EP0467072A1 - Injecteur de carburant pour des moteurs à combustion interne à compressiond'air - Google Patents

Injecteur de carburant pour des moteurs à combustion interne à compressiond'air Download PDF

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Publication number
EP0467072A1
EP0467072A1 EP91109689A EP91109689A EP0467072A1 EP 0467072 A1 EP0467072 A1 EP 0467072A1 EP 91109689 A EP91109689 A EP 91109689A EP 91109689 A EP91109689 A EP 91109689A EP 0467072 A1 EP0467072 A1 EP 0467072A1
Authority
EP
European Patent Office
Prior art keywords
injection
pressure
piston
pressure wave
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
EP91109689A
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German (de)
English (en)
Other versions
EP0467072B1 (fr
Inventor
Dietmar Ing. Grad. Henkel
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.)
MAN Truck and Bus SE
Original Assignee
MAN Nutzfahrzeuge AG
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 MAN Nutzfahrzeuge AG filed Critical MAN Nutzfahrzeuge AG
Publication of EP0467072A1 publication Critical patent/EP0467072A1/fr
Application granted granted Critical
Publication of EP0467072B1 publication Critical patent/EP0467072B1/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
    • 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
    • F02M55/00—Fuel-injection apparatus characterised by their fuel conduits or their venting means; Arrangements of conduits between fuel tank and pump F02M37/00
    • F02M55/02—Conduits between injection pumps and injectors, e.g. conduits between pump and common-rail or conduits between common-rail and injectors

Definitions

  • the invention relates to a fuel injection device according to the preamble of claim 1.
  • a first injection line leads directly to a metering valve unit with cylinder and piston, while a second injection line branches off directly in front of the metering valve unit and opens via a check valve into a line coming from the metering valve unit and leading to the injection valve. Due to the longer injection line, the piston of the metering unit is moved at the start of delivery and a metered amount of fuel is pre-injected according to the cylinder volume. Due to the extension of the first injection line by the length of a second line to be connected in series, the main injection is delayed by the longer running time required to pass the second line. A check valve is installed in the second line to avoid repercussions resulting in a pressure drop during the pre-injection.
  • a disadvantage of this device is that the fuel pressure at the start of the pre-injection at low speed is too low as a result of the low displacement speed of the piston of the metering valve unit in order to achieve a good mixture preparation.
  • Pre-injection is used to reduce the combustion noise of direct-injection diesel engines. Their implementation is difficult if the fuel metering towards the injection nozzle is carried out according to the displacement piston principle. This applies to the in-line and distributor injection pumps which have been frequently used up to now and which all work according to the above-mentioned principle of action.
  • Is z. B. intends to atomize the comparatively small pilot injection quantity with the same nozzle through which the main injection quantity is also passed, attention must be paid to the following.
  • the object of the invention is to provide a constant total amount of fuel in the pre-injection phase of an operating cycle, regardless of the load and speed state of an internal combustion engine, by forcing a reproducible pressure curve at the inlet of the injection nozzle.
  • the path of the fuel from the injection pump to the injection lines is only released when a predetermined high pressure level has built up, which runs as a pressure wave to an injection nozzle and is reflected there, which leads to a doubling of the static pressure in front of one Injector nozzle needle guides. Due to this high pressure, the nozzle needle opens and, as desired, an injection jet with finely divided droplets is formed. Due to the different length of the injection line, a reproducible division of the injection quantity into a pre-injection and a main injection is achieved. By choosing the difference in length of the two injection lines, the time difference between the start of the pre-injection and the main injection can be determined, taking into account the pressure waves propagating at the speed of sound.
  • Structural features of the pressure wave generator according to the invention are characterized by the features of claim 2. Due to the sudden opening of the actuator as a result of the increasing pressure area exposed to the fuel pressure after opening the actuator, the potential energy stored in the pressure chamber is free to build up a downstream, very steep pressure wave, the pressure effect of which, as already described, is reflected by reflection at Impact on the sealing seat of the nozzle needle of the injector is still doubled. This opens the nozzle needle for the pre-injection and then closes again after the pressure collapses.
  • the pressure in the pressure chamber of the pressure wave generator does not drop below a set closing pressure, so that after the delayed arrival of the pressure wave from the second injection line on the nozzle holder, the actuator is still open and by opening the nozzle needle again when this pressure is reflected the main injection is initiated.
  • the piston loading the valve stem can also be replaced according to claim 3 by a spring which is biased with a force equal to the force of the piston.
  • the second distributor 7 is preceded by two check valves 8 and 9, a first check valve 8 being installed in the first injection line 2 and a second check valve 9 in the second injection line 3.
  • the check valves 8 and 9 are permeable in the direction from the injection pump 1 to the injection valve 4 while blocking in the opposite direction.
  • the check valves 8 and 9 and the injection nozzle 4 are to be moved as far as the second distributor piece 7 as far as this can be solved by design.
  • FIG. 2 A structural design of the pressure wave generator 6 is shown in FIG. 2.
  • the design of the pressure wave generator resembles an injection valve. It initially consists of a nozzle holder 10, a nozzle body 11 and a union nut 12, which connects both parts.
  • an actuator 13 is axially movably guided, which is divided into a valve stem 14 and a piston 15, which is connected in loose contact with the valve stem 14.
  • the valve stem 14 with a diameter d1 has a frustoconical tip which carries a flat sealing surface 16 with a diameter d2. This seals a pressure chamber 17 against an outlet bore 18 which opens into the first distributor piece 5 (FIG. 1).
  • the pressure chamber 17 coaxially surrounds the valve stem 14, the pressure chamber being connected via an inlet bore 19 to the outlet 5a of the injection pump 1.
  • a stop is provided on a coupling plate 20, which is clamped between the nozzle holder 10 and the nozzle body 11.
  • the pressure in the pressure chamber 17 of the pressure wave generator according to FIG. 1 is plotted on the abscissa in FIG. 3, while the ordinate represents the forces acting on the valve stem 14.
  • the provided with a negative sign because of their effect to be thought force F K of the piston 15 or originating from the compression spring indicated as a line F K -Bparallel to the abscissa.
  • the pressure builds up in the pressure chamber 17 of the pressure wave generator (FIG. 2). Said pressure acts on the hydraulic effective cross-section (of the valve stem 14) described with the diameter difference d1-d2 and generates a force on the valve stem which is described in the diagram with the straight section AB. If this force reaches the amount of the piston force F K as a result of further increased pressure, there is a balance between the closing force and the counteracting hy drastic opening force, caused by the pressure pö (opening pressure). If the pressure value pö is slightly exceeded (due to the progress of the delivery process), the valve sealing seat opens.
  • the pressure application area which increases at the same time to the value of a circular area with the diameter d1 results in a sudden increase in the hydraulic force acting on the valve stem 14 in accordance with the straight section BC.
  • the comparatively high amount of this force explains the high opening speed of the valve.
  • the immediate onset of pressure collapse in the pressure chamber 17 causes the hydraulic force marked by point C (on the valve stem) to drop to a value marked E (corresponds to the pressure value pr), the valve stem constantly remaining at the open position.
  • the delivery process which is still maintained by the moving piston of the pump element, causes the pressure to rise again to a value less than p0 but greater than pr with the valve cross section still fully open.
  • Vpö Vd2 with Vd as the squared diameter ratio, the latter formed from d2 to d1.
  • the time phase of the valve opening in the pressure wave generator 6 should be recalled. It was accompanied by the generation of a pressure wave, which was coupled downstream into the outlet channel bore 18 of the pressure wave generator 6 (FIG. 2). On its further path, this pressure wave now arrives in the immediately downstream first distributor piece 5. From there, the pressure wave energy is divided symmetrically as a result of the pressure wave entering the injection lines 2, 3 connected in parallel, which have the same cross-section, and the second injection line 3 (delay line) in order to design such an amount that the transit time of the pressure pulse in it, which is dependent on the speed of sound of the fuel, is greater by the amount T compared to the pulse transit time in the first injection line 2.
  • a T is a time which is equal to or slightly larger than the ignition delay of the pilot injection scheduled.
  • the stand pressure in the two injection lines 2 and 3 which is determined by the closing pressure of the pressure wave generator, must be taken into account is the minimum pressure remaining in pressure chamber 17 immediately after pressure wave generation - for the purpose of preinjection - see FIGS. 1 and 2) and on the other hand it is equal to the amount of the desired static pressure. It follows at the same time that the closing pressure of the injection valve is to be designed higher than that of the pressure wave generator.

Landscapes

  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Fuel-Injection Apparatus (AREA)
EP91109689A 1990-07-12 1991-06-13 Injecteur de carburant pour des moteurs à combustion interne à compressiond'air Expired - Lifetime EP0467072B1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE4022226A DE4022226A1 (de) 1990-07-12 1990-07-12 Brennstoffeinspritzvorrichtung fuer luftverdichtende brennkraftmaschinen
DE4022226 1990-07-12

Publications (2)

Publication Number Publication Date
EP0467072A1 true EP0467072A1 (fr) 1992-01-22
EP0467072B1 EP0467072B1 (fr) 1993-11-18

Family

ID=6410166

Family Applications (1)

Application Number Title Priority Date Filing Date
EP91109689A Expired - Lifetime EP0467072B1 (fr) 1990-07-12 1991-06-13 Injecteur de carburant pour des moteurs à combustion interne à compressiond'air

Country Status (4)

Country Link
US (1) US5103785A (fr)
EP (1) EP0467072B1 (fr)
JP (1) JPH04232374A (fr)
DE (2) DE4022226A1 (fr)

Families Citing this family (11)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE4105168A1 (de) * 1990-12-10 1992-06-11 Man Nutzfahrzeuge Ag Einspritzsystem fuer luftverdichtende brennkraftmaschinen
US5477827A (en) * 1994-05-16 1995-12-26 Detroit Diesel Corporation Method and system for engine control
US5445128A (en) * 1993-08-27 1995-08-29 Detroit Diesel Corporation Method for engine control
US6026784A (en) 1998-03-30 2000-02-22 Detroit Diesel Corporation Method and system for engine control to provide driver reward of increased allowable speed
US5873527A (en) * 1997-02-19 1999-02-23 Caterpillar Inc. Fuel injector with regulated plunger motion
US6109536A (en) * 1998-05-14 2000-08-29 Caterpillar Inc. Fuel injection system with cyclic intermittent spray from nozzle
JP3762838B2 (ja) * 1998-05-22 2006-04-05 株式会社クボタ ディーゼルエンジンの燃料噴射装置
US6116209A (en) * 1998-05-27 2000-09-12 Diesel Technology Company Method of utilization of valve bounce in a solenoid valve controlled fuel injection system
DE19843346B4 (de) * 1998-09-22 2009-03-19 Robert Bosch Gmbh Kraftstoffeinspritzventileinrichtung für Brennkraftmaschinen
US6439194B2 (en) * 2000-01-31 2002-08-27 International Engine Intellectual Property Company, L.L.C. Modified lead injector
CN112943494B (zh) * 2021-02-07 2022-06-03 浙江吉利控股集团有限公司 一种喷射器及车辆

Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CH210264A (de) * 1939-03-27 1940-06-30 Sulzer Ag Einspritzeinrichtung an Brennkraftmaschinen.
DE736489C (de) * 1940-08-16 1943-06-18 Sulzer Ag Einspritzvorrichtung fuer Brennkraftmaschinen
DE1192874B (de) * 1962-05-09 1965-05-13 Ricardo & Co Engineers Brennstoffeinspritzeinrichtung
EP0357247A1 (fr) * 1988-09-01 1990-03-07 LUCAS INDUSTRIES public limited company Système d'injection de combustible

Family Cites Families (7)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
FR2116728A5 (fr) * 1970-12-04 1972-07-21 Sigma
GB1592350A (en) * 1976-11-09 1981-07-08 Lucas Industries Ltd Fuel systems for an internal combustion engine
FR2482669A2 (fr) * 1979-05-28 1981-11-20 Semt Perfectionnement a une pompe d'injection pour un moteur a combustion interne
US4421088A (en) * 1980-07-03 1983-12-20 Lucas Industries Limited Fuel system for compression ignition engine
DE3516537A1 (de) * 1985-05-08 1986-11-13 M A N Nutzfahrzeuge GmbH, 8000 München Kraftstoffeinspritzvorrichtung fuer selbstzuendende brennkraftmaschinen
FR2595761B1 (fr) * 1986-03-14 1988-05-13 Semt Dispositif d'injection pour moteur a combustion interne, permettant l'injection de deux combustibles
DE3629754C2 (de) * 1986-09-01 1994-07-14 Bosch Gmbh Robert Vorrichtung zur Erzeugung von Voreinspritzungen bei Pumpedüsen

Patent Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CH210264A (de) * 1939-03-27 1940-06-30 Sulzer Ag Einspritzeinrichtung an Brennkraftmaschinen.
DE736489C (de) * 1940-08-16 1943-06-18 Sulzer Ag Einspritzvorrichtung fuer Brennkraftmaschinen
DE1192874B (de) * 1962-05-09 1965-05-13 Ricardo & Co Engineers Brennstoffeinspritzeinrichtung
EP0357247A1 (fr) * 1988-09-01 1990-03-07 LUCAS INDUSTRIES public limited company Système d'injection de combustible

Non-Patent Citations (1)

* Cited by examiner, † Cited by third party
Title
PATENT ABSTRACTS OF JAPAN Band 11, Nr. 135 (M-585)(2582), 28. April 1987; & JP - A - 61275569 (HINO MOTORS) 05.12.1986 *

Also Published As

Publication number Publication date
EP0467072B1 (fr) 1993-11-18
DE4022226A1 (de) 1992-01-16
US5103785A (en) 1992-04-14
JPH04232374A (ja) 1992-08-20
DE59100606D1 (de) 1993-12-23

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