DK153240B - Dual fuel diesel motor as well as fuel injector for the same - Google Patents
Dual fuel diesel motor as well as fuel injector for the same Download PDFInfo
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- DK153240B DK153240B DK183784A DK183784A DK153240B DK 153240 B DK153240 B DK 153240B DK 183784 A DK183784 A DK 183784A DK 183784 A DK183784 A DK 183784A DK 153240 B DK153240 B DK 153240B
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- fuel
- nozzle holes
- slider
- injector
- nebulizer
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- 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
- F02M41/00—Fuel-injection apparatus with two or more injectors fed from a common pressure-source sequentially by means of a distributor
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
- F02B3/00—Engines characterised by air compression and subsequent fuel addition
- F02B3/06—Engines characterised by air compression and subsequent fuel addition with compression ignition
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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)
- Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)
- Output Control And Ontrol Of Special Type Engine (AREA)
Abstract
Description
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Opfindelsen angår en dual fuel dieselmotor med et brændstofsystem, som indeholder dels mindst én injektor til indsprøjtning af et hovedbrændstof og et flydende pilotbrændstof i hver motorcylinder, dels en 5 fælles kilde til levering af pilotbrændstof til hver injektor gennem en tilhørende kontraventil, dels individuelt aktiverede organer til dosering af hovedbrændstoffet til de enkelte injektorer, og hvor hver injektor har en ved sin forreste ende lukket for-10 støver, som i sin sidevæg har et enkelt sæt dysehuller til indsprøjtning af begge brændstoffer.The invention relates to a dual fuel diesel engine with a fuel system containing at least one main fuel injector and a liquid pilot fuel in each engine cylinder, and a common source of supply of pilot fuel to each injector through an associated check valve, and individually activated means. for dispensing the main fuel to the individual injectors, and each injector having a pre-closed closed dust at its front end, which in its side wall has a single set of nozzle holes for injecting both fuels.
Ved en dual fuel dieselmotor forstås i den foreliggende sammenhæng en forbrændingsmotor, der under drift samtidig anvender to forskellige brændstoffer, 15 nemlig pilotbrændstof og hovedbrændstof.In the present context, a dual fuel diesel engine is understood to be an internal combustion engine which simultaneously uses two different fuels, namely pilot fuel and main fuel.
Pilotbrændstoffet er flydende og har karakteristika, der gør det anvendeligt i en sædvanlig dieselmotor, medens det for hovedbrændstoffet gælder, at dets selvtændingsevne (der normalt udtrykkes ved 20 brændstoffets cetantal) er utilstrækkelig til at etablere sikker tænding af det indsprøjtede brændstof på det for arbejdsprocessens optimering ønskelige tidspunkt af processen. Som eksempel på sådanne hovedbrændstoffer kan nævnes højaromatiske blandinger af 25 carbonhydrider, herunder "solvent refined coal", og restprodukter fra raffineringsprocesser med vidtgående krakning af de tunge fraktioner. Endvidere alternative brændstoffer som methanol og ethanol, der især er af interesse til mindre motorer, og diverse 30 gasser, herunder naturgas, kulgas og biogas, hvis cetantal er meget lave og endog kan være negative. Der kan også være tale om et fast stof i suspension, f.eks. kulstøv i suspension i en væske. Interessen i at anvende de mindre tændvillige brændstoffer skyldes 35 især, at de er billigere og/eller lokalt er til 2The pilot fuel is liquid and has characteristics that make it usable in a conventional diesel engine, while for the main fuel, its self-ignition capability (usually expressed by the cetane number of the fuel 20) is insufficient to establish a safe ignition of the injected fuel at that optimized for the work process. desirable time of process. Examples of such main fuels are highly aromatic mixtures of 25 hydrocarbons, including "solvent refined coal", and residual products from refining processes with extensive cracking of the heavy fractions. Furthermore, alternative fuels such as methanol and ethanol, which are of particular interest to smaller engines, and various 30 gases, including natural gas, coal gas and biogas, whose cetane numbers are very low and may even be negative. It may also be a solid in suspension, e.g. carbon dust in suspension in a liquid. The interest in using the less flammable fuels is mainly due to the fact that they are cheaper and / or locally available for 2
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rådighed i større mængder end mere traditionelle brændstoffer.available in larger quantities than more traditional fuels.
Med henblik på at kunne udnytte de mindre tændvillige brændstoffer, uden at måtte gribe til 5 meget høje kompressionsforhold, og/eller ladetryk og/eller ladelufttemperaturer, er det kendt at tilsætte en vis mængde af et tændvilligt pilotbrændstof, f.eks. gasolie eller dieselolie, til det mindre tændvillige hovedbrændstof. Ved at tilføre motoren en 10 homogen blanding af de to brændstoffer kan man med få eller ingen ændringer anvende eksisterende indsprøjtningsudstyr, men denne teknik kræver en ret stor andel af det dyrere pilotbrændstof, typisk 10-20% af den samlede brændstofmængde. Teknikken er desuden kun 15 anvendelig, når hovedbrændstoffet er flydende, og for en del brændstofkombinationers vedkommende er det yderligere nødvendigt at tilsætte emulsionsdannende additiver og at træffe forholdsregler for at undgå faseseparation under lagring af blandingen.In order to utilize the less combustible fuels, without having to resort to very high compression ratios, and / or charge pressure and / or charge air temperatures, it is known to add a certain amount of a flammable pilot fuel, e.g. gas oil or diesel fuel, for the less flammable main fuel. Adding the engine to a homogeneous mixture of the two fuels allows the use of existing injection equipment with little or no change, but this technique requires a rather large proportion of the more expensive pilot fuel, typically 10-20% of the total fuel volume. In addition, the technique is only applicable when the main fuel is liquid, and for some fuel combinations it is further necessary to add emulsion-forming additives and to take precautions to avoid phase separation during storage of the mixture.
20 Nærværende opfindelse tager sit udgangspunkt i en afvigende teknik, som bl.a. kendes fra EP-A1 0 064 146, der beskriver en dual fuel injektor til brug i en dieselmotor af den indledningsvis angivne art. Injektoren er indrettet til successiv indsprøjt-25 ning af pilot- og hovedbrændstof og har en central, fjederbelastet ventilnål, der i afhængighed af trykket i hovedbrændstoftilgangen åbner og lukker for brændstofindsprøjtning gennem dysehuller i injektorens forreste ende. Hovedbrændstoffet ledes frem til 30 ventilnålens sæde via en tilgang, hvori der er indbygget en såkaldt aflastningsventil med et fjederbelastet ventillegeme, der er således udformet, at det efter at have lukket for yderligere tilgang af hovedbrændstof forskydes endnu et bestemt stykke mod-35 strøms hovedbrændstoffet. Denne forskydning har enThe present invention is based on a divergent technique which, inter alia, is known from EP-A1 0 064 146, which describes a dual fuel injector for use in a diesel engine of the type mentioned initially. The injector is designed for successive injection of pilot and main fuel and has a central spring loaded valve needle which, depending on the pressure in the main fuel supply, opens and closes fuel injection through nozzle holes at the front end of the injector. The main fuel is directed to the seat of the valve needle via an approach incorporating a so-called relief valve with a spring-loaded valve body which is designed so that after closing for further supply of main fuel, a further piece of countercurrent main fuel is displaced. This offset has one
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3 sådan størrelse# at den i tilgangen mellem ventilnålens sæde og aflastningsventilen indespærrede mængde hovedbrændstof trykaflastes i hovedsagen fuldstændigt. Pilotbrændstoffet ledes på det sidste stykke 5 før ventilnålens sæde frem gennem en centralt i ventilnålen udført boring, der, umiddelbart før sædet, udmunder i hovedbrændstoftilgangen. I boringen er anbragt en i retning mod pilotbrændstofstrømmen virkende, fjederbelastet kontraventil, der er indret-10 tet til at åbne ved et ganske lavt tryk (ca. 2 bar). Pilotbrændstoffet, som tilføres under et tryk på 3-4 bar, vil efter et endt indsprøjtningsforløb således strømme forbi, kontraventilen og ind i tilgangen for hovedbrændstof, hvor det vil lejre sig umiddelbart 15 omkring ventilnålens sæde. Når trykket i hovedbrænd-stoftilgangen stiger ved indledningen til næste indsprøjtning, er kontraventilen lukket, og den indtrængte mængde pilotbrændstof vil således blive indsprøjtet først, efterfulgt af hovedbrændstof. Den 20 lukkede kontraventil vil under resten af indsprøjtningen forhindre, at der trænger hovedbrændstof ind i pilotbrændstofsystemet.3 such size # that the amount of main fuel entrained in the inlet between the valve needle seat and the relief valve is substantially completely de-pressurized. The pilot fuel is passed on the last piece 5 before the valve needle seat through a central bore in the valve needle, which, immediately before the seat, opens into the main fuel supply. In the bore is arranged a spring-acting check valve acting in the direction of the pilot fuel flow, which is adapted to open at a very low pressure (about 2 bar). Thus, the pilot fuel supplied under a pressure of 3-4 bar will flow past, after the injection process, the check valve and into the main fuel inlet, where it will settle immediately around the valve needle seat. As the pressure in the main fuel supply increases at the beginning of the next injection, the non-return valve is closed and thus the amount of pilot fuel entered will be injected first, followed by main fuel. During the remainder of the injection, the 20 closed check valve will prevent main fuel from entering the pilot fuel system.
Opfindelsen tager sigte på at muliggøre konstruktive og styringsmæssige forenklinger af et så-25 dant brændstofsystem.The invention has for its object to enable constructive and control simplifications of such a fuel system.
Med henblik herpå er en motor ifølge opfindelsen ejendommelig ved, at den fælles kilde for pilotbrændstof er indrettet til at levere brændstoffet ved højt afgangstryk, at dysehullerne i forstøvervæggen 30 er styret af en i forstøveren aksialt forskydelig, med et indre hulrum forsynet glider, som spærrer dysehullerne, når den indtager en forreste stilling, i hvilken dens forreste endeflade ligger i afstand fra forstøverens endevæg, og som efter en forudbestemt 35 vandring bagud fra sin forreste stilling åbner for \To this end, an engine according to the invention is characterized in that the common source of pilot fuel is arranged to deliver the fuel at high exhaust pressure, that the nozzle holes in the nebulizer wall 30 are controlled by an axially displaceable axially slidable locking slider. the nozzle holes when it occupies an anterior position in which its anterior end surface is spaced from the nebulizer end wall and which, after a predetermined migration backwards from its anterior position, opens to the
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4 tilstrømning af hovedbrændstoffet til dysehullerne via det indre hulrum i glideren, og at det mellem gliderens endeflade og forstøverens endevæg afgrænsede hammer står i forbindelse dels med glider-5 hulrummet gennem en relativt snæver boring i glideren, dels med kilden for pilotbrændstof gennem en kanal, som indeholder den i retning mod kammeret åbnende kontraventil.4, inflowing the main fuel to the nozzle holes through the inner cavity of the slider and communicating between the end face of the slider and the nebulizer end wall communicates partly with the slider-5 cavity through a relatively narrow bore of the slider and partly with the source of pilot fuel through a duct; which contains the check valve opening towards the chamber.
Som det vil blive forklaret mere detaljeret 10 nedenfor, vil en sådan udført glider ved sin frem- og tilbagegående bevægelse i forstøveren ikke alene bestemme begyndelsen og afslutningen af indsprøjtnings-perioden, men under sin bevægelse fremad ved indsprøjtningsafslutning desuden virke som et stempel, 15 der pumper brændstof fra kammeret foran gliderens endeflade ind i den forreste del af gliderhulrummet.As will be explained in more detail 10 below, such a slider performed by its reciprocating motion in the nebulizer will not only determine the beginning and end of the injection period, but during its movement forward at the injection termination also act as a plunger 15 which pumps fuel from the chamber in front of the slider's end surface into the front of the slider cavity.
Efter at glideren har spærret dysehullerne og dermed afsluttet indsprøjtningen, befinder der sig således et kvantum pilotbrændstof i gliderhulrummets forreste 20 del, og som følge heraf indeholder det brændstof, der indsprøjtes i den allerførste fase af hver indsprøjtningsperiode, en høj procentvis andel af pilotbrændsel. Dette sikrer prompte tænding af brændstofstrålerne og garanterer dermed også, at det i resten af 25 perioden indsprøjtede brændstof tænder uden vanskelighed, selv om det praktisk taget udelukkende består af hovedbrændstof. Som det også vil fremgå af den følgende beskrivelse af et par udførelseseksempler sker der under hver arbejdscyklus en efterfyldning af kamme-30 ret foran glideren med pilotbrændstof fra den fælles kilde via kontraventilen i kanalen mellem kilden og kammeret.Thus, after the slider has blocked the nozzle holes and thus completed the injection, a quantity of pilot fuel is present in the front 20 of the slider cavity, and as a result, the fuel injected during the very first phase of each injection period contains a high percentage of pilot fuel. This ensures prompt ignition of the fuel jets and thus also guarantees that the fuel injected for the rest of the 25 period will ignite without difficulty, even though it consists almost entirely of main fuel. As will also be apparent from the following description of a couple of exemplary embodiments, during each duty cycle, the chamber is refilled in front of the pilot with the pilot fuel from the common source via the check valve in the channel between the source and the chamber.
Som eksempel på forbruget af pilotbrændstof kan nævnes, at man i en langsomtgående totakts mari-35 nemotor vil kunne indrette brændstofsystemet således,An example of the consumption of pilot fuel can be mentioned that in a slow-moving two-stroke marine engine it will be possible to arrange the fuel system,
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5 at de første 4-5% af hver brændstofindsprøjtning indeholder 10-20% pilotbrændstof, dvs. rigeligt til at sikre øjeblikkelig tænding, hvorefter der i resten af perioden indsprøjtes rent hovedbrændstof. Forbruget 5 af pilotbrændstof er dermed reduceret til 1% eller mindre af det totale forbrug ved fuld last. Ved aftagende motorbelastning, hvor antændelsen kan være vanskeligere på grund af det lavere tryk- og temperaturniveau, udgør pilotbrændstoffet en voksende andel af 10 den totalt indsprøjtede mængde.5 that the first 4-5% of each fuel injection contains 10-20% pilot fuel, ie. ample to ensure instantaneous ignition, after which for the remainder of the period clean main fuel is injected. The consumption of pilot fuel is thus reduced to 1% or less of the total consumption at full load. In decreasing engine load, where ignition may be more difficult due to the lower pressure and temperature level, the pilot fuel represents a growing proportion of the total injected amount.
Det er hensigtsmæssigt, at motoren har organer til ændring af afgangstrykket fra pilotbrændstofkil-den. Herved kan man på enkel måde afpasse blandingsforholdet mellem de to brændstoffer efter varierende 15 driftsbetingelser, idet et højere afgangstryk fører til en større andel af pilotbrændstof i det brændstof, som først indsprøjtes i cylindrene.It is convenient for the engine to have means for changing the discharge pressure from the pilot fuel source. In this way, the mixing ratio of the two fuels can be easily adjusted according to varying operating conditions, with a higher exhaust pressure leading to a larger proportion of pilot fuel in the fuel which is first injected into the cylinders.
Opfindelsen angår også en brændstofinjektor, som er ejendommelig ved, at dysehullerne er styret af 20 en med snæver pasning i forstøveren aksialt forskydelig glider, som er forbelastet fremefter til en lukkestilling, i hvilken den spærrer dysehullerne og dens forreste endeflade ligger i afstand fra forstøverens endevæg , at glideren har et indre hulrum, som 25 ved sin bagudvendende åbne ende har forbindelse til injektorens tilgang for hovedbrændstof, og som efter en forudbestemt glidervandring bagud fra lukkestillingen har forbindelse til dysehullerne via en åbning i glidervæggen, og at det mellem gliderens endeflade 30 og forstøverens endevæg afgrænsede kammer står i forbindelse dels med gliderhulrummet gennem en relativt snæver boring i glideren, dels med injektorens tilgang for pilotbrændstof gennem en i retning mod kammeret åbnende kontraventil.The invention also relates to a fuel injector, characterized in that the nozzle holes are guided by a narrowly slidable axial slider in the nebulizer which is preloaded forward to a closing position in which it locks the nozzle holes and its front end surface is spaced from the nebulizer end wall. the slider has an inner cavity which at its rear-facing open end connects to the main fuel injector approach, and which, after a predetermined slider walk backward from the closing position, connects to the nozzle holes via an opening in the slider wall and that between the slider end surface 30 and the end wall of the atomizer bounded chamber communicates partly with the slider cavity through a relatively narrow bore in the slider and partly with the injector's approach for pilot fuel through a check valve opening towards the chamber.
35 Opfindelsen forklares i det følgende nærmere under henvisning til den delvis skematiske tegning, på hvilkenThe invention is explained in more detail below with reference to the partially schematic drawing, in which
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6 fig. 1 er et aksialt snit gennem den forreste ende af en udførelses form for en injektor ifølge opfindelsen til en motor, hvor hovedbrændstoffet er flydende, 5 fig. 2 et tilsvarende aksialsnit gennem en modificeret udførelsesform, hvor hovedbrændstoffet er gasformigt, og fig. 3 en graf til anskueliggørelse af trykforholdene i forstøveren under en indsprøjtningspe-10 riode.6 FIG. 1 is an axial section through the front end of an embodiment of an injector according to the invention to a motor in which the main fuel is liquid; FIG. 2 shows a similar axial section through a modified embodiment in which the main fuel is gaseous; and FIG. 3 is a graph illustrating the pressure conditions of the nebulizer during an injection period.
I fig. 1 ses den forreste, i en motor cylinder s forbrændingskammer delvis indragende, ende af en injektor, der generelt kan være udformet som vist og beskrevet i den offentliggjorte danske patentansøg-15 ning nr. 2532/82. Som beskrevet i den ældre ansøgning har injektoren et (i fig. 1 ikke vist) ydre hus, hvormed injektoren er monteret i et cylinderdæksel til en dieselmotor. Huset omgiver et gliderstyr 1, på hvis forreste ende en forstøver 2 er fastgjort, 20 f.eks. ved elektronstrålesvejsning eller med prespasning. Via et konisk bryst 3 på forstøveren holdes denne i anlæg mod et modstående bryst på injektorens ikke viste hus.In FIG. 1, the front end of a combustion chamber of a motor cylinder is partially retracted, the end of an injector generally designed as shown and described in published Danish patent application No. 2532/82. As described in the older application, the injector has an outer housing (not shown in Figure 1) with which the injector is mounted in a cylinder cover for a diesel engine. The housing surrounds a slide guide 1, on whose front end an atomizer 2 is attached, 20 e.g. by electron beam welding or with press fit. Via a conical chest 3 on the nebulizer, it is held in abutment against an opposite chest on the injector housing not shown.
Ved sin forreste ende, som rager ind i for-25 brændingskammeret, er forstøveren 2 lukket af en endevæg 4, og et stykke bag endevæggen har forstøveren i sin sidevæg et antal skråtstillede dysehuller 5 til indsprøjtning af brændstof i motorcylinderen.At its front end, which projects into the pre-combustion chamber, the nebulizer 2 is closed by an end wall 4, and some distance behind the end wall the nebulizer has in its side wall a number of inclined nozzle holes 5 for injecting fuel into the engine cylinder.
En spindel 6 er aksialt forskydelig med tæt pasning 30 i gliderstyret 1, og ved sin forreste ende er spindlen 6 udformet med en konisk sædeflade, der sammen med en modstående konisk flade på gliderstyret 1 danner en afspærringsentil 7 for hovedbrændstoffet, der tilføres gennem en central kanal 8 og skråt- 35 stillede boringer 9 i spindlen 6.A spindle 6 is axially displaceable with tight fit 30 in the slide guide 1, and at its front end the spindle 6 is formed with a tapered seat surface which together with an opposite tapered surface of the slide guide 1 forms a shut-off valve 7 for the main fuel supplied through a central channel 8 and inclined bores 9 in the spindle 6.
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En glider 10, som har tæt pasning i forstøveren 2, er fastgjort i den forreste ende af spindlen 6 på nedstrømssiden af ventilen 7. Glideren 10 har et indvendigt hulrum 11, som gennem indstrøm-5 ningsåbninger 12 i den bageste del af glidervæggen har forbindelse til ventilen 7's nedstrømsside. Tæt bag den fremadvendende endeflade af glideren 10 slutter hulrummet 11 med et skråt udadrettet afsnit 13, som udmunder i en bueformet åbning på gliderens 10 cylindriske overflade. Åbningen er placeret således, at den ligger ud for dysehullerne 5, når spindlen 6 og glideren 10 er løftet fra den i fig. 1 viste lukkestilling til fuldt åben stilling.A slider 10 having a tight fit in the nebulizer 2 is attached to the front end of the spindle 6 on the downstream side of the valve 7. The slider 10 has an internal cavity 11 which connects through inflow 5 openings 12 in the rear of the slider wall. to the downstream side of valve 7. Close behind the forward end face of the slide 10, the cavity 11 terminates with an obliquely outwardly extending portion 13 which opens into an arcuate opening on the cylindrical surface of the slide 10. The aperture is positioned so that it is adjacent to the nozzle holes 5 when the spindle 6 and slider 10 are lifted from the one shown in FIG. 1 to the fully open position.
I lukkestillingen ligger glideren 10's ende-15 flade i afstand fra forstøverens endevæg · 4 og afgrænser sammen med denne et kammer 14, hvorfra en snæver kanal eller boring 15 fører gennem glidervæggen ind i hulrummet 11's slutafsnit 13. Gennem en akseparallel rille 16 i glideroverfladen er kam-20 meret 14 endvidere i forbindelse med en ringkanal 17 i forstøveren 2, og denne kanal er gennem flugtende boringer 18 og 19 i henholdsvis forstøveren og gliderstyret 1 i forbindelse med et kammer 20 i gliderstyrets væg. En tilgangskanal 21 for pilot-25 olie udmunder i kammeret 20, hvor kanalens munding normalt holdes lukket af en kontraventil bestående af en kugle 22 med tilhørende fjeder 23 og fjederholder 24.In the closing position, the end 15 surface of the slider 10 is spaced from the end wall · 4 of the nebulizer and, together with it, defines a chamber 14, from which a narrow channel or bore 15 passes through the sliding wall into the end section 13 of the cavity 11. Through an axis parallel groove 16 in the sliding surface is chamber 14 further communicates with a ring channel 17 in the nebulizer 2 and this channel is through flushing bores 18 and 19 in the nebulizer and slider 1, respectively, in connection with a chamber 20 in the slider wall. An inlet duct 21 for pilot-25 oil opens into chamber 20, where the duct of the duct is normally held closed by a non-return valve consisting of a ball 22 with associated spring 23 and spring holder 24.
Når injektoren indgår i en dieselmotors brænd-30 stofsystem, leveres hovedbrændstoffet på traditionel måde til injektoren - gennem kanalen 8 - i en mængde og på et tidspunkt af arbejdsprocessen, som er afpasset efter motorbelastningen. Medens hver cylinders injektor eller injektorer således fødes fra en sepa-35 rat brændstofpumpe eller alternativt fra en fællesWhen the injector is part of a diesel engine fuel system, the main fuel is delivered in a conventional manner to the injector - through channel 8 - in an amount and at a time of the work process which is adapted to the engine load. Thus, each cylinder injector or injectors are fed from a separate fuel pump or alternatively from a common fuel pump.
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8 højtrykskilde via en separat styret ventil, fødes samtlige motorens injektorer med den mere tændvillige pilotolie fra en fælles højtrykskilde, som er tilsluttet samtlige injektorers tilgangskanaler 21. I 5 denne brændstofkilde opretholdes der et passende, fortrinsvis indstilleligt tryk, som hensigtsmæssigt er af samme størrelsesorden som det tryk, der kræves i hovedbrændstoffet for at indlede åbningen af ventilen 7 ved overvindelse af lukkekraften på spindlen 10 6 fra den ikke viste lukkefjeder, jvf. den før om talte danske patentansøgning nr. 2532/82.8 high-pressure source via a separately controlled valve, all of the engine's injectors are fed with the more flammable pilot oil from a common high-pressure source connected to all of the injectors' supply channels 21. In this fuel source, an appropriate, preferably adjustable pressure is maintained which is suitably of the same order as the pressure required in the main fuel to initiate the opening of the valve 7 by overcoming the closing force of the spindle 10 6 from the not shown spring, cf. the previously mentioned Danish patent application no. 2532/82.
Virkemåden af injektoren er, noget skematisk, anskueliggjort i fig. 3, hvor den nederste, med I betegnede kurve er løftekurven for spindlen 6 og 15 glideren 10 med tiden "t" som abscisse. Over løftekurven er der med samme abscisser vist en fuldt optrukket kurve II, som repræsentrer trykket i kammeret 14. To punkterede kurveafsnit III repræsenterer trykket i gliderhulrummet 11, 13 under åbnings-20 og lukkebevægelsen, hvor dette tryk afviger fra trykket i' kammeret 14. Under den resterende del af ar-bejdscyklen er de to tryk helt eller i alt væsentligt ens.The operation of the injector is, somewhat schematically, illustrated in FIG. 3, where the lower curve, denoted by I, is the lifting curve of the spindle 6 and 15 the slider 10 with time "t" as abscissa. Above the lift curve, with the same abscesses, is shown a fully drawn curve II which represents the pressure in the chamber 14. Two dotted curve section III represents the pressure in the sliding cavity 11, 13 during the opening and closing movement, where this pressure differs from the pressure in the chamber 14. During the remainder of the work cycle, the two pressures are completely or substantially the same.
Til tidspunktet ti begynder løftebevægelsen 25 under indvirkning af det stigende tryk i tilgangskanalen 8 for hovedbrændstof. Forud for dette tidspunkt er trykkene i kammeret 14 og gliderhulrummet 11, 13 ens og lig med det før omtalte tryk i pilotoliekilden, som er sluttet til kanalen 21. Under den 30 første del af løftebevægelsen følger trykket i hulrummet stort set det hurtigt stigende tryk i tilgangskanalen 8, som det ses af kurven III. Trykket i kammeret 14 stiger væsentlig langsommere som følge af det lille tværsnitsareal af boringen 15.At time ten, lifting motion 25 begins, under the influence of the increasing pressure in the main fuel inlet channel 8. Prior to this time, the pressures in the chamber 14 and the sliding cavity 11, 13 are similar and equal to the aforementioned pressures in the pilot oil source connected to the channel 21. During the first 30 of the lifting movement, the pressure in the cavity largely follows the rapidly increasing pressure in the cavity. the access channel 8, as seen in curve III. The pressure in the chamber 14 increases substantially slower due to the small cross-sectional area of the bore 15.
35 Kontraventilen 22 er lukket, og gennem boringen 15 9The check valve 22 is closed and through the bore 15 9
DK 153240 BDK 153240 B
strømmer derfor brændstof fra gliderhulrummet til kammeret 14. Til tidspunktet t2 er glideren løftet så meget, at den begynder at frilægge dysehullerne 5. Derved falder til at begynde med trykket både i 5 hulrummet 11, 13 og i kammeret 14, kontraventilen 22 åbner og pilotolie strømmer til kammeret 14 og - dog kun i meget beskedent omfang - fra dette videre ind i gliderhulrummet.therefore, fuel flows from the slider cavity to chamber 14. At time t2, the slider is lifted so much that it begins to expose the nozzle holes 5. Thus, initially, the pressure drops in both cavity 11, 13 and in chamber 14, check valve 22 opens and pilot oil flows to the chamber 14 and - but only to a very small extent - from this further into the sliding cavity.
Til tidspunktet t3 har spindlen 6 med gli-10 deren 10 nået sin af et ikke vist anslag fastlagte slutstilling, hvor mundingen af gliderhulrummets afsnit 13 har blottet dysehullerne 5 i deres fulde udstrækning. Fra dette tidspunkt og frem til tidspunktet ti+ foregår hovedindsprøjtningen under et 15 til at begynde med stigende tryk, se kurven II, og i denne periode er kontraventilen 22 derfor lukket.By time t3, the spindle 6 with the slider 10 has reached its final position not shown, not shown, where the mouth of the sliding cavity section 13 has exposed the nozzle holes 5 to their full extent. From this point up to time ten +, the main injection takes place below a 15, initially with increasing pressure, see curve II, and during this period the check valve 22 is therefore closed.
Når tilførslen af hovedbrændstof til kanalen 8 afbrydes, falder trykket i kanalen og i gliderhulrummet stejlt, og når hovedbrændstoffets tryk ikke længere 20 kan overvinde lukkefjederens kraft på spindlen 6, dvs. til tiden t^, begynder spindlen og glideren 10 at bevæge sig tilbage til stillingen i fig. 1.When the supply of main fuel to the duct 8 is interrupted, the pressure in the duct and in the sliding cavity decreases steeply, and when the pressure of the main fuel 20 can no longer overcome the force of the closing spring on the spindle 6, ie. at time t 1, the spindle and slider 10 begin to move back to the position of FIG. First
I den første del af lukkebevægelsen fortsætter trykket i gliderhulrummet med at falde lige så stejlt 25 som tilgangstrykket i kanalen, så længe brændstoffet kan strømme fra gliderhulrummet ud gennem dysehullerne 5. Derimod stiger trykket i kammeret 14 i forhold til trykket i gliderhulrummet fordi kontraventilen 22 stadig er lukket, og glideren 10 virker 30 som et pumpestempel, der driver pilotolie fra kammeret 14 gennem boringen 15 ind i hulrumsafsnittet 13.In the first part of the closing movement, the pressure in the slider cavity continues to decrease as steeply as the supply pressure in the duct, as long as the fuel can flow from the slider cavity out through the nozzle holes 5. Conversely, the pressure in the chamber 14 increases with the pressure in the slider cavity because the check valve 22 is still is closed and the slider 10 acts as a pump piston driving pilot oil from the chamber 14 through the bore 15 into the cavity section 13.
Når glideren 10 har spærret dysehullerne helt, stiger trykket også i gliderhulrummet, se kur-35 ven III, men under hele lukkebevægelsen, som er af- »When the slider 10 has completely blocked the nozzle holes, the pressure also increases in the slider cavity, see curve 35, but during the entire closing movement which is
DK 153240BDK 153240B
10 sluttet til tiden t5, pumpes der olie fra kammeret 14 ind i gliderhulrummet 11, 13 og trykket i kammeret er, som vist i fig. 3, større end i hulrummet.10, closed at time t5, oil is pumped from the chamber 14 into the slider cavity 11, 13 and the pressure in the chamber is, as shown in FIG. 3, larger than in the cavity.
I den følgende periode indtil næste aktivering af 5 spindlen 6 udlignes disse to tryk først gennem boringen 15, og derefter falder trykket relativt langsomt, eventuelt helt ned til det konstante tryk i kanalen 21 på grund af uundgåelige små lækager mellem glideren og forstøveren.In the following period until the next activation of the spindle 6, these two pressures are first equalized through the bore 15, and then the pressure drops relatively slowly, possibly down to the constant pressure in the channel 21 due to inevitable small leaks between the slider and the nebulizer.
10 Det vil således ses, at der under gliderens lukkebevægelse strømmer en vis mængde pilotolie ind i det forreste afsnit 13 af gliderhulrummet 11, og når glideren næste gang blotter dysehullerne 5, vil det være den herved dannede blanding af hovedbrænd-15 stof og pilotolie, som udsendes gennem dysehullerne i den indledende fase af indsprøjtningsperioden, dvs. først og fremmest i tidsrummet t2~t3 i fig. 3. Den relative mængde af pilotolie kan ændres ved ændring af afgangstrykket fra den fælles pilotoliekilde, idet 20 et højere begyndelsestryk i kammeret 14 vil bevirke en forøgelse af den mængde pilotolie, som under hver arbejdscyklus strømmer fra kammeret ind i gliderens hulrum.Thus, it will be seen that during the closing movement of the slider, a certain amount of pilot oil flows into the front section 13 of the slider cavity 11, and when the slider next blots the nozzle holes 5, it will be the resulting mixture of main fuel and pilot oil, which is emitted through the nozzle holes during the initial phase of the injection period, i.e. first and foremost in the period t2 ~ t3 of FIG. 3. The relative amount of pilot oil can be changed by changing the discharge pressure from the common pilot oil source, as a higher initial pressure in chamber 14 will cause an increase in the amount of pilot oil flowing from the chamber into the slider cavity during each work cycle.
Den i fig. 3 viste graf refererer til en in-25 jektor, hvori glideren 10's diameter er 8 mm og boringen 15's diameter er 1,0 mm. En relativt snævrere boring bevirker en langsommere trykudligning i åbningsfasen og dermed en større mængde pilotolie, men også et forøget modtryk på glideren i lukkefasen. Un-30 der hensyn hertil bør forholdet mellem gliderens og boringens diameter næppe vælges større end ca. 16:1 eller mindre end ca. 4:1.The FIG. 3 shows a injector in which the diameter of the slider 10 is 8 mm and the diameter of the bore 15 is 1.0 mm. A relatively narrower bore results in a slower pressure equalization in the opening phase and thus a greater amount of pilot oil, but also an increased back pressure on the slider in the closing phase. In this regard, the ratio between the diameter of the slider and the bore should hardly be chosen greater than approx. 16: 1 or less than approx. 4: 1.
I fig. 2, som viser en udførelses form for injektoren, hvor hovedbrændstoffet er gasformigt, er de 35 komponenter, som helt eller i alt væsentligt svarerIn FIG. 2, showing an embodiment of the injector in which the main fuel is gaseous, are the 35 components which fully or substantially respond to
DK 153240BDK 153240B
11 til det i fig. 1 -viste, betegnet med samme henvisningstal med tillæg af 100. I det følgende beskrives først og fremmest de komponenter, som afviger fra udførelsesformen til flydende hovedbrændstof.11 to that of FIG. 1, denoted by the same reference numeral plus 100. The following describes first and foremost the components which differ from the liquid fuel main embodiment.
5 I fig. 2 styres åbningen og lukningen af dyse hullerne 105 i forstøveren 102's sidevæg af en langstrakt glider 131, der med snæver pasning strækker sig opefter gennem både forstøveren og gliderstyret 101. Gliderens indvendige hulrum forløber til-10 svarende som en central kanal 111 gennem hele gliderens længde, og ved injektorens bageste, ikke viste ende er kanalen 111 permanent sluttet til et gasforråd med konstant tryk. Dette tryk er stort set det samme som det tryk, der hersker i kilden for piloto-15 lie og dermed i injektorens tilgangskanal 121 for pilotolien.5 In FIG. 2, the opening and closing of the nozzle holes 105 in the side wall of the nebulizer 102 is controlled by an elongated slider 131 which extends upwardly through both the nebulizer and slider guided 101. The inner cavity of the slider extends correspondingly as a central channel 111 throughout the length of the slider. , and at the rear, not shown end of the injector, the duct 111 is permanently connected to a constant pressure gas supply. This pressure is substantially the same as the pressure prevailing in the source of the pilot oil and thus in the injector access channel 121 for the pilot oil.
Glideren 131's løftning fra den i fig. 2 viste lukkestilling til åben stilling, hvor gliderhulrummet Ill's slutafsnit 113 ligger ud for dyse-20 hullerne 105, frembringes ved tilførsel af drivvæske under et passende tryk gennem en kanal 132 i gliderstyret 101 til et ringkammer 133, hvor drivvæsken virker på et ringformet bryst på glideren 131.The lift of the slider 131 from the one shown in FIG. 2 to the open position, where the end section 113 of the sliding cavity III lies adjacent to the nozzle holes 105, is produced by supply of propellant under a suitable pressure through a channel 132 in the slider 101 to an annular chamber 133 where the propellant acts on an annular breast of the slide 131.
Til levering af drivvæsken på det korrekte tidspunkt 25 af driftsprocessen i motor cylinderen og i et efter motorbelastningen afpasset kvantum kan anvendes en pumpe af samme type som konventionelle brændstofpumper.To supply the propellant at the correct time 25 of the operation process in the engine cylinder and in a quantity adapted to the engine load, a pump of the same type as conventional fuel pumps can be used.
I fig. 2 ses yderligere en kanal 134 i gli-30 derstyret 101, gennem hvilken der kan tilføres en egnet spærrevæske, f.eks. en olie med smørende egenskaber, ved et konstant tryk højere end trykket i gaskanalen 111. Spærreolien fordeles fra et ringformet kammer 135 gennem en langsgående rille 136 i 35 glideroverfladen til indbyrdes adskilte, rundtgåendeIn FIG. 2, another channel 134 is seen in the slide guide 101 through which a suitable blocking fluid, e.g. an oil having lubricating properties, at a constant pressure higher than the pressure in the gas duct 111. The barrier oil is distributed from an annular chamber 135 through a longitudinal groove 136 in the sliding surface to spaced apart circumferentially.
Claims (4)
Priority Applications (4)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
DK183784A DK153240C (en) | 1984-04-09 | 1984-04-09 | DUAL FUEL DIESEL ENGINE AND FUEL INJECTOR TO SAME |
JP60074167A JPS60230560A (en) | 1984-04-09 | 1985-04-08 | Diesel engine operated by fuel inferior to ignition propertyand fuel jet valve used in said engine |
KR1019850002370A KR930010662B1 (en) | 1984-04-09 | 1985-04-09 | Fuel injector |
IDP422085A ID1022B (en) | 1984-04-09 | 1985-04-09 | DIESEL MACHINES RUNNED WITH FUEL DIFFICULTIES AND FUEL INJECTIONS USED |
Applications Claiming Priority (2)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
DK183784A DK153240C (en) | 1984-04-09 | 1984-04-09 | DUAL FUEL DIESEL ENGINE AND FUEL INJECTOR TO SAME |
DK183784 | 1984-04-09 |
Publications (4)
Publication Number | Publication Date |
---|---|
DK183784D0 DK183784D0 (en) | 1984-04-09 |
DK183784A DK183784A (en) | 1985-10-10 |
DK153240B true DK153240B (en) | 1988-06-27 |
DK153240C DK153240C (en) | 1988-11-21 |
Family
ID=8108434
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
DK183784A DK153240C (en) | 1984-04-09 | 1984-04-09 | DUAL FUEL DIESEL ENGINE AND FUEL INJECTOR TO SAME |
Country Status (4)
Country | Link |
---|---|
JP (1) | JPS60230560A (en) |
KR (1) | KR930010662B1 (en) |
DK (1) | DK153240C (en) |
ID (1) | ID1022B (en) |
Families Citing this family (1)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
KR101058713B1 (en) * | 2010-03-08 | 2011-08-22 | 현대중공업 주식회사 | Solenoid and shuttle valve with two-phase fuel injection valve for diesel engine |
-
1984
- 1984-04-09 DK DK183784A patent/DK153240C/en not_active IP Right Cessation
-
1985
- 1985-04-08 JP JP60074167A patent/JPS60230560A/en active Granted
- 1985-04-09 ID IDP422085A patent/ID1022B/en unknown
- 1985-04-09 KR KR1019850002370A patent/KR930010662B1/en not_active IP Right Cessation
Also Published As
Publication number | Publication date |
---|---|
ID1022B (en) | 1996-10-18 |
JPS60230560A (en) | 1985-11-16 |
DK183784D0 (en) | 1984-04-09 |
JPH059633B2 (en) | 1993-02-05 |
DK153240C (en) | 1988-11-21 |
KR930010662B1 (en) | 1993-11-05 |
DK183784A (en) | 1985-10-10 |
KR850007642A (en) | 1985-12-07 |
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