EP0389822A2 - Dispositif de réglage de quantité de préinjection et d'injection principale avec une pause entre ces deux injections pour moteurs à compression interne, en particulier à compression d'air et à auto-allumage - Google Patents

Dispositif de réglage de quantité de préinjection et d'injection principale avec une pause entre ces deux injections pour moteurs à compression interne, en particulier à compression d'air et à auto-allumage Download PDF

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Publication number
EP0389822A2
EP0389822A2 EP90104054A EP90104054A EP0389822A2 EP 0389822 A2 EP0389822 A2 EP 0389822A2 EP 90104054 A EP90104054 A EP 90104054A EP 90104054 A EP90104054 A EP 90104054A EP 0389822 A2 EP0389822 A2 EP 0389822A2
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EP
European Patent Office
Prior art keywords
injection
line
control
piston
spring
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.)
Granted
Application number
EP90104054A
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German (de)
English (en)
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EP0389822B1 (fr
EP0389822A3 (en
Inventor
Frank Dipl.-Ing. Thoma
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Daimler Benz AG
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Daimler Benz AG
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Publication date
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Publication of EP0389822A3 publication Critical patent/EP0389822A3/de
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Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M45/00—Fuel-injection apparatus characterised by having a cyclic delivery of specific time/pressure or time/quantity relationship
    • F02M45/02—Fuel-injection apparatus characterised by having a cyclic delivery of specific time/pressure or time/quantity relationship with each cyclic delivery being separated into two or more parts
    • F02M45/04—Fuel-injection apparatus characterised by having a cyclic delivery of specific time/pressure or time/quantity relationship with each cyclic delivery being separated into two or more parts with a small initial part, e.g. initial part for partial load and initial and main part for full load

Definitions

  • the invention relates to a device for controlling a pre-injection and main injection quantity with an intermediate injection break for an internal combustion engine, in particular with air compression and auto-ignition, according to the features specified in the preamble of claim 1.
  • Such a device is known from DE-AS 1 260 865, in which a control part arranged between a fuel injection pump and injection nozzle with a single control piston volumetrically controls the pre-injection quantity and the quantity that is discharged during the injection pause.
  • the pilot injection is generated in such a way that a central part of the closed delivery surge of the pump piston is no longer conducted to the injection nozzle, but rather for a short time a line serving as intermediate relief is discharged into a container, thereby dividing the injection into the pre-injection and the main injection with the injection pause in between.
  • the known volumetric control has the advantage of higher accuracy compared to the usual spring or pressure controls.
  • the invention is therefore based on the object to eliminate the disadvantages described and to design the device such that the pre-injection in relation to the main injection is very small in the purely volumetric control, but the injection pause between the pre-injection and the main injection is sufficiently large as required.
  • Control unit 1 provided for an air-compressing, self-igniting internal combustion engine consists of a control part 2, which is decisive for the pre-injection, and a control part 3, which determines the injection pause, and a memory, optionally as a volume accumulator 4 or spring piston accumulator 5 or from a low-pressure control chamber 6.
  • the control part 1 lies in the way of a pressure line 7 which is connected on the one hand to a fuel injection pump 8 and on the other hand to an injection nozzle 9.
  • the control part 2 is composed essentially of a cylinder 10 and therein control piston 12 guided against the force of a return spring 11, which, with its top and at the same time serving as a stop, limits an injection pump-side cylinder space 14 and on its side facing away from this space one as a travel limiter Acting and in the spring chamber 15 of the return spring 11 has stop pin 16 which seals the mouth cross section 17 of the pressure line 7 leading to the injector 9 sealingly when the control piston 12 is depressed.
  • the control piston 12 is provided with a passage 18 extending in the longitudinal direction of this piston and having a compensating throttle 19. With 20 the overhead control edge of the control piston 12 is designated, which cooperates with a control cross section 21 designed as a circumferential groove in the cylinder 10.
  • the control part 3 consists of the same elements, i.e. Cylinder 22 with control cross-section 23, also designed as a circumferential groove, break piston 24 with passage 25 and compensating throttle 26, as well as stop bolt 27, control edge 28 and return spring 29.
  • the break piston 24 is larger in diameter than the control piston 12.
  • Control part 2 and control part 3 are connected to one another by a line 30, which opens into the circumferential groove 21 of the cylinder 10 on the one hand and into the cylinder space 31 of the cylinder 22 on the other hand.
  • a main injection line 32 leads from the control part 3, specifically from the control cross section 23, to the section 7b of the pressure line 7 located downstream of the control part 2.
  • a line 34 starting from the spring chamber 33 of the cylinder 22 is connected to the volume accumulator 4 or spring piston accumulator 5 via a throttle 35 connected or connected to the control room 6.
  • a line 40 connecting the section 7a of the pressure line 7 located upstream of the control unit 1 to the line 30 can be arranged, which line contains either a check valve 41 or a throttle. You can also store 4 or 5 over a line 42 or 43 may be connected to the spring chamber of the injector 9.
  • the delivery stroke of the pump piston 8a presses the valve 44, passes through the section 7a and moves the control piston 12 away from the upper stop 45 until the control edge 20 opens the circumferential groove 21.
  • the control piston 12 stops because the further delivery volume now flows through the circulation groove 21 and line 30 into the cylinder chamber 31 of the control part 3.
  • the quantity Q VE (FIG. 2a), which is displaced from the spring chamber 15 into the section 7b toward the injection nozzle 9 until the circulation groove 21 opens, determines the pre-injection quantity.
  • the quantity Q VE results from the path "a" of the control piston 12 (FIG. 1) multiplied by its area and is therefore precisely controlled volumetrically.
  • the further delivery volume Q HE flows via the main injection line 32 and the section 7b to the injection nozzle 9 and leaves it as the main injection.
  • the throttle 35 has approximately the outflow cross-section of the injection nozzle 9 in order to avoid discontinuities in the outflow conditions when changing from pre-injection to pause and then to main injection.
  • control and pause pistons 12 and 24 return to their starting position through their return springs 11 and 29.
  • the volumes to be compensated between the respective cylinder and spring chamber flow via the compensation throttles 19, 26 in the passages 18, 25.
  • the compensating throttles and return springs are dimensioned such that on the one hand the flow through the throttles during the metering movement has an imperceptible influence on the accuracy of the metering and on the other hand the volume equalization after the injection has ended in good time before the next injection.
  • the quantity of pauses is stored in the volume accumulator 4 by compression of the fuel, in the spring piston accumulator 5 by deflecting the accumulator piston 5a against the accumulator spring 5b, which can be formed by the injector spring of the injector 9 by pressing against the accumulator piston 5a with its side facing away from the injector needle .
  • the accumulator pressure can be given to the rear of the nozzle needle and the opening and closing pressure of the injection nozzle for the main injection can thereby be increased. This improves fuel atomization and reduces the risk of spraying. It also eliminates the need for a leak fuel line.
  • the accumulators 4 and 5 After the injection process, the accumulators 4 and 5 would suddenly discharge into the control parts 2, 3 and the pressure line 7, thereby causing an undesired injection of the motor. In order to avoid this, the accumulators 4, 5 are closed by the check valves 36 and can then only discharge slowly via the very small return flow restrictors 38.
  • the chokes 38 are dimensioned such that the discharge has ended before the next injection. A hindrance to the discharge by closing the circulation groove 21 is the Check valve 41 or avoided by a throttle arranged in place of the check valve 41 (not shown).
  • the contact surfaces 46, 47 in the spring piston accumulator 5 can be designed to be sealing or a pressure-maintaining valve 39 can be used when the control chamber 6 is arranged.
  • the control unit 1 can be provided for pump-line-nozzle injection systems and for pump nozzles. In pump-line-nozzle injection systems, the control unit 1 can be arranged in the injection pump 8, in the injection nozzle 9 or between the pump and the nozzle. The elements of the control unit 1 can, however, also be removed from the control unit and be spatially distributed in other structural units.
  • FIG. 3 is largely identical to that of FIG. 1, at least as far as the arrangement and connection of the injection pump 8, control part 2 to the injection nozzle 9 is concerned. Differences are that the line 30 contains a throttle 48 just before the control part 3 and branches off from this line 30 upstream of the throttle 48, a line 49 which opens into a control cross section which is at the level of the control cross section 23 'formed as a pocket.
  • the break control is carried out as in the control part 3 of FIG. 1 by volumetric metering of the break amount or by moving the break piston 24 'away from its contact surface 51 until the opening of the control cross section 23'.
  • the throttle 48 takes over the function of the throttle 35 in Fig. 1.
  • the control cross-section 50 ' is opened simultaneously with the control cross-section 23', so that the main injection delivery volume Q HE is unthrottled via the line 49, the control cross section 50, the main injection line 32 can flow to the injection nozzle 9.
  • the contact surfaces 51, 52 of the pause piston 24 and associated counter surfaces 53, 54 in the cylinder 22 can be designed to be sealing.
  • the break piston 24 'acts via a spring plate 55 on the injector spring 56 which is not shown here injector 9 shown, this piston forming the memory itself.
  • a further embodiment is shown in which the control unit 1 corresponding to that of FIG. 1 in addition to an injection nozzle 9 'is also connected to an additional injection nozzle 57.
  • the injector 9 ' is intended for the pre-injection and the injector 57 for the main injection. Both nozzles can be arranged separately or can be designed as a double needle nozzle 58.
  • the route of the break quantity largely corresponds to the embodiment according to Fig. 1, i.e. with the difference that here the line 30 and the main injection line 32 'are connected by an intermediate line 60 containing a static pressure compensation throttle 59.
  • the function corresponds to FIG. 1, but with the difference that the main injection delivery volume is conducted via the main injection line 32 to the main injection nozzle 57 or to the main injection needle of the double needle injection nozzle 58.
  • control unit 4 is particularly suitable for use in pump-line-nozzle systems. 1 applies to the position of the control unit 1 in the injection system and its elements, wherein the control part 2 can preferably be arranged as close as possible to or even in the injection nozzle.

Landscapes

  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Fuel-Injection Apparatus (AREA)
EP19900104054 1989-03-07 1990-03-02 Dispositif de réglage de quantité de préinjection et d'injection principale avec une pause entre ces deux injections pour moteurs à compression interne, en particulier à compression d'air et à auto-allumage Expired - Lifetime EP0389822B1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE19893907232 DE3907232A1 (de) 1989-03-07 1989-03-07 Vorrichtung zur steuerung einer vor- und haupteinspritzmenge mit dazwischenliegender einspritzpause fuer eine brennkraftmaschine, insb. mit luftverdichtung und selbstzuendung
DE3907232 1989-03-07

Publications (3)

Publication Number Publication Date
EP0389822A2 true EP0389822A2 (fr) 1990-10-03
EP0389822A3 EP0389822A3 (en) 1990-10-10
EP0389822B1 EP0389822B1 (fr) 1993-09-01

Family

ID=6375679

Family Applications (1)

Application Number Title Priority Date Filing Date
EP19900104054 Expired - Lifetime EP0389822B1 (fr) 1989-03-07 1990-03-02 Dispositif de réglage de quantité de préinjection et d'injection principale avec une pause entre ces deux injections pour moteurs à compression interne, en particulier à compression d'air et à auto-allumage

Country Status (2)

Country Link
EP (1) EP0389822B1 (fr)
DE (1) DE3907232A1 (fr)

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
AT411184B (de) * 1998-10-30 2003-10-27 Hydraulik Ring Gmbh Einspritzvorrichtung für verbrennungsmaschinen, vorzugsweise dieselmotoren

Families Citing this family (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE4018535C2 (de) * 1990-06-09 1995-03-09 Orange Gmbh Kraftstoffeinspritzvorrichtung
DE4021453A1 (de) * 1990-07-05 1991-09-12 Bosch Gmbh Robert Kraftstoff-einspritzduese fuer vor- und haupteinspritzung
JP2002004913A (ja) * 2000-06-26 2002-01-09 Nissan Motor Co Ltd 圧縮自己着火式内燃機関

Family Cites Families (7)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE1260865B (de) * 1965-03-17 1968-02-08 Daimler Benz Ag Vorrichtung zur Steuerung der Voreinspritzung
FR1495537A (fr) * 1966-08-01 1967-09-22 Peugeot Perfectionnements aux dispositifs d'injection de combustible pour moteurs à combustion interne à allumage par compression
DE6934441U (de) * 1969-09-02 1981-04-02 Klöckner-Humboldt-Deutz AG, 5000 Köln Selbstzuendende einspritzbrennkraftmaschine
DE2509068A1 (de) * 1975-03-01 1976-09-09 Daimler Benz Ag Kraftstoff-einspritzventil mit stufeneinspritzung
DE3330774A1 (de) * 1983-08-26 1985-03-14 Robert Bosch Gmbh, 7000 Stuttgart Kraftstoffeinspritzeinrichtung mit vor- und haupteinspritzung bei brennkraftmaschinen
DE3629754C2 (de) * 1986-09-01 1994-07-14 Bosch Gmbh Robert Vorrichtung zur Erzeugung von Voreinspritzungen bei Pumpedüsen
DE3634962A1 (de) * 1986-10-14 1988-04-21 Bosch Gmbh Robert Kraftstoffeinspritzvorrichtung fuer brennkraftmaschinen, insbesondere fuer dieselmotoren

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
AT411184B (de) * 1998-10-30 2003-10-27 Hydraulik Ring Gmbh Einspritzvorrichtung für verbrennungsmaschinen, vorzugsweise dieselmotoren

Also Published As

Publication number Publication date
DE3907232C2 (fr) 1993-06-24
EP0389822B1 (fr) 1993-09-01
DE3907232A1 (de) 1990-09-13
EP0389822A3 (en) 1990-10-10

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