US3815564A - Fuel injection device for internal combustion engines - Google Patents

Fuel injection device for internal combustion engines Download PDF

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Publication number
US3815564A
US3815564A US00231471A US23147172A US3815564A US 3815564 A US3815564 A US 3815564A US 00231471 A US00231471 A US 00231471A US 23147172 A US23147172 A US 23147172A US 3815564 A US3815564 A US 3815564A
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United States
Prior art keywords
engine
fuel injection
pump
internal combustion
driving
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Expired - Lifetime
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US00231471A
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English (en)
Inventor
T Suda
T Akashi
H Dohshita
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Denso Corp
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NipponDenso Co Ltd
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    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D1/00—Controlling fuel-injection pumps, e.g. of high pressure injection type
    • F02D1/16—Adjustment of injection timing
    • F02D1/18—Adjustment of injection timing with non-mechanical means for transmitting control impulse; with amplification of control impulse
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/30—Controlling fuel injection
    • F02D41/38—Controlling fuel injection of the high pressure type
    • F02D41/40—Controlling fuel injection of the high pressure type with means for controlling injection timing or duration
    • F02D41/406—Electrically controlling a diesel injection pump
    • F02D41/407—Electrically controlling a diesel injection pump of the in-line type
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/30—Controlling fuel injection
    • F02D41/38—Controlling fuel injection of the high pressure type
    • F02D41/40—Controlling fuel injection of the high pressure type with means for controlling injection timing or duration
    • F02D41/406—Electrically controlling a diesel injection pump
    • F02D41/408—Electrically controlling a diesel injection pump of the distributing type
    • 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
    • F02M41/08—Fuel-injection apparatus with two or more injectors fed from a common pressure-source sequentially by means of a distributor the distributor and pumping elements being combined
    • F02M41/10—Fuel-injection apparatus with two or more injectors fed from a common pressure-source sequentially by means of a distributor the distributor and pumping elements being combined pump pistons acting as the distributor
    • F02M41/12—Fuel-injection apparatus with two or more injectors fed from a common pressure-source sequentially by means of a distributor the distributor and pumping elements being combined pump pistons acting as the distributor the pistons rotating to act as the distributor
    • F02M41/123—Fuel-injection apparatus with two or more injectors fed from a common pressure-source sequentially by means of a distributor the distributor and pumping elements being combined pump pistons acting as the distributor the pistons rotating to act as the distributor characterised by means for varying fuel delivery or injection timing
    • F02M41/125—Variably-timed valves controlling fuel passages
    • F02M41/126—Variably-timed valves controlling fuel passages valves being mechanically or electrically adjustable sleeves slidably mounted on rotary piston
    • 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
    • F02M41/08—Fuel-injection apparatus with two or more injectors fed from a common pressure-source sequentially by means of a distributor the distributor and pumping elements being combined
    • F02M41/10—Fuel-injection apparatus with two or more injectors fed from a common pressure-source sequentially by means of a distributor the distributor and pumping elements being combined pump pistons acting as the distributor
    • F02M41/12—Fuel-injection apparatus with two or more injectors fed from a common pressure-source sequentially by means of a distributor the distributor and pumping elements being combined pump pistons acting as the distributor the pistons rotating to act as the distributor
    • F02M41/123—Fuel-injection apparatus with two or more injectors fed from a common pressure-source sequentially by means of a distributor the distributor and pumping elements being combined pump pistons acting as the distributor the pistons rotating to act as the distributor characterised by means for varying fuel delivery or injection timing
    • F02M41/128—Varying injection timing by angular adjustment of the face-cam or the rollers support
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/10—Internal combustion engine [ICE] based vehicles
    • Y02T10/40—Engine management systems

Definitions

  • This invention relates to an fuel injection device for internal combustion engines,or more in particular to an apparatus for controlling the time at which the fuel injection pump starts to inject fuel.
  • FIG. 5 is a diagram showing a partial sectional view of a fourth'embodiment of the invention.
  • FIG. 1 With the rotation of a drive shaft l connected to the crank shaft of the engine, a cam shaft 2 of the injection pump rotates through a nut coupling 3. Then an eccentric cam 4 fixed on the cam shaft 2'rotates, which causes the plunger 5 to reciprocate against the force of a coiled spring 6. Fuel in a suction chamber 7 is absorbed into a plunger chamber 8 and, through the path 9, introduced into an injection male, from which it is injected into the combustion chamber of the engine, while the cut off fuel enters the chamber 11.
  • the plunger 5 is rotatedby moving the rack 13 which engageswith the gear 12 provided in the plunger 5, whereby it is possible to change the time a t which the double-flow path' 14 is opened, said path 14 maintaining a local relationship with the slanted control edge 15 in' the plunger 5, so thatthe amount of fuel injected from the'injection nozzle 10 can be increased or,'jde creased.
  • the opposing ends of the drive shaft 1 and the cam shaft 2 respectively, are provided with screws 16 and 17, which are received by the nut 3 for integrally rotating with the drive shaft 1' and the cam shaft 2. when the nut 3 is moved axially, the camshaft 2 rotates with respect to the drive shaft 1.
  • A'worm 18 is fixed on .the'shaft of the servo motor-M and engages with a piece 19.
  • One side of the piece 19 engages with the nut 3 in such a manner that the nut 3 is not prevented from totating but prevented from moving axially with respect to the piece 19.
  • the reference numeral 20 shows a housing.
  • the symbol C shows a controller, which issues an order for rotating the servo motor M.
  • the controller C is provided for-the purposeof accurately discerning the over-all engine conditions detected in the form of electrical signals representing the revolutions N, load L, temperature T and rotational acceleration a and of.
  • the electrical signals'separately detected and representing the engine revolutions N,-load L, temperature T and the acceleration of revolutions a areapplied to the controller C, the output of which rotates the servo motor M.
  • the worm l8 fixedon the servo motor M then rotates, thereby moving in the axial direction the piece 19 engaging with the worm 18. Withthe movement of the piece 19 in the axial direction, the nut 3- moves also in the axial direction while rotating.
  • the drive shaft 1 and the cam shaft 2 rotate in opposed relationship by way ofthe screws 16 and 17 formed thereon, thereby positioning the cam Shaft 2 and hence the cam 4 fixed thereon in a new relationship with respect to the drive shaft 1, setting a new time point of the rise of plunger and thence a new time point at which fuel injection starts.
  • the numeral 30 shows a housing, and 21 an annular roller holder with a channel-shaped section and rotatable with respect to the housing 30.
  • a roller 22 is rotatably arranged on the roller holder 21 by means of a support 23.
  • the peripheral portion of the roller 22 is in contact with the surface of the cam 32 provided on the skirt of the plunger 31 shown in FIG. 3.
  • the plunger 31 rotates, whereby the cam 32 rotates on the roller 22, causing the plunger 31 to reciprocate. Fuel is then sucked in and the injected cut-off fuel is returned to the fuel tank.
  • the reference numeral 24 shows a piston chamber occupying a portion of the housing 30 and which is fitted with the piston 25 slidably in the piston chamber 24.
  • the operating chamber 2 between an end of the piston 25 and an end of the piston chamber 24 is fitted with a compression spring 26.
  • a hydraulicchamber 24b is formed on that side of the piston chamber 24 which isopposite to the side thereof fitted with the compression spring 26.
  • the hydraulic chamber 24b is connected with the oil ducts 27a and 27b.
  • the piston-25 rotates around the pin 28 and is connected with an end of the lever 29, the other end of which is in turn coupled with the roller holder 21.
  • the symbol V shows anelectromagnetic valve which functions to change the cross sectional area of the oil duct 27a
  • the numeral 27b shows a throttle section for the duct 27b.
  • the electromagnetic valve V may be provided only in the duct 27a or both in the ducts 27a and 27b.
  • the throttle is arranged in the oil duct 27a..To the electromagnetic valve V is applied the output of the controller C as explained with reference to the embodiment ofFlG. 1, while electrical signals representing the revolutions N of the engine, load L, temperature T and acceleration of revolutions a are applied to the controller C.
  • Fuel cut off by the oil duct 27a or, 27b may be introduced into the hydraulic chamber 241), or as an alternative another kind of fluid may be introduced to the same by means of a separate
  • the electromagnetic valve V is energized in accordance with the variations in the output of the controller C, whereby the cross sectional area of the oil duct 27a and hence the hydraulic pressure inside the chamber 24b is changed, with the result that the piston 25 moves to the extent that the hydraulic pressure is in equilibrium with the force of the spring 26.
  • the movement of piston 25 causes the lever 29 to rotate around the pin 28, resulting in the roller holder 21 for rotating relatively with respect to the housing 30.
  • the compression spring 26 arranged in the operating chamber 24a in the above-described embodiment may be replaced with fluid as in the hydraulic chamber 24b.
  • the operating chamber 24a like the hydraulic chamber 24b, is fitted with oil ducts and an electromag- 4' netic valve.
  • the controlling factors'to be employed are not limited to those employed in the abovedescribed embodiments including the revolutions of the engine, load, temperature, and acceleration of revolutions. For example, they may be limited to the revolutions and load if there is no need fo taking measures against exhaust gases.
  • the reference numeral 30 shows a pump housing, 33 a cam shaft, and 22 a roller independent of the cam shaft 33 and rotatably supported on the roller holder 21 which is in turn mounted rotatably on the pump housing.
  • the numeral 31 shows a plunger integral with the cam plate 32, so that both the cam plate 3.2 and the plunger 31 rotate integrally with the cam shaft 33.
  • the cam surface of the cam plate 32 is in contact with'the peripheral portion of the roller 22.
  • the numeral 34 shows a slider which is movable in'the direction of the axis of the plunger 31, and with the movement of the slider 34, an opening 311) of the fuel path 31a provided on the plunger 31 may be closed or opened.
  • the numerals 35 and 36 show outlet paths for pressing into a not-shown injection nozzle the fuel sucked into the fuel path 31a and the plunger 38 from the fuel inlet 37. The period during which the fuel is pressed into the rejection nozzle continues, for example, from the time when the outlet path 36 begins to communicate with the notch 31c as shown in the drawing to the time when the opening 31b of the plunger 31 is positioned to its openedstate at the right side of the slider 34.
  • the numeral 39 shows an adjusting pin which is rotatable around the support pin 40 in a plane perpendicular to the paper surface.
  • the roller holder 21 also rotates around the axis of cam shaft 33 in a plane perpendicular to the paper surface.
  • the numeral 24 shows a cylinder formed in the pump housing 30 and fitted with a slidable piston 25.
  • the numeral 41 shows a fuel pump, from which the fuel is supplied through the electromagnetic suction valve 42a to the hydraulic chamber 43 comprised of the cylinder 24 and the piston 25.
  • the electromagnetic valve 42a is interposedbetween the hydraulic chamber 43 and the suction system of the fuel pump 41. Fuel is supplied to the hydraulic chamber 43 through the path 42a by opening the electromagnetic valve 42a.
  • the numeral 42b shows electromagnetic draining valve interposed between the hydraulic chamber 43 and the fuel tank44. When the electromagnetic valve 42b is opened, the fuel in the hydraulic chamber 43 is drained through the path 42b to the fuel tank 44.
  • the numeral 45 shows an engine revolutions detecting gear fixed on the cam shaft 33, and this gear is placed opposed to the electromagnetic pickup fixed on the pump housing 30.
  • the numeral 47 shows an engine revolutions detector which performs not only the engine revolutions detecting operation but differentiation in response to signals from the electromagnetic pickup for deciding whether or not the rotation of the engine is being accelerated.
  • the numeral 48 shows an adjusting lever interlocked with the axle lever in the'drivers compartment and is rotatable in the direction of arrow A or B around the supporting point 49.
  • the numeral 51 shows a position detector, which produces an output proportional to the output of the differential transformer 50;
  • the numeral 52 shows an engine cylinder, 53 a thermistor and 54 a temperature detector for detecting the temperature in thecylinder in the form of voltage variations which result from the variations in the combustion temperature in the cylinder 52.
  • the numeral 55 shows a transmitter to which the outputs of the revolution detector 47, position detector 51 and the temperature detector 54 are applied, and which produces an output for actuating the electromagnetic valves 42a and 42b.
  • An AC waveform detected by the elactromagnetic pickup 101 is shaped by the shaper 102 and applied to the D-A converter-103 where it is transformed into an analog value, thereby producing a voltage V,
  • the engine revolutions W, engine acceleration or deceleration dN/dt, engine combustion chamber temperature T and load X are obtained in the form of output voltages V V V and V, respectively, which are operated inthe operational unit 110 to obtain the output voltages V V V and V representing the above-described control factors re-. spectively; These voltages are applied to the adder 120 where they are added together and then applied to the comparator 130 where the sum V is identified.
  • V being larger than zero
  • a voltage is applied to the electromagnetic suction valve 42a to open the same, whereupon fuel is supplied to the hydraulic chamber 43 thereby advancing the piston 25 in a forward angular direction
  • a voltage is applied to the electromagnetic draining valve 42b to open the same, whereupon the fuel in the hydraulic chamber 43 is drained thereby actuating the piston 25 in such a direction as not to advancethe same in a forward angular direction.
  • the controlling of the injection time in the abovementioned manner permits not only the phase angle to be advanced in order to secure the engine power proportional to the engine revolutions as in the conventional method, but the injection time to be delayed by detecting the high rate of engine acceleration in order to reduce the'noise of engine combustion and control undesirable exhaust which results from the increase in combustion temperature. Further, by detecting the engine load and delaying the injection time under partial load condition, it is possible to reduce combustion noise. Also, when the combustion temperature is abnormally high, undesirable exhaust can be reduced by delaying the injection time. Thus it is possible to obtain an automatic injection time regulator which makes possible fuel to be injected in the most appropriate timing taking into consideration the engine output, noise and exhaust.
  • a single electromagnetic valve may be employed as shown in F IG. 2.
  • the servo motor M may be used for the mechanical operation thereof as shown in FIG. 5.
  • the electromagnetic valves may be replaced by such a control element as a servo valve.
  • a fuel injection device for an internal combustion engine having a pump means for injecting high pressure fuel into each engine cylinder, a pump driving means connected with said engine for driving said pump means by said engine and a connecting means provided between said pump means and said pump driving means for connecting said pump means with said pump driving means to be able to change the relative position of the pump driving shaft to the engine crank shaft so as to change the fuel injection timing of said pump means comprising:
  • detectormeans installed in said engine for detecting I at least three engine parameters including the number of revolutions of the engine, the actual combustion temperature in the cylinder and the acceleration of the engine as measured by the rate of change of engine revolutions with time and for producing electrical signals representing said engine parameters;
  • controller coupled with said detector means for performing logical operations on the output signal of said detector means and for producing an output signal when the total value of said engine parameters meets a predetermined value
  • 'means comprises a first'screw formed at one end of said pump driving shaft, a second screw formed at one end of a drive shaft connected with said engine crank shaft, a nut engaged with said first and second screws for changing the relative position of said pump driving shaft to said drive shaft by the axial movement thereof, a piece engaged with said nut and providedwith teeth on one side thereof for driving said nut axially, a worm engaged with said teeth for driving said piece axially, and an electric motor connected with said controller for driving said worm in'responseto the output signal of said controller.
  • a fuel device for an internal combustion engine as defined in claim I wherein said pump means is a distributor type; said connecting means has at least a rotatable roller holder for changing the fuel injection timing; and said driving means comprises a piston biased by a spring and connected with said roller holder, and an electric motorwhose shaft is connected with said piston for driving said piston in response to the output signal of said controller.
  • a fuel injection device for an internal combustion engine as defined in claim 1 wherein said pump means is a distributor type; said connecting means has at least a rotatable roller holder for changing the fuel injection timing; and said driving means comprises a piston biased by a spring and connected with said roller holder, a fluid chamber formed on one side of said piston and connected with a suction passage and a drain passage for moving said piston by the fluid therein, and an electromagnetic valve installed at either of said pipes for transferring the fluid in said fluid chamber in response to the output signal of said controller.
  • a fuel injection device for an internal combustion engine as defined in claim 1 wherein said detector means further detects engine load and produces an electrical signal representing the engine load.
  • a fuel injection device for an internal combustion engine as defined in claim 3 wherein said detector further detects engine load and produces an electrical signal representingthe engine load.
  • a fuel injection device for an internal combustion engine as defined in claim 4 wherein said detector further detects engine load and produces an electrical signal representing the engine load.
  • a fuel injection device for an internal combustion engine as defined in claim 5 wherein said detector further detects engine load and produces an electrical signal representing the engine load.

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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)
US00231471A 1971-03-06 1972-03-03 Fuel injection device for internal combustion engines Expired - Lifetime US3815564A (en)

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
JP1194171A JPS5339528B1 (ja) 1971-03-06 1971-03-06

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US3978837A (en) * 1973-12-14 1976-09-07 U.S. Philips Corporation Device for automatic speed control of a diesel engine
US4033310A (en) * 1972-10-04 1977-07-05 C.A.V. Limited Fuel pumping apparatus with timing correction means
US4141324A (en) * 1976-10-18 1979-02-27 United States Of America Low emission internal combustion engine
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US4168690A (en) * 1976-10-02 1979-09-25 Robert Bosch Gmbh Fuel injection system having timing piston responsive to load dependent pressure signal
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US5188075A (en) * 1991-08-13 1993-02-23 Robert Bosch Gmbh Fuel injection pump for internal combustion engines
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US5713335A (en) * 1995-09-12 1998-02-03 Cummins Engine Company, Inc. Variable injection timing and injection pressure control arrangement
US6604508B2 (en) * 2001-09-04 2003-08-12 Caterpillar Inc Volume reducer for pressurizing engine hydraulic system
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US20140039780A1 (en) * 2012-08-03 2014-02-06 Ford Global Technologies, Llc Internal combustion engine with direct injection and reduced particulate emissions

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JPS58186165U (ja) * 1982-06-04 1983-12-10 日産自動車株式会社 分配型燃料噴射ポンプ
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FR2417642A1 (fr) * 1978-02-20 1979-09-14 List Hans Moteur a injection de carburant, notamment moteur diesel avec installation de reglage de l'instant d'injection
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Also Published As

Publication number Publication date
DE2210400B2 (de) 1974-03-07
DE2210400A1 (de) 1972-09-21
DE2210400C3 (de) 1974-10-03
JPS5339528B1 (ja) 1978-10-21

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