JPH076450B2 - Air-fuel ratio controller for external combustion engine - Google Patents
Air-fuel ratio controller for external combustion engineInfo
- Publication number
- JPH076450B2 JPH076450B2 JP59054764A JP5476484A JPH076450B2 JP H076450 B2 JPH076450 B2 JP H076450B2 JP 59054764 A JP59054764 A JP 59054764A JP 5476484 A JP5476484 A JP 5476484A JP H076450 B2 JPH076450 B2 JP H076450B2
- Authority
- JP
- Japan
- Prior art keywords
- air
- flow rate
- pressure
- fuel
- rectifier
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Expired - Fee Related
Links
- 239000000446 fuel Substances 0.000 title claims description 38
- 238000002485 combustion reaction Methods 0.000 title claims description 11
- 238000006073 displacement reaction Methods 0.000 claims description 24
- 230000000694 effects Effects 0.000 description 3
- 230000035945 sensitivity Effects 0.000 description 3
- 230000002093 peripheral effect Effects 0.000 description 2
- 238000007789 sealing Methods 0.000 description 2
- 239000012530 fluid Substances 0.000 description 1
- 238000000034 method Methods 0.000 description 1
- 230000003068 static effect Effects 0.000 description 1
- 238000009423 ventilation Methods 0.000 description 1
- XLYOFNOQVPJJNP-UHFFFAOYSA-N water Substances O XLYOFNOQVPJJNP-UHFFFAOYSA-N 0.000 description 1
Classifications
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D41/00—Electrical control of supply of combustible mixture or its constituents
- F02D41/30—Controlling fuel injection
- F02D41/32—Controlling fuel injection of the low pressure type
- F02D41/34—Controlling fuel injection of the low pressure type with means for controlling injection timing or duration
-
- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/10—Internal combustion engine [ICE] based vehicles
- Y02T10/40—Engine management systems
Landscapes
- Engineering & Computer Science (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Mechanical Engineering (AREA)
- General Engineering & Computer Science (AREA)
- Regulation And Control Of Combustion (AREA)
Description
【発明の詳細な説明】 〔発明の対象〕 本発明は、外燃機関や炉などの燃焼室へ供給する燃料と
正圧空気の流量比率を所定値に自動的に制御する外燃機
関用空燃比制御装置に関するものである。DETAILED DESCRIPTION OF THE INVENTION [Object of the Invention] The present invention is an external combustion engine air space for automatically controlling a flow rate ratio of fuel and positive pressure air supplied to a combustion chamber of an external combustion engine or a furnace to a predetermined value. The present invention relates to a fuel ratio control device.
本発明の外燃機関用空燃比制御装置は、スターリングエ
ンジン、ランキンエンジン等の外燃機関、ボイラー、湯
沸し器等の連続燃焼装置に利用される。The air-fuel ratio control device for an external combustion engine of the present invention is used for an external combustion engine such as a Stirling engine and a Rankine engine, a continuous combustion device such as a boiler and a water heater.
この種の空燃比制御装置として、第１図（実願昭58−04
3671号）に示すものがある。This type of air-fuel ratio control device is shown in FIG.
No. 3671).
第１図において81は空気通路、82は空気通路81内に通路
軸にほぼ直角に設けられた受圧部である。83はレバーで
一端が受圧部82に係止され、空気通路81にあけられた孔
84より延長され他端に変位板85が係止されている。変位
板85の周縁部には可撓膜（例えばゴム膜）86が固定され
ている。87は燃料流量設定室（以下設定室という）で空
気通路81の外側に設けられ、上蓋88,下蓋89によつて変
位板85の周縁に固定された可撓膜86の外周を気密に挾持
している。なお下蓋89は空気通路81の外側に固定されて
いる。そして上蓋88と変位板85で第１の室90を、下蓋89
と変位板85で第２の室91を形成している。91はノズルで
第１の室90内に上蓋88から挿入され、変位板85にその先
端が近接して設けられている。93はノズル92の先端と変
位板85の距離を調節後固定する固定ネジである。94は第
１の室90と第２の室91を連通するオリフイス、95はオリ
フイス94の開口面積を調節する調節棒、96は調節棒95の
固定ネジである。97は下蓋89にあけられた燃料流量流入
口である。98はレバー83を第２の室91へ導くために下蓋
89に設けられた孔で、この孔98とレバー83をシールして
ダイヤフラム99が設けられている。そしてこのダイヤフ
ラム99とレバー83の固定点Ｓはレバー83の支点となつて
いる。100は空気通路81に設けた孔84をシールするため
のシール部材（例えばこの例ではベローズ）である。In FIG. 1, 81 is an air passage, and 82 is a pressure receiving portion provided in the air passage 81 substantially at right angles to the passage axis. 83 is a lever, one end of which is locked to the pressure receiving portion 82, and is a hole formed in the air passage 81
A displacement plate 85 is extended from 84 and is locked to the other end. A flexible film (for example, a rubber film) 86 is fixed to the peripheral edge of the displacement plate 85. Reference numeral 87 denotes a fuel flow rate setting chamber (hereinafter referred to as a setting chamber), which is provided outside the air passage 81, and airtightly holds the outer periphery of a flexible film 86 fixed to the peripheral edge of the displacement plate 85 by an upper lid 88 and a lower lid 89. is doing. The lower lid 89 is fixed to the outside of the air passage 81. The upper cover 88 and the displacement plate 85 connect the first chamber 90 to the lower cover 89.
And the displacement plate 85 forms the second chamber 91. Reference numeral 91 is a nozzle that is inserted into the first chamber 90 from the upper lid 88, and its tip is provided in proximity to the displacement plate 85. Reference numeral 93 is a fixing screw for fixing after adjusting the distance between the tip of the nozzle 92 and the displacement plate 85. Reference numeral 94 is an orifice connecting the first chamber 90 and the second chamber 91, 95 is an adjusting rod for adjusting the opening area of the orifice 94, and 96 is a fixing screw for the adjusting rod 95. Reference numeral 97 is a fuel flow rate inlet opened in the lower lid 89. 98 is a lower lid for guiding the lever 83 to the second chamber 91
A diaphragm 99 is provided by sealing the hole 98 and the lever 83 with a hole provided in 89. The fixed point S between the diaphragm 99 and the lever 83 serves as a fulcrum of the lever 83. Reference numeral 100 denotes a seal member (for example, a bellows in this example) for sealing the hole 84 provided in the air passage 81.
上述のような構成において空気通路81に流れる空気の量
が矢印Ｇ方向に増加すると、受圧部82はＨ方向に変位
し、第１図に示すように支点Ｓを軸としてレバー83が反
時計方向に回動し変位板85が矢印Ｉ方向へ変位する。す
るとノズル92の先端と変位板85の距離が離れ、燃料流量
流入口97から第２の室91へ入りオリフイス94を経て、ノ
ズル92を通つて流れる燃料流量が増加する。燃料流量が
増加するとオリフイス94により第１の室90と第２の室91
の差圧が増加する。その結果変位板85はノズル92側に変
位しお互いの力が平衡したところで静止する。このよう
にして空気流量に対応した燃料流量がながれる。そして
調節棒95を変位させてオリフイス94の開口面積を変える
と、オリフイス前後の差圧が変るため、空燃比を調節す
ることができる。When the amount of air flowing through the air passage 81 increases in the direction of arrow G in the above-described structure, the pressure receiving portion 82 is displaced in the direction of H, and the lever 83 moves counterclockwise about the fulcrum S as shown in FIG. And the displacement plate 85 is displaced in the direction of arrow I. Then, the distance between the tip of the nozzle 92 and the displacement plate 85 is increased, and the fuel flow rate that flows into the second chamber 91 from the fuel flow rate inlet 97, passes through the orifice 94, and flows through the nozzle 92 increases. When the fuel flow rate increases, the first chamber 90 and the second chamber 91 are caused by the orifice 94.
The differential pressure of increases. As a result, the displacement plate 85 is displaced toward the nozzle 92 side and stops when the mutual forces are balanced. In this way, the fuel flow rate corresponding to the air flow rate can be obtained. When the adjusting rod 95 is displaced to change the opening area of the orifice 94, the differential pressure before and after the orifice changes, so that the air-fuel ratio can be adjusted.
この場合、空気流量と燃料流量の関係式は、次のように
あらわされる。In this case, the relational expression between the air flow rate and the fuel flow rate is expressed as follows.
空気流量をQAとすると受圧板82に発生する力FAは FA＝Q2・KA（KA・・・定数） ・・・１ 燃料流量をQF、変位板85の有効面積をＡとすると変位板
85に発生する力FFは FF＝Ａ・ΔＰ＝Q2 F・KF（KF・・・定数） ・・・２ これらの力FA及びFFはレバーを介して力平衡しているの
でレバー比をＲとすると FA＝FF・Ｒ この式に1,2式を代入すると QA 2・KA＝QF・KF・Ｒ これを変形して このようにして空気流量に対応した燃料流量が流れるこ
とになる。When the air flow rate is Q A , the force F A generated on the pressure receiving plate 82 is F A = Q 2 · K A (K A・ ・ ・ constant) ・ ・ ・ 1 The fuel flow rate is Q F and the effective area of the displacement plate 85 is Displacement plate if A
The force F F generated at 85 is F F = A ・ ΔP = Q 2 F・ K F (K F・ ・ ・ constant) ・ ・ ・ 2 These forces F A and F F are balanced by a lever. Therefore, assuming that the lever ratio is R, F A = F F・ R Substituting equations 1 and 2 , Q A 2・ K A = Q F・ K F・ R In this way, the fuel flow rate corresponding to the air flow rate flows.
しかしながら、上記従来構造において、第１図に示す方
法は、 （１）空燃比を設定させるために用いる力が、1,2式よ
り流量の二乗に比例する。例えば、最大空気量の1/10の
最小空気量を空気通路81内に流した場合、そのときの受
圧板82に発生する力は最大空気量を流した場合と比較し
て1/100になる。つまり、低流量域では感度が極めて悪
くなるため、正常に動作しなくなる。However, in the above-mentioned conventional structure, in the method shown in FIG. 1, (1) the force used to set the air-fuel ratio is proportional to the square of the flow rate according to equations 1 and 2. For example, when a minimum air amount of 1/10 of the maximum air amount is flown into the air passage 81, the force generated in the pressure receiving plate 82 at that time is 1/100 as compared with the case where the maximum air amount is flowed. . That is, the sensitivity becomes extremely poor in the low flow rate range, and the operation does not operate normally.
（２）空気通路81には受圧板82が、また、燃料通路には
オリフイス94が設けられているため、流動抵抗による圧
力損失が大きい。(2) Since the pressure receiving plate 82 is provided in the air passage 81 and the orifice 94 is provided in the fuel passage, the pressure loss due to the flow resistance is large.
（３）受圧板82が、空気圧の変動を受けて振動するた
め、空燃比が設定できない。（４）レバー83が必要であ
り、機構的に複雑である。(3) Since the pressure receiving plate 82 vibrates due to fluctuations in air pressure, the air-fuel ratio cannot be set. (4) The lever 83 is required, which is mechanically complicated.
そこで、本発明は、 （１）低流領域での感度が悪くならない事 （２）圧力損失を少なくする。 Therefore, according to the present invention, (1) sensitivity is not deteriorated in a low flow region (2) pressure loss is reduced.
（３）着火時等の圧力変化時にも、影響の小さい事 そして （４）構造が簡単となることを 技術的課題とする。(3) It is a technical subject that the effect is small even when the pressure changes at the time of ignition and (4) the structure is simple.
上記技術的課題を解決するために講じた技術的手段は、 空気流量中の受圧板を無くし、空気流量に比例してそ
の前後に差圧を発生する第１の整流器を入れる。The technical means taken to solve the above technical problem is to eliminate the pressure receiving plate in the air flow rate and to insert a first rectifier that generates a differential pressure before and after it in proportion to the air flow rate.
ノズルに流れる燃料をコントロールする変位板と受圧
板とを直線上に連結する。The displacement plate for controlling the fuel flowing to the nozzle and the pressure receiving plate are connected in a straight line.
燃料流路のオリフイスを無くし、燃料流量に比例して
その前後に差圧を発生する第２の整流路を入れることで
ある。This is to eliminate the orifice in the fuel flow path and to insert a second rectification path that generates a differential pressure before and after the flow rate in proportion to the fuel flow rate.
上記技術的手段は次のように作用する。すなわち、第１
の整流路12及び第２の整流器20は、第３図〜第５図の10
1,102,103に示す様に、通路の有効断面積を小さくする
事無く、水力相当直径dhを小さくしてレイノルズ数Re＝
dhu/ν（u:流速、ν：動粘性係数）を小さく抑える。従
つて、これらの整流器12,20を流体が通過する際に発生
する差圧は、流量に比例する。The above technical means act as follows. That is, the first
The rectifying path 12 and the second rectifier 20 of FIG.
As shown in 1,102,103, the Reynolds number Re =
Keep dhu / ν (u: flow velocity, ν: kinematic viscosity coefficient) small. Therefore, the differential pressure generated when the fluid passes through the rectifiers 12 and 20 is proportional to the flow rate.
ここで変位板17にかかる力は、空気流量と燃量流量に各
々比例する力がバランスする位置まで変位することに成
る。Here, the force applied to the displacement plate 17 is displaced to a position where the forces proportional to the air flow rate and the force proportional to the fuel flow rate are balanced.
又、第２図の構造より、受圧板15と変位板17とは１本の
連結棒16で繋つており、レバー機構は不要である。Further, according to the structure shown in FIG. 2, the pressure receiving plate 15 and the displacement plate 17 are connected by one connecting rod 16, and the lever mechanism is not necessary.
第２図に基づき働きを説明する。The operation will be described with reference to FIG.
燃焼用空気は通路11をＧ方向に流れる。第１の整流器12
を通ると、整流器12の前後の静圧に差が生じ、この差圧
ΔP1は孔13,14を介して、受圧板15に下向きの力を発生
させる。この時、力は連結棒16により、変位板17を引下
げ、燃料ノズル18とのギヤツプ19を大きくし、燃料流量
が増加する。増加した燃料は、燃料流入口21より、第２
の整流器20を流れる。The combustion air flows through the passage 11 in the G direction. First rectifier 12
After passing through, a difference is produced in the static pressure before and after the rectifier 12, and this differential pressure ΔP 1 causes a downward force to be generated in the pressure receiving plate 15 via the holes 13 and 14. At this time, the force pulls down the displacement plate 17 by the connecting rod 16, enlarges the gap 19 with the fuel nozzle 18, and increases the fuel flow rate. The increased fuel flows from the fuel inlet 21 to the second
Flows through the rectifier 20 of.
ここで第２の整流器20の前後の差圧ΔP2は、変位板17を
引上げる方向に働き、ギヤツプ19を小さくして燃料流量
を減少させる。この様にして、両方の差圧ΔP1,ΔP2が
均衡する所まで、変位板17が変位して、所定の空燃比を
設定する。Here, the differential pressure ΔP 2 across the second rectifier 20 acts in the direction of pulling up the displacement plate 17 to reduce the size of the gear 19 and reduce the fuel flow rate. In this way, the displacement plate 17 is displaced to a position where both the differential pressures ΔP 1 and ΔP 2 are balanced to set a predetermined air-fuel ratio.
本発明は次の特有の効果を生ずる。すなわち、空気流量
をQAとすると、受圧板15に発生する力FAは、 FA＝QA・KA（KA・・・定数） 燃料流量をQFとすると、変位板17に発生する力FFは FF＝QF・KF（KF・・・定数） これらの力は平衡する。The present invention has the following unique effects. That is, when the air flow rate is Q A , the force F A generated on the pressure receiving plate 15 is F A = Q A · K A (K A ... Constant) When the fuel flow rate is Q F , it is generated on the displacement plate 17. Force F F is F F = Q F · K F (K F … constant) These forces are balanced.
QA・KA＝QF・KF これを変形して、 この様にして、空気流量に対応した燃料流量が流れる。Q A・ K A = Q F・ K F In this way, the fuel flow rate corresponding to the air flow rate flows.
従つて、この構造により、 流量に比例する力をバランスさせるので、全流量域で
感度と一致させることが出来る。Therefore, with this structure, the force proportional to the flow rate is balanced, and the sensitivity can be matched in the entire flow rate range.
絞り部が無く、流速を増大させないため、圧力損失が
小さい。Since there is no restriction and the flow velocity is not increased, the pressure loss is small.
差圧をバランスさせるため、絶対圧の変化は、空燃比
設定に影響を与えない。Since the differential pressure is balanced, the change in absolute pressure does not affect the air-fuel ratio setting.
レバー機構不要で構造が簡単で実用的である。No lever mechanism is required and the structure is simple and practical.
以下、上記技術的手段の一具体例を示す実施例を第２図
と第３図を用いて説明する。An embodiment showing a specific example of the above technical means will be described below with reference to FIGS. 2 and 3.
第２図において、11は空気通路、12は第１の整流器、15
は受圧板、16は連結棒、17は変位板、18は燃料ノズル、
19はギヤツプ、20は第２の整流器、そして21は燃料入口
である。In FIG. 2, 11 is an air passage, 12 is a first rectifier, and 15
Is a pressure plate, 16 is a connecting rod, 17 is a displacement plate, 18 is a fuel nozzle,
19 is a gear, 20 is a second rectifier, and 21 is a fuel inlet.
また、第３図において、第１の整流器12、第２の整流器
20として使用される構造は次のようなつている。すなわ
ち、本発明の一実施例に係るものは、第３図に示す如き
形状のハニカム状エレメント12,20である。Further, in FIG. 3, the first rectifier 12 and the second rectifier 12
The structure used as 20 is as follows. That is, according to one embodiment of the present invention, the honeycomb-shaped elements 12 and 20 having the shape as shown in FIG.
また、他の変形実施例としては、第４図に示す如き形状
の多管式エレメント12′,20′が考えられる。Further, as another modified embodiment, a multitubular element 12 ', 20' having a shape as shown in FIG. 4 can be considered.
更に、他の変形実施としては、第５図に示す如き形状の
金網の層状エレメント12″,20″も考えられる。Further, as another modified embodiment, layered elements 12 "and 20" of wire mesh having a shape as shown in FIG. 5 are also conceivable.
第１図は従来構造を示す断面図、第２図は本発明外燃機
関用空燃比制御装置の一実施例を示す断面図、そして、
第３図は第２図における第１の整流器12、第２の整流器
20として使用される本発明の一実施例のハニカム状エレ
メントの拡大斜視図、第４図は本発明の他の変形実施例
に係る多管式エレメントの拡大斜視図、そして第５図は
更に本発明の他の変形実施例に係る金網の層状エレメン
トの拡大斜視図である。 11……通気通路、12……第１の整流器、15……受圧板、
16……連結棒、17……変位板、18……燃焼ノズル、19…
…ギヤツプ、20……第２の整流器、21……燃料入口FIG. 1 is a sectional view showing a conventional structure, FIG. 2 is a sectional view showing an embodiment of an air-fuel ratio control device for an external combustion engine of the present invention, and
FIG. 3 shows the first rectifier 12 and the second rectifier in FIG.
20 is an enlarged perspective view of a honeycomb-shaped element according to an embodiment of the present invention used as 20; FIG. 4 is an enlarged perspective view of a multitubular element according to another modified embodiment of the present invention; and FIG. FIG. 7 is an enlarged perspective view of a layered element of a wire mesh according to another modified embodiment of the invention. 11 ... Ventilation passage, 12 ... First rectifier, 15 ... Pressure receiving plate,
16 ... Connecting rod, 17 ... Displacement plate, 18 ... Combustion nozzle, 19 ...
… Gearup, 20 …… Second rectifier, 21 …… Fuel inlet
Claims (1)
され、流量に比例してその前後に第１の差圧を発生する
第１の整流器と、 前記第１の差圧を受ける受圧板と、 燃料流路中に配設され、流量に比例してその前後に第２
の差圧を発生する第２の整流器と、 前記受圧板に対して平行に位置するように前記受圧板に
一体的に変位可能に連結され、前記第１の差圧の受圧板
への作用方向に対して反対方向に前記第２の差圧を受け
る変位板と、 前記変位板着脱用の弁座を有する燃料ノズルとを備えた
ことを特徴とする外燃機関用空燃比制御装置。1. A first rectifier, which is disposed in an air flow path into which positive pressure air is introduced, and which generates a first differential pressure before and after it in proportion to a flow rate, and the first differential pressure. And a pressure receiving plate that receives the pressure, and is disposed in the fuel flow path, and is connected to the second
A second rectifier that generates a differential pressure of the first differential pressure, and a second rectifier that is integrally displaceably connected to the pressure receiving plate so as to be positioned parallel to the pressure receiving plate, and a direction of action of the first differential pressure on the pressure receiving plate. An air-fuel ratio control apparatus for an external combustion engine, comprising: a displacement plate that receives the second differential pressure in a direction opposite to that of the displacement plate; and a fuel nozzle having a valve seat for attaching and detaching the displacement plate.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP59054764A JPH076450B2 (en) | 1984-03-21 | 1984-03-21 | Air-fuel ratio controller for external combustion engine |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP59054764A JPH076450B2 (en) | 1984-03-21 | 1984-03-21 | Air-fuel ratio controller for external combustion engine |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| JPS60198340A JPS60198340A (en) | 1985-10-07 |
| JPH076450B2 true JPH076450B2 (en) | 1995-01-30 |
Family
ID=12979836
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP59054764A Expired - Fee Related JPH076450B2 (en) | 1984-03-21 | 1984-03-21 | Air-fuel ratio controller for external combustion engine |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JPH076450B2 (en) |
Family Cites Families (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS5222407A (en) * | 1975-08-13 | 1977-02-19 | Hitachi Ltd | Method of discriminating party line subscribers |
| JPS53139018A (en) * | 1977-05-10 | 1978-12-05 | Nippon Denso Co Ltd | Electronic fuel injection equipment |
| JPS5939183U (en) * | 1982-09-07 | 1984-03-13 | サカエ金属工業株式会社 | tool holder |
-
1984
- 1984-03-21 JP JP59054764A patent/JPH076450B2/en not_active Expired - Fee Related
Also Published As
| Publication number | Publication date |
|---|---|
| JPS60198340A (en) | 1985-10-07 |
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Legal Events
| Date | Code | Title | Description |
|---|---|---|---|
| LAPS | Cancellation because of no payment of annual fees |