EP0994251A1 - Kraftstoffeinspritzvorrichtung - Google Patents

Kraftstoffeinspritzvorrichtung Download PDF

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Publication number
EP0994251A1
EP0994251A1 EP99308004A EP99308004A EP0994251A1 EP 0994251 A1 EP0994251 A1 EP 0994251A1 EP 99308004 A EP99308004 A EP 99308004A EP 99308004 A EP99308004 A EP 99308004A EP 0994251 A1 EP0994251 A1 EP 0994251A1
Authority
EP
European Patent Office
Prior art keywords
fuel
delivery chamber
control valve
pressure
fuel system
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Withdrawn
Application number
EP99308004A
Other languages
English (en)
French (fr)
Inventor
James Martin Anderton Askew
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.)
Delphi Technologies Inc
Original Assignee
Lucas Industries Ltd
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Lucas Industries Ltd filed Critical Lucas Industries Ltd
Publication of EP0994251A1 publication Critical patent/EP0994251A1/de
Withdrawn legal-status Critical Current

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Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M63/00—Other fuel-injection apparatus having pertinent characteristics not provided for in groups F02M39/00 - F02M57/00 or F02M67/00; Details, component parts, or accessories of fuel-injection apparatus, not provided for in, or of interest apart from, the apparatus of groups F02M39/00 - F02M61/00 or F02M67/00; Combination of fuel pump with other devices, e.g. lubricating oil pump
    • F02M63/0003—Fuel-injection apparatus having a cyclically-operated valve for connecting a pressure source, e.g. constant pressure pump or accumulator, to an injection valve held closed mechanically, e.g. by springs, and automatically opened by fuel pressure
    • F02M63/0007—Fuel-injection apparatus having a cyclically-operated valve for connecting a pressure source, e.g. constant pressure pump or accumulator, to an injection valve held closed mechanically, e.g. by springs, and automatically opened by fuel pressure using electrically actuated valves

Definitions

  • This invention relates to a fuel system for use in supplying fuel under pressure to a combustion space of a compression ignition internal combustion engine.
  • the invention relates to a fuel system of the common rail type.
  • a plurality of individually actuable fuel injectors are connected to a common rail which is charged with fuel to a high pressure by a suitable high pressure fuel pump.
  • Each injector includes a control valve which controls communication between the common rail and a delivery chamber of the injector defined, in part, by surfaces of a needle of the injector which are orientated such that the application of fuel under pressure to the delivery chamber applies a force to the needle urging the needle away from a seating to allow the delivery of fuel to one or more outlet openings.
  • the control valve is typically arranged such that when the delivery chamber is not in communication with the common rail, the delivery chamber communicates, through the control valve, with a low pressure drain reservoir.
  • Such an arrangement is disadvantageous in that repressurization of the passages between the control valve and the delivery chamber, and the delivery chamber itself, must occur before a subsequent injection can take place, and as a result the system is relatively inefficient. More importantly, the level to which these parts of the injector are depressurized between injections may not be consistent. Indeed, the passages between the control valve and the delivery chamber may be left only partially full of fuel between injections. As a result, when a subsequent injection is to take place, the length of time taken to repressurize these parts of the injector may vary leading to difficulties in accurately controlling the operation of the injector, particularly control of injection quantity and timing.
  • a fuel system of the type described hereinbefore further comprising a pressure regulator arranged to hold the fuel pressure in the delivery chamber at a predetermined value when the control valve occupies a position in which communication between the common rail and the delivery chamber is broken.
  • the pressure regulator preferably takes the form of a spring biased non-return valve located, in use, between the control valve and a low pressure drain reservoir.
  • the spring used to bias the non-return valve to a closed position together with the exposed surface area of the valve element of the valve govern the pressure at which the delivery chamber is held between injections.
  • a fuel injector for use in a fuel system comprising a control valve for controlling communication between a source of pressurised fuel and a delivery chamber forming part of the fuel injector, the fuel injector comprising a pressure regulator arranged to hold the fuel pressure in the delivery chamber at a predetermined value when the control valve of the fuel system occupies a position in which communication between the fuel source and the delivery chamber is broken.
  • the fuel system illustrated in the accompanying drawing is intended for use in supplying fuel to a compression ignition internal combustion engine and comprises a common rail 10 arranged to be charged with fuel to a high pressure by an appropriate fuel pump.
  • the common rail 10 is connected through passages 12 (only one of which is shown) to a plurality of fuel injectors 13 (only one of which is shown).
  • Each fuel injector 13 includes a nozzle body 14 provided with a blind bore within which a needle 15 is slidable.
  • the needle 15 and bore together define a delivery chamber 16.
  • the needle 15 is engageable with a seating to control communication between the delivery chamber 16 and a plurality of outlet openings 17 located downstream of the seating.
  • the needle 15 includes thrust surfaces exposed to the fuel pressure within the delivery chamber 16 and orientated such that the application of fuel under high pressure to the delivery chamber 16 applies a force to the needle 15, urging the needle 15 away from its seating.
  • the end of the needle 15 remote from the seating engages a spring abutment member 18 which, in turn, engages an end of a helical compression spring 19, the spring 19 applying a force to the needle 15, urging the needle 15 towards its seating.
  • the delivery chamber 16 communicates through a series of drillings formed in the various parts of the injector which together define a supply passage 20 with a control valve 21, for example taking the form of an electromagnetically actuable valve including a valve member 22 (illustrated diagrammatically in the drawing) which is moveable against the action of a spring 23.
  • the control valve 21 is moveable between a first position (shown in the drawing), in which the supply passage 20 communicates through the control valve 21 with a passage 24, and a second, alternative position in which the common rail 10 communicates through the passage 12 and the control valve 21 with the supply passage 20 to apply fuel under high pressure to the delivery chamber 16.
  • the passage 24 includes a first flow restrictor 25 which limits the rate at which fuel is able to flow along the passage 24, and a pressure regulator 26 which takes the form of a spring biased non-return valve including a valve member 27 biased into engagement with a seating by a helical compression spring 28.
  • the passage 24 further includes a second flow restrictor 29 located downstream of the pressure regulator 26. In practice, one or other of the flow restrictors 25, 29 may be omitted. Downstream of the second flow restrictor 29, the passage 24 communicates with a low pressure drain reservoir 30.
  • the delivery chamber 16 communicates through the supply passage 20 and the control valve 21 with the passage 24.
  • the flow restrictors 25, 29 limit the rate at which fuel is able to escape along the passage 24 from the injector towards the drain reservoir 30.
  • the pressure regulator 26 acts to control the fuel pressure remaining within the delivery chamber 16, holding the fuel pressure within the delivery chamber 16 at a level determined by the spring 28 and the exposed surface area of the valve element 27. The pressure within the delivery chamber 16 is therefore held at a predetermined level which is greater than the fuel pressure within the drain reservoir 30.
  • the fuel pressure within the delivery chamber 16 is insufficient to lift the valve needle 15 away from its seating against the action of the spring 19, thus injection of fuel is not taking place.
  • the control valve 21 When injection of fuel is to commence, the control valve 21 is energized to move the valve member thereof against the action of the spring 23, moving the valve member to its alternative position. In this position, the communication between the supply passage 20 and the passage 24 is broken, and instead the common rail communicates through the passage 12 with the delivery chamber 16. As a result, the delivery chamber 16 is pressurized and a point will be reached beyond which the fuel pressure within the delivery chamber 16 is sufficient to lift the needle 15 away from its seating against the action of the spring 19, thus permitting fuel to flow past the seating to the outlet openings 17. As a result, injection of fuel takes place.
  • control valve 21 is controlled to move the valve member thereof to the position shown, thus breaking the communication between the common rail 10 and the delivery chamber 16, and instead permitting communication between the delivery chamber 16 and the passage 24.
  • fuel is able to flow at a rate governed by the first and second flow restrictors 25, 29 towards the low pressure drain reservoir 30, through the pressure regulator 26.
  • Such flow of fuel reduces the pressure within the delivery chamber 16, and a point will be reached beyond which the fuel pressure within the delivery chamber 16 is insufficient to hold the valve needle 15 away from its seating, and the valve needle 15 will therefore move under the action of the spring 19 into engagement with its seating, terminating the flow of fuel towards the outlet openings 17, and thus terminating injection.
  • the pressure regulator 26 is illustrated as forming part of the fuel injector. It will be appreciated, however, that the pressure regulator could be located elsewhere within the fuel system, for example externally of the injector, the pressure regulator being located between an outlet of the control valve and the low pressure drain reservoir.

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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)
EP99308004A 1998-10-17 1999-10-11 Kraftstoffeinspritzvorrichtung Withdrawn EP0994251A1 (de)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
GB9822653 1998-10-17
GBGB9822653.3A GB9822653D0 (en) 1998-10-17 1998-10-17 Fuel system

Publications (1)

Publication Number Publication Date
EP0994251A1 true EP0994251A1 (de) 2000-04-19

Family

ID=10840735

Family Applications (1)

Application Number Title Priority Date Filing Date
EP99308004A Withdrawn EP0994251A1 (de) 1998-10-17 1999-10-11 Kraftstoffeinspritzvorrichtung

Country Status (2)

Country Link
EP (1) EP0994251A1 (de)
GB (1) GB9822653D0 (de)

Cited By (8)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE10046662A1 (de) * 2000-09-20 2002-04-04 Bosch Gmbh Robert Ventil zum Steuern von Flüssigkeiten mit einer zentralen Leckageableitung
DE10157411A1 (de) * 2001-11-23 2003-06-26 Bosch Gmbh Robert Injektor zur Hochdruckeinspritzung von Kraftstoff
DE10164395A1 (de) * 2001-12-28 2003-07-17 Bosch Gmbh Robert Kraftstoffeinspritzvorrichtung für Brennkraftmaschinen
WO2005001280A1 (de) * 2003-06-21 2005-01-06 Robert Bosch Gmbh Kraftstoffeinspritzanlage mit verringerten druckschwingungen im rücklaufrail
FR2868482A1 (fr) * 2004-03-30 2005-10-07 Bosch Gmbh Robert Injecteur de carburant pour moteur a combustion interne
DE102008014250A1 (de) * 2008-03-13 2009-09-17 Man Diesel Se Kraftstoffversorgungsanlage einer Brennkraftmaschine
DE102008044743A1 (de) * 2008-08-28 2010-03-04 Continental Automotive Gmbh Einspritzventil und Fluidzuführsystem mit Einspritzventil
EP2105604A3 (de) * 2008-03-27 2010-11-17 Volkswagen Ag Kraftstoffeinspritzsystem für eine Brennkraftmaschine

Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE3044254A1 (de) * 1980-11-25 1982-06-24 M.A.N. Maschinenfabrik Augsburg-Nürnberg AG, 8900 Augsburg Brennstoffeinspritzvorrichtung fuer brennkraftmaschinen
GB2136884A (en) * 1983-03-19 1984-09-26 Orange Gmbh Fuel-injection device for an internal-combustion engine
GB2275307A (en) * 1993-02-18 1994-08-24 Bosch Gmbh Robert I.c.engine high pressure distributor fuel injection system
DE19512730C1 (de) * 1995-04-05 1996-08-29 Mtu Friedrichshafen Gmbh Kraftstoffeinspritzanlage für Brennkraftmaschine

Patent Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE3044254A1 (de) * 1980-11-25 1982-06-24 M.A.N. Maschinenfabrik Augsburg-Nürnberg AG, 8900 Augsburg Brennstoffeinspritzvorrichtung fuer brennkraftmaschinen
GB2136884A (en) * 1983-03-19 1984-09-26 Orange Gmbh Fuel-injection device for an internal-combustion engine
GB2275307A (en) * 1993-02-18 1994-08-24 Bosch Gmbh Robert I.c.engine high pressure distributor fuel injection system
DE19512730C1 (de) * 1995-04-05 1996-08-29 Mtu Friedrichshafen Gmbh Kraftstoffeinspritzanlage für Brennkraftmaschine

Cited By (9)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE10046662A1 (de) * 2000-09-20 2002-04-04 Bosch Gmbh Robert Ventil zum Steuern von Flüssigkeiten mit einer zentralen Leckageableitung
DE10046662B4 (de) * 2000-09-20 2004-09-30 Robert Bosch Gmbh Kraftstoffeinspritzventil mit einem Druckhalteventil
DE10157411A1 (de) * 2001-11-23 2003-06-26 Bosch Gmbh Robert Injektor zur Hochdruckeinspritzung von Kraftstoff
DE10164395A1 (de) * 2001-12-28 2003-07-17 Bosch Gmbh Robert Kraftstoffeinspritzvorrichtung für Brennkraftmaschinen
WO2005001280A1 (de) * 2003-06-21 2005-01-06 Robert Bosch Gmbh Kraftstoffeinspritzanlage mit verringerten druckschwingungen im rücklaufrail
FR2868482A1 (fr) * 2004-03-30 2005-10-07 Bosch Gmbh Robert Injecteur de carburant pour moteur a combustion interne
DE102008014250A1 (de) * 2008-03-13 2009-09-17 Man Diesel Se Kraftstoffversorgungsanlage einer Brennkraftmaschine
EP2105604A3 (de) * 2008-03-27 2010-11-17 Volkswagen Ag Kraftstoffeinspritzsystem für eine Brennkraftmaschine
DE102008044743A1 (de) * 2008-08-28 2010-03-04 Continental Automotive Gmbh Einspritzventil und Fluidzuführsystem mit Einspritzventil

Also Published As

Publication number Publication date
GB9822653D0 (en) 1998-12-09

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