EP0813652B1 - Dispositif d'injection de carburant pour moteurs a combustion interne a allumage spontane - Google Patents

Dispositif d'injection de carburant pour moteurs a combustion interne a allumage spontane Download PDF

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Publication number
EP0813652B1
EP0813652B1 EP96906735A EP96906735A EP0813652B1 EP 0813652 B1 EP0813652 B1 EP 0813652B1 EP 96906735 A EP96906735 A EP 96906735A EP 96906735 A EP96906735 A EP 96906735A EP 0813652 B1 EP0813652 B1 EP 0813652B1
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EP
European Patent Office
Prior art keywords
fuel injection
injection device
pressure
valve
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.)
Expired - Lifetime
Application number
EP96906735A
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German (de)
English (en)
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EP0813652A1 (fr
Inventor
Franz X. Moser
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Deutz AG
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Deutz AG
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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
    • F02M39/00—Arrangements of fuel-injection apparatus with respect to engines; Pump drives adapted to such arrangements
    • 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
    • F02M55/025—Common rails
    • 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
    • F02M63/00—Other fuel-injection apparatus having pertinent characteristics not provided for in groups F02M39/00 - F02M57/00 or F02M67/00; Details, component parts, or accessories of fuel-injection apparatus, not provided for in, or of interest apart from, the apparatus of groups F02M39/00 - F02M61/00 or F02M67/00; Combination of fuel pump with other devices, e.g. lubricating oil pump
    • F02M63/02—Fuel-injection apparatus having several injectors fed by a common pumping element, or having several pumping elements feeding a common injector; Fuel-injection apparatus having provisions for cutting-out pumps, pumping elements, or injectors; Fuel-injection apparatus having provisions for variably interconnecting pumping elements and injectors alternatively
    • F02M63/0225—Fuel-injection apparatus having a common rail feeding several injectors ; Means for varying pressure in common rails; Pumps feeding common rails

Definitions

  • the invention relates to a fuel injection device for a self-igniting Internal combustion engine with a rotatable in a crankcase mounted crankshaft, at least one carrying a piston Connecting rod is articulated, with the piston in one of a cylinder head covered cylinder is movable, still the fuel injector at least one high-pressure pump that promotes fuel which has the fuel in a supply store (common rail) promotes the at least one metering valve with at least one Injector is connected.
  • a supply store common rail
  • Such a fuel injection device is from the company brochure from MAN "Electronic injection safe for future fuel qualities" known from 4/1980.
  • Fuel injection device is designed for use in an Two-stroke process working ship diesel engine.
  • This fuel injector has a fuel pressure accumulator, which the under approximately a constant fuel pressure of approx. 700 bar electronically controlled for supply to the individual injection valves can be removed.
  • the entire control device is like this built that this in addition to the electronic control Working medium in the form of a hydraulic fluid needed with which the individual Valves and actuators are operated. At least they are Approximately to scale components "cylinder unit and High pressure pump "arranged far apart, so that together with that arranged elsewhere on the internal combustion engine Fuel pressure accumulator long connecting lines for the under Pressurized fuel are necessary. This makes the system overall hydraulically soft, so that basically with the fuel injection system shown achievable advantages cannot be achieved.
  • a fuel injector with one in the crankcase a self-igniting internal combustion engine high pressure pump according to the preamble of claim 1 is from DE-C-4 340 311.
  • the invention has for its object a fuel injection device to provide for a self-igniting internal combustion engine that is hydraulic is stiff and compact.
  • the high-pressure pump is housed in the Crankcase inserted.
  • This training has the advantage that on the one hand a separate housing for the high pressure pump is saved and on the other hand, the overall system becomes mechanically stiffer because gained space by eliminating a separate pump housing is used for reinforcement of the crankcase in this area can be exploited. Also fall through the elimination of the separate Pump housing the otherwise necessary fits or connections away from the pump housing to the crankcase, which is at least affects the processing effort.
  • the camshaft has cams for actuating the gas exchange valve on and is over a single tooth mesh from the crankshaft driven.
  • This training is especially at a In-line internal combustion engine is advantageous because it creates a separate camshaft to drive the high pressure pump is saved.
  • the camshaft advantageously designed so that at least in some areas three cam sections directly next to each other along the camshaft arranged and bordered by bearings. This will be two Cam sections for controlling the gas exchange valves (inlet and outlet) needed during the third cam section to actuate the high pressure pump is used.
  • the camshaft is further stiffened, so that from a bend or twisting of the camshaft from possible sources of error are almost eliminated.
  • the bearing points can also be provided and the intermediate cam areas are seamless, i. H. without To let punctures merge. This minimizes Space requirement made another contribution to a rigid camshaft.
  • the camshaft for driving the High pressure pump two, three or more on the circumference of the camshaft distributed cams on.
  • This training has the advantage that with a single Rotation of the camshaft the high pressure pump several times Can fill supply storage.
  • the filling of the high pressure accumulator is independent from the respective work cycle to which the injection pump element is put together must be aligned with the injector.
  • the flanks of the cams can be redesigned to the extent that the steep flanks of injection pump elements are defused because - as stated before - no steep for high pressure pumps Pressure increase, as with injection pump elements to meet specified Injection laws are required. Rather, the nocks regarding the load of the high pressure pump and the whole Systems can be optimized.
  • the number on the circumference of the camshaft Arranged cams therefore depend on the particular circumstances for the internal combustion engine (number of cylinders, size of the high pressure pump etc.).
  • the supply memory extends along at least one row of cylinders of the internal combustion engine.
  • the invention can be used a single supply storage in the V space between be arranged in the two rows of cylinders, this training offers especially for small V-angles, i.e. if the two rows of cylinders are relatively closely aligned. Otherwise it is in Of course, the scope of the invention also provides two supply lines to be provided, in which case one supply memory each Row of cylinders is assigned.
  • the supply store (s) can advantageously also be integrated in the cylinder head.
  • the supply memory with the High pressure outlet of the high pressure pump connected via a short pressure line.
  • the metering valve is on the supply store arranged or in a further development of the invention directly on the injector.
  • a solution will be chosen that the best meets the respective requirements. So one is right on Injection valve arranged metering valve capable of the injection valve amount of fuel to be metered in terms of quantity and timing to control precisely, because between the metering valve and the injection valve there are no lines adversely affecting metering are.
  • one arranged on the supply store Metering valve in turn the possibility of a very compact and also unit to be manufactured or pre-assembled from a high pressure pump, Provide supply storage and metering valves.
  • the metering valves at least largely be solenoid valves that are already in use solenoid valve-controlled injection systems (MV systems from KHD) Find use. These are systems in which the Injection pump element is provided with such a solenoid valve, the one connected to an injection pump element or solenoid valve The fuel quantity to be injected controls. For actuation the metering valves can also use piezo switching elements become.
  • the supply line prevailing pressure via a hydraulic and / or electrical Transmission acts on an actuator, which then the Control rod adjusting inclined edge actuated.
  • the supply line to be provided at the end with a pressure transmission line, which in the actuator designed as a pressure converter opens and the Control rod for adjusting the inclined edges controls.
  • the pressure in the supply storage electrically for example, using sensors and measuring them Use the value to adjust the control rod. This can be done, for example a corresponding servomotor, for example a stepper motor be used.
  • the electrical signals for controlling a hydraulic adjustment device the control rod the control rod.
  • the actuating device is the front end Internal combustion engine, in particular arranged instead of a speed controller.
  • This training has the advantage that no additional space is required on the internal combustion engine to accommodate such an actuating device is required. Rather, the internal combustion engine as a whole be designed so that it can be used with a conventional Injection system with or without the solenoid valve technology described above is equipped or with the system according to the invention with a supply storage.
  • the actuating device is provided in an opening of the crankcase instead of an injection pump element to use.
  • Openings for injection pump elements are required because of the generation the high pressure in the supply storage fewer high pressure pumps required are. It can then be used in an unused Opening the actuator.
  • This actuator is then basically constructed similar to a high-pressure pump, whereby this Actuator then of course no drive from the camshaft having. Rather, it becomes "quasi backwards" from the supply memory hydraulically and / or electrically transmitted pressure the control rod to control the flow rate of the other high pressure pumps transfer.
  • This training represents a particularly compact one Execution, this device also as a carrier for the Supply storage used according to one of the previous training courses can be.
  • the fuel injection device according to the invention can also be realized with conventional plug-in pumps.
  • the injection pump element or the high pressure pump in its own pump housing arranged.
  • This pump housing can predominantly in Crankcase of the internal combustion engine or partly in and partly on the same be arranged and an external fuel supply in contrast to the fuel supply advantageously arranged in the crankcase have in the previously described training.
  • This arrangement offers the advantage that the high pressure chamber of the high pressure pump interacting particularly closely with the supply store to that Injector can be used. Besides, the danger of Fuel heating and fuel leakage inside the crankcase the external fuel supply avoided.
  • the self-igniting internal combustion engine shown schematically in Figure 1 has 6 cylinders which are arranged in one Row are arranged.
  • the internal combustion engine 1 is basically conventional constructed and initially has a crankshaft 2, which in the crankcase 3 (see also Figures 2 and 3) is mounted. Farther a camshaft 4 is mounted in the crankcase 3, the camshaft 4 driven by the crankshaft 2 via a single tooth engagement is.
  • the crankshaft 2 and the camshaft are located on the front side 4 gears 5a, 5b arranged, which are designed so that the camshaft 4 is driven at half the crankshaft speed.
  • the camshaft 4 has gas exchange valve cams assigned to each cylinder 6a, 6b, to which cams 7a, 7b, 7c continue to connect same axial area of the camshaft 4 lying on the circumference of the Camshaft 4 are arranged distributed ( Figures 2 and 3). Framed the gas exchange cams 6a, 6b and the cams 7a, 7b, 7c of bearing points 8a, 8b, which are directly on the gas exchange valve cams 6a and connect the cams 7a, 7b, 7c. The transition from Bearing points 8a, 8b to the individual cam areas without transition, i.e. essentially without the camshaft 4 weakening punctures between the individual cam areas. Shown in Figure 1 are otherwise only the bearing points 8a, 8b with the intermediate cam areas for a cylinder, just like the crankshaft 2 in only one Sub-area is shown. Of course, both components extend in the illustrated embodiment over the entire length of the internal combustion engine 1.
  • the roller tappet 9 runs on the cams 7a, 7b, 7c of the camshaft 4 a high pressure pump 10 and drives a pump plunger 18 which Fuel in a extending along the internal combustion engine 1 Supply store 11 (common rail) via a short pressure line 12 promotes ( Figures 1 and 2).
  • the high pressure pump 10 is of its basic Structure of an injection pump element with an inclined edge control. That is, the aforementioned pump plunger 18 has one Inclined edge 17 which, depending on the rotation of the pump plunger 18th cooperates with a drain hole. This twist can the delivery rate of the high pressure pump 10 between a zero delivery rate and a maximum delivery rate can be varied.
  • The is adjusted Pump plunger 18 from a control rod 13, which in turn extends along of the internal combustion engine 1 extends.
  • the high-pressure pump When operating the internal combustion engine, the high-pressure pump now 10 continuously promoted fuel in the supply store 11. From this supply memory 11 branch according to the respective Number of cylinders of the internal combustion engine 1 from injection lines 14, 14 ' ultimately connected to an injection valve 15, 15 '. It is according to the embodiment of Figure 2, the supply memory 11 arranged and attached to the crankcase 3 or the cylinder bank. The injection lines branching off from this supply store 11 14 open into an arranged on the injection valve 15 Metering valve 16.
  • This metering valve 16 is, for example, one of an electronic control unit designed to control a solenoid valve, the fuel flow according to the respective operating parameters controls from the injection line 14 into the injection valve 15.
  • the supply memory 11 directly on the High pressure pump 10 attached.
  • the metering valve 16 is in turn arranged directly on the supply memory 11 so that the injection line 14 'opens directly into the injection valve 15'.
  • the metering valve 16 directly on the injection valve 15. Due to the illustrated design of the internal combustion engine with a supply memory 11 is in almost all operating conditions the supply storage of the fuel under an approximately the same Pressure of, for example, 1,400 bar is available and can be via the metering valves 16 the injectors in almost any controlled manner 15, 15 'are supplied. This allows the running behavior the internal combustion engine, but especially the exhaust gas emissions and noise emissions and also fuel consumption.
  • the quantity to be delivered by the high-pressure pumps 10 is controlled - as previously stated - by the bevelled edge 17 Pump plunger 18, which is adjusted by the control rod 13.
  • This pressure converter 19 is connected to the supply store via a control line 20 11 connected.
  • This system is coordinated that when the pressure in the supply memory 11 drops, this falling pressure via the control line 20 into the pressure converter 19 is forwarded and accordingly the pressure converter 19 the control rod 13 towards an increase in the delivery rate of the high pressure pumps 10 adjusted.
  • This is an automatic in a simple manner Pressure control in the supply store 11 possible.
  • the pressure in the supply store 11 to be detected, for example, by pressure sensors and these Apply signals to the pressure converter 19.
  • the Pressure converter 19 preferably as an electrically actuated control element educated.
  • the actuating device in the form of a pressure converter 19 'in addition to a high pressure pump 10 similar to this in the crankcase 3 of the internal combustion engine.
  • This actuating device is then basically analogous to a high-pressure pump 10, but has no roller tappet 9 on. Rather, that of the control line 20 'of the actuating device transmitted pressure in the supply memory 11 only for adjusting the Control rod 13 used.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Fuel-Injection Apparatus (AREA)

Claims (14)

  1. Dispositif d'injection de carburant pour un moteur à combustion interne à allumage non commandé, comprenant un vilebrequin monté à rotation dans un carter de vilebrequin, et sur lequel est articulée au moins une bielle avec un piston, le piston étant mobile dans un cylindre couvert par une culasse, et dont le dispositif d'injection de carburant comporte au moins une pompe à haute pression débitant le carburant ; cette pompe étant logée dans le carter de vilebrequin (3) et son côté haute pression se trouvant à proximité du cylindre, l'entraínement de la pompe se faisant par un arbre à cames (4) pour alimenter en carburant un accumulateur d'alimentation relié par au moins une soupape à au moins un injecteur,
    caractérisé en ce que
    la soupape est une soupape de dosage (16) qui commande le débit de carburant vers l'injecteur (15) suivant les paramètres de fonctionnement respectifs,
    la pression régnant dans l'accumulateur d'alimentation (rampe commune) (11) est utilisée pour commander la pompe à haute pression (10) et,
    la pompe à haute pression (10) comprend un cylindre logeant un piston de pompe à arête inclinée et coopérant avec une tige de réglage (13) logée dans le carter de vilebrequin (3) pour commander le débit.
  2. Dispositif d'injection de carburant selon la revendication 1,
    caractérisé en ce que
    la pompe à haute pression (10) est logée sans boítier dans le carter de vilebrequin (3).
  3. Dispositif d'injection de carburant selon l'une des revendications précédentes,
    caractérisé en ce que
    l'arbre à cames (4) comporte des cames (6a, 6b) pour actionner les soupapes de changement de gaz et ces cames sont entraínées à partir du vilebrequin (2) par un unique engrènement.
  4. Dispositif d'injection de carburant selon l'une des revendications précédentes,
    caractérisé en ce que
    l'arbre à cames (4) comporte deux, trois ou plusieurs cames (7a, 7b, 7c) réparties à la périphérie de l'arbre à cames (4) pour entraíner la pompe à haute pression (10).
  5. Dispositif d'injection de carburant selon l'une des revendications précédentes,
    caractérisé par
    deux ou plusieurs pompes à haute pression (10) réparties le long du moteur à combustion interne (1).
  6. Dispositif d'injection de carburant selon l'une des revendications précédentes,
    caractérisé en ce que
    l'accumulateur d'alimentation (11) s'étend le long d'au moins une rangée de cylindres du moteur à combustion interne (1).
  7. Dispositif d'injection de carburant selon l'une des revendications précédentes,
    caractérisé en ce que
    l'accumulateur d'alimentation (11) est relié à la sortie de haute pression de la pompe à haute pression (10) par une courte conduite de pression (12) et, la ou les pompes à haute pression (10) comportent chacune une soupape de retenue de pression.
  8. Dispositif d'injection de carburant selon l'une des revendications précédentes,
    caractérisé en ce que
    l'accumulateur d'alimentation (11) est porté par deux ou plusieurs pompes à haute pression (10).
  9. Dispositif d'injection de carburant selon l'une des revendications précédentes,
    caractérisé en ce que
    l'accumulateur d'alimentation (11) est intégré dans la culasse (3a) du moteur à combustion interne (1).
  10. Dispositif d'injection de carburant selon l'une des revendications précédentes,
    caractérisé en ce que
    la soupape de dosage (16) est montée sur l'accumulateur d'alimentation (11).
  11. Dispositif d'injection de carburant selon l'une des revendications précédentes,
    caractérisé en ce que
    la soupape de dosage (16) équipe l'injecteur (15, 15').
  12. Dispositif d'injection de carburant selon l'une des revendications précédentes,
    caractérisé en ce que
    la pression régnant dans l'accumulateur d'alimentation (11) agit par une transmission hydraulique et/ou électrique sur une installation d'actionnement (19), qui actionne sur la ou les arêtes inclinées (17) de la ou des pompes à haute pression (10) par l'intermédiaire de la tige de réglage (13).
  13. Dispositif d'injection de carburant selon l'une des revendications précédentes,
    caractérisé en ce que
    l'installation d'actionnement (19) est prévue sur la face frontale du moteur à combustion interne (1), notamment à la place d'un régulateur de vitesse de rotation.
  14. Dispositif d'injection de carburant selon l'une des revendications précédentes,
    caractérisé en ce que
    l'installation d'actionnement ou de réglage (19') est logée dans une ouverture du carter de vilebrequin (3) à la place d'un élément de pompe d'injection .
EP96906735A 1995-03-09 1996-03-05 Dispositif d'injection de carburant pour moteurs a combustion interne a allumage spontane Expired - Lifetime EP0813652B1 (fr)

Applications Claiming Priority (3)

Application Number Priority Date Filing Date Title
DE19508445A DE19508445B4 (de) 1995-03-09 1995-03-09 Kraftstoffeinspritzvorrichtung für eine selbstzündende Brennkraftmaschine
DE19508445 1995-03-09
PCT/EP1996/000908 WO1996028654A1 (fr) 1995-03-09 1996-03-05 Dispositif d'injection de carburant pour moteurs a combustion interne a allumage spontane

Publications (2)

Publication Number Publication Date
EP0813652A1 EP0813652A1 (fr) 1997-12-29
EP0813652B1 true EP0813652B1 (fr) 1999-11-17

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ID=7756186

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Application Number Title Priority Date Filing Date
EP96906735A Expired - Lifetime EP0813652B1 (fr) 1995-03-09 1996-03-05 Dispositif d'injection de carburant pour moteurs a combustion interne a allumage spontane

Country Status (7)

Country Link
US (1) US6138641A (fr)
EP (1) EP0813652B1 (fr)
KR (1) KR100401139B1 (fr)
CN (1) CN1065020C (fr)
BR (1) BR9607633A (fr)
DE (2) DE19508445B4 (fr)
WO (1) WO1996028654A1 (fr)

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DE102012222450A1 (de) 2012-12-06 2014-06-12 Robert Bosch Gmbh Gehäuse für ein Hochdruckpumpenelement
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JP2020045812A (ja) * 2018-09-19 2020-03-26 トヨタ自動車株式会社 内燃機関
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Also Published As

Publication number Publication date
EP0813652A1 (fr) 1997-12-29
DE19508445B4 (de) 2004-07-08
WO1996028654A1 (fr) 1996-09-19
KR19980702875A (ko) 1998-08-05
CN1065020C (zh) 2001-04-25
KR100401139B1 (ko) 2003-11-14
DE19508445A1 (de) 1996-09-12
DE59603676D1 (de) 1999-12-23
BR9607633A (pt) 1998-05-26
US6138641A (en) 2000-10-31
CN1177999A (zh) 1998-04-01

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