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Fuel-Injection Pump for Turbocharged Diesel Engine

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Fuel-Injection Pump for Turbocharged Diesel Engine Europaisches Patentamt J European Patent Office © Publication number: 0 645 534 A1 Office europeen des brevets EUROPEAN PATENT APPLICATION © Application number: 94115201.9 int. ci.6: F02M 59/26 @ Date of filing: 27.09.94 ® Priority: 28.09.93 JP 263055/93 Saimata Pref. (JP) Inventor: Kato, Hiroaki, c/o Zexel Corp. @ Date of publication of application: Higashi-Matsuyama Fact. 13-26, 3-chome, 29.03.95 Bulletin 95/13 Yakyu-cho Higashi-Matsuyama City, © Designated Contracting States: Saimata Pref. (JP) DE GB Inventor: Yashiro, Hidekatsu, c/o Zexel Corp. Higashi-Matsuyama Fact. 13-26, 3-chome, © Applicant: ZEXEL CORPORATION Yakyu-cho 6-7, Shibuya 3-chome, Higashi-Matsuyama City, Shibuya-ku Saimata Pref. (JP) Tokyo (JP) @ Inventor: Tanaka, Noritoshi, c/o Zexel Corp. © Representative: Patentanwalte Grunecker, Higashi-Matsuyama Fact. 13-26, 3-chome, Kinkeldey, Stockmair & Partner Yakyu-cho Maximilianstrasse 58 Higashi-Matsuyama City, D-80538 Munchen (DE) © Fuel-injection pump for turbocharged diesel engine. © A fuel-injection pump for a turbocharged diesel FIG. 1 T0I3 engine not equipped with a boost compensator is able to suppress the generation of black smoke when the engine is subjected to sudden acceleration from a low-speed state, or to low speed, high load operation, by reducing the fuel injection quantity. The pump comprises a plunger barrel (24) in which are formed intake and exhaust ports (32,33) that communicate with a fuel reserve chamber (30), said intake and exhaust ports (32,33) being constituted by a large diameter main port (32) and a small diameter sub-port (33) arranged so that the upper edge of the sub-port (33) is not above the upper edge of main port (32), a plunger (25) disposed within the plunger barrel inclined lead formed the 00 (24), an (35) being on plunger (25) at a position that permits communica- tion with the intake and exhaust ports (32,33), an upper sub-lead (36) being formed on the head por- CO tion of the plunger (25) that is able to communicate with the sub-port (33) over a prescribed range of rotation by the plunger (25), and which permits the sup-port (33) to communicate with the upper sub- lead (36) even when the main port (32) is closed by the upper edge of the plunger (25). Rank Xerox (UK) Business Services (3. 10/3.09/3.3.4) EP 0 645 534 A1 FIG.2 2 1 EP 0 645 534 A1 2 BACKGROUND OF THE INVENTION ment, a device known as a boost compensator (not shown) was used to control the relationship be- Field of the Invention tween turbocharger 4 boost pressure, and pump speed N and injection quantity Q. The present invention relates to a fuel injection 5 Specifically, with reference to Figure 9, the pump for a diesel engine fitted with a turbo-charg- boost compensator suppresses the emission of er, and more particularly to a fuel-injection pump black smoke during low-speed operation by reduc- for a turbocharged diesel engine that has an injec- ing injection quantity Q (refer to the "Zone of tion compensation mechanism. injection quantity control by boost compensator" in io Figure 9). That is, when the boost pressure pro- Description of the Prior Art vided by the turbocharger 4 is low, the boost compensator limits the generation of black smoke In a turbocharged diesel engine, exhaust gas to a certain level by setting the control rack posi- from the combustion chamber (engine cylinder) is tion R further in. used to compress intake air which is then supplied 75 However, in the case of turbocharged diesel to the engine to increase the power of the engine. engines not equipped with a boost compensator, In a conventional turbocharged diesel engine, particularly turbocharged diesel engines used for changes in the boost pressure provided by the industrial applications, the injection quantity Q be- turbocharger is a function of the fuel injection comes excessive and all turns into black smoke, pump speed in rpm (N) and injection quantity or 20 creating a major problem with respect to engine load (Q). evaluation. Furthermore, most turbocharged diesel A conventional turbocharged diesel engine will engines 1 are small units. In order to newly equip now be described briefly, with reference to Figure such engines with a boost compensator, it is nec- 7. In Figure 7, a turbocharged diesel engine 1 has essary to alter the linkage (not shown) used for the a engine body 2, a piston 3, a turbocharger 4, a 25 governor 5. Also, in the case of turbocharged die- governor 5 and a fuel injection pump 6. A crank- sel engines in which the governor 5 is not directly shaft 8 is turned by the reciprocating movement of connected to the fuel injection pump 6 but is the piston 3 in a combustion chamber 7. The provided on the engine side, the limited space also turbocharger 4 uses the exhaust gas from an ex- makes it difficult to fit a boost compensator. haust manifold 9 to compress intake air, and the air 30 This has produced a demand for a means of thus compressed is delivered to the combustion solving the problem of black smoke generated dur- chamber 7 via an intake manifold 10. ing sudden acceleration from a low idle condition in The governor 5 controls the fuel injection quan- turbocharged diesel engines that do not have a tity in accordance with the speed (rpm) of the boost compensator and cannot readily be fitted turbocharged diesel engine 1. The fuel injection 35 with such a boost compensator. pump 6 has a camshaft 1 1 driven by the crankshaft 8, an injection pipe 12, and an injection nozzle 13 SUMMARY OF THE INVENTION arranged in opposition to the combustion chamber 7. One method that is commonly used to evaluate An object of the present invention is to provide the performance of an engine such as the tur- 40 a fuel-injection pump for a turbocharged diesel bocharged diesel engine 1 consists of measuring engine that is not equipped with a boost com- the level of black smoke that is generated when the pensator, and which by reducing the fuel injection engine is subjected to sudden acceleration from a quantity is able to suppress the generation of black low idle. However, a problem with the diesel engine smoke when the engine is subjected to sudden 1 is that sharply accelerating the engine from a low 45 acceleration from a low-speed state, or to low idle causes an excessive quantity of fuel to be speed, high load operation. injected and black smoke to be produced. This is In accordance with the present invention, the explained below. above object is attained by, instead of the de- The graph of Figure 8 shows the relationship scribed boost compensator, a fuel-injection pump between pump speed N (or engine speed) and 50 for a turbocharged diesel engine that uses a plung- injection quantity Q. In the graph, the relationship er having a preflow effect, said fuel injection pump in the case of an engine that does not have a comprising a turbocharger, a piston driven by com- turbocharger 4 is indicated by a broken line, while bustion in a combustion chamber of intake air the higher injection quantity Q of the engine 1 supercharged by the turbocharger, a crankshaft equipped with the turbocharger 4 is indicated by a 55 rotated by the driving of the piston, a governor able solid line. Injecting more than the proper quantity to control a fuel injection quantity in accordance of fuel during low-speed operation causes black with a differential between a rotational speed of the smoke to be produced. In a conventional arrange- crankshaft and a set target rotational speed, a 3 3 EP 0 645 534 A1 4 pump housing, a cam driven by rotation of the BRIEF DESCRIPTION OF THE DRAWINGS crankshaft, a plunger barrel that is affixed to the pump housing and in which are formed intake and Figure 1 is a vertical cross-sectional view of an exhaust ports that communicate with a fuel reserve embodiment of the fuel-injection pump for a chamber, said intake and exhaust ports being con- 5 turbocharged diesel engine according to this stituted by a large diameter main port and a small invention; diameter sub-port arranged so that the upper edge Figure 2 is a vertical cross-sectional view of the of the sub-port is not above the upper edge of the main parts of portion II of Figure 1; main port, a plunger disposed within the plunger Figure 3 shows details of the leads at the top barrel that can be moved reciprocally by the cam io part of the plunger; and rotated by a control rack operated in conjunc- Figure 4 is a vertical cross-sectional view to tion with the governor, an inclined lead formed on illustrating the operation of the pump during low- the plunger at a position that permits communica- speed operation; tion with the intake and exhaust ports, an upper Figure 5 is a vertical cross-sectional view illus- sub-lead formed on the head portion of the plunger 15 trating the operation of the pump during high- that is able to communicate with the sub-port over speed operation; a prescribed range of rotation by the plunger, and Figure 6 is a graph of the N-Q characteristics of which permits the sub-port to communicate with the pump provided with a preflow effect plunger; the upper sub-lead even when the main port is Figure 7 shows the arrangement of a conven- closed by the upper edge of the plunger, and a 20 tional turbocharged diesel engine; fuel pressure chamber formed between the plunger Figure 8 is a graph showing the relationship and the plunger barrel into which fuel is sucked in between pump (or engine) rotational speed N from the fuel reserve chamber and delivered under and fuel injection quantity Q; and pressure by the reciprocating movement of the Figure 9 is a graph showing the relationship plunger.
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