JPH03260335A - Wiring of engine control system - Google Patents

Abstract

PURPOSE:To improve incorporating workability and sealing property by building up a wire harness for electrically connecting a fuel injection device to a control device with an engine harness and a control harness while forming the engine harness of both inner and outer harnesses. CONSTITUTION:An engine control system is provided with a fuel injection device 22 installed on an engine head 21, a control device 4 mounted in a carbureter 3 and a wire harness 5 for electrically connecting these devices to each other. The wire harness 5 is composed of an engine harness 51 and a control harness 52, and the engine harness 51 is formed of an inner harness 511 formed into one bundle in an engine to branch lead wires 5110 per fuel injection device 22 of each cylinder and an outer harness 512 disposed outside the engine. Both inner and outer harnesses 511, 512 are connected to each other by a terminal 54. The outer harness 512 and control harness 52 are mutually connected by a connector 53.

Description

[Detailed description of the invention] [Industrial application field] The present invention is applicable to one example, a diesel engine.

The present invention relates to engine control system wiring that electrically connects a fuel injection device and a control device.

[Prior art]

Generally, in internal combustion engines such as diesel engines,
A fuel injection device is installed in the engine head and injects fuel into the cylinder.

A solenoid valve is often used as a means for controlling the fuel injection device.

Additionally, an ECU (Electron) is installed outside the engine.
IC Control Unit), EDU (El
electronic distributor Un
A control device such as IT) is provided.

Then, the solenoid valve of the fuel injection device and the control device are electrically connected by a wire harness, thereby forming an engine control system.

By the way, in the conventional engine control system, the first-order method is used as a means for sending a control signal from the above-mentioned control device to the solenoid valve.

That is.

(1) A method in which a connector is installed near the solenoid valve, the connector and the solenoid valve are connected with a lead wire, and the connector and the control device are directly connected with a wire harness (engineering: / inside the gin head and the control device). (formation in which the devices are integrated)
.

(2) A method in which a connector is attached to the radial cover of the engine for each cylinder, each connector is connected to each IT solenoid valve by a lead wire, and each connector is connected to a control device by a wire harness.

was adopted.

[Problem to be solved]

However, in conventional engine control system wiring,
Each has the following defects.

In other words, in the former method (1), in the case of a vehicle in which the control device is mounted inside the cab, when assembling the cab to the frame, after wiring the wire harness coming from the engine side along the inside of the cab. Must be connected to a control device.

Therefore, there is a problem in that the workability during vehicle assembly is poor.

Furthermore, since the connector is disposed near the tM1 valve, the wire harness or connector passes through the rad cover to the engine. Therefore, in the wiring harness. Another problem is that the sealing performance of the part where the rad cover passes through to the engine is not sufficient.

On the other hand, while the latter method (2) can solve the problems of the above method ( ]), it is necessary to ensure sufficient sealing performance for each connector attached to each cylinder.

Therefore, there is a problem in that extra cost is required to ensure sealing performance for the number of cylinders.

In view of the above-mentioned conventional problems, the present invention has excellent workability during vehicle assembly and can ensure sealing performance at low cost. It attempts to provide engine control system wiring.

Solution to Problem C) The present invention provides an engine control system that includes a fuel injection device provided in the engine head, a control device such as an ECtJ or EDU provided outside the engine, and a wire harness that electrically connects the two. In the system.

The wire harness is composed of an engine harness provided on the fuel injection device side and a control harness provided on the control device side, and the engine harness is comprised of an engine internal wiring wire inside the engine and a wiring harness inside the engine. The engine control system wiring includes an engine external harness connected to the harness and wired outside the engine, and the engine external harness and the control harness are connected by a connector.

The most noteworthy feature of the present invention is that the wiring harness is formed separately outside the engine into an engine harness provided on the fuel injection device side and a control harness provided on the control device side, and the control harness is formed separately on the engine harness. The harness is connected to the engine external harness by a connector.

Further, the engine harness is formed by an engine internal harness that is formed as a bundle inside the engine and has lead wires separated for each fuel injection device, and an engine external harness that is wired outside the engine. Then, connect the two at one place.

In the present invention, it is preferable that the engine internal harness and the engine external harness are connected through a terminal, etc., and the terminal is made of materials such as PBT (saturated polyester resin), NY (nylon), etc., which are lubricating oil resistant, temperature resistant, It is desirable to use a resin material with excellent insulation properties.

In addition, the lead wires that make up the engine internal harness,
It is desirable to coat with Teflon resin which has excellent lubricating oil resistance and temperature resistance properties (see examples).

[For production]

In the present invention, when wiring the wire harness between the control device and the fuel injection device.

First, wire the control harness to the cab side.

Additionally, an engine is mounted on the frame separately from this, and an internal engine harness is wired inside the engine. The engine internal harness and the engine external harness are connected through a terminal or the like at the engine head cover, for example.

In this way, the engine harness pulled out from the engine side is connected to the control engine harness using the connector.

Further, since the engine harness is formed of an engine internal harness and an engine external harness connected to the engine internal harness, sealing is required only at one location, which is the connection between the engine internal harness and the engine external harness. Further, by connecting the two through a terminal or the like as described above, the seal becomes complete.

〔effect〕

Therefore, according to the present invention, vehicle assembly is sometimes performed with excellent workability, and sufficient sealing performance can be ensured at low cost. Engine control system wiring can be provided.

(Example) The engine control system wiring of this example will be explained using FIGS. 1 and 2.

The engine control system of this example is as shown in FIG.

It consists of a fuel injection device 22 provided in an engine head 21 and a wire harness 5 that electrically connects control devices 4 and 7 such as ECU and EDU mounted in a cab 3.

The wire harness 5 is connected to the fuel injection device 22
It consists of an engine harness 51 provided on the side and a control harness 52 provided on the control device side.

Further, the engine harness 5] is formed as a bundle inside the engine, and includes an engine internal harness 511 which branches and wires leads and %I5110 for each fuel injection device 22 of each cylinder, and an engine external harness 511 which is arranged outside the engine. It consists of a harness 512. Both harnesses 511.51
2 are connected to each other at a terminal 54 as described below.

The engine external harness 512 and the control harness 52
is connected by a connector 53.

The fuel injection device 22 has a control solenoid valve 220 as shown in FIG. As shown in FIG. 2, the solenoid valve 220 has a t-magnetic valve terminal 221 disposed at one head.

The solenoid valve terminal 221 is formed using a material having excellent lubricating oil resistance, temperature resistance, etc., such as PBT (saturated polyester resin) and NY (nylon).

Furthermore, as shown in FIG. 2, the magnetic valve terminal 221 has a contact fitting 222 inside it,
A solenoid valve terminal 221, which connects the tip of the lead wire 5110 branched from the engine internal harness 511, is integrally molded in this connected state, thereby protecting the connected portion. In addition, the magnetic valve terminal 221 is.

It is fixed to the t-magnetic valve 220 with a terminal screw 223.

The lead wire 5110 constituting the engine internal harness 511 is a lead wire coated with Teflon resin. This item is lubricant resistant.

This is because it has excellent temperature resistance characteristics.

Further, the engine internal harness 511 and the engine external harness 512 are connected to a terminal 54 in the engine head cover 20, as shown in FIGS.
Connect by.

The terminal 54 has a housing 540 that fits into the engine rad cover 20, as shown in FIG. The housing 540 is sealed by an O-ring 541.

The housing 540 includes a terminal base 5.
42, and the terminal base 542 is fitted with the O-ring 5.
47 to seal. The terminal base 542 is
Similar to the solenoid valve terminal 221, the PBT, N
This is because those formed using a resin material such as Y have excellent insulation properties as well as lubricating oil resistance and temperature resistance.

As shown in the second part, a plurality of bottles 544 are inserted through the terminal base 542 by casting or press-fitting, and the bottles 544 are sealed with an O-ring 545.

One end of the bin 544 is connected to the terminal inlet 5.
43 to each lead wire 5110 of the engine internal harness 511. The other end of the bin 544 is
Connects to each lead 5120 of engine external harness 512 via terminal outlet 546 .

As shown in FIG. 2, the lead wire 5120 constituting the engine external harness 512 is covered between the terminal 54 and the connector 53 with a heat-shrinkable tube 5121.

In addition, in FIG. 1, 11 indicates a wheel, and 31 indicates a steering wheel. Further, in FIG. 2, 548 is an engine internal harness 511 and an engine external harness 51.
2 clamp is shown.

Since the engine control system wiring of this example is configured as described above, it exhibits first-order effects.

That is, the wire harness 5 is formed separately into an engine harness 51 of the frame example and a control harness 52 of the cab 3 side, and the two are connected by a connector 53, so when assembling the three, it is sometimes necessary to wire both separately. You can leave it there.

Therefore, unlike the conventional three-assembly method, there is no need for the troublesome work of wiring the wire harness coming from the engine side to the control device mounted on the cab side.

Therefore, when assembling the cab 3 to the frame 1, as shown in FIG. It is only necessary to connect the control harness 52 extending from the control device 4 mounted on the cab 3 using the connector 53.

This greatly improves the efficiency of one assembly, which in turn improves productivity.

Further, as described above, since the end of the engine harness 51 is connected to the connector 53, a continuity check can be easily performed via the connector 53 when the engine 2 is assembled. Further, even if a failure occurs in the solenoid valve 220 in the market, by performing a continuity check via the connector 53, the cylinder in which the solenoid valve 220 has failed can be easily determined.

The 7 engine harness 51 is formed by an engine internal harness 511 that branches a lead wire 5110 to the fuel injection device 22 of each cylinder inside the engine 2, and an engine external harness 512 that connects the lead wire 5110 outside the engine 2. Both 511 and 512 are connected by a terminal 54 in the seventh door cover 20. Therefore, the number of parts can be significantly reduced compared to the conventional case where a connector is attached to the engine head cover for each cylinder, and the number of sealing parts can be reduced to one place.

Thereby, it is possible to reduce the cost of the seal portion and improve reliability.

Furthermore, in the seal portion of this example, the connection between the engine internal harness 511 and the engine external harness 512 is as follows.
Engine internal harness 5 to do so via bin 544
The lubricating oil that has penetrated between the lead wires 5110 of the O-rings 541 and 545 will not leak out of the engine 2.Also, the resin material forming the terminal base 542 will expand and contract slightly depending on the lubricating oil, temperature, etc. , 547 can prevent oil leakage.

Further, the engine internal harness 511 is, as described above,
Although the engine external harness 512 is made of materials with excellent lubricating oil and temperature resistance properties, it is difficult to use due to the harsh environment.
However, in this example, since the engine harness 51 is formed separately from the control harness 52 at the connector 53 as described above, the engine harness 51 (511, 512) can be replaced. be.

Therefore, it is possible to reduce the cost when replacing one part.

Furthermore, since parts can be replaced periodically in this way, the reliability of the engine harness 51 can be significantly improved.

As described above, according to this embodiment, workability is excellent in vehicle assembly, and cost reduction and reliability improvement can be achieved in the seal portion and the like. Engine control system wiring can be obtained.

[Brief explanation of drawings]

Figure 1 is an explanatory diagram of the engine control system wiring according to one example.
FIG. 2 is an enlarged partial sectional view of the main part in FIG. 1. 111. flame. 218. engine. 20. ,,engine head cover 21, ,engine head 22, ,fuel injection device. 220, is a magnetic valve. 311. Cab. 491. Control device. 511. Waiyano, -Neyu. 51゜1. Engine harness 511... Engine internal harness. 512, Engine external harness. 5110.5120. ,, Lead wire 52, , Control harness, 53, , Connector application spring Nippondenso Co., Ltd.

Claims (1)

[Claims] In an engine control system that includes a fuel injection device provided in the engine head, a control device such as an ECU or EDU provided outside the engine, and a wire harness that electrically connects the two, the wire harness is used for fuel injection. The engine harness consists of an engine harness provided on the device side and a control harness provided on the control device side. Engine control system wiring comprising an external harness, the engine external harness and the control harness being connected by a connector.