JPH0352988Y2 - - Google Patents

Description

[Detailed description of the invention] [Industrial application field] The present invention relates to a control device for an engine capable of delivering compressed air, and in particular, the invention relates to a control device for an engine capable of delivering compressed air. The present invention relates to a control device for a deliverable engine.

[Conventional technology]

Conventionally, fuel supply to some cylinders of a multi-cylinder engine, for example, one bank of a V-type multi-cylinder engine with two left and right banks, was cut off, and the inactive cylinder was driven by the remaining operating cylinder. Vehicles (bulk vehicles) equipped with an engine that can deliver compressed air so that the engine functions as an air compressor.
is in the practical stage. Such a vehicle is very effective when used as a powder transport vehicle, for example.

However, in engines installed in single-bank bulk vehicles such as those mentioned above, both-bank operating conditions are generally used, and one bank is used as an air compressor only a few times a day. Only three times. As a result, the shutoff valve that shuts off the fuel to one bank of the air compressor may become malfunctioning due to rust, etc. In such cases, the fuel may not be shut off when it should be shut off. As a result, hot combustion gas flows where only compressed air should flow, resulting in damage to related piping.

[Purpose of invention]

An object of the present invention is to ensure that the fuel cutoff valve operates reliably when cutting off fuel to some cylinders and using that cylinder as an air compressor in a vehicle equipped with the conventional engine capable of delivering compressed air. An object of the present invention is to provide an excellent control device for an engine capable of delivering compressed air, which prevents impurities such as combustion gas and fuel from flowing into the compressed air passage.

[Structure of the idea]

The control device for an engine capable of delivering compressed air according to the present invention achieves the above object by shutting off fuel to some cylinders of a multi-cylinder engine and controlling the fuel cutoff valve of the engine, which can use the cylinders as an air compressor. It is characterized in that the valve is closed for at least a predetermined period of time each time the exhaust brake is used.

〔Example〕

Embodiments of the present invention will be described below with reference to the accompanying drawings.

FIG. 1 is a schematic diagram including an electric circuit diagram showing the configuration of an embodiment of a control device for an engine capable of delivering compressed air according to the present invention. This is an example in which the present invention is applied to.

The V-type multi-cylinder engine 1 has two banks 1 on the left and right.
For example, it is assumed that the right bank 1R is configured to be operable as an air compressor. Therefore, among the fuel injection pipes 3 from the fuel injection pump 2, the injection pipe 3L for the left bank 1L is directly connected to the left bank 1L, but there is no fuel in the middle of the injection pipe 3R for the right bank 1R. Shutoff valve 1
0 is set.

As shown in FIG. 2, this fuel cutoff valve 10 is provided with a through passage 12 in the main body 11 and a fuel passage 15 at a twisted position of the through passage 12. is provided so that it can freely reciprocate.

One end of the through passage 12 is sealed with a blind plug 14, and a connector 17 provided with a through hole 17A is screwed to the other end. Said spool valve 1
3 is biased by a spring 16 from the blind stopper 14 side via a spring receiver 13D provided at its end, and a connector 17 is connected to a high-pressure air tank to be described later. When the pressure of high pressure air is not applied to the connector 17 side, the spool valve 13 is positioned on the connector 17 side by the spring 16. Further, the spool valve 13 includes two land portions 13A and 13B, and an O-ring 13C for sealing is attached to the land portion 13B.

Further, in the main body 11 of the fuel cutoff valve 10, a fuel discharge hole 1 communicating with the through passage 12 is provided on the side of the blind plug 14.
8, and a fuel escape hole 19 that connects the fuel passage 15 to the fuel discharge hole 18 via the through passage 12 in a state where no air pressure is applied to the connector 17 side.

In this embodiment, the fuel cutoff valve 10 configured as described above has its connector 17 connected to the high pressure air tank 4 mounted on the vehicle via the electromagnetic three-way valve 5, and the fuel cutoff valve 10 is cut off by high pressure air. Or they are starting to supply. That is, when the solenoid 5A of the electromagnetic three-way valve 5 is in a de-energized state, "white" and "white" of the electromagnetic three-way valve 5 are in communication, so that air in the high-pressure air tank 4 flows through the connector 17 of the fuel cutoff valve 10 to the land. Acting on part 13B,
The spool valve 13 is moved toward the blind stopper 14 against the spring 16, and the fuel escape hole 19 is connected to the land portion 13.
It is sealed by A. Therefore, in this state, the fuel from the fuel injection pump 2 flows through the fuel passage 15.
After that, it is directly supplied to the right bank 1R.

Next, when the solenoid 5A is energized, "black" and "black" of the electromagnetic three-way valve 5 are connected, and the land portion 1
The high pressure air present in the through passage 12 between the connector 3B and the connector 17 is discharged into the atmosphere through the electromagnetic three-way valve 5. Then, the spool valve 13 moves toward the connector 17 by the force of the spring 16, the fuel escape hole 19 opens, and the fuel passage 15 and the fuel discharge hole 18 are communicated via the through passage 12. As a result, the fuel flowing through the fuel passage 15 to the right bank 1R passes through the fuel escape hole 19 → through passage 12 → fuel discharge hole 18, enters the bypass pipe 6, and is returned to the oil pan 7 of the engine 1. It's summery.

The solenoid 5A is connected to the battery 21 via an air pressure switch 20, and is also connected to the battery 21 via a series circuit H between an exhaust brake switch 22 and an accelerator switch 23 that is turned on when the accelerator 23A is released. ing.

In addition, a normally open valve 24 for the exhaust brake provided in the exhaust passage 1H of the right bank 1R and a normally closed valve 25 provided in the air pressure feed line 1E branched upstream of this normally open valve 24 are as follows: Relay 26, respectively
It is connected to the pressure feed switch 20 via 27. At this time, a diode 28 is inserted between the relay 26 and the relay 27, and a circuit H including the exhaust brake switch 22 and the accelerator switch 23 is connected between the diode 28 and the solenoid 5A. .

In the control device for an engine capable of delivering compressed air of the present invention configured as described above, when the air pressure feeding switch 20 is turned on, the solenoid 5A is energized and the fuel to the right bank 1R is cut off as described above. Exhaust gas is no longer discharged into the exhaust passage 1H, and the relay coils 26A and 27A are energized to turn on the relays 26 and 27, the normally open valve 24 closes, and the normally closed valve 25 opens. As a result, the right bank 1R acts as an air compressor, and the compressed air discharged from the right bank 1R is supplied to the air usage location from the air pressure feed line 1E via the normally closed valve 25 which is in an open state.

Next, the air pressure feed switch 20 is in the off state, but when the exhaust brake switch 22 is turned on and the accelerator is released and the accelerator switch 23 is turned on, the relay 26 is connected to the battery 21 through these. This turns on and exhaust passage 1
Since the normally open valve 24 installed at H is closed and the solenoid 5A is energized, the application of high pressure air to the fuel cutoff valve 10 by the electromagnetic three-way valve 5 is stopped. At this time, the relay 27 is not connected to the battery 21 due to the check action of the diode 28 and remains off, so the normally closed valve 25 does not open.

When the application of high pressure air to the fuel cutoff valve 10 is stopped, the spool valve 13 is moved toward the connector 17 by the biasing force of the spring 16 in the same manner as described above, and the fuel escape hole 19 is connected to the fuel discharge hole 18 via the through passage 12. The fuel in the fuel passage 15 flows into the bypass pipe 6, and the supply of fuel to the right bank 1R is cut off. Then, when the exhaust brake becomes inactive, the solenoid 5A is energized, so the electromagnetic three-way valve 5 again applies high pressure air from the high pressure air tank 4 to the fuel cutoff valve 10, and the spool valve 13 is pushed by the high pressure air to fuel the fuel cutoff valve 10. Move to a position where the escape hole 19 is closed.

As described above, in the control device for an engine capable of delivering compressed air according to the present invention, the spool valve 13 in the fuel cutoff valve 10 moves inside the through passage 12 every time the exhaust brake is activated, which is used many times during the day. Since it moves, the spool valve 13 is prevented from malfunctioning due to rust, etc., and the reliability of the fuel cutoff valve 10 is improved.

FIG. 3 shows another embodiment of the control device for a compressed air delivery capable engine according to the present invention, and its configuration is almost the same as that in FIG. 1, so the same parts as in FIG. 1 are given the same numbers. The explanation will be omitted.

The difference between the control device for an engine capable of delivering compressed air according to this embodiment and the control device for an engine capable of delivering compressed air of this embodiment from the control device for an engine capable of delivering compressed air in FIG. Instead of cutting off the fuel to the right bank 1R, the fuel cutoff valve 10 cuts off the fuel to the right bank 1R for a predetermined period of time after the start of exhaust brake operation, and thereafter fuel is supplied to the right bank 1R even while the exhaust brake is operating. The point is that it will be restarted.

For this purpose, an exhaust brake switch 22 and an accelerator switch 23 are inserted between the solenoid 5A of the electromagnetic three-way valve 5 and the battery 21, and are connected in series.
The exhaust brake circuit H equipped with the battery 21
Leave the connection on the side as is, and press the accelerator switch 2.
The contact point on the opposite side of the exhaust brake switch 22 of No. 3 is directly connected to the normally open valve 24 for the exhaust brake installed in the exhaust passage 1H, and when energized, it is turned on for a predetermined time, but after that, there is no input. The contact point is also connected to the solenoid 5A of the electromagnetic three-way valve 5 via a timer 29 that keeps the output in the OFF state.

In the control device for an engine capable of delivering compressed air configured as described above, the fuel cutoff valve 10 is operated for a predetermined period of time set in the timer 29 each time the exhaust brake is activated.
cuts off fuel to the right bank 1R, but thereafter fuel is also supplied to the right bank 1R, which has the advantage that the engine starts up quickly when the exhaust brake is released. Furthermore, the fuel cutoff valve 10 must be operated once by the internal spool valve 13 every time the exhaust brake is activated.
Since the spool valve 13 reciprocates within the through passage 12, it is possible to prevent the spool valve 13 from malfunctioning due to rust.

FIG. 4 shows the main structure of still another embodiment of the control device for an engine capable of delivering compressed air according to the present invention. In this embodiment, after confirming that the fuel cutoff valve 10 has reliably cut off fuel, the normally closed valve 25 of the air pressure feed line 1E is opened to ensure that impurities such as combustion gas do not enter the air pressure feed line 1E. I try not to mix it up.

For this purpose, a fuel cutoff confirmation device 30 is provided inside the fuel cutoff valve 10 in this embodiment. This fuel cutoff confirmation device 30 confirms the fuel cutoff operation of the spool valve 13 inside the fuel cutoff valve 10 by setting the limit switch 31 to the fuel cutoff position of the spool valve 13.
I am installing and proceeding.

The limit switch 31 is installed in a mounting hole 32 provided on the connector 17 side of the fuel cutoff valve main body 11 so as to communicate with the through passage 12, and a lever 33 for turning on and off the limit switch 31 is connected to the through passage 12. It is designed to protrude on the movement trajectory of the spool valve 13 inside. 34 is a sealing plug for the mounting hole 32.

After the air pressure feed switch 20 is turned on and the limit switch 31 is turned on to confirm fuel cutoff, the limit switch 31 is turned on so that the normally open valve 24 is closed and the normally closed valve 25 is opened.
One lead wire 35 is connected to the battery 21,
The other lead wire 36 is connected to the relay coil 26A of the relay 26, 27 shown in FIG. 1 or 3.
27A respectively.

In the control device for an engine capable of delivering compressed air configured as described above, when the air pressure feeding switch 20 is turned on, the solenoid 5A of the electromagnetic three-way valve 5 is energized, but the relays 26 and 27 are connected to the respective relay coils 26A. , 27A are not energized, so they are not turned on, and the normally open valve 24 and the normally closed valve 25 remain as they are.

When the electromagnetic three-way valve 5 is energized, "black" and "black" communicate as described above, and the application of high pressure air from the air tank 4 to the spool valve 13 is stopped. Then, the spool valve 13 is pushed by the spring 16 and moves toward the connector 17, the fuel escape hole 19 opens to the through passage 12, the fuel in the fuel passage 15 escapes, and fuel is supplied to the right bank 1R of the engine 1. It will no longer be done.

This movement of the spool valve 13 pushes the lever 33 of the limit switch 31, so the limit switch 31 is turned on and the battery 21 is transferred to the relay coil 26 via the limit switch 31.
A, connected to 27A. In this manner, relays 26 and 27 are turned on only after limit switch 31 confirms that fuel cutoff valve 10 has reliably cut off fuel to right bank 1R.

Therefore, in the control device for an engine capable of delivering compressed air according to this embodiment, impurities such as combustion gas are never mixed into the air pressure feeding path 1H during air pressure feeding, and the reliability of the engine capable of delivering compressed air is improved.

[Effects of the invention] As explained above, the control device for an engine capable of delivering compressed air according to the present invention shuts off fuel to some cylinders of a multi-cylinder engine, allowing the cylinder to be used as an air compressor. By configuring the valve to close for at least a predetermined period of time each time the engine's exhaust brake is used, the fuel cutoff valve is activated each time the exhaust brake is used, which prevents the valve body of the fuel cutoff valve from rusting. This prevents malfunction of the fuel cutoff valve when the cylinder with fuel cut off is used as an air compressor, preventing impurities such as combustion gas from entering the compressed air, and eliminating accidents when air is used. This has the effect of improving the reliability of an engine capable of delivering compressed air.

[Brief explanation of the drawing]

FIG. 1 is a schematic diagram including an electric circuit diagram showing the configuration of an embodiment of a control device for an engine capable of delivering compressed air according to the present invention, and FIG. 2A shows a detailed configuration of an example of the fuel cutoff valve shown in FIG. 1. The cross-sectional view shown in Figure 2B is B of the same A.
3 is a schematic diagram showing the configuration of another embodiment of the control device for an engine capable of delivering compressed air according to the present invention; FIG. 4 is a cross-sectional view taken along the line B; FIG. FIG. 7 is a schematic diagram including a cross-sectional view of a fuel cutoff valve showing the main part configuration of still another embodiment of the device. 1...V-type engine, 2...fuel injection pump,
4... High pressure air tank, 5... Solenoid three-way valve, 5A
... Solenoid, 6 ... Bypass pipe, 10 ... Fuel cutoff valve, 12 ... Penetration path, 13 ... Spool valve, 15 ... Fuel passage, 17 ... Connector, 18
...Fuel exhaust hole, 19...Fuel escape hole, 20...
...Pressure switch, 21...Battery, 22...Exhaust brake switch, 23...Accelerator switch, 24...Normally open valve, 25...Normally closed valve, 26,2
7...Relay, 29...Timer, 31...Limit switch, 33...Lever.

Claims (1)

[Scope of utility model registration request] Cuts off the fuel in some cylinders of a multi-cylinder engine,
A control device for an engine capable of delivering compressed air, configured to close a fuel cutoff valve of an engine whose cylinder can be used as an air compressor for at least a predetermined period of time each time the exhaust brake of the engine is used.