EP0742365A2 - Dispositif d'injection de combustible - Google Patents

Dispositif d'injection de combustible Download PDF

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Publication number
EP0742365A2
EP0742365A2 EP96107096A EP96107096A EP0742365A2 EP 0742365 A2 EP0742365 A2 EP 0742365A2 EP 96107096 A EP96107096 A EP 96107096A EP 96107096 A EP96107096 A EP 96107096A EP 0742365 A2 EP0742365 A2 EP 0742365A2
Authority
EP
European Patent Office
Prior art keywords
piston
fuel
pump element
fuel injection
control
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
EP96107096A
Other languages
German (de)
English (en)
Other versions
EP0742365B1 (fr
EP0742365A3 (fr
Inventor
Aaltje Keuning
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.)
Individual
Original Assignee
Individual
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Filing date
Publication date
Application filed by Individual filed Critical Individual
Publication of EP0742365A2 publication Critical patent/EP0742365A2/fr
Publication of EP0742365A3 publication Critical patent/EP0742365A3/fr
Application granted granted Critical
Publication of EP0742365B1 publication Critical patent/EP0742365B1/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
    • 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
    • F02M59/20—Varying fuel delivery in quantity or timing
    • F02M59/32—Varying fuel delivery in quantity or timing fuel delivery being controlled by means of fuel-displaced auxiliary pistons, which effect injection
    • 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
    • F02M59/20—Varying fuel delivery in quantity or timing
    • F02M59/24—Varying fuel delivery in quantity or timing with constant-length-stroke pistons having variable effective portion of stroke
    • F02M59/26—Varying fuel delivery in quantity or timing with constant-length-stroke pistons having variable effective portion of stroke caused by movements of pistons relative to their cylinders
    • 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
    • F02M59/20—Varying fuel delivery in quantity or timing
    • F02M59/24—Varying fuel delivery in quantity or timing with constant-length-stroke pistons having variable effective portion of stroke
    • F02M59/26—Varying fuel delivery in quantity or timing with constant-length-stroke pistons having variable effective portion of stroke caused by movements of pistons relative to their cylinders
    • F02M59/265—Varying fuel delivery in quantity or timing with constant-length-stroke pistons having variable effective portion of stroke caused by movements of pistons relative to their cylinders characterised by the arrangement or form of spill port of spill contour on the piston
    • 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
    • F02M59/38—Pumps characterised by adaptations to special uses or conditions

Definitions

  • the invention relates to a fuel injection device according to the preamble of the main claim.
  • Fuel injectors are e.g. B. for diesel engines used both in stationary systems and in the shipping sector. These fuel injectors are connected to a fuel supply and injectors supply a precisely measured amount of fuel under pressure.
  • Injection piston pumps are known which are driven, for example, via the camshaft of an engine and in which quantity control takes place, for example, via a control edge.
  • the pump piston with the control edge arranged thereon is rotated via a control linkage, and this type of control has proven to be very robust.
  • a disadvantage of this injection pump is that if the electronic control fails, the piston of the pump element must be rotated from an operating position to an emergency position, the mechanical control only functioning in this emergency position.
  • the adjustment of the piston positioning does not work in an emergency, because e.g. B. the piston adjustment mechanism is stuck or has stuck because it has not been operated for a long time.
  • the invention is therefore based on the object to provide a fuel injection system for engines which allows electronic regulation and mechanical control, the mechanical system being superordinate to the electronic control system, so that, for. B. if the electronic system fails, the transition from electronic to mechanical control is continuous, d. H. immediately, without additional measures or devices being required.
  • a fuel injection device which normally enables electronic control of the fuel supply line to the fuel injection nozzle, but a mechanical control system is always superordinate to the electronic control system and therefore carries out the actual control of the fuel injection quantities without any delay if the electronic control fails .
  • This fuel injection device essentially consists of a first piston 1, a second piston 2, the first and second pistons 1 and 2 being arranged movably in a cylinder 3 or 3A.
  • the first piston 1 is assigned a first fuel inlet 4 and the second piston 2 is assigned a second fuel inlet 5; the liquid inlet 4 can be a feed line via which, for. B. fuel is supplied to the working space of the cylinder 3.
  • a different liquid can also be supplied to the working space of the cylinder 3, this liquid advantageously having better lubricating properties and hydraulic properties than the known fuels.
  • a fuel inlet 4 is assumed only in the sense of an exemplary embodiment, but in the sense of the above, other liquids can also be supplied to the working space of the cylinder 4 via the feed line 4.
  • Both fuel inlets 4, 5 are equipped with check valves 23, 24, which prevent the fuel from flowing back.
  • the first and second Fuel inlet 4, 5 are connected to a corresponding fuel supply.
  • a fuel line 6 leads from the cylinder 3A to an injection nozzle 7.
  • the piston 1 is controlled via a cam 8 which is arranged on a camshaft 9, the stroke of the cam 8 being transmitted, for example, via a push rod 10 which is only shown schematically in the drawing.
  • a control edge 11 is formed, which is used for the regulation of the fuel quantity, and the piston 1 together with the control edge 11 is moved over a schematically illustrated control linkage 12, in order to thereby enable control of the fuel delivery quantity.
  • the first piston 1 has a stroke identified by the reference numeral 14 and the outlet of the fuel quantity acted upon by the first piston 1 is carried out by a control valve 15.
  • the control valve 15 is controlled electronically, the opening or closing of the control valve 15 being regulated by a computer or microcomputer 21, ie the computer determines the point in time at which the control valve 15 can be opened or closed again.
  • This electronic control of the control valve 15 enables optimum regulation of the fuel supply line to the injection nozzle 7.
  • a check valve 20 is arranged between the cylinder 3 and the control valve 15, so that fuel in the lower region of the cylinder 3 can only be supplied via the first fuel inlet 4.
  • an overflow valve 22 is arranged so that the supply pressure over the piston 1 is ensured.
  • the second piston 2 Downstream of the first piston 1, i.e. H. in the direction of the injection nozzle 7, the second piston 2 is arranged, which carries out a stroke indicated by reference numeral 16.
  • a second fuel inlet 5 is provided above the second piston 2, the second piston 2 located at the top dead center being pressed back into its starting position by a spring 17.
  • the second piston 2 can also be arranged at a different location than that shown in the drawing, for example it is possible to arrange the second piston 2 with a corresponding cylinder in the injection nozzle 7 or in the fuel line 6. It is also possible to influence the pressure build-up in the fuel line 6, and thus the delivery rate, over time by means of special designs of the piston 2.
  • both the first piston 1 and the second piston 2 are at bottom dead center.
  • the control valve 15 is open.
  • the camshaft 9 rotates in the direction indicated by the arrow 18, the piston 1 is moved upward via the push rod 10 and fuel, which is located above the first piston 1, is discharged via the opened control valve 15.
  • the piston 2 is still at its bottom dead center.
  • the control valve 15 closes abruptly, the amount of fuel supplied to the first piston 1 causes the piston 2 to move upward when the piston 1 is raised further, and thus a certain delivery rate of the Fuel line 6 is supplied. While the piston 2 is moving upward, the check valve 23 of the fuel inlet 5 or the feed line is blocked. By further lifting the second piston 2, the fuel supplied to the second piston 2 is fed through the fuel line 6 to the injection nozzle 7, which injects the fuel into the fuel chamber of the engine.
  • the control valve 15 opens abruptly and the amount of fuel located in the area of the first piston 1 is discharged via the control valve 15. Due to the lack of pressure on the underside of the second piston 2, the second piston 2 cannot move any further upward, also due to the counterpressure on the secondary piston side of the second piston 2. Therefore, after opening the control valve 15, fuel becomes no longer the injector 7 forwarded.
  • the first piston 1 again moves downward in accordance with the shape of the cam 8 and the delivery rate for the region of the first piston 1 is supplied via the opened inlet valve 4. The displacement of the first and second pistons is filled with fresh fuel until the previously described initial state is reached again is.
  • the pressure in the fuel supply system 4, 5 is relatively low.
  • the pressure at which the overflow valve 22 opens is somewhat higher than the fuel supply pressure, but is substantially lower than the pressure that can be generated by the piston 1.
  • control linkage 12 In the operating state shown, the control linkage 12 is always in the maximum power position, unless the control linkage is set to a lower output due to an impending overspeed or a so-called "back-up" operating situation.
  • the control linkage 12 is set by an external speed controller and / or a maximum controller.
  • control valve 15 would no longer work properly.
  • fuel injection would no longer be guaranteed and, as a result, the engine would come to a standstill. B. would lead on the high seas of the powered ship.
  • the control valve 15 which can be a solenoid valve, would automatically close if the electronics ceased to exist and would also be closed in the further course of the different operating states. In this state it would be above the Moving piston 1 form a fuel column, which would cause a corresponding lifting of the piston 2 when the first piston 1 is moved back and forth.
  • the piston 2 is pressed down again due to the spring 17 and when the first piston 1 is raised again and the amount of fuel above it, the movably mounted piston 2 is forcibly raised again. Fuel is still fed into the displacement above the piston 2 via the second fuel inlet, which fuel is then injected via the nozzle 7 into the combustion chamber of the engine.
  • the proposed system enables fuel to be injected even if the electronics are not functional. If the electronics fail, the fuel is only injected and controlled by the mechanically controlled injection piston pump. If, however, the electronic system is functional, the control of the control valve 15 by a microcomputer controls the start of delivery and the delivery rates of the injector, depending on the engine and operating conditions, and because of this computer-controlled control of the fuel injection times and amounts, particularly favorable consumption values of the drive engine are achieved .
  • An advantage of the proposed invention is that a relatively simple and inexpensive retrofitting of conventional systems to the proposed system is possible, since essentially only the addition of the second piston 2 and the addition of the control valve 15 are required for structural changes. It is not necessary to arrange complex devices in order to rotate the piston from one operating position to the other operating position, and it is not necessary to replace the piston cylinder of the first pump element with correspondingly novel components.
  • Another advantage of the proposed system is that when a liquid with good lubricating properties is used, the piston 1 together with the control edge 11 is protected against aggressive and abrasive fuel and thus has a longer service life than the known injection pumps.
  • Another advantage of the proposed invention is that the principle described can also be used for fine control in the control of the intake and exhaust valves of the engine in order to positively influence exhaust gas values and performance can.
  • a liquid for actuating a valve can be conveyed via the proposed device, the mechanical position of the piston 1 also being superior to the electronically controlled state by means of the control edge in this case too.
  • the control is electronically controlled in the normal operating state.
  • the same or an additional computer or computing element can be used as for the injection device described at the beginning.
  • a plunger actuated or operated directly by the piston 2 in order to transmit the movement of the piston 2 to the valve. It is understood that when using the proposed device for controlling the valve movement, the control edge 11 of the piston 1 corresponds in its design to the special requirements for the valve control.

Landscapes

  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Fuel-Injection Apparatus (AREA)
EP96107096A 1995-05-06 1996-05-06 Dispositif d'injection de combustible Expired - Lifetime EP0742365B1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE19516686 1995-05-06
DE19516686A DE19516686A1 (de) 1995-05-06 1995-05-06 Kraftstoffeinspritzvorrichtung

Publications (3)

Publication Number Publication Date
EP0742365A2 true EP0742365A2 (fr) 1996-11-13
EP0742365A3 EP0742365A3 (fr) 1997-08-27
EP0742365B1 EP0742365B1 (fr) 2001-01-10

Family

ID=7761260

Family Applications (1)

Application Number Title Priority Date Filing Date
EP96107096A Expired - Lifetime EP0742365B1 (fr) 1995-05-06 1996-05-06 Dispositif d'injection de combustible

Country Status (4)

Country Link
EP (1) EP0742365B1 (fr)
DE (2) DE19516686A1 (fr)
DK (1) DK0742365T3 (fr)
ES (1) ES2154361T3 (fr)

Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
GB2316981A (en) * 1996-09-10 1998-03-11 Lucas Ind Plc Fuel pump for engine
CN101532451B (zh) * 2007-11-05 2012-01-11 德尔福技术控股有限公司 流体泵

Families Citing this family (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE10155718C2 (de) * 2001-11-13 2003-09-18 Hermann Golle Einspritzsystem für Dieselmotoren

Family Cites Families (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP0037296B1 (fr) * 1980-03-31 1986-11-12 Automobiles Peugeot Dispositif de mesure du volume de carburant injecté dans un moteur thermique à alimentation par injection
US4467963A (en) * 1982-04-02 1984-08-28 The Bendix Corporation Single dump single solenoid fuel injector
JPS59126062A (ja) * 1982-12-31 1984-07-20 Hino Motors Ltd ユニツトインジエクタにおける噴射時期制御装置
JPS61226527A (ja) * 1985-03-30 1986-10-08 Nippon Denso Co Ltd 燃料噴射制御装置
DE3916516A1 (de) * 1989-05-20 1990-11-22 Bosch Gmbh Robert Einspritzpumpe fuer brennkraftmaschinen
DE4100832C2 (de) * 1991-01-14 2000-07-13 Bosch Gmbh Robert Einspritzpumpe für Dieselmotoren

Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
GB2316981A (en) * 1996-09-10 1998-03-11 Lucas Ind Plc Fuel pump for engine
CN101532451B (zh) * 2007-11-05 2012-01-11 德尔福技术控股有限公司 流体泵

Also Published As

Publication number Publication date
DE19516686A1 (de) 1996-11-07
EP0742365B1 (fr) 2001-01-10
DE59606286D1 (de) 2001-02-15
DK0742365T3 (da) 2001-04-23
ES2154361T3 (es) 2001-04-01
EP0742365A3 (fr) 1997-08-27

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