JPS627926A - Intake device for diesel engine - Google Patents
Intake device for diesel engineInfo
- Publication number
- JPS627926A JPS627926A JP14540785A JP14540785A JPS627926A JP S627926 A JPS627926 A JP S627926A JP 14540785 A JP14540785 A JP 14540785A JP 14540785 A JP14540785 A JP 14540785A JP S627926 A JPS627926 A JP S627926A
- Authority
- JP
- Japan
- Prior art keywords
- valve
- intake
- engine
- air
- intake passage
- 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
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
- Characterised By The Charging Evacuation (AREA)
Abstract
Description
【発明の詳細な説明】
（産業上の利用分野）
本発明はディーゼルエンジンの始動促進およびエミッシ
ョンの改善のため、断熱圧縮により吸気温度を上昇させ
るようにしｔ、：フイーゼルエンジンの吸気装置に関り
るものである。Detailed Description of the Invention (Field of Industrial Application) The present invention relates to an intake system for a fusel engine, which increases the intake air temperature by adiabatic compression in order to promote starting of a diesel engine and improve emissions. It is something that can be done.
（従来技術）。(prior art).
従来、実開昭５９−１０７９３６号公報に示されるよう
に、ディーゼルエンジンにおいて始動時に着火性を高め
るため、燃焼室に供給する吸気を断熱圧縮して吸気渇疾
を上昇さけるようにした吸気装置（始動促進装置）が知
られている。この装置は、吸気通路に吸気行程の途中で
開作動する開閉弁を設け、具体的には主吸気通路に吸気
絞り弁を設けるとともに、この吸気絞り弁を迂回するバ
イパス吸気通路に開閉弁を設け、始動時から暖機時まで
の低負荷運転状態時に、吸気絞り弁により主吸気通路を
絞った状態で、上記開閉弁を動弁機構あるいは圧力応動
式の開閉弁等により吸気行程 ″の途中で開作
動させるようにしている。そしてこのような開閉弁の作
動により、吸気行程の途中までは燃焼室への吸気の導入
をＩＩＩｊ限し、吸気行程の途中から急激に燃焼室に吸
気を導入して断熱圧縮を行なわせている。この装置によ
ると、］アヒー夕によって吸気を加熱する場合と比べ、
多大のエネルギーが電力として消費されることが＜ｒ
＜、しかも燃焼室内で効率良く吸気温石を高めることが
できる。なお、上記従来の装置では始動暖機運転時に開
閉弁を作動さｌているが、通常運転時にも例えば比較的
低回転、低負荷の運転領域で開閉弁を作動させるように
Ｊれば、吸気温石の上背にＪ：り燃焼性が向、Ｌされる
ととしに白煙やＩＣ等の発生が防止される。Conventionally, as shown in Japanese Utility Model Application Publication No. 59-107936, in order to improve ignitability at the time of starting a diesel engine, there has been an intake system that adiabatically compresses the intake air supplied to the combustion chamber to avoid an increase in intake thirst. A starting acceleration device) is known. This device has an on-off valve in the intake passage that opens during the intake stroke. Specifically, an intake throttle valve is provided in the main intake passage, and an on-off valve is provided in the bypass intake passage that bypasses the intake throttle valve. During low-load operating conditions from startup to warm-up, with the main intake passage throttled by the intake throttle valve, the on-off valve is operated by a valve mechanism or pressure-responsive on-off valve during the intake stroke. By operating the on-off valve in this way, the introduction of intake air into the combustion chamber is limited until the middle of the intake stroke, and the intake air is rapidly introduced into the combustion chamber from the middle of the intake stroke. According to this device, compared to heating the intake air with a heater,
A large amount of energy is consumed as electricity <r
In addition, the intake air temperature can be increased efficiently within the combustion chamber. In addition, in the conventional device described above, the on-off valve is operated during startup and warm-up operation, but if the on-off valve is operated during normal operation, for example, in the relatively low rotation and low load operating range, the suction If J: is placed on the upper back of the temperature stone, the combustibility will be improved and the generation of white smoke, IC, etc. will be prevented.
また、この装置において吸気行程途中で開く開閉弁とし
ては、動弁機構や連動機構を介ｔノでエンジン出力軸で
駆動されるもの、またはシリンダ内の負圧が所定負圧に
達した時に自動的に開作動する圧力応動式のものを採用
し得るが、特に圧力応動式のものを用いれば、動弁機構
や連動機構を必要とせず簡単な構造で吸気の断熱圧縮を
行なわＵることができる。In addition, in this device, the on-off valve that opens during the intake stroke may be driven by the engine output shaft via a valve mechanism or interlocking mechanism, or it may be automatically opened when the negative pressure in the cylinder reaches a predetermined negative pressure. A pressure-responsive type that opens automatically can be used, but if a pressure-responsive type is used in particular, adiabatic compression of intake air can be performed with a simple structure without the need for a valve mechanism or interlocking mechanism. can.
ところで、このような圧力応動式の開閉弁を用いる場合
に、外気温度が低くて開閉弁が凍結している状態でエン
ジンの始動が行なわれると、エンジン回転数の−１−９
？が遅れてクラン４ングに長時間を要したり始動が困難
にむったリリ−ることがある。By the way, when using such a pressure-responsive on-off valve, if the engine is started when the outside temperature is low and the on-off valve is frozen, the engine speed will decrease by -1-9.
? The release may be delayed and require a long time to crank or may be difficult to start.
つまり、始動時に開閉弁以外からの吸気の流入を阻止し
て開閉弁を自動的に作動させようとしくも、ピストンま
わりからのリーク吸気員との関係でクランキング初期に
はシリンダ内に生じる負圧が比較的小さいため、開閉弁
が凍結しているとこれを開作動１′ることかできない。In other words, even if an attempt is made to automatically operate the on-off valve by blocking the inflow of intake air from sources other than the on-off valve at startup, negative pressure is generated in the cylinder during the initial cranking period due to leakage from around the piston and the relationship with the intake member. Since the on-off valve is relatively small, if the on-off valve is frozen, it can only be opened 1'.
そして、エンジン回転数がある程度高くなってシリンダ
内に住じる負圧が充分に大きくなれば、その負Ｊ−を力
により開閉弁が凍結による固着力に抗しで開かれるため
凍結が解除されるが、それまでは開閉弁が閉じられたま
まであるため、充填量が低下してポンピング［１スが人
ぎくなる。これによつＣクランキング時にエンジン回転
数の上昇が著しく遅れでしょうというおそれがあった。When the engine speed increases to a certain degree and the negative pressure inside the cylinder becomes large enough, the negative J- force causes the on-off valve to open against the sticking force caused by freezing, and the freeze is removed. However, until then, the on-off valve remains closed, so the filling amount decreases and pumping becomes noisy. This may cause a significant delay in the increase in engine speed during C-cranking.
（発明の目的）
本発明はこのような事情に区み、開閉弁が凍結している
状態にあるとぎの始動時にも、クラン１−ング初期のポ
ンピングロスを低減し、エンジンの回転数の上昇を速め
てクランキング不良やクランキング時間の増大を防止す
ることができるディーゼルエンジンの吸気装置を提供す
るものである。(Purpose of the Invention) The present invention has been developed in view of the above circumstances, and is designed to reduce pumping loss at the initial stage of cranking and increase the engine speed even when the on-off valve is frozen. To provide an intake device for a diesel engine that can speed up the cranking process and prevent cranking failures and increases in cranking time.
（発明の構成）
本発明は、エンジンの各シリンダ別の吸気通路に、シリ
ンダ内の負圧が所定負圧に達した詩に開弁する圧力応動
式の開閉弁を設け、この開閉弁の作動により吸気行程途
中までは燃焼室への吸気導入を制限し、吸気行程途中か
ら急激に吸気を燃焼室に導入して断熱圧縮を行なわｌる
ようにしたディーゼルエンジンの吸気装置において、少
なくとも外気温度が低いとぎのエンジン始動時に所定回
転数に達するまでは上記開閉弁の作動を停止させ、かつ
、上記開閉弁の下流に吸気を導入する制御手段を設けた
ものである。(Structure of the Invention) The present invention provides a pressure-responsive on-off valve that opens when the negative pressure in the cylinder reaches a predetermined negative pressure in the intake passage of each cylinder of the engine, and operates the on-off valve. In a diesel engine intake system, the introduction of intake air into the combustion chamber is restricted until the middle of the intake stroke, and the intake air is rapidly introduced into the combustion chamber from the middle of the intake stroke to perform adiabatic compression. A control means is provided for stopping the operation of the on-off valve until a predetermined rotational speed is reached when the engine is started at low speed, and for introducing intake air downstream of the on-off valve.
つまり、エンジン始動時に開閉弁の凍結を解除し得るエ
ンジン回転数に達するまでは、開閉弁を停止させたまま
で燃焼室に吸気を導入することにより充填量を確保して
ポンピング［１スを低減するようにしてものである。In other words, when the engine starts, until the engine speed reaches a speed that allows the opening/closing valve to unfreeze, the intake air is introduced into the combustion chamber with the opening/closing valve stopped, thereby securing the charging amount and reducing the pumping [1st]. That's how it is.
（実施例） 第１図乃至第３図は本発明の一実施例を示す。(Example) 1 to 3 show one embodiment of the present invention.
これらの図において、１はディーゼルエンジンの各シリ
ンダであって、その内部のピストン２上方には燃焼室３
が形成されており、この燃焼室３には、吸気弁４を備え
た吸気ボート５と、排気弁を備えた排気ポート（図示せ
ず）とが開口している。In these figures, 1 is each cylinder of a diesel engine, and a combustion chamber 3 is located above a piston 2 inside the cylinder.
An intake boat 5 equipped with an intake valve 4 and an exhaust port (not shown) equipped with an exhaust valve are opened into the combustion chamber 3.
上記吸気ボート５に連通ずる吸気通路６には、圧力応動
式の開閉弁１０によつ゛Ｃ吸気行程途中までは燃焼室３
への吸気の導入を制限し、吸気行程途中から急激に吸気
を燃焼室３に導入し−Ｃ断熱圧縮を行なわせる吸気導入
規制装置が設けられている。The intake passage 6 communicating with the intake boat 5 is connected to the combustion chamber 3 by a pressure-responsive on-off valve 10 until the middle of the intake stroke.
An intake air introduction regulating device is provided that restricts the introduction of intake air into the combustion chamber 3 and suddenly introduces the intake air into the combustion chamber 3 from the middle of the intake stroke to perform -C adiabatic compression.
この吸気導入規制装置は、当実施例では主吸気通路６ａ
と、下流端が主吸気通路６ａに開口する副吸気通路６ｂ
とから（５る吸気通路６が各シリンダ１別に形成され、
かつ、主吸気通路６ａの副吸気通路６ｂ開ロ位置より上
流に吸気絞り弁７が設けられるどともに、副吸気通路６
ｂに上記開閉弁１０が設けられていることにより構成さ
れている。In this embodiment, this intake air introduction regulating device is the main intake passage 6a.
and a sub-intake passage 6b whose downstream end opens into the main intake passage 6a.
Since (5) the intake passage 6 is formed separately for each cylinder 1,
In addition, an intake throttle valve 7 is provided upstream of the open position of the auxiliary intake passage 6b of the main intake passage 6a, and the auxiliary intake passage 6
b is provided with the on-off valve 10 described above.
なお、上記主吸気通路６ａおよび副吸気通路６ｂはそれ
ぞれり−−ジタンク８．９を介して図外のエアクリーナ
に接続されている。The main intake passage 6a and the auxiliary intake passage 6b are each connected to an air cleaner (not shown) via a separate tank 8.9.
上記開閉弁１０は、副吸気通路６ ｉ）のり−ジタンク
９への開口部に配置され（おり、弁室１１内に設けられ
て弁座１２に上流側から当接する弁体１３と、この弁体
１３に連結軸１４を介して連結されたダイヤフラム１５
と、このダイヤフラム１５により仕切られた２つの室１
６．１７と、ぞの一方の室１６内に設けられて弁体１３
を閉弁方向に付勢するリターンスプリング１８とを備え
ている。そして上記一方の室１６は弁体１３、連結軸１
４およびダイヤ“ノラム１５を貫通した連通孔１９を介
して弁体１３より下流の副吸気通路６ｂに連通し、他方
の室１７はザージタンク９に連通してほぼ大気圧に保た
れている。こうして開閉弁１０は、弁体１３よりＦ流の
副吸気通路６ｂから、に記一方の室１６に導入される負
圧が所定の開弁負圧に達したとぎ、リターンスプリング
１８の付勢力および弁体１３自体に作用づるｈ圧力に抗
して弁体１３が開かれるようになっており、従つ−Ｃ吸
気絞り弁７により主吸気通路６ａが絞られ゛（いる状態
では、シリンダ１内の負圧が上記開弁負圧に達する吸気
行程途中で自動的に開閉弁１０が開作動する。また吸気
絞り弁７が聞かれたときは１−吸気通路６ａからシリン
ダ１内に吸気が導入され、これにより開閉弁１０の下流
には殆ど負圧が生じなくなるため、開閉弁１０の作動が
停止されるようになっている。The on-off valve 10 is disposed at the opening to the auxiliary intake passage 6i) and the gauge tank 9, and includes a valve body 13 provided in the valve chamber 11 and abutting the valve seat 12 from the upstream side. A diaphragm 15 connected to the body 13 via a connecting shaft 14
and two chambers 1 separated by this diaphragm 15.
6.17 and the valve body 13 provided in the chamber 16 on one side.
and a return spring 18 that biases the valve in the valve closing direction. The one chamber 16 contains the valve body 13 and the connecting shaft 1.
4 and the auxiliary intake passage 6b downstream of the valve body 13 through a communication hole 19 penetrating the diamond noram 15, and the other chamber 17 communicates with the surge tank 9 and is maintained at approximately atmospheric pressure. When the negative pressure introduced from the valve body 13 into the one chamber 16 from the F-flow auxiliary intake passage 6b reaches a predetermined valve-opening negative pressure, the on-off valve 10 controls the biasing force of the return spring 18 and the valve. The valve body 13 is opened against the h pressure acting on the body 13 itself, and the main intake passage 6a is throttled by the -C intake throttle valve 7. During the intake stroke when the negative pressure reaches the above-mentioned valve opening negative pressure, the on-off valve 10 is automatically opened.Furthermore, when the intake throttle valve 7 is opened, intake air is introduced into the cylinder 1 from the 1-intake passage 6a. As a result, almost no negative pressure is generated downstream of the on-off valve 10, so the operation of the on-off valve 10 is stopped.
一方、吸気絞り弁７に対しては、これを開閉作動するダ
イヤフラム装置により形成されたアクチュエータ２１と
、このアクチュエータ２１を動かＵるｊこめの通路２２
、真空ポンプ２３および切替弁２４とで構成された駆動
手段が設【プられ、この駆動手段により、吸気絞り弁７
を閉じて開閉弁１０を作動させる開閉弁作動状態と吸気
絞り弁７を聞いて主吸気通路６ａを開通させることによ
り吸気絞り弁７の作動機能を停＋Ｌさゼる作動停止状態
とに吸気系を切替可能どしている。On the other hand, for the intake throttle valve 7, there is an actuator 21 formed by a diaphragm device that opens and closes the intake throttle valve 7, and a passage 22 for moving the actuator 21.
, a driving means composed of a vacuum pump 23 and a switching valve 24, and this driving means controls the intake throttle valve 7.
The intake system is divided into an on-off valve operating state in which the on-off valve 10 is operated by closing the on-off valve 10, and an inactive state in which the operating function of the intake throttle valve 7 is stopped by listening to the intake throttle valve 7 and opening the main intake passage 6a. It is possible to switch.
２５はマイク［１コンピユータ等からなる制御手段であ
って、回転数検出手段２６および真向検出手段２７等か
らの運転状態を検出する信号を受け、運転状態が予め設
定された比較的低回転低負荷側の開閉弁作動領域にある
ときは吸気絞り弁７を閉じて開閉弁１０を作動状態とし
、吸気の断熱圧縮を行なう必要のない高回転高負荷側の
運転領域では吸気絞り弁７を開いて開閉弁１０を作動停
止状態とするように、上記駆動手段を制御している。Reference numeral 25 denotes a control means consisting of a microphone [1 computer, etc., which receives signals for detecting the operating state from the rotational speed detecting means 26 and the direct direction detecting means 27, etc. When the on-off valve on the load side is in the operating range, the intake throttle valve 7 is closed and the on-off valve 10 is in the operating state, and in the operating range on the high-speed, high-load side where there is no need to perform adiabatic compression of intake air, the intake throttle valve 7 is opened. The driving means is controlled so that the on-off valve 10 is brought into a non-operating state.
さらに上記制御手段２５は、エンジン始動時のクランキ
ング中には、エンジン回転数が開閉弁１０の凍結解除に
必要な所定回転数に達するまでは吸気絞り弁７を開いて
開閉弁１０を作動停止状態とし、所定回転数に達してか
ら吸気絞り弁７を開いて開閉弁１０を作動状態とするＪ
：うに上記駆動１ｉｆｔを制御している。Furthermore, during cranking when starting the engine, the control means 25 opens the intake throttle valve 7 and deactivates the on-off valve 10 until the engine speed reaches a predetermined number of rotations necessary for unfreezing the on-off valve 10. state, and after reaching a predetermined rotational speed, the intake throttle valve 7 is opened and the on-off valve 10 is activated.
: The sea urchin controls the above drive 1ift.
このように構成された吸気装置の作用を第４図によって
説明する。The operation of the intake device configured in this manner will be explained with reference to FIG. 4.
第４図はエンジンスイッチの操作（線Ａ）に対応させて
始動時のエンジン回転数の時間的変化（線Ｂ）と開閉弁
１０の状態の時間的変化（線Ｃ）とを示している。この
図に示すように、エンジン−〇 −
スイッチがスター］・位置（ＳＴ）とされることにより
クランキングが開示され、このクランキング開始時点ｔ
ｏからエンジン回転数が次第に上昇する。この場合に開
閉弁１０が凍結していると、開閉弁１０の本来の開弁圧
よりか（２り大きな負圧がシリンダ１内に生じない限り
は開閉弁１０を凍結による固着力に抗しＣ開くことがで
きない状態にある。この状態で、クランキング初期に吸
気絞り弁７を閉じて開閉弁１０を作動させようとしても
（２点鎖線Ｃ′）、エンジン回転数が低い間はピストン
２まわり等からのリーク吸気量が多くなる ゛こと
によりシリンダ１内に生じる負圧は比較的低いため、実
際には開閉弁１０が開かれない。しかもピストン２まわ
り等からのリーク吸気量だけでは充分に吸気をシリンダ
１内に充填させることができず、ボンピングロスが生じ
てエンジン回転数の上昇が著しく遅れる（２点鎖線Ｂ’
）。FIG. 4 shows temporal changes in the engine speed at startup (line B) and temporal changes in the state of the on-off valve 10 (line C) in response to the operation of the engine switch (line A). As shown in this figure, cranking is initiated by setting the engine switch to the star position (ST), and this cranking start point t
The engine speed gradually increases from o. In this case, if the on-off valve 10 is frozen, the on-off valve 10 will not be able to resist the sticking force due to freezing unless a negative pressure that is two times larger than the original opening pressure of the on-off valve 10 is generated in the cylinder 1. In this state, even if you close the intake throttle valve 7 at the beginning of cranking and try to operate the on-off valve 10 (double-dashed line C'), the piston 2 will not open while the engine speed is low. The amount of intake air leaking from around the piston 2 increases.As a result, the negative pressure generated in the cylinder 1 is relatively low, so the on-off valve 10 is not actually opened.Furthermore, the amount of intake air leaking from around the piston 2 is sufficient. Intake air cannot be filled into the cylinder 1 during this time, and a pumping loss occurs, causing a significant delay in the increase in engine speed (as shown by the two-dot chain line B').
).
これに対し本発明では、線Ｃのようにクランキング初期
には開閉弁１０をＯＦＦ （作動停止状態） ・とじ
、つまり吸気絞り弁７を開くことにより吸気を主吸気通
路６ａからシリンダ１内に自由に導入させるようにしＣ
おり、これにより充分に吸気がシリンダ１内に充填され
てボンピングロスが低減され、線Ｂで示すように二［ン
ジン回転数の上野が促進される。In contrast, in the present invention, as shown by line C, the on-off valve 10 is turned OFF (operation stopped state) at the initial stage of cranking.In other words, by opening the intake throttle valve 7, intake air is directed into the cylinder 1 from the main intake passage 6a. Let it be introduced freelyC
As a result, the intake air is sufficiently filled into the cylinder 1, the pumping loss is reduced, and as shown by line B, the upper limit of the engine rotational speed is promoted.
そして、エンジン回転数が所定回転数Ｎｏに達すると吸
気絞り弁７が閉じられＣ開閉弁１０がＯＮ状態とされ、
このとぎには１２９２回転数が上野しているためシリン
ダ１内に生じる負圧は大きくなり、この負圧により開閉
弁１０が凍結による固着力に抗して聞かれ、凍結が解除
される。従ってその後は開閉弁１０が自動的に作動し、
つまりシリンダ１内の負圧が開閉弁１０の開弁Ω圧に達
する吸気行程途中で開閉弁１０が聞かれ、多聞の吸気が
急激に燃焼室３に導入されることにより吸気の断熱圧縮
が行なわれて吸気渇廓が上貸し、この断熱圧縮で着火性
および燃焼性が高められて始動が促進される。ざらにＴ
レジン始動後も比較的低回転低負荷の領域等では開閉弁
１０が作動されて吸気の断熱圧縮が行なわれることによ
り、失火の防止およびエミッションの改善が図られる。When the engine speed reaches a predetermined speed No., the intake throttle valve 7 is closed and the C on-off valve 10 is turned on.
At this point, the number of revolutions is above 1292, so the negative pressure generated in the cylinder 1 becomes large, and this negative pressure causes the on-off valve 10 to resist the sticking force due to freezing, and the freezing is released. Therefore, after that, the on-off valve 10 automatically operates,
In other words, during the intake stroke when the negative pressure in the cylinder 1 reaches the opening Ω pressure of the on-off valve 10, the on-off valve 10 is turned off, and a large amount of intake air is suddenly introduced into the combustion chamber 3, thereby performing adiabatic compression of the intake air. This adiabatic compression improves ignition and combustibility, facilitating starting. Zarani T
Even after the engine is started, the on-off valve 10 is operated in a region of relatively low rotation and low load to perform adiabatic compression of the intake air, thereby preventing misfires and improving emissions.
４１お、上記実施例ではクランキング中に単にエンジン
回転数を調べて所定回転数以下で開閉弁１０を作動停止
状態としているが、エンジン回転数に加えて吸気温度を
検出し、開閉弁１０の凍結が生じるような低温時にのみ
、所定回転数以下で開閉弁１０を作動停止状態としても
よい。41. In the above embodiment, the engine speed is simply checked during cranking, and the on-off valve 10 is stopped when the speed is below a predetermined speed. Only when the temperature is low enough to cause freezing, the on-off valve 10 may be brought into a non-operational state when the rotation speed is below a predetermined number.
また、−１１記実施例では各シリンダ別の吸気通路６を
主吸気通路６ａと副吸気通路６ｂとに分けて副吸気通路
６ｂに開閉弁１０を設け−Ｃいるが、各シリンダごとに
１つずつの吸気通路を設（」てこの吸気通路に圧力応動
式の開閉弁１０を設けてもよい。この場合、例えば開閉
弁１０をバイパスするバイパス通路を設け、クランキン
グ中に所定回転数に達するまではこのバイパス通路を開
いて開閉弁１０の下流に吸気を流入させるにうにすれば
よい。また開閉弁１０を吸気通路から退避する位置に回
動可能とし、作動停止状態とするとぎは開閉弁１０を退
避位置に回動させて吸気通路を開通させる。ｊ：うにし
ておいてもよい。In addition, in the embodiment described in -11, the intake passage 6 for each cylinder is divided into the main intake passage 6a and the auxiliary intake passage 6b, and the auxiliary intake passage 6b is provided with an on-off valve 10, but one for each cylinder. A pressure-responsive on-off valve 10 may be provided in each intake passage. In this case, for example, a bypass passage that bypasses the on-off valve 10 is provided so that a predetermined rotation speed is reached during cranking. Until then, it is sufficient to open this bypass passage to allow intake air to flow downstream of the on-off valve 10.Furthermore, the on-off valve 10 can be rotated to a position where it is retracted from the intake passage, and the on-off valve 10 can be turned into a non-operating state. 10 to the retracted position to open the intake passage.j: You may leave it as is.
（発明の効果）
以上のように本発明は、シリンダ内の圧力変化に応じて
自動的に開閉することにより吸気の断熱圧縮を行なわせ
る圧力応動式の開閉弁を備えたディーゼルエンジンの吸
気装置において、少なくとも外気温度が低いとぎの始動
時には所定回転数に達するまで開閉弁の作動を停止させ
、かつ開閉弁の下流に吸気を流入させるようにしている
ため、開閉弁が凍結していてもクランキング初期のボン
ピングロスを低減し、良好に始動を行なわせることがで
きるものである。(Effects of the Invention) As described above, the present invention provides an intake system for a diesel engine equipped with a pressure-responsive on-off valve that performs adiabatic compression of intake air by automatically opening and closing in response to changes in pressure within the cylinder. At least when starting when the outside air temperature is low, the operation of the on-off valve is stopped until a predetermined rotation speed is reached, and intake air is allowed to flow downstream of the on-off valve, so even if the on-off valve is frozen, cranking will continue. This reduces the initial pumping loss and enables good starting.
第１図は本発明の一実施例の装置の縦断側面図、第２図
はこの装置の概略横断平面図、第３図は開閉弁の拡大断
面図、第４図はエンジン始動時のエンジン回転数変化お
よび開閉弁の制御を示Ｊ説明図である。
１・・・シリンダ、３・・・燃焼室、４・・・吸気弁、
６・・・吸気通路、７・・・吸気絞り弁、１０・・・開
閉弁、２５・・・制御手段。
第 ３ 図
第 ４ 図Fig. 1 is a vertical sectional side view of a device according to an embodiment of the present invention, Fig. 2 is a schematic cross-sectional plan view of this device, Fig. 3 is an enlarged sectional view of an on-off valve, and Fig. 4 is an engine rotation at engine startup. FIG. 3 is an explanatory diagram showing the number change and control of the on-off valve. 1... Cylinder, 3... Combustion chamber, 4... Intake valve,
6... Intake passage, 7... Intake throttle valve, 10... Opening/closing valve, 25... Control means. Figure 3 Figure 4
Claims (1)
の負圧が所定負圧に達した時に開弁する圧力応動式の開
閉弁を設け、この開閉弁の作動により吸気行程途中まで
は燃焼室への吸気導入を制限し、吸気行程途中から急激
に吸気を燃焼室に導入して断熱圧縮を行なわせるように
したディーゼルエンジンの吸気装置において、少なくと
も外気温度が低いときのエンジン始動時に所定回転数に
達するまでは上記開閉弁の作動を停止させ、かつ、上記
開閉弁の下流に吸気を導入する制御手段を設けたことを
特徴とするディーゼルエンジンの吸気装置。1. A pressure-responsive on-off valve that opens when the negative pressure in the cylinder reaches a predetermined value is installed in the intake passage of each cylinder of the engine, and the operation of this on-off valve closes the combustion chamber until the middle of the intake stroke. In a diesel engine intake system that restricts the intake air into the combustion chamber and rapidly introduces the intake air into the combustion chamber from the middle of the intake stroke to perform adiabatic compression, the intake system operates at a predetermined rotational speed at least when starting the engine when the outside air temperature is low. An intake system for a diesel engine, characterized in that the intake system for a diesel engine is provided with a control means for stopping the operation of the on-off valve until reaching the above-mentioned on-off valve and introducing intake air downstream of the on-off valve.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP14540785A JPS627926A (en) | 1985-07-02 | 1985-07-02 | Intake device for diesel engine |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP14540785A JPS627926A (en) | 1985-07-02 | 1985-07-02 | Intake device for diesel engine |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| JPS627926A true JPS627926A (en) | 1987-01-14 |
Family
ID=15384540
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP14540785A Pending JPS627926A (en) | 1985-07-02 | 1985-07-02 | Intake device for diesel engine |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JPS627926A (en) |
Cited By (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| KR100405436B1 (en) * | 2000-12-27 | 2003-11-14 | 현대자동차주식회사 | Cooling efficiency improving apparatus of diesel engine and method thereof |
| KR20030089247A (en) * | 2002-05-17 | 2003-11-21 | 기아자동차주식회사 | Apparatus for cutting off supply of air in air system when a diesel engine is stopped |
-
1985
- 1985-07-02 JP JP14540785A patent/JPS627926A/en active Pending
Cited By (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| KR100405436B1 (en) * | 2000-12-27 | 2003-11-14 | 현대자동차주식회사 | Cooling efficiency improving apparatus of diesel engine and method thereof |
| KR20030089247A (en) * | 2002-05-17 | 2003-11-21 | 기아자동차주식회사 | Apparatus for cutting off supply of air in air system when a diesel engine is stopped |
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