EP0610585B1 - Dispositif d'injection de combustible à pré-injection et injection principale - Google Patents

Dispositif d'injection de combustible à pré-injection et injection principale Download PDF

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Publication number
EP0610585B1
EP0610585B1 EP93120308A EP93120308A EP0610585B1 EP 0610585 B1 EP0610585 B1 EP 0610585B1 EP 93120308 A EP93120308 A EP 93120308A EP 93120308 A EP93120308 A EP 93120308A EP 0610585 B1 EP0610585 B1 EP 0610585B1
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EP
European Patent Office
Prior art keywords
fuel
injection
control piston
pressure
pump
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
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EP93120308A
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German (de)
English (en)
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EP0610585A1 (fr
Inventor
Helmut Dipl.-Ing. Priesner
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MAN Truck and Bus Osterreich AG
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Steyr Nutzfahrzeuge AG
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Publication of EP0610585A1 publication Critical patent/EP0610585A1/fr
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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
    • F02M43/04—Injectors peculiar thereto
    • 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
    • F02M45/00—Fuel-injection apparatus characterised by having a cyclic delivery of specific time/pressure or time/quantity relationship
    • F02M45/02—Fuel-injection apparatus characterised by having a cyclic delivery of specific time/pressure or time/quantity relationship with each cyclic delivery being separated into two or more parts
    • F02M45/04—Fuel-injection apparatus characterised by having a cyclic delivery of specific time/pressure or time/quantity relationship with each cyclic delivery being separated into two or more parts with a small initial part, e.g. initial part for partial load and initial and main part for full load
    • 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
    • F02M45/00—Fuel-injection apparatus characterised by having a cyclic delivery of specific time/pressure or time/quantity relationship
    • F02M45/02—Fuel-injection apparatus characterised by having a cyclic delivery of specific time/pressure or time/quantity relationship with each cyclic delivery being separated into two or more parts
    • F02M45/04—Fuel-injection apparatus characterised by having a cyclic delivery of specific time/pressure or time/quantity relationship with each cyclic delivery being separated into two or more parts with a small initial part, e.g. initial part for partial load and initial and main part for full load
    • F02M45/08—Injectors peculiar thereto
    • F02M45/086—Having more than one injection-valve controlling discharge orifices
    • 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
    • F02M2200/00—Details of fuel-injection apparatus, not otherwise provided for
    • F02M2200/44—Valves, e.g. injectors, with valve bodies arranged side-by-side
    • 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
    • F02M2200/00—Details of fuel-injection apparatus, not otherwise provided for
    • F02M2200/95—Fuel injection apparatus operating on particular fuels, e.g. biodiesel, ethanol, mixed fuels
    • F02M2200/956—Ethanol

Definitions

  • the invention relates to a fuel injection device for a pre-injection and main injection via a two-needle injection valve into a combustion chamber of an internal combustion engine, with an injection pump with cam-controlled pump pistons that can be rotated for power control, the pump chambers of which can be filled with fuel via a laterally opening control bore and sent to the a valve spring-loaded in the closing direction is connected on the outlet side.
  • the invention is based on a prior art according to DE 29 24 128 A1.
  • This document discloses an injection device for a pre-injection of ignitable fuel and a main injection of ignition-inert fuel, via a two-needle injection valve, in which both valve needles are arranged coaxially one inside the other, which also means a correspondingly adapted supply of the different fuels via suitably designed conduction paths in view means the timing of the pre and main injection.
  • This solution poses problems or has certain disadvantages, which are discussed in more detail below.
  • the injection pump must always be operated with the slow ignition fuel. This can lead to problems because, for example, ethanol has a low lubricity or, if a water-based emulsion is used as fuel, this can cause corrosion.
  • the stand pressure in the injection line must be very low and constant, preferably equal to the vapor pressure. In practice, this requirement cannot be met by the constant pressure valve according to FIG. 2. 3 and 4, this requirement can only be met by overloading the injection line, so that the injection line is generally not completely filled even after the main injection fuel has been supplied. This fact causes a number of known disadvantages, such as cavitation, spread of injection quantity and start, low injection pressure.
  • the inventive division of the two-needle injection valve into two nozzle needles installed next to one another parallel to the axis allows each of them to be used Comparatively simple and the opening pressure can be set exactly defined via the respectively assigned compression spring. Furthermore, this allows a favorable design of the line paths for the supply of the pre-injection fuel to the nozzle antechamber of the pre-injection needle and a simple installation of the necessary check valve.
  • the arrangement of the nozzle needles according to the invention also makes it easy to accommodate the control piston according to the invention as part of the injection control.
  • each pump chamber of the injection pump is followed by a pump outlet chamber receiving a pressure valve and a compression spring and an injection line connected to a supply channel inside the injection valve.
  • Each pressure valve acts as a pressure piston with each pump piston stroke, pushing out the fuel given in the subsequent conduit paths and at the same time shutting off a filling hole that opens laterally into the pump outlet space, via which, after each main injection process and return of the pressure valve to its closed position, the resulting cavity in the downstream lines can be refilled with main injection fuel from a low-pressure feed device.
  • the injection pump acting in this way, the pressure valves and the control pistons in the two-needle injection valves, in conjunction with the further construction of the latter, enable exact fulfillment of the tasks set, namely an exact quantitative dosage of both the pre- and main injection fuel and a precisely defined time Sequence of the pre and main injection.
  • 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.
  • a pump outlet chamber 8 is connected to each of the pump chambers 7, which can be filled with fuel via a laterally opening control bore 6, and an injection line 11, which is connected to an internally of a two-needle injection valve 9, is connected to this. If the two-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 serves for a pressure valve 14 installed in the pump outlet chamber 8 with little leakage, which is acted upon in the closing direction by a compression spring 15 likewise installed in the pump outlet chamber 8.
  • the injection pump according to the invention only serves to build up pressure and to push out the amount of main injection fuel that is to be injected, which fuel is successively fed to the line paths 8, 11, 10 connected to the pressure valve 14.
  • Each pressure valve 14 acts as a pressure piston during the pump piston stroke, which pushes out the fuel behind it due to its stroke movement and at the same time blocks a filling bore 16 that opens laterally into the pump outlet space 8, via which, after the completion of each main injection process and return of the pressure valve 14 into its closed position, thereby resulting cavity in said, downstream of the latter lines 8, 11, 10 from a low-pressure feed device 17 can be refilled with main injection fuel.
  • Each two-needle injection valve 9 assigned to a cylinder of the internal combustion engine has two nozzle needles installed axially parallel to one another, a pre-injection needle 18 and a main injection needle 19, each of which is acted upon in the closing direction by a compression spring 20 or 21 supported on a pressure plate and defining the opening pressure and in the closed position, supported on a seat 22 or 23, shut off the associated nozzle bores 24 or 25 or in the open position release the latter for injection.
  • the opening pressure of the pre-injection needle 18 is preferred lower, e.g. set to ⁇ 70% than that of the main injection needle 19, specifically by designing the compression springs 20, 21.
  • the opening pressure of the pre-injection needle 18 can be set to 200 bar and the opening pressure of the main injection needle to 300 bar. Depending on this opening pressure setting, there is a certain time offset between the start of the pre-injection and the main injection.
  • Each of the two nozzle needles 18, 19 has a front cylindrical section and a rear section which is larger in diameter, the transition surface 26 or 27 between the two needle sections being provided in the enlarged area of the associated nozzle antechamber 28 and 29, respectively forms the effective pressure area in the opening direction of the respective valve needle 18 or 19.
  • the nozzle antechamber 28 of the pre-injection needle 18 is from a low-pressure feed device via a valve-internal channel 30/1, 30/2, 30/3, 30/4 with a check valve 31 which is preferably installed as close as possible before its junction in the nozzle antechamber 28 and is only permeable in the feed direction 32 ago with pre-injection fuel.
  • the centerpiece of the fuel injection device is a control piston 33, which is installed in each two-needle injection valve 9 and is axially freely movable between two end positions, for an exact quantitative metering of the pre-injection fuel quantity and a precisely defined control of the pre-injection as well as a time offset at the beginning with or without Overlap controlled main injection is responsible.
  • This control piston 33 is in the region between the two valve needles 18, 19 preferably axially displaceably axially displaceably received in a receiving bore 34 which below - to form a control antechamber 35 - and further up, from which the bottom stop forming the bottom of the latter by about
  • the length of the control piston 33 spaced apart - to form a transfer space 36 - is correspondingly expanded and extends coaxially to the central, smaller-diameter feed channel 10, the transition from the latter to the receiving bore 34 being formed by an insert sleeve 37, the lower end face of which is the upper stop for the control piston 33 forms.
  • the control antechamber 35 of the control piston 33 is connected via a bore 38 to the nozzle antechamber 28 of the pre-injection needle.
  • the transfer chamber 36 is in turn connected to the nozzle antechamber 29 of the main injection needle, depending on the distance by cutting the same or via a bore.
  • control piston 33 is generally from its one, after the end of a pre-injection, given the lower end position by the low-pressure feed device 32 and its control antechamber 35 via the channel 38 from the nozzle antechamber 28 of the pre-injection needle 18 into its other, upper injection fuel End position displaceable, the feed channel during this upward movement 10 is closed.
  • control piston 33 can be moved downward in the case of a pressure build-up controlled on the pump piston side via the main injection fuel present in the feed channel 10, the pre-injection fuel present in its control antechamber 35 being displaced - due to the closed check valve 31 - by opening the pre-injection needle 18 and into the combustion chamber is injected, and after a certain distance from the control piston 33 the connection between the feed channel 10 and the transfer chamber 36 and thus the fuel path to the nozzle antechamber 29 of the main injection needle 19 is released, whereupon the latter is then raised by the pressure rise of the main injection fuel supplied on the pump piston side and the latter up to the pressure on the pump piston side is injected.
  • the pump piston 2 now moves upwards driven by a cam (not shown), it closes the control bore 6, as a result of which the pressure in the pump chamber 7 increases and the pressure valve 14 is raised against the force of the compression spring 15. After a short stroke, the pressure valve 14 closes the filling bore 16, whereupon the main injection fuel column in the subsequent line paths 8, 11, 10 is advanced by the further movement of the pressure valve 14, which acts as a pressure piston.
  • the injector-internal control piston 33 is shifted downward from its upper end position, whereby the pre-injection fuel 18 thus displaced from its control antechamber 35 raises the pre-injection needle 18 and then with further main-controlled injection fuel Downward movement of the control piston 33 up to its lower end position the amount of pre-injection fuel corresponding to this volume displacement is injected into the combustion chamber of the internal combustion engine via the nozzle bores 24. Since the pump piston-controlled pressure rises relatively quickly, only a small offset between the pre-injection and the main injection can be achieved in the embodiment of the control piston according to FIGS. 1 and 2.
  • the fuel provided for the pre-injection is refilled by the low-pressure feed device 32, specifically via the valve-internal line paths 30/1, 30/2, 30/3, 30/4 by opening the check valve 31 and filling the nozzle antechamber 28 of the pre-injection needle 18, the bore 38 and the control antechamber 35 of the control piston 33, as a result of which the piston 33 is moved from its lower stop position to its upper stop position with the supply channel 10 shut off.
  • the delivery pressure P2 of the low-pressure feed device 17 is set correspondingly higher than the delivery pressure P1 of the low-pressure feed device 32 and also in the line path between low-pressure feed device 32 and check valve 31 there is a throttle 39, the passage cross section of which is substantially smaller than that of another throttle 40, which is given in the line path between low-pressure feed device 17 and pump outlet space 8.
  • the throttle 39 is in particular given at the beginning of a two-needle injection valve 9, while the throttle 40 is installed in the filling bore 16 in particular at the entrance to the pump outlet space 8.
  • control piston 33 - as can be seen in FIG. 5 - has a blind hole 41 drilled from above and one of the latter Have circumferential leading, considerably smaller diameter transverse bore 42.
  • This is provided on the control piston 33 in such an axial relative position that, when the latter is in the upper end position, there is a throttled connection between the feed channel 10 and the transfer space 36 to the nozzle antechamber 29 of the main injection needle 19.
  • this transverse bore 42 is covered and thus closed by the receiving bore 34 after a short downward stroke of the control piston 33, so that the pilot injection can be controlled unhindered by its downward movement.
  • control piston 33 can also - as can be seen from FIG. 3 - be designed as a stepped piston.
  • the control piston 33 consists of two cylinder sections 33/1, 33/2 with different diameters, the smaller diameter (33/2) forming the lower control piston part, to which the receiving bore 34 is correspondingly adapted on the diameter side.
  • the latter is also expanded at the level of the transition of the two cylinder sections 33/1, 33/2 - when viewed in the lower stop position of the control piston 33 - by a leakage space 43, from which a leakage discharge duct 44 leads away.
  • control piston 33 is cylindrical with a flat upper end face. Furthermore, the receiving volume of the control antechamber 35 is expanded by a blind hole 45 drilled into the control piston 33 from below, which is connected at a certain point via a transverse bore 46 to the circumference of the control piston 33.
  • FIG. 4A shows the control piston 33 in its upper stop position, as is given at the beginning of the delivery stroke on the pump piston side.
  • the control piston moves downwards, as a result of which - while the connections between the feed channel 10 and the nozzle chamber 29 of the main injection needle 19 and between the control chamber 35 and the leakage chamber 47 are still closed Pressure in the nozzle antechamber 28 rises, the pre-injection needle 18 is raised and the pre-injection takes place via the nozzle bores 24.
  • the receiving bore 34 releases the transverse bore 46 - see the spool position shown in FIG. 4B.
  • Each of the two low-pressure feed devices 17, 32 has a feed pump 17/1 or 32/1 and a pressure relief valve 17/2 or 32/2, via which the feed pressure P1 of the feed pump 17/1 or P2 of the feed pump 32 / 1 is set to a range between approx. 2 to 4 bar.
  • the fuel injection device according to the invention can, regardless of its respective design, in principle either for pre-injection and main injection of the same fuel - see FIG. 1 - or for pre-injection of an ignitable fuel, in particular diesel fuel, and main injection of an ignitable fuel such as a diesel fuel-water emulsion or ethanol - see Fig. 2 - be used.
  • the two different fuels are provided in different storage tanks 49, 50 and are fed therefrom to the connected fuel paths by means of the respective low-pressure feed device 17 or 32.
  • the low-pressure feed device 32 also serves to supply the pump chambers 7 of the injection pump 1, each of which is connected via a line 51.
  • FIG. 1 the case of FIG.
  • the fuel used for pre-injection and main injection is provided in a storage tank 52, from which the pumps 17/1 and 32/1 of both low-pressure feed devices 17, 32 deliver fuel into the connected line paths.
  • the pump chambers 7 of the injection pump 1 can be supplied with fuel from the low-pressure feed device 17 via a branch line 53.

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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 une préinjection et une injection principale à l'aide d'un injecteur à deux aiguilles dans une chambre de combustion d'un moteur à combustion interne, comprenant une pompe d'injection à piston de pompe, tournant pour la régulation de puissance, commandé par cames, et dont les chambres de pompe se remplissent avec du carburant chaque fois par un perçage de commande débouchant latéralement, et qui est suivi en sortie par une soupape chargée par ressort dans le sens de la fermeture, caractérisé en ce que :
    - chaque injecteur à deux aiguilles (9) comporte deux aiguilles d'injecteur (18, 19) juxtaposées avec leurs axes parallèles, chaque aiguille étant sollicitée par une force dans le sens de la fermeture, agissant sur le côté arrière, par un ressort de compression (20, 21) prédéterminant chacun une pression d'ouverture, et s'appuyant en position de fermeture sur un siège, pour fermer des perçages de buse (24, 25) correspondants ou libérer ceux-ci en position d'ouverture pour l'injection,
    - l'antichambre de buse (28) de l'aiguille de préinjection (18) est alimentée par un canal interne à l'injecteur (30/1, 30/2, 30/3, 30/4) dans lequel est monté une soupape d'arrêt (31) passante seulement dans le sens de l'alimentation, en carburant de préinjection par une installation d'alimentation basse pression (32),
    - chaque chambre (7) de la pompe d'injection (1) est reliée à une chambre de sortie de pompe (8) recevant une soupape de pression (14) et un ressort de compression (15) et relié par une conduite d'injection (11) ou directement à un canal d'alimentation (10) interne à l'injecteur,
    - chaque soupape de pression (40) agissant comme piston de pression au cours de la course du piston de pompe pour expulser le carburant fourni dans les chemins de fluide (8, 11, 10) raccordés, et fermer en même temps un perçage de remplissage (16) qui débouche latéralement dans la chambre de sortie de pompe (8), par lequel, à la fin de chaque phase d'injection principale et retour de la soupape de pression (14) en position de fermeture, la cavité créée, qui correspond à la quantité de carburant d'injection principale, injectée, est de nouveau remplie dans les chemins de fluide en aval (8, 11, 10) par l'installation d'alimentation basse pression (17) avec du carburant pour l'injection principale, et
    - dans chaque injecteur à deux aiguilles (9) il est prévu un piston de commande (33) librement mobile axialement entre deux positions de fin de course, ce piston coulissant de l'une de ses positions, la position inférieure, à la fin de chaque injection principale, dans son antichambre de commande (35), par l'intermédiaire du carburant de préinjection fourni à travers un canal (38) de l'antichambre de buse (28) de l'aiguille de préinjection (18) dans son autre position ou position de fin de course haute, en fermant le canal d'alimentation (10), et la montée en pression commandée du côté du piston de pompe à partir de cette position de fin de course haute, est déplacée vers le bas par le carburant de l'injection principale, le carburant de préinjection qui se trouve dans son antichambre de commande (35) étant refoulé par l'ouverture de l'aiguille de préinjection (18) et est injecté de façon correspondante, le piston de commande (33) libérant une communication (36) entre l'antichambre de buse (29) de l'aiguille d'injection principale (19) qui est soulevée par le carburant de l'injection principale qui est fournie en complément du côté du piston de pompe, et ce carburant est injecté jusqu'à la décharge en pression, du côté du piston.
  2. Dispositif d'injection de carburant selon la revendication 1, caractérisé en ce que la pression d'ouverture de l'aiguille de préinjection (18) est inférieure à celle de l'aiguille principale (19) qui règle le ressort de compression correspondant (20, 21).
  3. Dispositif d'injection de carburant selon la revendication 1, caractérisé en ce que le piston de commande (33) est logé de façon coulissante axialement dans un perçage de réception (34), entre les deux aiguilles d'injecteur (18, 19), d'axes parallèles, ce perçage étant élargi dans sa partie inférieure (pour former l'antichambre de commande 35) et plus haut, il est écarté du fond formant la butée inférieure, sensiblement de la longueur du piston de commande (33) (pour former une chambre de transfert 36), et il passe coaxialement au canal d'alimentation (10), central de diamètre plus petit ; le passage de ce dernier dans le perçage de réception (34) est formé par un manchon d'insert (37) dont la face frontale inférieure forme la butée supérieure du piston de commande (33).
  4. Dispositif d'injection de carburant selon les revendications 1 et 3, caractérisé en ce que l'antichambre de buse (28) de l'aiguille de préinjection (18) est reliée par un perçage (38) à l'antichambre de commande (35) du piston de commande (33) et la chambre de transfert (36) est reliée à l'antichambre de buse (29) de l'aiguille d'injection principale (19) (suivant l'intervalle en mettant un congé ou par un perçage).
  5. Dispositif d'injection de carburant selon les revendications 1 à 4, caractérisé en ce que le piston de commande (33) est cylindrique avec des surfaces frontales planes, le cas échéant avec un bord en congé.
  6. Dispositif d'injection de carburant selon l'une des revendications 1 à 4, caractérisé en ce que le piston de commande (33) est réalisé sous la forme d'un piston étagé pour augmenter la démultiplication de la pression et se compose de deux segments de cylindre (33/1, 33/2) de diamètres différents, celui de plus petit diamètre (33/2) constituant la partie inférieure du piston de commande à laquelle le perçage de réception (34) est adapté en diamètre, ce perçage étant élargi au niveau de la jonction des deux segments de cylindre (si l'on regarde le piston (33) en position de butée inférieure) par une chambre de collecte de fuite (43) reliée à un canal d'évacuation de fuite (44).
  7. Dispositif d'injection de carburant selon l'une des revendications 1 à 4, caractérisé en ce que le piston de commande (33) est de forme cylindrique avec une face frontale supérieure plane, et le volume de réception de l'antichambre de commande (35) est élargi par un perçage borgne (45) percé par en dessous dans le piston de commande (33), ce perçage étant relié à un endroit déterminé par un perçage transversal (46) à la périphérie du piston de commande (33), ce perçage étant couvert par le perçage de réception (34) lorsque le piston de commande (33) est dans sa position de fin de course haute, et pour le mouvement de descente du piston de commande (33) avec une chambre de collecte de fuite (47) formée par une extension annulaire du perçage de réception, cette chambre se mettant en communication avec une conduite d'évacuation de fuite (48), de façon que la pression chute dans la chambre de pression de commande (35) et dans l'antichambre de buse (28), afin de terminer la préinjection et de permettre un retour du piston de commande (33) dans sa position de butée inférieure.
  8. Dispositif d'injection de carburant selon la revendication 1, caractérisé en ce que chacune des deux installations d'alimentation basse pression (17, 32) comporte une pompe de transfert (17/1, 32/1) dont la pression de transfert P1, P2 est réglée à un niveau d'environ 2-4 bars par une soupape de limitation de pression (17/2, 32/2), mais toutefois la pression de transfert P2 du carburant de préinjection est supérieure à la pression P1 du carburant pour l'injection principale, pour permettre un remplissage complet des chambres à carburant, devant être alimentées ainsi qu'un transfert à temps, du piston de commande (33) dans sa position de fin de course supérieure.
  9. Dispositif d'injection de carburant selon la revendication 8, caractérisé en ce qu'il comporte des moyens permettant un remplissage complémentaire beaucoup plus rapide que celui du remplissage complémentaire du carburant de préinjection pour le carburant de l'injection principale, pour qu'à la fin de l'opération d'injection principale on réalise également un remplissage complet de l'antichambre de buse (29) de l'aiguille d'injection principale (19) avant que le piston de commande (33) ne ferme le canal d'alimentation (10).
  10. Dispositif d'injection de carburant selon la revendication 9, caractérisé en ce que lesdits moyens sont constitués par un organe d'étranglement (39) prévu dans le chemin de fluide entre l'installation d'alimentation (32) fournissant le carburant de préinjection et une soupape d'arrêt (31) en particulier à l'entrée de l'injecteur à deux aiguilles (9), organe d'étranglement dont la section de passage est beaucoup plus petite que celle d'un autre organe d'étranglement (40) prévu dans le chemin de fluide entre l'installation d'alimentation en carburant pour l'injection principale (17) et la chambre d'aspiration de pompe (8), notamment à l'entrée de celle-ci dans le perçage de remplissage (16).
  11. Dispositif d'injection de carburant selon la revendication 9, caractérisé en ce que pour réaliser lesdits moyens, le piston de commande (33) comporte un perçage borgne (41) réalisé par le dessus et un perçage transversal (42) de diamètre considérablement plus petit, relié à la périphérie du piston, dans une position relative, axiale telle que lorsque le piston de commande (33) occupe sa position de fin de course haute, ce perçage réalise une liaison étranglée entre le canal d'alimentation (10) et la chambre de transfert (36) vers l'antichambre de buse (29) de l'aiguille d'injection principale (17), ce perçage transversal (42) étant déjà recouvert et fermé après un court mouvement de descente du piston de commande (33) dans son perçage de réception (34).
  12. Dispositif d'injection de carburant selon la revendication 1, caractérisé en ce que la soupape d'arrêt (31) est enfoncée dans le canal (30) interne à l'injecteur aussi près que possible en amont de son débouché dans l'antichambre de buse (28) de l'aiguille de préinjection (18).
  13. Dispositif d'injection de carburant selon la revendication 1, caractérisé en ce qu'il est utilisé pour injecter le même carburant pour la préinjection et l'injection principale.
  14. Dispositif d'injection de carburant selon la revendication 1, caractérisé par son application à la préinjection d'un carburant facile à enflammer, en particulier d'un carburant Diesel et d'un carburant difficile à enflammer pour l'injection principale telle qu'une émulsion carburant Diesel/eau ou éthanol, ces carburants contenus dans des réservoirs différents (49, 50) étant fournis aux chemins de fluide respectifs par une installation d'alimentation basse pression respective (17, 32).
EP93120308A 1993-02-09 1993-12-16 Dispositif d'injection de combustible à pré-injection et injection principale Expired - Lifetime EP0610585B1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
AT22493 1993-02-09
AT224/93 1993-02-09

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EP0610585A1 EP0610585A1 (fr) 1994-08-17
EP0610585B1 true EP0610585B1 (fr) 1996-09-04

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EP93120308A Expired - Lifetime EP0610585B1 (fr) 1993-02-09 1993-12-16 Dispositif d'injection de combustible à pré-injection et injection principale

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EP (1) EP0610585B1 (fr)
DE (1) DE59303658D1 (fr)

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US8683979B2 (en) 2011-02-14 2014-04-01 Caterpillar Inc. Dual fuel common rail system and engine using same

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Publication number Priority date Publication date Assignee Title
FI101168B (fi) * 1994-12-23 1998-04-30 Waertsilae Nsd Oy Ab Ruiskutusjärjestely ja menetelmä sen käyttämiseksi polttomoottorissa
CA2204983A1 (fr) * 1997-05-09 1998-11-09 Westport Research Inc. Injecteur de carburant gazeux ou mixte actionne hydrauliquement
US8459576B2 (en) 2011-01-26 2013-06-11 Caterpillar Inc. Dual fuel injector for a common rail system
US8944027B2 (en) 2011-06-21 2015-02-03 Caterpillar Inc. Dual fuel injection compression ignition engine and method of operating same
CN107013339B (zh) * 2017-05-28 2023-09-26 中国航发商用航空发动机有限责任公司 航空发动机燃油喷嘴用主燃级主油路活门及其使用方法
CN114704410B (zh) * 2022-04-27 2023-02-03 中船动力研究院有限公司 一种双燃料增压喷射装置

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GB636080A (en) * 1947-11-18 1950-04-19 Kammer Engines Ltd Improvements in fuel injectors for internal combustion engines
DE3425460A1 (de) * 1983-08-26 1985-03-07 Robert Bosch Gmbh, 7000 Stuttgart Kraftstoffeinspritzeinrichtung zur definierten vor- und haupteinspritzung bei brennkraftmaschinen
DE3330771A1 (de) * 1983-08-26 1985-03-14 Robert Bosch Gmbh, 7000 Stuttgart Kraftstoffeinspritzeinrichtung mit hilfspumpe zur vor- und haupteinspritzung
US4681073A (en) * 1986-02-05 1987-07-21 Deere & Company Fuel injection control valve
FR2595761B1 (fr) * 1986-03-14 1988-05-13 Semt Dispositif d'injection pour moteur a combustion interne, permettant l'injection de deux combustibles

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US8683979B2 (en) 2011-02-14 2014-04-01 Caterpillar Inc. Dual fuel common rail system and engine using same

Also Published As

Publication number Publication date
EP0610585A1 (fr) 1994-08-17
DE59303658D1 (de) 1996-10-10

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