JPS5857045A - Cylinder quantity control device of diesel engine - Google Patents

Abstract

PURPOSE:To reduce pumping loss of an engine and decrease unburned HC, by equipping an angle detector, in which an angle of control levers in an injection pump is detected, and arranging an intake shut off valve and injection nozzle, provided in a cylinder at an idle side, to an inoperative state when an output of said angle detector is in a preset value or less. CONSTITUTION:A depressing amount of an accelerator pedal 11 is small from an idle condition to a 1/2 load condition, and control levers 12, 13 of an injection pump 4 are rotated between positions B, C, however, in this position, a slider 24a of a potentiometer 24 and wire wound resistor 24b are in a contactless state. In consequence, a fuel spill regulator valve 6 is in a full open state, and fuel is not supplied to the second and third cylinders, then returned to a return pipe 23. Then the depressing amount of the pedal 11 is increased, if the lever 13 exceeds the position C, an electric current is conducted to flow in a solenoid 7 through an amplifier 27 in accordance with an output of the potentiometer 24, and the regulator valve 6 is closed through a lever 18. Further excitation of a solenoid 9 fully opens an intake shut off valve 3, and full cylinder operation can be performed.

Description

DETAILED DESCRIPTION OF THE INVENTION The present invention relates to a cylinder number control device for a diesel engine,
More specifically, when the load of a multi-cylinder diesel engine is light, some of the cylinders are inactive to reduce engine friction loss, thereby improving fuel efficiency and reducing unburned HC. This relates to a numerical control device.

Originally, a diesel engine does not have a throttle for intake air volume, so it takes in a large amount of air, compresses it, and exhausts it from no-load to full-load operation. The amount of work required for this is enormous, and nearly half of the total friction loss in a diesel engine occurs during the compression and exhaust strokes.

In particular, when a diesel engine is operated at low load, the ratio of friction loss to the net work of the engine is large.

Conventionally, when a diesel engine is operated at low load, attempts have been made to reduce the amount of intake air in order to reduce the friction loss, so-called pumping loss, that occurs during the compression and exhaust strokes of the diesel engine.

However, in the conventional diesel engine system,
If the pumping loss is significantly reduced by simply restricting the amount of intake air, problems such as increased HC, impaired startability, and increased blue-white smoke occur, so the above-mentioned problems are still not used in practical applications. It has not been.

In addition, a normal in-line diesel engine has only one fuel injection pump, and the amount of fuel injected into each cylinder is the same, so it is not possible to change the amount of fuel injected into each cylinder during engine operation. could not.

An object of the present invention is to eliminate the drawbacks of the conventional diesel engine during low-load operation, and when the load of a multi-cylinder diesel engine is small, the intake air of some cylinders is cut off, and fuel is not supplied to that cylinder. An object of the present invention is to provide an excellent cylinder number control device for a diesel engine that can reduce pumping loss of the engine, improve fuel efficiency, and reduce the amount of unburned HC discharged.

A diesel engine cylinder number control device of the present invention that achieves the above object includes an intake cutoff valve that cuts off the intake path of some of the cylinders of the diesel engine, a discharge part of a fuel injection pump, and a fuel injection nozzle of the some of the cylinders. and a lever angle detector that is provided in a part of the fuel control lever of the fuel injection pump and that generates a voltage according to the lever rotation angle, and the lever angle detector is provided in a part of the fuel control lever of the fuel injection pump and generates a voltage according to the lever rotation angle. In the following cases, fully close the intake cutoff valve and fully open the fuel relief amount adjustment valve; when the voltage exceeds the set value, fully open the intake cutoff valve and open the fuel relief amount adjustment valve. It is characterized by being configured to close in response to an increase in

An embodiment of the present invention will be described below with reference to the drawings.

FIG. 1 is an overall configuration diagram of a diesel engine cylinder number control device showing an embodiment of the present invention, in which 1 is a diesel engine, 2 is an intake manifold, 4 is a fuel injection pump, and 5
Reference numeral 12 is a fuel injection nozzle, and reference numeral 12 and 16 are control levers that adjust the amount of fuel injected from the fuel injection pump 4 in conjunction with the accelerator pedal 11.

In this embodiment, the second cylinder (
A fuel escape amount adjusting valve 6 is provided in the middle of the fuel injection pipe 22 to the cylinder #2) and the third cylinder (#3) to stop the supply of fuel to these cylinders.
．． The intake manifold 2 of #3) is provided with an intake cutoff valve 3 so that the intake air to these cylinders can also be cut off.

The structure of the fuel relief amount adjusting valve 6 is as shown in FIGS. Fuel passage 6a
A fuel relief passage 6b is provided in the middle, and this fuel relief passage 6b communicates with the fuel return pipe 26 via the fuel gallery IJ-6e. Therefore, in the state shown in FIGS. 2 and 3, all the fuel that has entered the fuel passage & of the fuel relief amount adjusting valve 6 from the fuel injection pipe 22' passes through the fuel relief passage 6b, the fuel gear rally 6c, and the fuel return pipe 23 to the fuel injection pump. Returned to before 4. Fuel is supplied to the fuel injection pipe 22 from the fuel injection pipe 22' through the fuel relief amount adjustment valve 6 when the spill control lever is lowered to narrow the path to the fuel return pipe 23, and when the screw 18a is The lower the fuel is, the greater the amount of fuel supplied becomes, and when the screw 18a comes into close contact with the seat portion 6d, all of the fuel is guided to the injection nozzle 5.

Said Subir Control Le'<-18 &'! ．． 1st
As shown in the figure, when the control lever 13 is located between chain lines B and C by the return spring 21, it is pressed against the maximum spill limiter 20.
When the rotation angle 6 exceeds the set rotation angle shown by the chain line C, the solenoid 7 rotates the rotation angle, and the maximum rotation angle is regulated by the ZP spill limiter 19.

In the present invention, the control lever that controls the fuel injection amount of the fuel injection pump 4 is a control lever 12 that controls the fuel injection amount of the first and fourth cylinders, and the fuel relief amount adjustment valve 6 that controls the fuel injection amount of the second and third cylinders. It is divided into 16 control levers, both of which are controlled by the cancel sprocket IJ.
7 are connected by a link 17. And these control levers 12.13ha7ri-t=luhetal 11
When the accelerator pedal 11 is not depressed, the return spring 14 and the idle stopper 16 keep it stationary at the chain line B in FIG. do. However, a full load stopper 15 is provided at the position indicated by the chain line C, and the rotation of the control lever 12 is stopped at this position. Therefore, only the control lever 13 rotates between the dashed line C and the dashed line. 028 is a full load stopper for the control lever 13.

One end of the control lever 16 Ki! A slider 24a is provided, and forms a potentiometer 24 together with a wire-wound resistor 24b provided on the fuel injection pump 4 side.

This potentiometer 24 is connected to a transistor 27m of an amplifier 27, and is configured to vary the amplification degree of the amplifier 27 in accordance with the rotation of the control lever 13.

The above is the configuration of the fuel control system of the present invention.Next, the configuration of the intake air amount control system provided in the intake manifold 2 will be explained. It is connected to a link 25 by a lever 26, and this link 25 moves in the direction of arrow E when attracted by the solenoid 9, rotates the reno < -26 as shown in F, and opens the intake cutoff valve 3 at °C to shut off the intake air. is sent to the 2nd and 3rd cylinders. Solenoid 9 attracts link 25 when relay 8 is turned on, and relay 8 is turned on when amplifier 27 is turned on to connect solenoid 9 and battery 10.

The configuration of the apparatus for controlling the number of cylinders of a diesel engine according to the present invention is as described above.Next, the operation for controlling the number of cylinders of the apparatus according to the present invention will be explained.

First, the load condition of the engine is set as the full load as 1, half of it is expressed as a percentage, and the set value of the load condition that controls the number of cylinders is set as a percentage of the full load.
2. Assuming that the 13th place N is at the position indicated by the chain line c, the accelerator pedal 11 is pressed from the idle state (position indicated by the chain line B) to the % load.
9, since the amount of depression is small, the control levers 12 and 16 of the fuel injection pump 4 rotate as one between the positions indicated by chain lines B and C, but during this period, the slider provided at one end of the control lever 16 24. is the wire-wound resistance 24b
Since there is no contact with the amplifier 27, the amplifier 27 is off. Therefore, at this time, the spill control lever 18 remains pressed by the maximum spill limiter 20, so the fuel relief amount adjustment valve 6 is in the fully open state, and the second and third portions of the fuel injected from the fuel injection pump 4 into each cylinder are All of the fuel injected into the cylinders flows into the fuel return pipe 23, and no fuel is supplied to the second and third cylinders. Further, as described above, since the amplifier 27 is in the off state, the relay 8 and the solenoid 9 are not operated, the intake cutoff valve 3 is in the fully closed state, and no intake air is supplied to the second and third cylinders.

Next, when the load further increases and the amount of depression of the accelerator pedal 11 increases, the control lever 12 for the first and fourth cylinders hits the full load stopper 15 and no longer rotates. At this time, the 1.4th cylinder is under full load, but the load on the engine as a whole is %.

However, the control lever 13 for the second and third cylinders, which until now rotated in unison with the control lever 12 due to the action of the cancel spring 17, was originally a separate body, but the menu control lever 12 was originally separated from the full load stopper 15. Even if the rotation is stopped by , it can continue to rotate as it is, and when it crosses the chain line C, the slider 24a of the potentiometer 24 and the wire-wound resistor 24b are brought into contact. Then, a bias voltage is applied to the transistor 27a of the amplifier 27, turning on the amplifier 27, and the solenoid 7 causes the spill control lever 18 to rotate. The rotation angle of the spill control lever 18 is increased by the potentiometer 24 in proportion to the amount of depression of the accelerator pedal 11.

Therefore, as the rotation angle of the spill control lever 18 increases, the fuel escape amount adjusting valve 6 moves in the direction of closing the passage to the fuel return pipe 26, so that fuel is gradually supplied to the second and third cylinders. Become.

At the same time, relay 8 is turned on by turning on amplifier 27, and battery 10 is connected to solenoid 9, so link 25
is sucked in, the lever 26 rotates, the intake cutoff valve 6 is fully opened, and the second and third cylinders start operating. When the accelerator pedal 11 is further depressed, the spill control lever 18 hits the zero spill limiter 19 and will no longer rotate. At this time, the fuel release amount adjusting valve 6 is fully closed, and the entire amount of fuel injected by the fuel injection pump 4 is supplied to the second and third cylinders. During this time, the first four cylinders are always operated at full load, and the diesel engine 1 of the present invention can obtain maximum output with the fuel release amount regulating valve 6 fully closed. When the accelerator pedal 11 is released, the engine returns to reduced cylinder operation in the completely reverse order.

As described above, according to the diesel engine cylinder number control device of the present invention, from idle (no load) to % load, the intake air and fuel for the 2nd and 3rd cylinders of the diesel engine 1 are simultaneously cut off and activated. Only the 1st and 4th cylinders are affected.

Therefore, from idle to % load, there is no pumping loss in the second and third cylinders, so the friction loss of the entire engine is significantly reduced, as shown by the solid line in Figure 4, compared to the conventional standard diesel engine shown by the broken line. . For this reason, diesel engines for passenger cars and the like, which are frequently used particularly in low load ranges, have significantly improved fuel efficiency compared to the conventional engine (broken line), as shown by the solid line in FIG.

Additionally, unburned HC generally increases rapidly7 at low loads, but
The load on the operating 1st and 4th cylinders is relatively increased compared to a standard diesel engine, and the engine is operated outside of the HC rapid increase range, and the exhaust gas volume is also %, so overall Figure 6 As shown in (the solid line represents the present invention and the broken line represents the conventional example), it is possible to significantly reduce the HC concentration in the exhaust gas.

In this embodiment, a case has been described in which the operation of two of the four cylinders is stopped at a low load, but depending on the difference in load conditions, it is also possible to easily stop the operation of only one cylinder.

Furthermore, in the case of a 3-cylinder or 6-cylinder diesel engine, the present invention can be easily implemented even if the number of cylinders is different, such as stopping the operation of the 2nd cylinder, 4th cylinder, and 5° 6th cylinder, respectively. I can do it.

As explained above, when the load of a multi-cylinder diesel engine is small, the diesel engine cylinder number control device of the present invention cuts off the intake air of some of the cylinders and prevents fuel from being supplied to that cylinder. By reducing the pumping loss, fuel efficiency is improved, and the amount of unburned HC discharged can be reduced, resulting in excellent effects on energy conservation and q-pollution prevention.

As shown in FIG. 7, an exhaust cutoff valve 31 is attached to the exhaust manifold 30 of the diesel engine 1 via a lever 29 to the link 25 so that it operates in exactly the same way as the intake cutoff valve 6 of the intake manifold 2. If connected, the pumping loss will be further reduced and the above effect will be increased.

[Brief explanation of drawings]

FIG. 1 is an overall configuration diagram of a diesel engine cylinder number control device showing an embodiment of the present invention, FIG. 2 is a partially cutaway plan view of the fuel release amount adjusting valve shown in FIG. 1, and FIG. Figure 2 A-
A cross-sectional view taken along line A, and Figures 4 to 6 are diagrams showing performance comparisons between the diesel engine of the present invention and a conventional standard diesel engine. FIG. 6 is a diagram showing the relationship between load conditions and HC concentration, and FIG. 7 is a diagram showing the configuration of an intake and exhaust system of a diesel engine showing another embodiment of the present invention. DESCRIPTION OF SYMBOLS 1...Diesel engine, 2...Intake manifold, 6...Intake cutoff valve, 4...Fuel injection pump, 5...
...Fuel injection nozzle, 6...Fuel relief amount adjustment valve, 8.
... Relay, 7,9... Solenoid, 11... Accelerator pedal, 12.13... Control lever, 1
8... Spill control lever, 22.22'...
-Fuel injection pipe, 26...Fuel return pipe, 24...Potentiometer, 27...Amplifier. Agent Patent Attorney Shin Ogawa − Ken Terusai Noguchi Kazuhiko Shimo

Claims (1)

[Claims] An intake cutoff valve that cuts off the intake path of some of the cylinders of a diesel engine, a fuel relief amount adjustment valve that is provided between the discharge part of the fuel injection pump and the fuel injection nozzle of the some of the cylinders, and and a lever angle detector that generates a voltage according to the lever rotation angle provided on a part of the fuel control lever, and when the voltage is below a set value, the intake cutoff valve is fully closed and the amount of fuel escapes. A diesel engine cylinder number control device configured to fully open a regulating valve, fully open the intake cutoff valve when the voltage exceeds a set value, and close the fuel release amount regulating valve in accordance with an increase in voltage.