EP1136694A2 - Zustandssensor für Kraftstoffeinspritzventil - Google Patents

Zustandssensor für Kraftstoffeinspritzventil Download PDF

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Publication number
EP1136694A2
EP1136694A2 EP00128642A EP00128642A EP1136694A2 EP 1136694 A2 EP1136694 A2 EP 1136694A2 EP 00128642 A EP00128642 A EP 00128642A EP 00128642 A EP00128642 A EP 00128642A EP 1136694 A2 EP1136694 A2 EP 1136694A2
Authority
EP
European Patent Office
Prior art keywords
control rod
barrel
fuel
probe
fuel injector
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.)
Withdrawn
Application number
EP00128642A
Other languages
English (en)
French (fr)
Inventor
Oliver A. Warner
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.)
Detroit Diesel Corp
Original Assignee
Detroit Diesel Corp
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 Detroit Diesel Corp filed Critical Detroit Diesel Corp
Publication of EP1136694A2 publication Critical patent/EP1136694A2/de
Withdrawn legal-status Critical Current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
    • F02M65/00—Testing fuel-injection apparatus, e.g. testing injection timing ; Cleaning of fuel-injection apparatus
    • F02M65/005—Measuring or detecting injection-valve lift, e.g. to determine injection timing
    • 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
    • F02M61/00—Fuel-injectors not provided for in groups F02M39/00 - F02M57/00 or F02M67/00
    • F02M61/04—Fuel-injectors not provided for in groups F02M39/00 - F02M57/00 or F02M67/00 having valves, e.g. having a plurality of valves in series
    • 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
    • F02M63/0003—Fuel-injection apparatus having a cyclically-operated valve for connecting a pressure source, e.g. constant pressure pump or accumulator, to an injection valve held closed mechanically, e.g. by springs, and automatically opened by fuel pressure
    • F02M63/0007—Fuel-injection apparatus having a cyclically-operated valve for connecting a pressure source, e.g. constant pressure pump or accumulator, to an injection valve held closed mechanically, e.g. by springs, and automatically opened by fuel pressure using electrically actuated valves

Definitions

  • This invention relates to diesel engine fuel injectors, and more particularly a sensor for determining when a fuel injector is in a fully open condition.
  • the sensor is useful for valve timing purposes and for diagnostic information.
  • a solenoid-operated valve is located in a high-pressure fuel passage for timing the flow of pressurized fuel to the fuel spray port (nozzle).
  • the start of injection is indirectly determined by the point in time when the solenoid is energized.
  • the duration of the fuel injection event is determined indirectly by the time interval in which the solenoid is kept energized.
  • the fuel injection timing can be affected by various conditions or circumstances, e.g. tolerances on mating surfaces, wear-induced leakage, fuel viscosity and supply pressure, spring force, and battery voltage. It is not possible to measure many of these factors, so as to determine whether the fuel injection process is proceeding according to design.
  • the present invention relates to a sensor incorporated into a fuel injector to indicate when the fuel injector has reached the full open condition.
  • the sensor also provides information as to the duration of the full open condition. Such information, coupled with knowledge of the time at which the solenoid is initially energized, can be used to determine whether the fuel injection process conforms to permissible operational conditions.
  • the invention can be used for fault detection purposes, engine protection purposes, or diagnostic analysis.
  • Fig. 1 is a sectional view taken through a fuel injector equipped with a sensor according to the invention.
  • Fig. 2 is an enlarged sectional view taken through the sensor employed in the Fig. 1 fuel injector.
  • a conventional fuel injector that includes a housing 10 having an inlet passage 12 for receiving pressurized fuel from an engine-driven pump (not shown). Housing 10 further includes a reduced diameter nozzle 14 adapted to communicate with a combustion chamber, not shown, whereby pressurized fuel can be sprayed into the chamber through nozzle openings (ports) 16 at the nozzle tip.
  • control valve 18 is mounted on housing 10 for controlling the flow of pressurized fuel from inlet passage 12 to a passage 20 that leads to the nozzle ports 16.
  • control valve 18 includes a cup-shaped valve element 22 slidably mounted in housing 10 for movement toward a valve seat 24 interposed between passages 12 and 20.
  • a solenoid valve actuator 26 is located above valve element 22 to control the valve-open (or valve-close) action.
  • a pilot valve plunger 30 is slidably positioned on the solenoid axis for movement toward or away from a pilot opening in valve element 22. As shown in Fig. 1, valve element 22 is closed by the fuel pressure existing in the space 32 above the valve element; a small opening 34 in the side of valve element 22 supplies pressurized fuel to space 32.
  • solenoid 26 When solenoid 26 is electrically energized, plunger 30 is drawn upwardly so that space 32 is vented through the pilot opening. Fuel supply pressure, acting on the underside of valve element 22, lifts the valve element to the open condition. When solenoid 26 is electrically de-energized, a spring 36 returns plunger 30 downwardly to close the pilot opening, thereby allowing the fuel pressure in space 32 to build up so as to move valve element 22 to close against seat 24.
  • valve 18 as a pilot-operated valve. However, a direct-acting valve could be used.
  • control valve 18 While control valve 18 is in the open condition, pressurized fuel is delivered through passage 20 to an annular chamber 38 surrounding a slidable control rod 40; the lower tip of rod 40 controls flow through the nozzle ports 16. In the absence of a high fuel pressure in chamber 38, rod 40 is maintained in a closed condition by the force of coil spring 42.
  • control valve 18 When control valve 18 is opened to pressurize passage 20 and chamber 38, the increased pressure on the undersurfaces of rod 40 lift the rod, to allow pressurized fuel to be sprayed into the combustion chamber through ports 16.
  • solenoid 26 is de-energized to close valve 22 the pressure in chamber 38 immediately drops to allow spring 42 to move rod 40 downwardly to the port-closed position, as shown in Fig. 1.
  • solenoid 26 indirectly controls the timing and duration of the fuel injection event.
  • the time at which the solenoid is initially energized determines the start of the fuel injection process.
  • Enerigization of solenoid 26 is normally controlled by a non-illustrated electronic control module located remote from the individual injectors.
  • the control module delivers solenoid-driver control signals to the various unit injector solenoids (one for each engine cylinder).
  • Fig. 2 shows some features of the sensor not apparent from Fig. 1.
  • the sensor includes an annular (tubular) barrel 46 having a threaded side surface, whereby the barrel can be threaded into a threaded hold machined in injector housing 10.
  • a single rod-like electrical probe 48 extends through the barrel along the barrel axis, so that the probe remains on the barrel axis, whatever the rotated position of the barrel.
  • Probe 48 is electrically isolated from the barrel by an electrical insulator 50 molded around the probe so as to fill the interior space defined by the barrel. If barrel 46 were to be formed of a non-conductive plastic material, the barrel could act as the insulator.
  • Upper end 52 of the electrical probe is adapted to be connected to a positive voltage generated by the vehicle battery.
  • Lower (internal) end 54 of probe 48 is adapted to contact a shoulder 56 formed on control rod 40 (Fig. 1), whereby the control rod conducts the sensor signal to ground through the fuel injector housing. As shown in Fig. 1, the internal end of probe 48 is spaced from control rod shoulder 56 so that no current is then flowing through the probe.
  • Sensor 44 is installed on housing 10 by screwing barrel 46 into the mating threaded hole until probe 48 is spaced a desired distance above shoulder 56 on control rod 40.
  • a lock nut 58 is then tightened against the mouth of the threaded hole, to secure barrel 46 in the desired position of axial adjustment (i.e. along the barrel axis).
  • the barrel axis is acutely angled to the motion axis of control rod 40 so that each unit turn of the barrel provides a specific change in the effective location of probe tip 54.
  • control rod 40 is shifted upwardly so that shoulder 56 contacts the internal end of probe 48 at, or near, the full-open position of the control rod.
  • Probe 48 is preferably formed of a spring alloy, to a relatively small diameter, so that the lower end 54 of the probe can deflect slightly when shoulder 56 on the control rod forcibly strikes the probe end. As shown in Fig. 2, the probe lower end 54 is spaced from insulation 50 so that the lower section of the probe (below insulation 50) can deflect.
  • rod 40 returns to the port-closed position (as shown in Fig. 1) the lower section of probe 48 returns to its original condition.
  • the electrical signal generated by the probe can be detected by an inductive pick-up located in the aforementioned electronic control module.
  • a single inductive pick-up detector is used for all of the fuel injectors in the system.
  • the probe 48 signal can be used to measure valve lift (by measuring the time interval between the solenoid energization signal start and the probe 48 signal start). Also, the duration of the probe 48 signal can be used to measure the duration of the fuel injection event.
  • the probe (sensor) can be used for altering (changing) the injection timing or compensations for varying operating conditions, due to wear-driven leakage, fuel viscosity variations, frictional effects, battery voltage variations, changes in the spring 42 force, etc.
  • the sensor can serve as a real time fault detector or as a diagnostic tool for optimizing injector performance.

Landscapes

  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Fuel-Injection Apparatus (AREA)
  • Measurement Of Length, Angles, Or The Like Using Electric Or Magnetic Means (AREA)
EP00128642A 2000-03-21 2000-12-28 Zustandssensor für Kraftstoffeinspritzventil Withdrawn EP1136694A2 (de)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
US53268100A 2000-03-21 2000-03-21
US532681 2000-03-21

Publications (1)

Publication Number Publication Date
EP1136694A2 true EP1136694A2 (de) 2001-09-26

Family

ID=24122728

Family Applications (1)

Application Number Title Priority Date Filing Date
EP00128642A Withdrawn EP1136694A2 (de) 2000-03-21 2000-12-28 Zustandssensor für Kraftstoffeinspritzventil

Country Status (7)

Country Link
EP (1) EP1136694A2 (de)
JP (1) JP2001263207A (de)
KR (1) KR20010089129A (de)
AU (1) AU7199700A (de)
BR (1) BR0100501A (de)
CA (1) CA2341047A1 (de)
MX (1) MXPA01000645A (de)

Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2010133423A1 (de) * 2009-05-20 2010-11-25 Robert Bosch Gmbh Verfahren zu messung des ankerhubs in einem kraftstoffinjektor
CN109026483A (zh) * 2017-06-12 2018-12-18 现代自动车株式会社 燃料喷射系统、燃料喷射方法和汽车

Families Citing this family (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN103337312B (zh) * 2013-06-18 2016-01-20 国家电网公司 一种内置喷墨气囊的防雷绝缘子

Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2010133423A1 (de) * 2009-05-20 2010-11-25 Robert Bosch Gmbh Verfahren zu messung des ankerhubs in einem kraftstoffinjektor
CN109026483A (zh) * 2017-06-12 2018-12-18 现代自动车株式会社 燃料喷射系统、燃料喷射方法和汽车

Also Published As

Publication number Publication date
CA2341047A1 (en) 2001-09-21
MXPA01000645A (es) 2002-08-06
AU7199700A (en) 2001-09-27
JP2001263207A (ja) 2001-09-26
BR0100501A (pt) 2001-12-04
KR20010089129A (ko) 2001-09-29

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