EP0610584B1 - Dispositif d'injection de combustible à pré-injection et injection principale de combustibles différents par un injecteur mono-aiguille - Google Patents

Dispositif d'injection de combustible à pré-injection et injection principale de combustibles différents par un injecteur mono-aiguille Download PDF

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Publication number
EP0610584B1
EP0610584B1 EP19930120307 EP93120307A EP0610584B1 EP 0610584 B1 EP0610584 B1 EP 0610584B1 EP 19930120307 EP19930120307 EP 19930120307 EP 93120307 A EP93120307 A EP 93120307A EP 0610584 B1 EP0610584 B1 EP 0610584B1
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EP
European Patent Office
Prior art keywords
injection
valve
fuel
pump
bore
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
EP19930120307
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German (de)
English (en)
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EP0610584A1 (fr
Inventor
Helmut Dipl.-Ing. Priesner
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
MAN Truck and Bus Osterreich AG
Original Assignee
Steyr Nutzfahrzeuge AG
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Publication of EP0610584A1 publication Critical patent/EP0610584A1/fr
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Anticipated expiration legal-status Critical
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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
    • F02M43/00—Fuel-injection apparatus operating simultaneously on two or more fuels, or on a liquid fuel and another liquid, e.g. the other liquid being an anti-knock additive
    • 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
    • F02M43/00—Fuel-injection apparatus operating simultaneously on two or more fuels, or on a liquid fuel and another liquid, e.g. the other liquid being an anti-knock additive
    • F02M43/04—Injectors peculiar thereto

Definitions

  • the invention relates to a fuel injection device for a pre-injection and main injection of different fuels via a single-needle injection valve, in which the pre-injection fuel is introduced into the injection valve from a low-pressure feed device, there through the spring chamber receiving the valve needle in the closing direction and through a channel in a cavity is fed into the valve needle and from there upstream via throttle bores in the nozzle antechamber and main injection fuel is subsequently introduced from an injection pump via an injection line or directly and a valve-internal channel into the nozzle antechamber behind the upstream pre-injection fuel, the valve needle being used to form the Cavity is drilled coaxially from its back to close to its tip, this cavity on the back by a partially immersed and with the pressure plate of the pressure Kfeder connected spacer bolt and can be filled with pre-injection fuel via a fill hole provided behind an annular lifting surface of the valve needle in the rear half thereof, via a feed channel into which a check valve which is only permeable in the feed direction is installed.
  • Such a fuel injection device is known from DE 30 12 418 A1, FIG. 2 and associated text.
  • An injection valve is used there, with a valve needle, in the cavity of which the check valve is installed directly.
  • This consists of a compression spring and a closing piston, through which the feed hole running in the spacer bolt can be closed against the feed direction in order to prevent backflow of pre-injection fuel located in the cavity when the main injection fuel becomes effective.
  • This known solution requires a relatively large valve needle, in which the cavity available for loading with pre-injection fuel is also comparatively severely restricted by the installation of the compression spring and the closing piston of the check valve. The amount of pre-injection fuel is therefore limited or must be adjusted accordingly by enlarging spaces outside the valve needle.
  • a fuel injection device similar to that discussed above is known from EP 0 064 146 B1.
  • a single-needle injection valve is used, with which a pre- and main injection of different fuels can be carried out.
  • the single-needle injection valve used here has a relatively complicated and therefore expensive structure. This complexity results from the design of the valve-internal supply paths for the pre-injection fuel and a relief valve built into the supply path for the main injection fuel.
  • the valve needle is hollow and open to the rear.
  • a bolt that connects to the pressure plate of the closing pressure spring, which extends from the front to close to the tip of the nozzle needle, has a longitudinal flattening on the outside, a transverse bore and a longitudinal bore for the passage of pre-injection fuel, and also a seat for the ball of a check valve forms.
  • the latter also has a compression spring acting on the ball, serves to prevent a backflow of fuel during the injection and is installed in the cavity of the valve needle in front of said bolt.
  • Throttle bores branch off from the area of the relevant receiving space, which enable the pre-injection fuel to be discharged into the nozzle antechamber.
  • the relief valve installed in the supply channel for main injection fuel is also relatively complicated; it consists of a compression spring and a special relief piston, which is realized by a stepped piston, which has a blind hole at the entrance and transverse holes leading away from it, as well as a shoulder, for which a corresponding seat is formed inside the valve is.
  • both the injection valves can be used as the injection pump can also be designed to be comparatively simple.
  • the additional structural effort for the external control means is in any case less expensive than a more complicated design of the injection valves and the injection pump.
  • these external control means namely the two solenoid valves in conjunction with the control device controlling their operation, enable the pre-injection fuel to be precisely pre-stored in terms of time and quantity in all operating areas of the internal combustion engines and to replenish the cavity with main injection fuel that is created in the subsequent line paths by closing an injection pump-side pressure valve , so that at the beginning of a pump piston-side delivery stroke in the injection valve a clearly defined stratification of pre-injection fuel and main injection fuel is given and in addition the line path previously given by the pressure line and the pump outlet space is completely filled with main injection fuel.
  • fuel is injected with exactly the amount of fuel that is displaced by the stroke of the pressure valve from the subsequent line paths.
  • the fuel injection device has an injection pump 1 with pump pistons 2 controlled by cams (not shown), each of which has conventional control grooves 3, 4 and oblique control edges 5 and can be rotated by a control device (also not shown) for power control.
  • the pump chambers 7, each of which can be filled with fluid such as oil or diesel fuel from a supply device via a laterally opening control bore 6, are adjoined by a pump outlet chamber 8 and an injection line 11 connected to a supply channel 10 internally provided with a single-needle injection valve 9. If the single-needle injection valve 9 is combined with the injection pump 1 to form a pump nozzle member, the injection line 11 is omitted.
  • connection bore 12 between each pump chamber 7 and pump outlet chamber 8 is provided on the rear with a conical extension 13, which serves as a seat for a in the pump outlet chamber 8 low-pressure valve 14 is used, which is acted upon in the closing direction by a pressure spring 15 also installed in the pump outlet chamber 8.
  • the injection pump according to the invention only serves to build up pressure and to advance the amount of main injection fuel coming in for injection, which is successively supplied to the line paths 8, 11, 10 adjoining the pressure valve 14.
  • Each pressure valve 14 acts as a pressure piston during the pump piston stroke, which pushes the fuel column behind it by means of its stroke movement and at the same time blocks a filling bore 16 opening laterally into the pump outlet space 8, via which after each injection process has ended and the pressure valve 14 has returned to its closed position
  • the resulting cavity, corresponding to the amount of fuel injected, in said conduits 8, 11, 10 can be refilled with main injection fuel from a low-pressure feed device 17, controlled shortly before or after completion of a pre-injection fuel refill via a magnetic valve 19 built into the external feed line 18 .
  • Each single-needle injection valve 9 assigned to a cylinder of the internal combustion engine has a hollow valve needle 20, the cavity 21 of which is closed on the rear side can be filled with pre-injection fuel from the outside via a filling bore 22, specifically via an internal valve consisting of parts 23/1, 23 / 2, 23/3, 23/4, 23/5, 23/6 composing feed channel 23, in which a check valve 24 which is only permeable in the feed direction is installed.
  • the latter serves to prevent a backflow of pre-injection fuel during the injection.
  • the cavity 21 is connected via holes 25 located near the valve needle tip 27 to the nozzle antechamber 26 which extends around the front part of the valve needle 20 and widens at the rear.
  • the valve needle 20 is preferably drilled from its rear coaxially to almost its tip 27.
  • This cavity 21 designed in this way is preferably closed on the rear by a partially immersed spacer bolt 28, which establishes the connection between the valve needle 20 and a pressure plate 29, on which a compression spring 30 acting on the valve needle 20 in the closing direction is supported at the front.
  • This compression spring 30 presses the valve needle 20 in the closed position against a conical valve seat 31, in front of which nozzle bores 32 open into the combustion chamber.
  • annular lifting surface 33 approximately through the middle of its longitudinal extension at the transition between its smaller diameter front and larger diameter rear section, through which the valve needle with correspondingly acting in the nozzle vestibule 26 fuel pressure can be raised in the open position.
  • the filling bore 22 is preferably provided behind the annular lifting surface 33 of the valve needle 20 in the rear half thereof and is designed as a transverse bore which extends from an annular groove 34 provided on the outside of the valve needle 20, which communicates with the supply channel 23 in each valve needle position.
  • the latter in turn preferably includes the spring chamber receiving the compression spring 30 (section 23/2), an annular gap (section 23/3) around the pressure plate 29 and the spacer bolt 28, and then sits down with a transverse channel (section 23/4), one Vertical bore (section 23/5), in which the check valve 24 is installed, and continues with an oblique bore (section 23/6), the latter opening laterally at the level of the filling bore 22 into the receiving bore 35 guiding the valve needle 20.
  • the aim should be that the check valve 24 is installed in the valve-internal feed channel 23 as close as possible before the junction point in the receiving bore 35.
  • the valve-internal feed channel 23 can be supplied with pre-injection fuel from a low-pressure feed device 36 via a feed line 37, in which a cyclically controllable solenoid valve 38 is built in for the exact metering in terms of time and quantity.
  • the main injection fuel supply channel 10 opening into the nozzle antechamber 26 is formed internally in the valve only by bore sections communicating with one another without any internals.
  • the two solenoid valves 19, 38 are preferably combined in a common valve block 39 which is installed in the two supply lines 18, 37 running over it.
  • the two solenoid valves 19, 38 can be controlled by an electronic control device 40, which operates on the basis of their supplied angle of rotation signals ⁇ of the crankshaft of the internal combustion engine or a camshaft controlling the gas exchange valves thereof or the pump pistons 2 of the injection pump 1 and in which the opening and closing times of the two solenoid valves 19, 38 are stored as values dependent on the angle of rotation.
  • Each of the two fuels is provided in its own storage tank 41, 42 and is made from it by the associated low-pressure feed device 17 or 36 eligible.
  • Each of the latter consists of a feed pump 17/1 or 36/1 and a pressure relief valve 17/2 or 36/2, which limits their delivery pressure to approximately 2 to 4 bar.
  • diesel fuel can be used as the ignitable pilot injection fuel and a diesel water emulsion or ethanol can be used as the ignition carrier main injection fuel.
  • the pump chambers 7 of the injection pump can also be supplied with the appropriate fuel from the corresponding low-pressure feed device 36.
  • the cavities given in the injection system are first refilled.
  • the two fuels are basically stratified in such a way that pre-injection fuel is present in the vicinity of the nozzle bores 32 in the nozzle vestibule 26 and the main injection fuel is stratified behind it, that is to say at a greater distance.
  • the line paths 8, 11 adjoining the pressure valve 14 and all the channels inside the valve are depressurized. This state occurs when the pressure in the pump chamber 7 collapses at the end of the pump piston stroke and, as a result, the valve needle 20 closes and the pressure valve 14 returns to its closed position.
  • the solenoid valve 38 is first opened from the control device 40, so that pre-injection fuel can be introduced into the injection valve 36 through the low-pressure feed device 36, specifically via the feed channel 23 with its parts 23/1, 23/2, 23/3, 23 / 4, 23/5, 23/6, as a result of which the fuel located in the cavity 21 of the valve needle 20 is discharged into the nozzle antechamber 26 via the throttle bores 25 - while displacing the main injection fuel still located in the nozzle antechamber 26 back into the supply channel 10.
  • the solenoid valve 38 is closed again by the control device 40 and the pre-injection fuel pre-storage is thus ended.
  • the solenoid valve 19 is opened, so that then main injection fuel from the low-pressure feed device 17 via the feed line 18 and the filling bore 16 for filling of the cavity given in the conduction paths 8, 11 and 10 can be conveyed.
  • the main injection fuel in the valve-internal supply channel 10 is subsequently added to the pre-injection fuel which is already upstream of the latter.
  • the solenoid valve 18 is closed again by the control device 40.
  • the opening time for the solenoid valve 18 is so large that all cavities can always be filled. The sequence described also leads to an exact metering if the set amount was smaller than the desired pre-injection fuel amount.

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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 (8)

  1. Dispositif d'injection de carburant pour une injection préalable et une injection principale de carburants différents par un injecteur à une aiguille (9), le carburant de pré-injection étant fourni à l'injecteur par une installation d'alimentation basse pression (36), et de là par la chambre à ressort (23/2) qui reçoit le ressort de compression (30) agissant sur l'aiguille d'injecteur (20) dans le sens de la fermeture, puis par un canal (23, 23/4, 23/5, 23/6) dans une cavité (21) dans l'aiguille d'injecteur et de là il est pré-stocké dans l'antichambre de buse (26) par des perçages d'étranglement (25) à proximité du siège de l'aiguille d'injecteur, puis le carburant pour l'injection principale est fourni par une pompe d'injection (1), par l'intermédiaire d'une conduite d'injection (11) ou directement et un canal (10) interne à l'injecteur, également à l'antichambre de buse, derrière le carburant de pré-injection, déjà stocké, l'aiguille d'injecteur (20) étant percée coaxialement à partir de son côté arrière jusque pratiquement à sa pointe pour former la cavité, cette cavité 21 étant fermée à l'arrière par un goujon d'écartement 28 qui pénètre partiellement dans cette cavité et est relié à la coupelle de pression (29) du ressort de compression (30), et peut être rempli par du carburant de pré-injection, par l'intermédiaire d'un perçage de remplissage (22) situé derrière une surface de relevage (33) annulaire de l'aiguille d'injecteur, dans sa moitié arrière, le canal d'alimentation (23 ; 23/4, 23/5, 23/6) ne comportant qu'une soupape anti-retour (24) passante dans le sens de l'alimentation,
    caractérisé en ce que
    - le perçage de remplissage (22) est un perçage transversal partant d'une rainure annulaire (34) réalisée extérieurement dans l'aiguille d'injecteur (20), cette rainure communiquant avec le canal d'alimentation (23) pour toute position de l'aiguille d'injecteur,
    - la soupape anti-retour (24) est montée dans le canal d'alimentation (23) interne à l'injecteur aussi près que possible devant son embouchure dans le perçage de réception (35) conduisant l'aiguille d'injecteur (20),
    - le canal d'alimentation (10) de carburant pour l'injection principale, interne à l'injecteur, est seulement formé par des segments de perçage communiquant entre eux et ne comportant pas d'insert,
    - pour le dosage exact en temps et en quantité du carburant de pré-injection, la conduite d'alimentation (37) externe comporte une électrovanne (38) commandée de manière correspondante,
    - chaque chambre de pompe (7) de la pompe d'injection (1) est reliée à une soupape de pression (14) et une chambre de sortie de pompe (8) logeant un ressort de compression (15) puis par la conduite d'injection (11) ou directement au canal d'alimentation (10) interne à l'injecteur, et
    - la pompe d'injection (1) ne sert qu'à créer la pression et à faire avancer la colonne de carburant qui se trouve en aval de la soupape de pression (14) dans les chemins de fluide adjacents (8, 11, 10), chaque soupape de pression (14) fonctionnant pour chaque course du piston de pompe comme piston de pression et elle ferme en même temps un perçage de remplissage (16) débouchant latéralement dans la chambre de sortie de pompe (8), par lequel à la fin de chaque opération d'injection et retour de la soupape de pression (14) en position de fermeture, la cavité ainsi créée par la quantité de carburant injectée est complétée dans les chemins de fluide correspondants (8, 11, 10) à partir de l'installation d'alimentation basse pression (17) avec du carburant pour l'injection principale et cela de manière commandée, peu avant ou après la fin du remplissage complémentaire en carburant de pré-injection, par l'intermédiaire d'une électrovanne (19) équipant la conduite d'alimentation (18).
  2. Dispositif d'injection de carburant selon la revendication 1, caractérisé en ce que le canal d'alimentation (23) comprend la chambre à ressort (23/2) recevant le ressort de compression (30), un intervalle annulaire (23/3) autour de la coupelle de pression (23) et du goujon d'écartement (28) et se prolonge par un canal transversal (23/4), un perçage vertical (23/5) équipé de la soupape anti-retour (24) et un perçage en biais (23/6) qui débouche dans le perçage de réception (35) de l'aiguille d'injecteur (20), latéralement au niveau du perçage de remplissage (22).
  3. Dispositif d'injection de carburant selon la revendication 1, caractérisé en ce que les deux électrovannes (19, 38) sont commandées par une installation de commande électronique (40) travaillant sur la base des signaux d'angle de rotation (ϕ) du vilebrequin, qu'elle reçoit ou d'un arbre à came commandant les soupapes d'échange de gaz ou les pistons (2) de la pompe d'injection (1), et dans laquelle sont mémorisés comme valeurs dépendant de l'angle de rotation, les instants d'ouverture et de fermeture des deux électrovannes (19, 38).
  4. Dispositif d'injection de carburant selon la revendication 3, caractérisé en ce que les deux électrovannes (19, 38) sont réunies dans un même bloc de vanne (39) traversé par les deux conduites d'alimentation (18, 37).
  5. Dispositif d'injection de carburant selon la revendication 1, caractérisé en ce que chacun des deux carburants est contenu dans son propre réservoir d'alimentation (41, 42) d'où il est pris par une installation d'alimentation basse pression (17, 36) correspondante.
  6. Dispositif d'injection de carburant selon la revendication 1, caractérisé en ce que chacune des deux installations d'alimentation basse pression (17, 36) se compose d'une pompe de transfert (17/1, 36/1) et d'une soupape de limitation de pression (17/2, 36/2) limitant la pression de transfert à un niveau compris sensiblement entre 2 et 4 bars.
  7. Dispositif d'injection de carburant selon la revendication 1, caractérisé en ce que l'installation d'alimentation basse pression (36) qui fournit le carburant facile à enflammer fournit également les chambres de pompe (7) de la pompe d'injection (1) avec du carburant correspondant.
  8. Dispositif d'injection de carburant selon la revendication 1, caractérisé par l'application d'une pré-injection de carburant Diesel et d'une injection principale d'une émulsion carburant Diesel/eau ou éthanol.
EP19930120307 1993-02-09 1993-12-16 Dispositif d'injection de combustible à pré-injection et injection principale de combustibles différents par un injecteur mono-aiguille Expired - Lifetime EP0610584B1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
AT22393 1993-02-09
AT223/93 1993-02-09

Publications (2)

Publication Number Publication Date
EP0610584A1 EP0610584A1 (fr) 1994-08-17
EP0610584B1 true EP0610584B1 (fr) 1996-09-04

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EP19930120307 Expired - Lifetime EP0610584B1 (fr) 1993-02-09 1993-12-16 Dispositif d'injection de combustible à pré-injection et injection principale de combustibles différents par un injecteur mono-aiguille

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EP (1) EP0610584B1 (fr)
DE (1) DE59303657D1 (fr)

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
KR101137614B1 (ko) 2010-10-28 2012-04-19 현대중공업 주식회사 내연기관용 연료분사밸브

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Publication number Priority date Publication date Assignee Title
DE4422552C1 (de) * 1994-06-28 1995-11-30 Daimler Benz Ag Verfahren zum Einspritzen von Kraftstoff in den Brennraum einer Brennkraftmaschine
DE19706661A1 (de) * 1997-02-20 1998-08-27 Bosch Gmbh Robert Kraftstoffeinspritzventil für Brennkraftmaschinen
US8944027B2 (en) 2011-06-21 2015-02-03 Caterpillar Inc. Dual fuel injection compression ignition engine and method of operating same
US8733326B2 (en) 2011-06-24 2014-05-27 Caterpillar Inc. Dual fuel injector for a common rail system

Family Cites Families (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE3012418A1 (de) * 1980-03-29 1981-10-08 Klöckner-Humboldt-Deutz AG, 5000 Köln Kraftstoffeinspritzventil fuer brennkraftmaschinen
GB2126650B (en) * 1982-08-31 1988-02-10 George Stan Baranescu I c engine injection system providing a stratified charge of two fuels
JP2538908B2 (ja) * 1987-03-15 1996-10-02 三菱重工業株式会社 ２種燃料エンジンの噴射システム
DE3928611A1 (de) * 1989-08-30 1991-03-07 Bosch Gmbh Robert Einspritzduese fuer dieselmotoren
US5056469A (en) * 1990-06-29 1991-10-15 Ail Corporation Fuel injection system

Cited By (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
KR101137614B1 (ko) 2010-10-28 2012-04-19 현대중공업 주식회사 내연기관용 연료분사밸브
WO2012057530A3 (fr) * 2010-10-28 2012-06-21 현대중공업 주식회사 Soupape d'injection de carburant destinée à un moteur à combustion interne
CN103180600A (zh) * 2010-10-28 2013-06-26 现代重工业株式会社 内燃机构用燃料喷射阀
CN103180600B (zh) * 2010-10-28 2015-07-15 现代重工业株式会社 内燃机构用燃料喷射阀
US9388782B2 (en) 2010-10-28 2016-07-12 Hyundai Heavy Industries, Co., Ltd. Fuel-injection valve for an internal combustion engine

Also Published As

Publication number Publication date
DE59303657D1 (de) 1996-10-10
EP0610584A1 (fr) 1994-08-17

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