JPS5946360A - Bubble removing device in fuel circulation system for automobile - Google Patents

Abstract

PURPOSE:To prevent a phenomeum of vapour lock by a method wherein a branch part is formed between a fuel supplying part and a nozzle of injector and the fuel can be returned back to a return pipe through the branch pipe, the fuel is fed to the nozzle during an operation of the engine and in turn after the engine is stopped, bubbles remained in the injector etc. are returned back to the return pipe. CONSTITUTION:In an injector 5, a fuel branch part 9 is arranged at an intermediate part of a line 8 connecting a fuel supplying part 6 and a nozzle 7, and the fuel branch part 9 is provided with bubble accumulation chamber 10 in which the bubbles in the line 8 are collected and stayed there. A gallery 4 is connected to the injector 5 to cause the surplus fuel for the injector 5 to be returned back to a fuel tank through a return pipe 12. The branch pipe 13 is provided with a solenoid valve 19 which is operated to open or close the return pipe 12 for the fuel from the injector 5. With the arrangement, during an operation of the engine, the solenoid valve 19 is energized to close a flow passage between the injector 5 and the return pipe 12. When the engine is stopped, the solenoid valve 19 is deenergized to open the above passage and to cause the bubbles accumulated in the bubble accumulator 10 of the injector 5 to be fed to the return pipe and then removed.

Description

DETAILED DESCRIPTION OF THE INVENTION The present invention relates to a removal device for engine fuel circulation (4.1) in the i system, and its purpose is to
After the engine is stopped, if fuel ft (I+'11τ system e(- system -C11, j) is produced due to a rise in fuel temperature, etc., the so-called vapor lock phenomenon will hinder the restart of the engine. This is to remove air bubbles by controlling the circulation path of the fuel after the engine is stopped.

Conventionally, in order to prevent air bubbles from forming, measures are taken such as suppressing the temperature rise of the fuel by connecting the fuel cooling device and I' (L・I) after the engine has stopped, but this does not ensure the formation of air bubbles. It was difficult to suppress the temperature to 1C, and this was not a satisfactory measure against the vapor lock phenomenon.

The present invention has been made by paying attention to the above-mentioned problems. That is, in the first invention, the injector is configured such that a branch part is formed between the fuel supply part and the nozzle, and the fuel can be returned from the branch part to the fuel sound return pipe side by a branch I pipe, The branch pipe is equipped with an on-off valve such as a solenoid valve, and when the on-off valve is closed while the engine is running, the fuel is supplied to the nozzle, while after the engine is stopped, the fuel is circulated to the injector by listening to the on-off valve. This is intended to prevent the vapor lock phenomenon by preventing existing air bubbles from returning to the return nozzle side. Further, in the second invention, the injector is configured such that a branch part is formed between the fuel supply part and the nozzle, and the fuel is transferred from the branch part to the return pipe through a pressure regulator connected by a branch pipe. The branch pipe between the brake regulator and the engine is equipped with an on-off valve such as a magnetic rev, so that the fuel hydraulic pressure cannot be controlled while the engine is running. ) -
In order to prevent the vapor lock phenomenon by Eve 1 is sucked from the fuel tank (not shown)
The fuel supply section (1) of each injector 5 is made up of a jet 2, a feed connection section 3, and a gear rally 4.
It is supposed to be sent to The injector 5 is provided with a fuel branch part 9 in the middle of the pipe line 8σ) connecting the fuel supply part 6 and the nozzle 7, as shown in the 21st page. Air bubble retention chamber 10
I have set it up. The gear is connected to the 4-piece injector 5, and also connected to the pressure regulator 11, so that the output voltage for the injector 5 is increased! The sludge is depressurized and returned to the C fuel tank via a return pipe 12. The fuel branch part 9 of the injector 5 is a branch pipe 13
is connected to the injector side piping 3a of the branch pipe 1.
3, the return side knob 13b is the return connection part 1
4, and is configured as shown in Figure 3.
The fuel chamber 15 is connected to each gear lary connection part 4', : to the gear lary 4.
It receives fuel and forms a high pressure section. The return connection part 14Fi is connected to the low pressure side pipe 16 of the pressure regulator 11 and forms a low pressure part. The return connection part 14 connects the branch pipe 1 to the branch pipe connection part 13'b.
The return side pipe 13b of No. 3 is connected, and the return pipe 12 is connected to the return pipe connection portion 12'.

The diaphragm chamber 17 is provided with a supply connection 18 to the intake manifold. Branch no. (The eve 13 is provided with an electromagnetic pulp 19 as shown in Fig. 4, and the injector side pipe 13a of the branch pipe 13 is connected to the branch pipe connection parts 13'a, 13'a, and the return side branch) Connect the return side of the branch pipe 13 to the connecting part 13″b (
An eve 13b is connected to the injector 5 to open and close the fuel from the injector 5 to the return pipe 2. The valve 20 is constantly pushed downward in the figure by a spring 21, opens a flow path between the injector 5 and the return pipe 12, and closes the electromagnetic coil 2 during engine operation.
2 is energized to close. In the control circuit shown in FIG. 5, a relay RL and an ld coil CL are connected to an ignition contact IG of an ignition switch sV1. When the common contact C6 and the ignition contact IG are connected, the coil CL receives the battery power E and is energized. At this time, the normally open relay contact a1 closes to drive the fuel pump drive motor M and turn on the ignition/ignition. A normally closed relay contact that activates the Yon circuit load. The bl is now open. Note that the contact OFF is an open contact. Contacts ACC and ST are an accessory contact and a starter contact, respectively, and their connection circuits are omitted. The timer circuit TVi is connected in series with the normally open first temperature switch Sw1.1, and when the relay contact b1 is closed, when the first temperature switch 5W11 is closed, it receives the power E and then -. During this period, the transistor Tr is operated.

The first temperature switch SW7 is adjusted to close when the temperature of the fuel supplied to the injector 51/(reaches a preset upper limit.)
2 is a normally open switch that is interlocked with the first temperature switch 8%1. During its operation, the transistor Tr energizes the coil CL2 of the relay RL2, closes the normally open relay contact a2, and drives the fuel pump drive motor M via the diode D.

The impact switch SWo is a normally open switch that operates for safety by detecting an abnormal impact such as a collision caused by another vehicle.

The electromagnetic valve 19 has an electromagnetic coil 22 connected to the relay RL2.
Connect to operate the normally closed contact b2.

The valve 20 closes the injector-side vibe 13a and closes the flow path between the injector 5 and the return pipe 12 as described above when energized, and opens when the injector is not energized. During engine operation, contact b2 of relay RL2 is closed to close the flow path.

The operation of the above configuration will be explained below.

When common jΦ contact C6 of ignition switch SWX and ignition contacts A and IG are connected, relay R
Contact a of L1 is closed, contact S is open, the fuel pump drive motor M is operated, the ignition circuit load is energized, and the coil CL2 of lj L/-RL2 is turned on.
is not energized and relay contact b2 is closed. Therefore, the electromagnetic coil 22 of the electromagnetic valve 19 is energized, and the injector tie 811 of the branch pipe 13 is connected.
, 3a are closed, the injector 5 is injecting fuel from the nozzle 7, and the engine is in operation.

From this state, when the common contact Co of the ignition switch sw□ is switched to the open contact OFF or to the connection with the accessory contact ACC, the relay 1. The contact a1 is opened as shown in the figure, and the contact b1 is closed, and the ignition circuit load is de-energized and the engine stops. At that time or thereafter, the temperature of the fuel being supplied to the injector 5 reaches the set limit value. When s”T is reached, each temperature switch s”T
+l sWl,2 is closed, timer T operates,
Transistor Tr operates over the set time, contact a2 of relay RL2 is closed, fuel pump drive motor M is operated, and fuel continues to circulate. At the same time, contact b2 is opened, and the electromagnetic valve 19 closes its electromagnetic coil 22.
is de-energized and the injector-side pipe 13a of the branch pipe 13 is opened. Therefore, the fuel is returned to the return vibe 12 through the fuel branch section 9 of the injector 5 and the branch pipe 13. During this time, a bubble trap 10 is formed in the branch part 9.
Air bubbles remaining in the fuel tank and air bubbles in each pipe are sent to the fuel tank via the return vibe j2 and removed.

In FIGS. 1 and 3, the branch pipe] 3 is connected to the return connection part 14, but as shown in FIG. You can also connect it to % shadow knitting ÷ chassis curator 23. In this case, as shown in FIG. 7, the pressure regulator 23 connects its branch pipe connection portion 13''b IC'J turn side pipe 13b to the fuel chamber 15'.

In the circuit shown in Fig. 5, the solenoid valve 19 operates the timer T immediately after the engine stops, but when the ignition switch Sw□ is designated as the starter terminal ST, the operation of the starter (not shown) is delayed for a short time. During this period, the timer Te may be operated in the same manner as the timer Te.

As described above, according to the first aspect of the invention, it is possible to suppress the temperature rise of the fuel after the engine is stopped, and to remove bubbles generated in the injector, etc., thereby reliably preventing the vapor lock phenomenon. According to the second invention, in addition to the effects of the first invention, the hydraulic pressure of excess fuel to the fuel supply section of the injector can be controlled, so bubbles can be removed while smooth fuel circulation is achieved.

[Brief explanation of the drawing]

Each figure shows an embodiment of the present invention. Figure 1 is a fuel circulation system diagram, Figure 2 is a sectional view of an injector, Figure 3 is a sectional view of a pressure regulator and return connection, and Figure 4 is a diagram of a solenoid valve. 5 is a control circuit diagram, FIG. 6 is a fuel circulation system diagram showing another embodiment, and FIG. 7 is a sectional view showing another embodiment of the pressure regulator. 1...Fuel feed pipe, 5...Injector,
6...Fuel supply section, 9...Fuel branch section, 10...
Bubble retention chamber, 11.23... Bure, Chalegy Lake, 12... Return vibe, 13... Distributing υ pipe, 19... Electromagnetic pulp (on/off valve), M... Fuel pump Drive motor. Figure 2. Figure 3 14 Figure 4 Figure 6 Figure 6 Procedural amendments (voluntary) Commissioner of the Patent Office dated December 1988, 1. Indication of the case, 1982 Patent Application No. 156721, 2. Name of the invention: Automobile Bubble removal device 3 in the fuel circulation system, relationship with the case of the person making the amendment Applicant Address 10fJ Amanuma, Hiratsuka City, Kanagawa Prefecture! iI name
Nissan Shatai Co., Ltd. 4, Agent T] 03 Densho 669-/I/1.21 Address E1 Motohashi Kakigara-cho, Chuo-ku, Tokyo] -13-12 Specification and drawings 6, Contents of amendments (+) 1ift book, page 3, line 17, “circulation route” is changed to “
``Circulatory route''. (2) From line 111 to line 15 of supination page 6, there is a description that says ``supply connection 18J of intake mani vault The pressure supply connection 18 is designed to provide negative pressure (negative pressure). (3) From page 8, line 11 to line 20, the shock switch SWG is set to . ” A certain statement has been amended as follows. ``)'g, 1':, %1 ?/Asu- (Tutsi SWG is 1
Detects 'cni strike abnormality'jjfya I)%) and makes 19 switches for safety 1: (close switch detects skin attack, detects direct attack and opens), ・r It's nochi,'
Solenoid valve 9's electromagnetic coil 22 (j relay RL1's
lit'If]! When the sentence meaning d1 is closed, 4″
The valve 20 is connected so as to be operated while the engine is running, and during the operation (; 1
As described above, the flow path of the branch pipe 13 connecting the eye part 9 and the return vibrator 12 of the injector 5 is closed, and when it is not energized, it is opened. Thus, when the engine is running, the contact f's of the relay RL+ is closed to energize the electromagnetic coil 22 and close the flow path. (11) From line 7 to line 8 of page 9 of the same book, there is a statement such as ``The relay contact 1) is closed because it is not energized.'' It is replaced with ``It is not energized. (5) Same harm No. 10 shell 3rd line “1g point L on same harm No. 11-)
(, 1 interval," is changed to "At this time, the relay li
Since relay contact 7-1 of L+ is slightly open, correct it as J. (6) In the same book, page 10, line 12, “...Iruga,” and “
Between the No. 4 and [as shown in the diagram], when the fuel 4:.1 pump is operated by the drive motor M to circulate the fuel, the vibration, sociator A, and the X collator are also activated. Insert J. (7) In the same book, page 10, line 17, after "・1xcontinued・1-ru.", "If you do this, the engine will start and tTu buy J.
Since the negative pressure of the theta manipulator 1- does not act on the tire flam chamber 17 through the pressure supply connection 18, the fuel opa 1 pressure is controlled by the splinter in the tire flam chamber 17. (Jll) ・Negative pressure will be applied. I) The pressure will be high and air bubbles will be produced. This has the effect of suppressing the generation of air bubbles. ” is inserted. 1(8) Ibid. No. 1
Page 0, No. 1911, insert [so that the temperature is high or the sound is high] between "immediately after stopping" and "terma'", (11) same. "Isoninoshons 2" on page 10, line 20
[So that the air bubbles in the air bubble retention chamber 10 of the injector 5 can be removed when starting the engine.''
Insert 1゜(10) Same book, page 11, lines 1 to 3. Note that the operation of the starter (not shown) and the operation of the electromagnetic valve 19 may be delayed for a short time. ” (11)
(Figures 3 and 4 in the drawings of A are corrected as indicated in red in the attached sheet, and Fig. 5 is corrected as shown in the attached sheet.) -1

Claims (1)

[Claims] (1) FFI pipe pump injector (1)
) Fuel (J[. In an automobile fuel circulation system that supplies fuel to the lees section and returns surplus fuel i1J to the fuel supply section to the turnpipe, an injector supplies the fuel (J[.
J+, fuel branch 1 interposed in the conduit between the sheath and the nozzle
? 1('fr) is provided, and the branch part and the return pipe are connected by a full branch vibe, and the branch vibe is connected to the engine's 1j IJ operation designation to close the flow path of the branch vibe while the engine is operating. A bubble removal device for a fuel circulation system of an automobile, which is characterized by being provided with an on-off valve that opens the flow path after entrainment of the air. Meo'1? 2. A bubble removing device for a fuel circulation system in a motor vehicle according to claim 1, characterized in that the air bubble removal device has a ring of l+'i. (Claim 1 or 2, characterized in that the fuel branch part of the three injectors forms a bubble retention chamber.
A bubble removal device for a fuel circulation system in an automobile as described in 2. (4) [i) In an automobile fuel circulation system in which a foot vibe supplies fuel to a fuel supply section of an injector and returns excess fuel to the fuel supply section to a return vibe, the injector is connected to the fuel supply section. A fuel branch is provided in the pipe line between the nozzle and the branch and the return pipe is connected by a branch vibrator via a pressure regulator, and a branch vibrator is provided between the pressure regulator and the fuel branch. A fuel circulation system for an automobile, characterized in that the valve is provided with an on-off valve that closes the flow path of the branch vibe during engine operation in conjunction with an engine operation designation, and opens the flow path after the engine is stopped. Air bubble M removal device. (5) When the on-off valve is open, the fuel pump is operated for a certain period of time to circulate the fuel f, in the fuel circulation system of φ11 tons described in item 4 of the scope of patent application No. 817, J removal device ^°. (6) The fuel branch of the injector (71ζ is characterized by forming a bubble retention chamber)
l' Claim 4 or 5 1TIII
Air bubble removal device in a car's fuel circulation system.