JPS622264Y2 - - Google Patents
Info
- Publication number
- JPS622264Y2 JPS622264Y2 JP1980113686U JP11368680U JPS622264Y2 JP S622264 Y2 JPS622264 Y2 JP S622264Y2 JP 1980113686 U JP1980113686 U JP 1980113686U JP 11368680 U JP11368680 U JP 11368680U JP S622264 Y2 JPS622264 Y2 JP S622264Y2
- Authority
- JP
- Japan
- Prior art keywords
- ignition
- throttle valve
- engine
- combustion
- intake
- 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
Links
- 239000000446 fuel Substances 0.000 claims description 22
- 238000002485 combustion reaction Methods 0.000 claims description 18
- 238000002347 injection Methods 0.000 claims description 13
- 239000007924 injection Substances 0.000 claims description 13
- 230000006835 compression Effects 0.000 claims description 7
- 238000007906 compression Methods 0.000 claims description 7
- 230000007423 decrease Effects 0.000 description 9
- 230000010355 oscillation Effects 0.000 description 3
- 238000010586 diagram Methods 0.000 description 2
- 230000000694 effects Effects 0.000 description 1
- 230000001788 irregular Effects 0.000 description 1
- 230000001360 synchronised effect Effects 0.000 description 1
Landscapes
- Ignition Installations For Internal Combustion Engines (AREA)
- Combustion Methods Of Internal-Combustion Engines (AREA)
- Control Of Throttle Valves Provided In The Intake System Or In The Exhaust System (AREA)
Description
【考案の詳細な説明】
本考案はアイドル時や軽負荷時での騒音の低減
と燃焼安定性を改善するようにしたデイーゼル機
関に関する。[Detailed Description of the Invention] The present invention relates to a diesel engine that reduces noise and improves combustion stability during idle and light loads.
一般にデイーゼル機関にあつては、副室やピス
トン燃焼室に燃料を直接的に噴射し、圧縮着火に
よつて燃焼させる。 Generally, in a diesel engine, fuel is directly injected into a pre-chamber or a piston combustion chamber, and is combusted by compression ignition.
通常、圧縮上死点付近で圧縮圧力は40Kg／cm2程
度、圧縮温度は500℃以上になり、この上死点付
近で燃料を噴射すると、これが分解着火して燃焼
に至るわけであるが、この燃料の噴射開始時点か
ら自己着火するまでに、運転条件に応じての時間
遅れがあり、これを着火遅れと称している。 Normally, near compression top dead center, the compression pressure is about 40 kg/cm 2 and the compression temperature is over 500°C, and when fuel is injected near this top dead center, it decomposes and ignites, leading to combustion. There is a time delay depending on operating conditions from the start of fuel injection until self-ignition, and this is called an ignition delay.
この着火遅れの間に噴射された燃料は拡散し空
気と混合する。したがつて着火遅れが大きくなる
と、この拡散混合した燃料がいつきに燃焼し、急
激なる圧力上昇をもたらすことがある。 During this ignition delay, the injected fuel diffuses and mixes with air. Therefore, if the ignition delay becomes large, the diffused and mixed fuel may eventually burn, resulting in a sudden increase in pressure.
つまり、噴射燃料の層状燃焼が得られなくな
り、いわゆるデイーゼルノツクを起こして機関騒
音や振動を著しく増大させる。 In other words, stratified combustion of the injected fuel cannot be achieved, causing so-called diesel knock, which significantly increases engine noise and vibration.
一般に機関アイドル時や軽負荷時は、着火に至
るまでの温度上昇や圧力上昇が比較的小さく、自
己着火のための条件が高負荷時などに比べて弱く
なるため、着火遅れが大きくなる傾向があつてデ
イーゼルノツクを起こしやすいのである。そこで
火花放電するデイーゼル機関が、米国特許第
4096841号に示されるように提案されているが、
このものは、吸気を絞るものではないので、着火
性は向上しても、騒音は低減するとは限らなかつ
た。 Generally, when the engine is idling or under light load, the temperature and pressure rises leading up to ignition are relatively small, and the conditions for self-ignition are weaker than when the engine is under high load, so the ignition delay tends to increase. When it gets hot, it is more likely to cause diesel failure. There, a spark-discharge diesel engine was published in the U.S. Patent No.
Although it is proposed as shown in No. 4096841,
This product does not restrict the intake air, so even if the ignitability was improved, the noise was not necessarily reduced.
本考案はこのような問題を解決するために提案
されたもので、機関アイドル時や軽負荷時に限り
吸気を絞つて吸気充填効率を下げ、同時に火花放
電するようにして、燃焼最大圧力を減じて騒音を
低減しつつ着火の安定性をはかることを目的とす
る。 The present invention was proposed to solve these problems by throttling the intake air only when the engine is idling or under light load, lowering the intake air filling efficiency, and at the same time causing spark discharge to reduce the maximum combustion pressure. The purpose is to improve ignition stability while reducing noise.
以下、本考案の実施例を図面にもとづいて説明
する。 Hereinafter, embodiments of the present invention will be described based on the drawings.
第１図の実施例は、副室付デイーゼル機関に本
考案を適用した場合であり、燃焼室として主室１
の上部に噴口２を介して連通する副室３を備え
る。 The embodiment shown in Fig. 1 is a case where the present invention is applied to a diesel engine with a subchamber, and the main chamber is used as the combustion chamber.
An auxiliary chamber 3 is provided at the upper part of the auxiliary chamber 3, which communicates with the auxiliary chamber 3 through a nozzle 2.
副室３には燃料噴射弁４とともに放電電極（点
火栓）５が取付けてあり、この電極５は後述する
ようにアイドル、軽負荷時に放電点火する。 A discharge electrode (spark plug) 5 is attached to the auxiliary chamber 3 together with a fuel injection valve 4, and this electrode 5 is ignited by discharge during idling and light load as will be described later.
吸気通路６の途中には吸気絞弁７が設けられ、
この絞弁７は燃料噴射ポンプ８と連動して燃料噴
射量の少ないとき、つまりアイドル、軽負荷時に
吸気通路６を絞るようになつている。 An intake throttle valve 7 is provided in the middle of the intake passage 6,
This throttle valve 7 works in conjunction with a fuel injection pump 8 to throttle the intake passage 6 when the amount of fuel injected is small, that is, when the engine is idling or under light load.
このために、燃料噴射ポンプ８のポンプレバー
９と同軸に絞弁作動用レバー１０が固着し、上記
絞弁７の絞弁レバー１１に対してワイヤ１２を介
して連結し、ポンプレバー９が図示しないアクセ
ルペダルと連結するアクセルワイヤ１３によつて
回動すると、これに伴つて絞弁７も回動して、主
としてアイドル時に絞り込んでいた吸気通路６を
中、高負荷時に全開させる。 For this purpose, a throttle valve operating lever 10 is fixed coaxially with the pump lever 9 of the fuel injection pump 8, and is connected to the throttle valve lever 11 of the throttle valve 7 via a wire 12, so that the pump lever 9 is not shown in the figure. When the throttle valve 7 is rotated by an accelerator wire 13 connected to an accelerator pedal that is not engaged, the throttle valve 7 is also rotated, and the intake passage 6, which is mainly throttled at idle, is fully opened at medium to high loads.
この吸気絞弁７の下流に位置して吸入負圧を検
出する負圧スイツチ１４が設けられ、この負圧ス
イツチ１４からの信号にもとづき放電電極５に対
する高電圧電源１５からの放電パルスの印加作用
を中、高負荷時に停止させる。 A negative pressure switch 14 is provided downstream of the intake throttle valve 7 to detect suction negative pressure, and based on a signal from the negative pressure switch 14, a discharge pulse is applied from a high voltage power supply 15 to the discharge electrode 5. to stop during medium to high loads.
高電圧電源１５は、たとえば機関回転に同期し
たパルスを発生する発振回路１６、この発振パル
スによつてオンオフするパワートランジスタ１
７、トランジスタ１７のオンオフによつて高電圧
を発生する点火コイル１８から構成され、バツテ
リ１９からの電圧を点火コイル１８の一次側と二
次側の巻数比に応じて昇圧して、上記放電電極５
に供給する。発振回路１６は吸入負圧が所定値以
上のアイドル時、軽負荷時にオンとなる負圧スイ
ツチ１４からの信号が入力したときのみ、機関回
転に同期してパルスを発生する。 The high voltage power supply 15 includes, for example, an oscillation circuit 16 that generates pulses synchronized with engine rotation, and a power transistor 1 that is turned on and off by the oscillation pulses.
7. It is composed of an ignition coil 18 that generates high voltage by turning on and off a transistor 17, and boosts the voltage from the battery 19 according to the turns ratio between the primary side and the secondary side of the ignition coil 18, and connects it to the discharge electrode. 5
supply to. The oscillation circuit 16 generates pulses in synchronization with the engine rotation only when a signal from the negative pressure switch 14 is input, which is turned on when the suction negative pressure is at a predetermined value or higher and the engine is idling or under a light load.
図中２０は吸気エアクリーナ、２１は吸気弁、
２２はピストンをそれぞれ示す。 In the figure, 20 is an intake air cleaner, 21 is an intake valve,
22 each indicates a piston.
次に作用を説明する。 Next, the action will be explained.
エンジンのアイドルまたは軽負荷時は、燃料噴
射ポンプ８から燃料圧送量も少なく、したがつて
このポンプレバー９と連動する絞弁作動用レバー
１０を介して吸気通路６の絞弁７も、図示するよ
うに小開度に保持され、吸気量を絞り込む。 When the engine is idling or under light load, the amount of fuel pumped from the fuel injection pump 8 is small. Therefore, the throttle valve 7 of the intake passage 6 is also operated via the throttle valve actuating lever 10 that is linked with the pump lever 9. The opening is kept small to reduce the amount of intake air.
このため、主室１（副室３）に吸入される空気
量が減り、第２図にも示すように、モータリング
圧力（圧縮圧力）の特性Ｂもこの吸気充填効率の
低下に伴つて相対的に減少する。 For this reason, the amount of air taken into the main chamber 1 (auxiliary chamber 3) decreases, and as shown in Figure 2, the motoring pressure (compression pressure) characteristic B also decreases as the intake air filling efficiency decreases. decrease.
したがつて、燃焼圧力もその最大値が特性Bo
で示すように低下する。アイドル時や軽負荷時の
騒音はこの圧力上昇によるピストン打音であるか
ら、圧力が下がれば打音も低下して騒音も相対的
に減少する。 Therefore, the maximum value of the combustion pressure is also the characteristic Bo.
It decreases as shown in . The noise at idle or under light load is the piston hitting sound caused by this pressure increase, so if the pressure decreases, the hitting sound also decreases and the noise is relatively reduced.
しかし、このように圧縮圧力が下がれば、自己
着火性は悪化し着火不安定になる。 However, if the compression pressure decreases in this way, the self-ignition performance deteriorates and ignition becomes unstable.
この着火を助けるために放電電極５による放電
点火が行われるのであり、吸気絞弁７の絞り込み
により、絞弁下流の負圧が所定値以上に強まる
と、これを吸入負圧スイツチ１４が感知して高電
圧電源１５を作動させる。 In order to assist this ignition, discharge ignition is performed by the discharge electrode 5. When the intake throttle valve 7 throttles down and the negative pressure downstream of the throttle valve increases to a predetermined value or more, the intake negative pressure switch 14 senses this. to activate the high voltage power supply 15.
点火コイル１８からエンジン回転に同期して高
電圧パルスが、燃料噴射弁４による燃料の噴射直
後に電極５に供給され、燃料の自着火を補助し、
安定した着火、燃焼を実現する。 A high voltage pulse is supplied from the ignition coil 18 to the electrode 5 in synchronization with the engine rotation immediately after the fuel injection valve 4 injects the fuel to assist self-ignition of the fuel,
Achieves stable ignition and combustion.
したがつて、アイドル、軽負荷時でもデイーゼ
ルノツクなどの不整燃焼が起こりにくく、燃焼騒
音や振動の低減がはかれるのである。 Therefore, irregular combustion such as diesel knocking is less likely to occur even when the engine is idling or under light load, and combustion noise and vibration are reduced.
なお、上記放電パルスは燃料噴射直後に１回だ
け発振する他、例えば1KHz程度の周波数をもつ
高電圧パルスを燃料噴射後に所定の期間、あるい
は常時点火栓５に印加するようにしてもよい。 The discharge pulse may be oscillated only once immediately after fuel injection, or a high voltage pulse having a frequency of, for example, about 1 KHz may be applied to the spark plug 5 for a predetermined period after fuel injection, or at all times.
燃料噴射ポンプ８のポンプレバー９が図中右方
へと回動し、エンジン負荷が増加すると、これに
連動して絞弁作動レバー１０が回転し吸気絞弁７
が全開（または全開に近づき）、吸入負圧が減少
する。 When the pump lever 9 of the fuel injection pump 8 rotates to the right in the figure and the engine load increases, the throttle valve operating lever 10 rotates in conjunction with this, and the intake throttle valve 7
is fully open (or close to fully open), and the suction negative pressure decreases.
この結果、吸入負圧スイツチ１４がオフとな
り、点火回路１５からの高電圧パルスの供給が停
止し、放電電極５は放電点火を停止して通常のデ
イーゼル機関と全く同様に自己着火により燃焼が
行われる。（第２図のＡ，Aoはこのときのモータ
リング圧力と燃焼圧力のそれぞれの特性を示
す。）
以上説明したように本考案によれば、機関のア
イドル時や軽負荷時に吸気通路を絞つて吸気充填
効率を下げ、これと同時に燃焼室内で放電点火す
るようにしたので、デイーゼル機関のアイドル、
軽負荷時の着火、燃焼不安定を招くことなく燃焼
騒音や振動を著しく低減できるという効果が得ら
れる。 As a result, the suction negative pressure switch 14 is turned off, the supply of high voltage pulses from the ignition circuit 15 is stopped, and the discharge electrode 5 stops the discharge ignition, and combustion occurs by self-ignition just like a normal diesel engine. be exposed. (A and Ao in Fig. 2 indicate the respective characteristics of motoring pressure and combustion pressure at this time.) As explained above, according to the present invention, the intake passage is narrowed when the engine is idling or under light load. By lowering the intake air filling efficiency and igniting the discharge in the combustion chamber at the same time, the diesel engine's idle,
The effect is that combustion noise and vibration can be significantly reduced without causing ignition or combustion instability under light loads.
なお、本考案は副室付デイーゼル機関以外のも
の、例えばピストン燃焼室をもつ直噴式デイーゼ
ル機関など各種デイーゼル機関に適用できる。 Note that the present invention can be applied to various types of diesel engines other than diesel engines with subchambers, such as direct injection diesel engines with a piston combustion chamber.
第１図は本考案の実施例を示す概略構成図、第
２図は燃焼室内圧力特性図である。
１……主室、３……副室、４……燃料噴射弁、
５……放電電極（点火栓）、６……吸気通路、７
……吸気絞弁、８……燃料噴射ポンプ、９……ポ
ンプレバー、１４……吸入負圧スイツチ、１５…
…高電圧電源。
FIG. 1 is a schematic configuration diagram showing an embodiment of the present invention, and FIG. 2 is a pressure characteristic diagram in the combustion chamber. 1...Main chamber, 3...Sub-chamber, 4...Fuel injection valve,
5...Discharge electrode (spark plug), 6...Intake passage, 7
...Intake throttle valve, 8...Fuel injection pump, 9...Pump lever, 14...Intake negative pressure switch, 15...
…High voltage power supply.
Claims (1)
噴射される燃料を自己着火するようにしたデイー
ゼル機関において、吸気通路にアイドル、軽負荷
時に吸気を絞る絞弁を設ける一方、燃焼室に放電
電極を設け、この放電電極にすくなくともアイド
ル、軽負荷時に高電圧パルスを印加する高電圧電
源を備えたことを特徴とするデイーゼル機関。 In a diesel engine that is equipped with a fuel injection valve in the combustion chamber and is configured to self-ignite the fuel injected near compression top dead center, a throttle valve is installed in the intake passage to throttle the intake air at idle and under light load. A diesel engine comprising a discharge electrode and a high-voltage power supply that applies high-voltage pulses to the discharge electrode at least during idle and light loads.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP1980113686U JPS622264Y2 (en) | 1980-08-11 | 1980-08-11 |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP1980113686U JPS622264Y2 (en) | 1980-08-11 | 1980-08-11 |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| JPS5736319U JPS5736319U (en) | 1982-02-25 |
| JPS622264Y2 true JPS622264Y2 (en) | 1987-01-20 |
Family
ID=29474692
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP1980113686U Expired JPS622264Y2 (en) | 1980-08-11 | 1980-08-11 |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JPS622264Y2 (en) |
Families Citing this family (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS58165551A (en) * | 1982-03-26 | 1983-09-30 | Nissan Motor Co Ltd | Vibration reducer for diesel engine |
| JPS58166104A (en) * | 1982-03-27 | 1983-10-01 | Kayaba Ind Co Ltd | Direction control valve |
| JPS646956Y2 (en) * | 1985-09-03 | 1989-02-23 |
Citations (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US4096841A (en) * | 1976-06-10 | 1978-06-27 | General Motors Corporation | Ignition system for use with fuel injected-spark ignited internal combustion engines |
| JPS5399111A (en) * | 1977-02-10 | 1978-08-30 | Nippon Soken Inc | Running method and running control apparatus for multicylinder high tension ignition engine |
-
1980
- 1980-08-11 JP JP1980113686U patent/JPS622264Y2/ja not_active Expired
Patent Citations (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US4096841A (en) * | 1976-06-10 | 1978-06-27 | General Motors Corporation | Ignition system for use with fuel injected-spark ignited internal combustion engines |
| JPS5399111A (en) * | 1977-02-10 | 1978-08-30 | Nippon Soken Inc | Running method and running control apparatus for multicylinder high tension ignition engine |
Also Published As
| Publication number | Publication date |
|---|---|
| JPS5736319U (en) | 1982-02-25 |
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