front of the check valve 19, which communicates with the pressure accumulation chamber 20 through the compressed air passage 16. The space in which air can be stored increases significantly, making it possible to meet the required amount of air.
本発明においては、気筒内で圧縮された空気をエアブラ
スト弁の圧縮空気通路１６．１６’や蓄圧室２０．４２
等へ導入するので、気筒内から空気と燃料以外のもの、
たとえば燃焼ガスの残留分や燃焼室内に付着していたカ
ーボン粒子などがエアブラスト弁内へ混入することが考
えられ、それらが弁内部に付着し、汚れとなって何らか
の支障を生じる可能性がないとは言えないが、その対策
として、あらかじめエアブラスト弁内の管路や空間など
を、四弗化エチレン樹脂等の汚れの付きにくい物質で被
覆（コーティング）しておけば、汚れが弁内に固着する
ことはなく、空気の流れに乗って再び気筒内に戻るので
、常に清浄な面が維持されて問題は生じない。In the present invention, the air compressed in the cylinder is transferred to the compressed air passage 16.16' of the air blast valve and the pressure accumulation chamber 20.42.
etc., so anything other than air and fuel is introduced from inside the cylinder,
For example, residual combustion gas or carbon particles adhering to the combustion chamber may enter the air blast valve, and there is no possibility that they will adhere to the inside of the valve and cause any problems as dirt. However, as a countermeasure, it is possible to coat the pipes and spaces inside the air blast valve with a substance that does not easily attract dirt, such as tetrafluoroethylene resin, to prevent dirt from entering the valve. It does not stick and returns to the cylinder with the flow of air, so a clean surface is always maintained and no problems occur.
本発明により、燃料噴射装置（エアブラスト弁）に付設
されるべき空気圧縮機はそれに付帯する機器と共に不要
となり、燃料噴射装置の構造が著しく簡単になって、ス
ペース的にもコスト的にも有利となる。According to the present invention, the air compressor that should be attached to the fuel injection device (air blast valve) is no longer required along with the equipment attached to it, and the structure of the fuel injection device is significantly simplified, which is advantageous in terms of space and cost. becomes.
第１図は本発明の燃料噴射装置の一実施例を示す縦断面
図、第２図は同じく他の実施例を示す縦断面図、第３図
は本発明の実施例の作動を機関のクランク角によって示
す線図、第４図は同じく作動を時間の経過と共に示すタ
イムチャート、第５図は機関の筒内圧力をクランク角に
対応させて示す線図、第６図は放出される圧縮空気の処
理方法を例示する図、第７図は本発明の燃料噴射装置の
更に他の実施例を示す要部断面図である。
１・・・エアブラスト弁本体、
２・・・ニードル弁軸、 ３・・・ノズルチップ、
４・・・ノズルロ、 ５・・・ニードル弁、６
・・・ソレノイド、 ７・・・固定鉄心、８・・
・可動鉄心、 ９・・・戻しばね、１０・・・
予圧ばね、 １１・・・調整螺子、１２・・・端
子部、 １３・・・作動部ハウジング、１４・
・・キャップ、 １５・・・燃料噴射弁、１６・
１６′・・・圧縮空気通路、
１７・・・ボール、 １８・・・ばね、１９・
・・逆止弁、 １９′・・・出口管、２０・・
・蓄圧室、 ２１・・・管状ビース、２２・・
・取付け個所、 ２３・・・内側空間、２４・・・
ばね受、 ２５・・・シム、２６・・・ソレノ
イド、２７・・・固定鉄心、２８・・・可動鉄心、
２９・・・ばね、３０・・・弁体、 ３
１・・・燃料入口、３２・・・ストレーナ、３３・・・
噴口、３４・・・チャコールキャニスタ、
３５・・・燃料タンク、 ３６・・・吸気管、３７
・・・スロットル弁、３８・・・弁部分、３９．４０・
・・配管、 ４１・・・連通管、４２・・・第二
の蓄圧室。
１！Ｊ１図
第
３
図
集
４
図
第
５
図FIG. 1 is a longitudinal cross-sectional view showing one embodiment of the fuel injection device of the present invention, FIG. 2 is a longitudinal cross-sectional view showing another embodiment, and FIG. Figure 4 is a time chart showing the operation over time; Figure 5 is a diagram showing the cylinder pressure of the engine in relation to the crank angle; Figure 6 is the compressed air released. FIG. 7 is a sectional view of a main part showing still another embodiment of the fuel injection device of the present invention. 1... Air blast valve body, 2... Needle valve shaft, 3... Nozzle tip,
4... Nozzle roller, 5... Needle valve, 6
... Solenoid, 7... Fixed iron core, 8...
・Movable iron core, 9...Return spring, 10...
Preload spring, 11... Adjustment screw, 12... Terminal part, 13... Operating part housing, 14...
...Cap, 15...Fuel injection valve, 16.
16'... Compressed air passage, 17... Ball, 18... Spring, 19...
...Check valve, 19'...Outlet pipe, 20...
・Pressure accumulation chamber, 21... Tubular bead, 22...
・Installation location, 23...inner space, 24...
Spring receiver, 25...Shim, 26...Solenoid, 27...Fixed core, 28...Movable core,
29... Spring, 30... Valve body, 3
1...Fuel inlet, 32...Strainer, 33...
Nozzle port, 34...Charcoal canister, 35...Fuel tank, 36...Intake pipe, 37
...throttle valve, 38...valve part, 39.40.
...Piping, 41...Communication pipe, 42...Second pressure accumulation chamber. 1! J1 Figure 3 Figure collection 4 Figure 5
Claims (1)
記ノズル口に通じる圧縮空気通路に計量された燃料を噴
射する燃料噴射弁と、前記圧縮空気通路の一部に膨大し
た空間として形成された蓄圧室と、前記圧縮空気通路に
付設され前記圧縮空気通路内の圧力が所定の値を越えた
ときに開口して前記圧力を前記所定の値に保つ逆止弁と
を備えていると共に、前記制御装置が前記ノズル口を開
口して前記圧縮空気通路及び前記蓄圧室にある燃料を含
む圧縮空気を機関の気筒内に噴射した後、前記機関の圧
縮行程の後期においても前記ノズル口を開口して前記気
筒内の圧縮された空気を前記圧縮空気通路及び前記蓄圧
室に導入するように構成されていることを特徴とする内
燃機関の燃料噴射装置。A needle valve that opens and closes a nozzle port by a control device, a fuel injection valve that injects a metered amount of fuel into a compressed air passage leading to the nozzle port, and a pressure accumulation chamber formed as an enormous space in a part of the compressed air passage. and a check valve that is attached to the compressed air passage and opens when the pressure in the compressed air passage exceeds a predetermined value to maintain the pressure at the predetermined value, and the control device After opening the nozzle port and injecting the compressed air containing fuel in the compressed air passage and the pressure accumulator into the cylinders of the engine, the nozzle port is also opened during the latter half of the compression stroke of the engine. A fuel injection device for an internal combustion engine, characterized in that the fuel injection device is configured to introduce compressed air within a cylinder into the compressed air passage and the pressure accumulation chamber.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP23033589A JPH0396657A (en) | 1989-09-07 | 1989-09-07 | Fuel injection unit of internal combustion engine |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP23033589A JPH0396657A (en) | 1989-09-07 | 1989-09-07 | Fuel injection unit of internal combustion engine |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| JPH0396657A true JPH0396657A (en) | 1991-04-22 |
Family
ID=16906229
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP23033589A Pending JPH0396657A (en) | 1989-09-07 | 1989-09-07 | Fuel injection unit of internal combustion engine |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JPH0396657A (en) |
Cited By (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPH03134262A (en) * | 1989-10-17 | 1991-06-07 | Sanshin Ind Co Ltd | Cylinder injection internal combustion engine |
| US20100294862A1 (en) * | 2009-05-19 | 2010-11-25 | Friedrich Howey | Method for adjusting the valve stroke |
-
1989
- 1989-09-07 JP JP23033589A patent/JPH0396657A/en active Pending
Cited By (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPH03134262A (en) * | 1989-10-17 | 1991-06-07 | Sanshin Ind Co Ltd | Cylinder injection internal combustion engine |
| US20100294862A1 (en) * | 2009-05-19 | 2010-11-25 | Friedrich Howey | Method for adjusting the valve stroke |
| US9097228B2 (en) * | 2009-05-19 | 2015-08-04 | Robert Bosch Gmbh | Method for adjusting the valve stroke |
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