EP0418800A2 - Dispositif d'injection de combustible pour un moteur à combustion interne - Google Patents

Dispositif d'injection de combustible pour un moteur à combustion interne Download PDF

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Publication number
EP0418800A2
EP0418800A2 EP90117905A EP90117905A EP0418800A2 EP 0418800 A2 EP0418800 A2 EP 0418800A2 EP 90117905 A EP90117905 A EP 90117905A EP 90117905 A EP90117905 A EP 90117905A EP 0418800 A2 EP0418800 A2 EP 0418800A2
Authority
EP
European Patent Office
Prior art keywords
injection
main
piston
pump
fuel
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
EP90117905A
Other languages
German (de)
English (en)
Other versions
EP0418800B1 (fr
EP0418800A3 (en
Inventor
Helmut Nieth
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.)
LOrange GmbH
Original Assignee
LOrange GmbH
Priority date (The priority date 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 date listed.)
Filing date
Publication date
Application filed by LOrange GmbH filed Critical LOrange GmbH
Publication of EP0418800A2 publication Critical patent/EP0418800A2/fr
Publication of EP0418800A3 publication Critical patent/EP0418800A3/de
Application granted granted Critical
Publication of EP0418800B1 publication Critical patent/EP0418800B1/fr
Anticipated expiration legal-status Critical
Expired - Lifetime legal-status Critical Current

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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
    • F02M45/06—Pumps peculiar thereto
    • 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
    • F02M59/00—Pumps specially adapted for fuel-injection and not provided for in groups F02M39/00 -F02M57/00, e.g. rotary cylinder-block type of pumps
    • F02M59/44—Details, components parts, or accessories not provided for in, or of interest apart from, the apparatus of groups F02M59/02 - F02M59/42; Pumps having transducers, e.g. to measure displacement of pump rack or piston
    • F02M59/46—Valves
    • F02M59/462—Delivery valves

Definitions

  • the invention relates to a fuel injection device for an internal combustion engine having an injection pump for delivering a main injection quantity via a main injection line and a pre-injection piston chamber coupled to a pre-injection line, which for the injection of a pre-injection quantity interacts with a pre-injection piston hydraulically actuated by the injection pump against a spring force.
  • a generic fuel injection device in which an ignition-resistant main fuel, for example alcohol in a main injection and another ignition fuel in a pre-injection of the internal combustion engine is supplied.
  • Two separate fuel supply lines in particular two fuel tanks and two fuel pumps, are required to operate the internal combustion engine.
  • the pre-injection takes place in that the pressure impressed on the unwanted fuel in the injection pump moves the pre-injection piston against its spring force, so that the pilot injection line and a nozzle are conveyed into a combustion chamber of the internal combustion engine.
  • the main disadvantage of this arrangement is the fact that a separate pump is required to fill the pre-injection piston chamber.
  • DE-OS 33 34 620 relates to a fuel injection device in which a pre-injection piston chamber closed by a pre-injection piston is acted upon hydraulically by a drive-evasive piston, which in turn is actuated hydraulically by a high-pressure injection pump.
  • the pressure space between the two pistons can be relieved via suitable control bores and edges which can be closed by the propelling / deflecting piston, so that the parameters of the pre-injection process can be set in a defined manner.
  • Another disadvantage of this embodiment is that a separate low-pressure feed pump is required for the delivery of the fuel into the pre-injection piston chamber, which pump is required in addition to the injection pump for the main injection.
  • the object is achieved in that a main pressure valve is provided between the injection pump and the main injection line, the main injection line being connected to the pre-injection piston chamber via a connecting channel, and the seat geometry and spring force of the pre-injection piston being dimensioned such that the pre-injection is initiated before the main valve opens , wherein the pre-injection piston interrupts the connection between the main and pre-injection line when the pre-injection ends.
  • a major advantage of the device according to the invention is that the fuel supply to the pre-injection piston chamber is provided in a simple manner via the connecting channel from the fuel volume in the main injection line when the main valve is closed after the main injection has ended. This advantageously eliminates the need for a separate low-pressure feed pump for the pre-injection quantity of the fuel, since the pre-injection piston chamber is filled via the quantity of fuel located in the main injection line.
  • a pressure line is provided from the pump chamber of the injection pump to the end face of the pilot injection piston on the pump chamber side.
  • This end face is preferably larger than the sealing cross section of the pressure line.
  • the length of the pre-injection line and the main injection line are preferably matched to one another in order to achieve a desired spread between the pre-injection and the main injection.
  • Another advantageous embodiment of the invention provides that the opening pressures of the pre-injection valve and the main injection valve are matched to one another in order to achieve a desired spread between the pre-injection and the main injection.
  • Another advantage is that the injection pump, the main pressure valve and the pre-injection piston chamber form a compact structural unit.
  • the number and size of the devices to be attached to the motor can thus be minimized as far as possible.
  • FIG. 1 schematically shows the fuel injection device 1, which essentially consists of an injection pump 2 and an injection quantity distribution head 3 flanged onto it.
  • a pre-injection line 6 branches off from the injection distributor head 3, which in turn is coupled to a pre-injection valve 7.
  • the injection pump 2 shows the fuel injection device 1 consisting of the injection pump 2 and the injection distributor head 3 mounted therein in a schematic longitudinal section.
  • the injection pump 2 consists of a pump housing 8 in which a piston guide 9 is fitted. Between the pump housing 8 and the piston guide 9, an annular suction space 10 is let in, which communicates with a fuel reservoir, not shown.
  • the piston guide 9 has a central pump chamber 11, in which a pump piston 12 can be moved in an oscillating manner. The pump piston 12 is moved in an oscillating manner via cam kinematics (not shown).
  • the pump chamber 11 is connected to the suction chamber 10 via control bores 13, fuel being sucked out of the suction chamber 10 into the pump chamber 11 via the control bores 13 when the pump piston 12 moves downward.
  • the pump piston 12 has control edges 14 and 15, by means of which the start and end of the pressure stroke can be controlled in a known manner.
  • the pump piston 12 can be rotated in the circumferential direction by a certain angle in a known manner.
  • the pump chamber 11 is connected via a main bore 16 to a main injection line 4, a main valve 18 being provided between the main bore 16 and the main injection line 4, which has a lock cylinder 19 which is pressed by a compression spring 20 against an annular sealing shoulder 21 to close the main bore 16 is.
  • a pre-injection piston chamber 22 is also provided, which is closed off from the pressure pump chamber 11 by the pre-injection piston 23.
  • the pre-injection piston 23 is pressed against a second sealing shoulder 25 via the compression spring 24.
  • the pressure line 26 connected to the pump chamber 11 has a smaller diameter and thus a smaller area than the end face of the pre-injection piston 23.
  • the pre-injection piston chamber 22 is also connected on the one hand to a pre-injection line 6, which, as can be seen from FIG. 1, is coupled to the pre-injection valve 7.
  • the pre-injection piston chamber 22 is connected to the main injection line 4 via the connecting channel 27.
  • the pump chamber 11 is also connected via an overpressure bore 28 to an overpressure valve 29 connected antiparallel to the main valve 18, the pressure side of the overpressure valve 29 communicating with the main injection line 4 by means of the line 30.
  • the mode of operation of the fuel injection device according to the invention is as follows:
  • the pump piston 12 is - as shown in FIG. 2 - at its bottom dead center.
  • the filling process of fuel from the suction chamber 10 via the control bores 13 in the pumps room 11 is closed, ie it is filled with fuel.
  • the pump piston 12 then moves back into the pump chamber 11, with no pressure building up in the pump chamber 11 until the front control edge 14 of the pump piston 12 has closed the control bores 13. Up to this point, part of the fuel flows back into the suction chamber 10.
  • the lock cylinder 19 of the main valve 18 and the pre-injection piston 23 are meanwhile held in their lower end position by the common stand pressure in the injection lines 4 and 6 and by the spring force of the compression springs 20 and 24, the lock cylinder 19 facing the main bore 16 along the sealing shoulder 21 Main injection line 4 seals.
  • the pressure in the pump chamber required to open the pre-injection piston 23 only acts on the area formed by the sealing cross-section of the pressure line 26 and must therefore be greater than the standing pressure of the injection lines 4 and 6, which acts on the larger area of the sealing shoulder 25 and additionally by the force of the Compression spring 24 is supported.
  • the pre-injection piston 23 jumps up and generates a pressure wave that propagates via the pre-injection line 6 to the pre-injection valve 7.
  • the pre-injection piston 23 moves against the force of the compression spring 24, displacing the fuel located in the pre-injection piston chamber 22, primarily into the pre-injection line 6 until its annular sealing flange 31 bears against the sealing surface 32 of the injection distributor head 3.
  • the connecting channel 27 is closed, so that the pre-injection line 6 is sealed off from the main injection line 4.
  • the fuel quantity of the pre-injection is determined by the stroke of the pre-injection piston 23.
  • the amount of fuel in the pump chamber 11 does not yet have a drain option at the time of the pre-injection, so that the pressure in the pump chamber 11 builds up even further. This continues until the delivery pressure also overcomes the counterforces at the lock cylinder 19 from stand pressure in the main injection line 4 and spring force of the compression spring 20.
  • the lock cylinder 19 then moves upwards to its upper stop 33 and the main injection quantity is delivered from the pump chamber 11 via the main bore 16 and a channel system 34 in the interior of the lock cylinder to the main injection line 4, from which the injection takes place via the main injection valve 5.
  • the main injection takes place after completion of the pre-injection and upward movement of the lock cylinder 19 until the rear control edge 15 of the pump piston 12 connects the pump chamber 11 to the control bore 13 again, so that the remaining fuel escapes into the suction chamber 10 again.
  • the pressure difference between the pump chamber 11 and the main injection line 4 can be set by the pressure relief valve 29 installed antiparallel to the main valve 18. After a certain pressure drop through the opening of the control bores 13, the lock cylinder 19 moves downward and seals the main injection line 4 against the pump chamber 11 on the sealing shoulder 21. Until the static pressure in the injection lines 4 and 6 has set, the pilot injection piston 23 has returned to its lower end position due to the force of the compression spring 24 and the pressure difference between the injection lines 4 and 6 and the pump chamber 11.
  • the pre-injection piston chamber 22 fills with fuel that flows from the main injection line 4 into the pre-injection piston chamber 22 via the connecting channel 27. In parallel, fuel flows out of the main injection line 4 until the set stand pressure at the pressure relief valve 29 is reached via the pressure relief hole 28 back into the pump chamber 11.
  • the pump piston 12 passes its top dead center, the suction stroke begins.
  • the pump chamber 11 fills with fuel from the suction chamber 10, provided the control bores 13 are not exactly closed by the pump piston 12. After passing through the bottom dead center by the pump piston 12, the fuel injection device 1 is ready for a new injection process.

Landscapes

  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Fuel-Injection Apparatus (AREA)
EP90117905A 1989-09-20 1990-09-18 Dispositif d'injection de combustible pour un moteur à combustion interne Expired - Lifetime EP0418800B1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE3931338 1989-09-20
DE3931338A DE3931338A1 (de) 1989-09-20 1989-09-20 Brennstoffeinspritzvorrichtung fuer eine brennkraftmaschine

Publications (3)

Publication Number Publication Date
EP0418800A2 true EP0418800A2 (fr) 1991-03-27
EP0418800A3 EP0418800A3 (en) 1991-10-09
EP0418800B1 EP0418800B1 (fr) 1993-10-20

Family

ID=6389782

Family Applications (1)

Application Number Title Priority Date Filing Date
EP90117905A Expired - Lifetime EP0418800B1 (fr) 1989-09-20 1990-09-18 Dispositif d'injection de combustible pour un moteur à combustion interne

Country Status (2)

Country Link
EP (1) EP0418800B1 (fr)
DE (2) DE3931338A1 (fr)

Cited By (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP0611094A1 (fr) * 1993-02-10 1994-08-17 Lucas Industries Public Limited Company Soupape
EP0821154A1 (fr) * 1996-07-25 1998-01-28 Lucas Industries Public Limited Company Dispositif de pompage de combustible
US5873527A (en) * 1997-02-19 1999-02-23 Caterpillar Inc. Fuel injector with regulated plunger motion

Families Citing this family (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
RU2153095C1 (ru) * 1999-04-13 2000-07-20 Научно-производственное предприятие "Агродизель" Система топливоподачи дизеля
RU2175395C1 (ru) * 2000-02-25 2001-10-27 Научно-производственное предприятие "Агродизель" Способ работы дизельного двигателя
DE102014002002B4 (de) * 2014-02-17 2016-10-06 L'orange Gmbh Einspritzsystem, insbesondere Pumpe-Leitung -Düse-Einspritzsystem, und Einspritzanlage

Family Cites Families (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE3334619C2 (de) * 1983-09-24 1995-01-19 Bosch Gmbh Robert Kraftstoffeinspritzeinrichtung
DE3629751C2 (de) * 1986-09-01 1998-07-02 Bosch Gmbh Robert Voreinspritzvorrichtung für Brennkraftmaschinen
DE3731240C2 (de) * 1987-09-17 1995-04-06 Volkswagen Ag Einspritzvorrichtung
DE3732003A1 (de) * 1987-09-23 1989-04-06 Dahlmann Gerd Uwe Einspritzvorrichtung
FI80327C (fi) * 1988-05-16 1990-05-10 Waertsilae Oy Ab Foerdelnings- och styrventil foer braensleinsprutningspump.

Cited By (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP0611094A1 (fr) * 1993-02-10 1994-08-17 Lucas Industries Public Limited Company Soupape
US5390692A (en) * 1993-02-10 1995-02-21 Lucas Industries Valve
EP0821154A1 (fr) * 1996-07-25 1998-01-28 Lucas Industries Public Limited Company Dispositif de pompage de combustible
US5873527A (en) * 1997-02-19 1999-02-23 Caterpillar Inc. Fuel injector with regulated plunger motion

Also Published As

Publication number Publication date
DE59003143D1 (de) 1993-11-25
EP0418800B1 (fr) 1993-10-20
EP0418800A3 (en) 1991-10-09
DE3931338A1 (de) 1991-03-28

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