CA1085248A - Fuel discharge apparatus for internal combustion engine - Google Patents
Fuel discharge apparatus for internal combustion engineInfo
- Publication number
- CA1085248A CA1085248A CA312,717A CA312717A CA1085248A CA 1085248 A CA1085248 A CA 1085248A CA 312717 A CA312717 A CA 312717A CA 1085248 A CA1085248 A CA 1085248A
- Authority
- CA
- Canada
- Prior art keywords
- fuel
- heating element
- fuel discharge
- valve
- air
- 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
Links
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
- F02M53/00—Fuel-injection apparatus characterised by having heating, cooling or thermally-insulating means
- F02M53/04—Injectors with heating, cooling, or thermally-insulating means
- F02M53/06—Injectors with heating, cooling, or thermally-insulating means with fuel-heating means, e.g. for vaporising
-
- 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
- F02M69/00—Low-pressure fuel-injection apparatus ; Apparatus with both continuous and intermittent injection; Apparatus injecting different types of fuel
- F02M69/04—Injectors peculiar thereto
- F02M69/042—Positioning of injectors with respect to engine, e.g. in the air intake conduit
- F02M69/043—Positioning of injectors with respect to engine, e.g. in the air intake conduit for injecting into the intake conduit upstream of an air throttle valve
-
- 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
- F02M69/00—Low-pressure fuel-injection apparatus ; Apparatus with both continuous and intermittent injection; Apparatus injecting different types of fuel
- F02M69/04—Injectors peculiar thereto
- F02M69/042—Positioning of injectors with respect to engine, e.g. in the air intake conduit
- F02M69/044—Positioning of injectors with respect to engine, e.g. in the air intake conduit for injecting into the intake conduit downstream of an air throttle valve
-
- 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
- F02M69/00—Low-pressure fuel-injection apparatus ; Apparatus with both continuous and intermittent injection; Apparatus injecting different types of fuel
- F02M69/04—Injectors peculiar thereto
- F02M69/047—Injectors peculiar thereto injectors with air chambers, e.g. communicating with atmosphere for aerating the nozzles
-
- 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
- F02M69/00—Low-pressure fuel-injection apparatus ; Apparatus with both continuous and intermittent injection; Apparatus injecting different types of fuel
- F02M69/16—Low-pressure fuel-injection apparatus ; Apparatus with both continuous and intermittent injection; Apparatus injecting different types of fuel characterised by means for metering continuous fuel flow to injectors or means for varying fuel pressure upstream of continuously or intermittently operated injectors
- F02M69/18—Low-pressure fuel-injection apparatus ; Apparatus with both continuous and intermittent injection; Apparatus injecting different types of fuel characterised by means for metering continuous fuel flow to injectors or means for varying fuel pressure upstream of continuously or intermittently operated injectors the means being metering valves throttling fuel passages to injectors or by-pass valves throttling overflow passages, the metering valves being actuated by a device responsive to the engine working parameters, e.g. engine load, speed, temperature or quantity of air
- F02M69/22—Low-pressure fuel-injection apparatus ; Apparatus with both continuous and intermittent injection; Apparatus injecting different types of fuel characterised by means for metering continuous fuel flow to injectors or means for varying fuel pressure upstream of continuously or intermittently operated injectors the means being metering valves throttling fuel passages to injectors or by-pass valves throttling overflow passages, the metering valves being actuated by a device responsive to the engine working parameters, e.g. engine load, speed, temperature or quantity of air the device comprising a member movably mounted in the air intake conduit and displaced according to the quantity of air admitted to the engine
Landscapes
- Engineering & Computer Science (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Mechanical Engineering (AREA)
- General Engineering & Computer Science (AREA)
- Fuel-Injection Apparatus (AREA)
Abstract
ABSTRACT OF THE DISCLOSURE
A fuel discharge apparatus for an internal combustion engine in which fuel in a quantity metered by a fuel metering device is continuously injected into an intake conduit leading to the engine under pressure from a fuel injection valve. An electrically heating element is provided for heating the fuel flowing through a discharge passage extending between the intake conduit and the fuel injection valve. The heating element is formed of a semiconductor ceramic material having a positive temperature coefficient of resistance exhibiting a critical temperature point beyond which the resistance of the heating element is changed abruptly so that the temperature of the heating element is maintained sub-stantially constant independently from variation in the temperature of fuel to be heated.
A fuel discharge apparatus for an internal combustion engine in which fuel in a quantity metered by a fuel metering device is continuously injected into an intake conduit leading to the engine under pressure from a fuel injection valve. An electrically heating element is provided for heating the fuel flowing through a discharge passage extending between the intake conduit and the fuel injection valve. The heating element is formed of a semiconductor ceramic material having a positive temperature coefficient of resistance exhibiting a critical temperature point beyond which the resistance of the heating element is changed abruptly so that the temperature of the heating element is maintained sub-stantially constant independently from variation in the temperature of fuel to be heated.
Description
~35~8 The present invention relates to a fuel dis-charge apparatus for an internal combustion engine of a fuel injection type.
Heretofore, fuel supply apparatus of a carburetor type have been extensively used in gasoline engines in view of the convenience and inexpensiveness. The fuel supply apparatus of the fuel injection type is complicated in structure and expensive as compared with the carburetor type fuel suppIy system. However~ the former is capable of conkrolling precisely the air-fuel ratio of the air-fuel mixture supplied to the engine and tends to be employed incrèasingly in the gasoline engines in view of the requirements imposed by the exhaust gas regulation.
A disadvantage of the fuel discharge apparatus of the fuel injectlon type can be seen in that the fuel particles as injected from the fuel injection valve are of a particle size greater than 150 ~, which means that the fuel is not adequately atomized in the intake conduit.
' 20 This results in an increased content of HC in the exhaust gas as compared with the case of the fuel supply apparatus of the carburetor type. It is well known that such unsatisfactory atomization of fuel will exert adverse influences also to the operation performances of the engine.
i24~3 l As attempts to improve the poor atomization, there have been hitherto proposed various measures such as in;ection of fuel at a high speed by increasing correspondingly the back pressure (valve opening pressure) S ln the injection valve3 adjustment of the injection density of fuel by enlarging the injection angle of the injection valve, pulverization of fuel by mixingly adding air to the fuel discharged from the injection valve and so forth. However, the first attempt encounters a limitation in view of the capability as well as the cost of fuel pump, noise produced by the pump, leakage of fuel from the piping line or various other problems.
For these reasons the valve opening pressure available in the present~day fuel injection valve is in the range of 2 to 5 Kg/cm2 which is apparently lnsufficient for a desirable atomization of fuel. The second proposal also finds a limitation in the implementation thereof in respect to the injecting direction, injecting distance or the like design factors so that at present .it is not yet practically adopted also in view of much poor atomizing capability as compared with that of the first proposal. Finally, the thlrd method requires additional components such as air pump and associated parts.
Of course, negative pressure in the intake conduit may be utilized as the alternative for feeding air to the discharged fuel. However, in the latter case, the air supply for atomization can not be assured over the whole operation range of the engine. ~urther, in the .. . .
~08S24~
1 third method there may arise su~h case that an arrangement will have to be additionally provided for compensating deviation of the air-fuel ratio from the preset value due to the air supply for atomization.
A conventional method which has been heretofore well known for promoting the atomization of fuel resorts to increasing the temperature of fuel. As a typical example of this method, the air-fuel mixture is heated in the intake conduit by utilizing the temperature of the exhaust gas. Further, lt has been also proposed to heat the fuel before being injected by a heater disposed in a fuel supply passage in order to bring to fuel in better condition for atomization. However, ; the former method cannot attain the desirable atomization by itself alone so far as the fuel supply system of the injection type is concerned. Besides, this method is utterly ineffective at or immediately after the starting .
of the engine. In the case of the pre-heating method, - variation in the flow coefficient will be necessarily involved in dependence on the variation in temperature of fuel flowing through the fuel supply passage, as the result of which error in the metering of fuel quantity will be produced to eventually degrade the air-fuel control accuracy of the fuel in;ection system.
SUMMARY OF THE IN~ENTION
An object of the invention is to provide a fuel discharge apparatus for an internal combustion .~
52g~8 engine of a fuel injection type which exhibits an enhanced fuel atomizing capability in a simplified structure and exerts no in-fluence to the metered quantity of fuel to be injected.
In view of the above and other objects which will become apparent as description proceeds, there is proposed accordingly to the present invention a fuel discharge apparatus for an internal combustion engine comprising a source of fuel ; under pressure, a fuel injection valve for injecting fuel into an intake conduit of the engine through a fuel discharge port opened to the intake conduit, a fuel supply passage communicat-ing the fuel source with the fuel injection valve and means disposed in the fuel supply passage for metering the fuel to be supplied from the fuel source to the fuel injection valve, -wherein the fuel injection valve is communicated with the fuel discharge port through a fuel discharge passage and a heating element is disposed in the fuel discharge passage for heating the fuel passing through the fuel discharge passage. The heat-ing element is made of semi-conductor ceramic having a positive temperature coefficient of resistance. The heating element is securely fitted in the inner wall of the fuel discharge passage with the intervention of a sleeve of insulating material and has a central bore axially extending through it and converging toward the fuel discharge port. With such apparatus, the fuel is heated after having been metered so that no influence due to the heating of fuel is exerted to the fuel discharge quantity.
Since a semi-conductor ceramic heating element has such a characteristic that heat generation is decreased due to a rapid increase in the resistance when the temperature of fuel impinging ~ 85Z~8 on the heater element exceeds a critical point specific to the heater element, it is possible to maintain the temperature of the heating element substantially constant solely by the heating element itself without requiring an additional control circuit such as a feedback control loop. Thus, the heating element as well as the associated structure can be implemented in a much simplified arrangement.
Above and other objects of the invention will become more apparent from description of the preferred embodiments of the invention. The description makes reference to the accompany-ing drawings.
BRIEF DESCRIPTION- OF THE DRAWINGS
Fig. 1 is a schematic sectional view showing a general arrangement of the fuel discharge apparatus according to an ,~
; embodiment of the invention;
Fig. 2 is a graph illustrating a resistance versus temperature characteristic of a semi-conductor ceramic element employed as a heater according to an embodiment of the invention;
Fig. 3 is a schematic sectional view showing a general arrangement of another embodiment of the invention; and Fig. 4 shows a modification of the arrangement shown in Fig. 3.
~85;~8 1 DETAILED DESCRIPTION OF THE PR~FERRED EMBODIMENTS
Fig. 1 shows a first embodiment of the fuel discharge apparatus according to the invention as applied to an internal combustion engine of an electronically controlled fuel injection type in which fuel is injected from an injector to a suction or intake port of each cylinder in a quantity determined by a computer, as is well-known in the art. Referring to Fig. 1, numeral 1 denotes a cylinder head formed with an intake port 2 and an inclined bore 4 which is communicated to the intake port 2 at a top portion thereof. A holder 5 of an insulation material is securely fitted into the inclined bore 4 at an upper half portion thereof. The in~ector denoted by the reference numeral 3 is mounted fixedly in the holder 5 with the inJection orifice being directed to the intake port 2. Fitted also into the inclined bore 4 at a lower half portion thereof in an abutting relation to the holder 5 is a sleeve 7 of a thermally and electrically insulating material which is adapted to receive therein fixedly a heating element 6 of a semiconductor ceramic material having a positive tempera-ture coefficiènt (P.T.C.). A plus or positive electrode 8 is attached to the heating element 6 at one end thereof and supplied with a heating current through a conductor wire 9 embedded in the holder 5. Attached to the heating element 6 at the other end is a minus or negative electrode 10 which is connected to the cylinder head 1 through the sleeve 7 and hence grounded to the earth.
... . . .. , . ,., . ,,.,., ., .,,. . , ~
~85Z4g3 1 The inner wall of the heating element 6 defines a fuel discharge passage 11 of an inverted ~rustoconical configuration having a bottom aparture forming a fuel discharge orifice 12.
With the arrangement described above, the heating element 6 is electrically energized simultaneously with the starting of the engine operation and maintained usually at a high temperature in the range of 150 to 200C. From an injection valve (not shown) provided in the forward end portion of the injector 3~ fuel in a metered quantity is divergingly inJected into the ~d1scharge passage 11 defined in the heating element 6 at such an angle that the injected fuel strongly impinges upon the conical inner wall of the heating element 6 and in turn the fuel is discharged through the discharge orifice 12 into the intake port 2. In this manner, the fuel is discharged into the intake port 2 in the heated ; and atomized state to form an air-fuel mixture ~hich is then fed to a combustion chamber 14 through an intake valve 13 in the suction stroke of the engine. It will be apparent that such heating and atomization o~ fuel ..;~
by the heating element 6 will enhance the performance characteristics of the engine and contributes to an improvement of purification of the exhaust gas. In this connection it is to be noted that the heating of fuel is effected after metering so as to produce no error in the metered quantity of fuel.
The heating element 6 exhibits a positive ..
' . , . . ' '. " ' ~"' ', ' . ' . ., ' . . ', , .' ' , ., , "' ''" ', ' ' ' . .' ' ''' ' ' ' ' 1 temperature coefficient characteristic of resistance such as shown in Fig. 2. As can be seen from the graph shown in this figure, when the temperature of fuel imping-ing upon the heating element 6 remains lower than a critical temperature Tc, the resistance of the element 6 is low so that the amount of heat generated by the element 6 and transferred to the fuel will be correspond-ingly high. To the contrary, when the fuel temperature becomes higher than the critical point Tc, the resistance value of the heating element 6 increases abruptly, whereby - the heat generation is reduced correspondingly. In this manner, the fuel is heated constantly to a tempera-ture substantially approximating to the critical point Tc which is inherent to the heating element 6 as actually employed. The ceramic semiconductor element having a positive temperature coe~ficient of resistance used as the heating element 6 is advantageous in that detection of khe fuel temperature as well as the control of heat generation in dependence on the detected temperature can be effected by the heatlng element itself and as a result the electrical circuit associated with the heating element 6 may be extremely simplified so that the heating element itself and hence the heating assembly can be realized in a very compact structure convenient for the mounting in ` 25 place.
Fig. 3 shows another embodiment of the fuel discharge apparatus as applied to a fuel supply apparatus of a fuel inJection type in which fuel supply is controlled , ~8S248 1 in dependence on the intake air flow metered by an air valve disposed in the intake air conduit upstrearn of a throttle valve. As a typical example of such fuel supply system, the apparatus disclosed in the copending Japanese Patent Application Sho-52, 48930 is shown herein for reference. In this fuel supply system, the liquid fuel flows into a first pressure chamber 17 of a fuel differ-ential pressure unit 16 through a fuel metering valve 15 from a fuel supply source maintained at a predeter-10 mined high pressure. From the second pressure chamber '~
17, the fuel is introduced into a swirling chamber 22 formed around a fuel inJect~ion valve 21 in a direction tangential to the circumference of the swirling chamber 22 through a constant differential pressure valve constituted by a diaphragm 18 and a valve seat 19positioned in opposition thereto and through a passage 20. When the fuel pressure in the swirling chamber 22 - attains a predetermined level, the fuel injection valve 21 is caused to open against the force of a spring 23, as the result of which the fuel is injected into the - discharge passage 11 in the swirling'state and hence in;ected to the intake conduit 25 through a discharge port 12 opened downstream of the throttle valve 24.
As described in detail in the specification 'of the above cited Application, the fuel metering valve 15 is op,eratively connected to the air valve 26 disposed in the intake conduit 25 so that the fuel quantity is controlled to be proportional to the intake air quantity _ 9 _ ~l~8524~
l thereby to provide a predetermined air-fuel ratio. In addition, it is possible to correctively modify the air-fuel ratio in dependence on the operating conditions of the engine by corresponding:Ly adjusting the fuel pressure in the second pressure chamber 27 of the constant differential pressure valve 16 by means of a pressure adjusting valve 28 communicated to the second pressure ; chamber 27. Disposed below the lntake conduit 25 is an exhaust conduit 35 in which a flap valve 36 is provided for deflecting exhaust gas flow toward a riser -portion 34 for the heating thereof. As is well-known in the art, the flap valve 36 is automatically controlled by a suitable means such as a bimetal for adjusting the flow rate of the deflected exhaust gas in dependence on the temperature of the engine.
According to the invention, there is provided a heating element 6' held by a sleeve 7 of a thermally and electrically insulating material in the fuel dis-charge passage ll between the fuel injection valve 21 and the fuel discharge port 12. As is in the case of the first embodiment shown in Fig. l, the heating element 6' is made of a ceramic semiconductor material having a positive temperature coefficient of resistance. The heating element 6'~is however formed in a honeycomb configuration having a number of passages extending longitudinally in parallel to one another in order to attain a more effective heating effect, although the heating element 6' may be of the frustoconical shape . , .
-3SZ~8 1 as in the case of the one shown in Fig. 1. Electrical power supply to the heating element 6' may be easily realized in a simple manner on the basis of the teachings illustrated in Fig. 1, although it is not shown in Fig. 3. Additionally, an air supply port 29 is provided which is opened in the fuel discharge passage 11 between the fuel in~ection valve 21 and the heating element 6' and communicated to the intake conduit 25 upstream of the air valve 26 through a passage 31 having an air flow restriction 30, whereby bléed air is supplied continuously to the fuel discharge passage 11 during operation of the engine by pressure difference prevailing upstream of the air valve 26 and downstream of the throttle valve 24.
With the arrangement of the fuel supply system shown in Fig. 3 and described above, the fuel which has .
been metered to provide a predetermined air-fuel ratio by the fuel metering valve 15 interlocked with the air valve 26 is discharged while swirling into the discharge
Heretofore, fuel supply apparatus of a carburetor type have been extensively used in gasoline engines in view of the convenience and inexpensiveness. The fuel supply apparatus of the fuel injection type is complicated in structure and expensive as compared with the carburetor type fuel suppIy system. However~ the former is capable of conkrolling precisely the air-fuel ratio of the air-fuel mixture supplied to the engine and tends to be employed incrèasingly in the gasoline engines in view of the requirements imposed by the exhaust gas regulation.
A disadvantage of the fuel discharge apparatus of the fuel injectlon type can be seen in that the fuel particles as injected from the fuel injection valve are of a particle size greater than 150 ~, which means that the fuel is not adequately atomized in the intake conduit.
' 20 This results in an increased content of HC in the exhaust gas as compared with the case of the fuel supply apparatus of the carburetor type. It is well known that such unsatisfactory atomization of fuel will exert adverse influences also to the operation performances of the engine.
i24~3 l As attempts to improve the poor atomization, there have been hitherto proposed various measures such as in;ection of fuel at a high speed by increasing correspondingly the back pressure (valve opening pressure) S ln the injection valve3 adjustment of the injection density of fuel by enlarging the injection angle of the injection valve, pulverization of fuel by mixingly adding air to the fuel discharged from the injection valve and so forth. However, the first attempt encounters a limitation in view of the capability as well as the cost of fuel pump, noise produced by the pump, leakage of fuel from the piping line or various other problems.
For these reasons the valve opening pressure available in the present~day fuel injection valve is in the range of 2 to 5 Kg/cm2 which is apparently lnsufficient for a desirable atomization of fuel. The second proposal also finds a limitation in the implementation thereof in respect to the injecting direction, injecting distance or the like design factors so that at present .it is not yet practically adopted also in view of much poor atomizing capability as compared with that of the first proposal. Finally, the thlrd method requires additional components such as air pump and associated parts.
Of course, negative pressure in the intake conduit may be utilized as the alternative for feeding air to the discharged fuel. However, in the latter case, the air supply for atomization can not be assured over the whole operation range of the engine. ~urther, in the .. . .
~08S24~
1 third method there may arise su~h case that an arrangement will have to be additionally provided for compensating deviation of the air-fuel ratio from the preset value due to the air supply for atomization.
A conventional method which has been heretofore well known for promoting the atomization of fuel resorts to increasing the temperature of fuel. As a typical example of this method, the air-fuel mixture is heated in the intake conduit by utilizing the temperature of the exhaust gas. Further, lt has been also proposed to heat the fuel before being injected by a heater disposed in a fuel supply passage in order to bring to fuel in better condition for atomization. However, ; the former method cannot attain the desirable atomization by itself alone so far as the fuel supply system of the injection type is concerned. Besides, this method is utterly ineffective at or immediately after the starting .
of the engine. In the case of the pre-heating method, - variation in the flow coefficient will be necessarily involved in dependence on the variation in temperature of fuel flowing through the fuel supply passage, as the result of which error in the metering of fuel quantity will be produced to eventually degrade the air-fuel control accuracy of the fuel in;ection system.
SUMMARY OF THE IN~ENTION
An object of the invention is to provide a fuel discharge apparatus for an internal combustion .~
52g~8 engine of a fuel injection type which exhibits an enhanced fuel atomizing capability in a simplified structure and exerts no in-fluence to the metered quantity of fuel to be injected.
In view of the above and other objects which will become apparent as description proceeds, there is proposed accordingly to the present invention a fuel discharge apparatus for an internal combustion engine comprising a source of fuel ; under pressure, a fuel injection valve for injecting fuel into an intake conduit of the engine through a fuel discharge port opened to the intake conduit, a fuel supply passage communicat-ing the fuel source with the fuel injection valve and means disposed in the fuel supply passage for metering the fuel to be supplied from the fuel source to the fuel injection valve, -wherein the fuel injection valve is communicated with the fuel discharge port through a fuel discharge passage and a heating element is disposed in the fuel discharge passage for heating the fuel passing through the fuel discharge passage. The heat-ing element is made of semi-conductor ceramic having a positive temperature coefficient of resistance. The heating element is securely fitted in the inner wall of the fuel discharge passage with the intervention of a sleeve of insulating material and has a central bore axially extending through it and converging toward the fuel discharge port. With such apparatus, the fuel is heated after having been metered so that no influence due to the heating of fuel is exerted to the fuel discharge quantity.
Since a semi-conductor ceramic heating element has such a characteristic that heat generation is decreased due to a rapid increase in the resistance when the temperature of fuel impinging ~ 85Z~8 on the heater element exceeds a critical point specific to the heater element, it is possible to maintain the temperature of the heating element substantially constant solely by the heating element itself without requiring an additional control circuit such as a feedback control loop. Thus, the heating element as well as the associated structure can be implemented in a much simplified arrangement.
Above and other objects of the invention will become more apparent from description of the preferred embodiments of the invention. The description makes reference to the accompany-ing drawings.
BRIEF DESCRIPTION- OF THE DRAWINGS
Fig. 1 is a schematic sectional view showing a general arrangement of the fuel discharge apparatus according to an ,~
; embodiment of the invention;
Fig. 2 is a graph illustrating a resistance versus temperature characteristic of a semi-conductor ceramic element employed as a heater according to an embodiment of the invention;
Fig. 3 is a schematic sectional view showing a general arrangement of another embodiment of the invention; and Fig. 4 shows a modification of the arrangement shown in Fig. 3.
~85;~8 1 DETAILED DESCRIPTION OF THE PR~FERRED EMBODIMENTS
Fig. 1 shows a first embodiment of the fuel discharge apparatus according to the invention as applied to an internal combustion engine of an electronically controlled fuel injection type in which fuel is injected from an injector to a suction or intake port of each cylinder in a quantity determined by a computer, as is well-known in the art. Referring to Fig. 1, numeral 1 denotes a cylinder head formed with an intake port 2 and an inclined bore 4 which is communicated to the intake port 2 at a top portion thereof. A holder 5 of an insulation material is securely fitted into the inclined bore 4 at an upper half portion thereof. The in~ector denoted by the reference numeral 3 is mounted fixedly in the holder 5 with the inJection orifice being directed to the intake port 2. Fitted also into the inclined bore 4 at a lower half portion thereof in an abutting relation to the holder 5 is a sleeve 7 of a thermally and electrically insulating material which is adapted to receive therein fixedly a heating element 6 of a semiconductor ceramic material having a positive tempera-ture coefficiènt (P.T.C.). A plus or positive electrode 8 is attached to the heating element 6 at one end thereof and supplied with a heating current through a conductor wire 9 embedded in the holder 5. Attached to the heating element 6 at the other end is a minus or negative electrode 10 which is connected to the cylinder head 1 through the sleeve 7 and hence grounded to the earth.
... . . .. , . ,., . ,,.,., ., .,,. . , ~
~85Z4g3 1 The inner wall of the heating element 6 defines a fuel discharge passage 11 of an inverted ~rustoconical configuration having a bottom aparture forming a fuel discharge orifice 12.
With the arrangement described above, the heating element 6 is electrically energized simultaneously with the starting of the engine operation and maintained usually at a high temperature in the range of 150 to 200C. From an injection valve (not shown) provided in the forward end portion of the injector 3~ fuel in a metered quantity is divergingly inJected into the ~d1scharge passage 11 defined in the heating element 6 at such an angle that the injected fuel strongly impinges upon the conical inner wall of the heating element 6 and in turn the fuel is discharged through the discharge orifice 12 into the intake port 2. In this manner, the fuel is discharged into the intake port 2 in the heated ; and atomized state to form an air-fuel mixture ~hich is then fed to a combustion chamber 14 through an intake valve 13 in the suction stroke of the engine. It will be apparent that such heating and atomization o~ fuel ..;~
by the heating element 6 will enhance the performance characteristics of the engine and contributes to an improvement of purification of the exhaust gas. In this connection it is to be noted that the heating of fuel is effected after metering so as to produce no error in the metered quantity of fuel.
The heating element 6 exhibits a positive ..
' . , . . ' '. " ' ~"' ', ' . ' . ., ' . . ', , .' ' , ., , "' ''" ', ' ' ' . .' ' ''' ' ' ' ' 1 temperature coefficient characteristic of resistance such as shown in Fig. 2. As can be seen from the graph shown in this figure, when the temperature of fuel imping-ing upon the heating element 6 remains lower than a critical temperature Tc, the resistance of the element 6 is low so that the amount of heat generated by the element 6 and transferred to the fuel will be correspond-ingly high. To the contrary, when the fuel temperature becomes higher than the critical point Tc, the resistance value of the heating element 6 increases abruptly, whereby - the heat generation is reduced correspondingly. In this manner, the fuel is heated constantly to a tempera-ture substantially approximating to the critical point Tc which is inherent to the heating element 6 as actually employed. The ceramic semiconductor element having a positive temperature coe~ficient of resistance used as the heating element 6 is advantageous in that detection of khe fuel temperature as well as the control of heat generation in dependence on the detected temperature can be effected by the heatlng element itself and as a result the electrical circuit associated with the heating element 6 may be extremely simplified so that the heating element itself and hence the heating assembly can be realized in a very compact structure convenient for the mounting in ` 25 place.
Fig. 3 shows another embodiment of the fuel discharge apparatus as applied to a fuel supply apparatus of a fuel inJection type in which fuel supply is controlled , ~8S248 1 in dependence on the intake air flow metered by an air valve disposed in the intake air conduit upstrearn of a throttle valve. As a typical example of such fuel supply system, the apparatus disclosed in the copending Japanese Patent Application Sho-52, 48930 is shown herein for reference. In this fuel supply system, the liquid fuel flows into a first pressure chamber 17 of a fuel differ-ential pressure unit 16 through a fuel metering valve 15 from a fuel supply source maintained at a predeter-10 mined high pressure. From the second pressure chamber '~
17, the fuel is introduced into a swirling chamber 22 formed around a fuel inJect~ion valve 21 in a direction tangential to the circumference of the swirling chamber 22 through a constant differential pressure valve constituted by a diaphragm 18 and a valve seat 19positioned in opposition thereto and through a passage 20. When the fuel pressure in the swirling chamber 22 - attains a predetermined level, the fuel injection valve 21 is caused to open against the force of a spring 23, as the result of which the fuel is injected into the - discharge passage 11 in the swirling'state and hence in;ected to the intake conduit 25 through a discharge port 12 opened downstream of the throttle valve 24.
As described in detail in the specification 'of the above cited Application, the fuel metering valve 15 is op,eratively connected to the air valve 26 disposed in the intake conduit 25 so that the fuel quantity is controlled to be proportional to the intake air quantity _ 9 _ ~l~8524~
l thereby to provide a predetermined air-fuel ratio. In addition, it is possible to correctively modify the air-fuel ratio in dependence on the operating conditions of the engine by corresponding:Ly adjusting the fuel pressure in the second pressure chamber 27 of the constant differential pressure valve 16 by means of a pressure adjusting valve 28 communicated to the second pressure ; chamber 27. Disposed below the lntake conduit 25 is an exhaust conduit 35 in which a flap valve 36 is provided for deflecting exhaust gas flow toward a riser -portion 34 for the heating thereof. As is well-known in the art, the flap valve 36 is automatically controlled by a suitable means such as a bimetal for adjusting the flow rate of the deflected exhaust gas in dependence on the temperature of the engine.
According to the invention, there is provided a heating element 6' held by a sleeve 7 of a thermally and electrically insulating material in the fuel dis-charge passage ll between the fuel injection valve 21 and the fuel discharge port 12. As is in the case of the first embodiment shown in Fig. l, the heating element 6' is made of a ceramic semiconductor material having a positive temperature coefficient of resistance. The heating element 6'~is however formed in a honeycomb configuration having a number of passages extending longitudinally in parallel to one another in order to attain a more effective heating effect, although the heating element 6' may be of the frustoconical shape . , .
-3SZ~8 1 as in the case of the one shown in Fig. 1. Electrical power supply to the heating element 6' may be easily realized in a simple manner on the basis of the teachings illustrated in Fig. 1, although it is not shown in Fig. 3. Additionally, an air supply port 29 is provided which is opened in the fuel discharge passage 11 between the fuel in~ection valve 21 and the heating element 6' and communicated to the intake conduit 25 upstream of the air valve 26 through a passage 31 having an air flow restriction 30, whereby bléed air is supplied continuously to the fuel discharge passage 11 during operation of the engine by pressure difference prevailing upstream of the air valve 26 and downstream of the throttle valve 24.
With the arrangement of the fuel supply system shown in Fig. 3 and described above, the fuel which has .
been metered to provide a predetermined air-fuel ratio by the fuel metering valve 15 interlocked with the air valve 26 is discharged while swirling into the discharge
- 2.0 passage 11 from the fuel in~ection valve 21 and pulverized through impingement of air fed from the air supply port 29. The fuel thus pulverized is heated and atomized during passing through the heating element 6' and in~ected into the intake conduit 25 from the discharge port 12. Because the heating element 6~ is of.the honey.-comb structure and provides a large contact surface to the pulverized fuel, the heating effect is much enhanced as compared with the heating element 6 of the apparatus ~ 8~Z~8 l shown in Fig. l. On the other hand, since the heating element 6' shown in Fig. 3 is complicated in structure, involving correspondingly increased expenditure, the selection either of the heating elements 6 or 6' has to be made in consideration of many factors such as manu-facturing costs, durability, or other requirements specific to desired applications. In the case of the embodiment illustrated in Fig. 3, there may arise a possibility that atomization of the fuel will become insufficient in the operation range of high load in which a relatively large quantity of fuel is required.
In order to e`vade such disadvantage, the riser heating portion 34 should be additionall~ provided in the intake conduti 25 at the zone where the injected fuel strikes.
On the other hand, in the range of partial load operation, - atomization is promoted by a forceful air bleed to the fuel discharge port ll due to the ~increased air supply through the passage 31. In this manner, a satisfactory atomization can be attained in the whole range of the engine~operation.
~ Fig. 4 shows a modification of the arrangement shown in Fig. 3 which differs from the latter in that the fuel discharge port 12 is opened in a constant depression chamber 32 defined in the intake conduit 25 between the air valve 26 and the throttle valve 24.
Further, it will be noted that the passage 31 for intro-ducing air to the air supply port 29 is communicated to the atmosphere with a view to increasing difference .
- , !; " " " ,~ ",,, , ", ,~ "
~8s~g~
1 in pressure between the air supply port 29 and the air intake port. The heating element 6 of the same structure as the one shown in Fig. 1 is employed although it is -possible to use the heating element of the honeycomb structure such as shown in Fig. 3. Besides, the axis of the fuel discharging port 12 is directed to the supporting shaft 33 of the throttle valve 24. With such arrangement ? in addition to the heating provided by the heatlng element 6, the fuel is caused to impinge onto the throttle valve ?4 in the high load operation range where a relatively high fuel flow rate is required, as the result of which a.so-called secondary atomization of the fuel is promoted in addition to the atomization by the heating element 6~ On the other hand, in a low load operation range where the throttle valve 24 is set at a small opening degree, the secondary atomization of the fuel is promoted through impingement of the fuel upon high speed air flow caused through narrowed gap between the throttle valve 24 and the inner wall of -20 the intake conduit 25.
As is apparent from the foregoing description, a satisfactory atomization can be accomplished even in the fuel supply apparatus of the fuel in~ection type without lossing the essential advantage of the fuel inJeCtiOn, that is the precise control of the air-fuel ratio, by virtue of the heating effected after the metering of the fuel. In this manner, atomization of fuel is improved in the whole operation range of 524~
1 the engine, whereby the inner wall of the intake conduit is prevented from wall flow of gasoline, whereby the air-fuel mixture is made more homogeneous. Thus, the transient response in the engine operation as well as the uniform distribution of fuel among the cylinders are improved with stable combustion being accomplished in a wide range of operation. Further, since the combus-tion even of leaner air-fuel mixture can be assured, the exhaust of~CO in addition to HC can be decreased.
Besides, recirculation of the exhaust gas in a large amount will not degrade the operation performances of the engine, which permits the exhaust of NOx to be reduced.
.
In order to e`vade such disadvantage, the riser heating portion 34 should be additionall~ provided in the intake conduti 25 at the zone where the injected fuel strikes.
On the other hand, in the range of partial load operation, - atomization is promoted by a forceful air bleed to the fuel discharge port ll due to the ~increased air supply through the passage 31. In this manner, a satisfactory atomization can be attained in the whole range of the engine~operation.
~ Fig. 4 shows a modification of the arrangement shown in Fig. 3 which differs from the latter in that the fuel discharge port 12 is opened in a constant depression chamber 32 defined in the intake conduit 25 between the air valve 26 and the throttle valve 24.
Further, it will be noted that the passage 31 for intro-ducing air to the air supply port 29 is communicated to the atmosphere with a view to increasing difference .
- , !; " " " ,~ ",,, , ", ,~ "
~8s~g~
1 in pressure between the air supply port 29 and the air intake port. The heating element 6 of the same structure as the one shown in Fig. 1 is employed although it is -possible to use the heating element of the honeycomb structure such as shown in Fig. 3. Besides, the axis of the fuel discharging port 12 is directed to the supporting shaft 33 of the throttle valve 24. With such arrangement ? in addition to the heating provided by the heatlng element 6, the fuel is caused to impinge onto the throttle valve ?4 in the high load operation range where a relatively high fuel flow rate is required, as the result of which a.so-called secondary atomization of the fuel is promoted in addition to the atomization by the heating element 6~ On the other hand, in a low load operation range where the throttle valve 24 is set at a small opening degree, the secondary atomization of the fuel is promoted through impingement of the fuel upon high speed air flow caused through narrowed gap between the throttle valve 24 and the inner wall of -20 the intake conduit 25.
As is apparent from the foregoing description, a satisfactory atomization can be accomplished even in the fuel supply apparatus of the fuel in~ection type without lossing the essential advantage of the fuel inJeCtiOn, that is the precise control of the air-fuel ratio, by virtue of the heating effected after the metering of the fuel. In this manner, atomization of fuel is improved in the whole operation range of 524~
1 the engine, whereby the inner wall of the intake conduit is prevented from wall flow of gasoline, whereby the air-fuel mixture is made more homogeneous. Thus, the transient response in the engine operation as well as the uniform distribution of fuel among the cylinders are improved with stable combustion being accomplished in a wide range of operation. Further, since the combus-tion even of leaner air-fuel mixture can be assured, the exhaust of~CO in addition to HC can be decreased.
Besides, recirculation of the exhaust gas in a large amount will not degrade the operation performances of the engine, which permits the exhaust of NOx to be reduced.
.
Claims (7)
OR PRIVILEGE IS CLAIMED ARE DEFINED AS FOLLOWS:
1. A fuel discharge apparatus for an internal combustion engine comprising a source of fuel under pressure, a fuel injection valve for injecting fuel into an intake conduit of the engine through a fuel discharge port opened to the intake conduit, a fuel supply passage communicating said fuel source with said fuel injection valve and means disposed in said fuel supply passage for metering the fuel to be supplied from said fuel source to said fuel injection valve, wherein said fuel injection valve is communicated with said fuel discharge port through a fuel discharge passage and a heating element made of semi-conductor ceramic having a positive temperature coefficient of resistance is disposed in said fluid discharge passage for heating the fuel passing through said fuel discharge passage, said heating element being securely fitted in the inner wall of said fuel discharge passage with the intervention of a sleeve of insulating material and wherein said heating element has a central bore axially extending therethrough and converging toward said fuel discharge port.
2. A fuel discharge apparatus as set forth in claim 1, wherein there is provided an injector disposed adjacent to the upstream end of said heating element and having said fuel injection valve and said fuel metering means incorporated therein, said fuel injection valve being arranged to divergingly inject fuel into said bore of said heating element in such a manner that the injected fuel strongly impinges upon the wall of said bore, said fuel metering means being electronically controlled to meter the fuel in a quantity determined by a computer.
3. A fuel discharge apparatus as set forth in claim 1, wherein said heating element is securely fitted in the inner wall of said fuel discharge passage with intervention of a sleeve of insulating material and is formed in a honeycomb structure having a plurality of parallel passages axially extending therethrough.
4. A fuel discharge apparatus as set forth in claim 1, wherein said fuel metering means includes an air valve disposed in said intake conduit upstream of a throttle valve and dis-placed in accordance with the quantity of intake air introduced through the intake conduit into the engine and a fuel metering valve disposed in said fuel supply passage and operatively connected to said air valve for metering the fuel in a quantity in proportion to the quantity of intake air, and said fuel dis-charge port is opened to the intake conduit between said air valve and said throttle valve.
5. A fuel discharge apparatus as set forth in claim 4, wherein said fuel discharge port is directed toward the rotation axis of said throttle valve.
6. A fuel discharge apparatus as set forth in claim 5, wherein an air supply port is opened to said fuel discharge passage between said fuel injection valve and said heating element for mixing air with the fuel injected from said injection valve into said fuel discharge passage.
7. A fuel discharge apparatus as set forth in claim 6, wherein said air supply port is communicated with the atmosphere.
Priority Applications (2)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| US06/026,206 US4242295A (en) | 1978-10-04 | 1979-04-02 | Process for manufacturing flat plastic net |
| US06/155,980 US4294646A (en) | 1978-10-04 | 1980-06-03 | Apparatus for manufacturing flat plastic net |
Applications Claiming Priority (2)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP12018877A JPS5453714A (en) | 1977-10-06 | 1977-10-06 | Internal combustion engine fuel injector |
| JP120188/77 | 1977-10-06 |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CA1085248A true CA1085248A (en) | 1980-09-09 |
Family
ID=14780080
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CA312,717A Expired CA1085248A (en) | 1977-10-06 | 1978-10-05 | Fuel discharge apparatus for internal combustion engine |
Country Status (3)
| Country | Link |
|---|---|
| JP (1) | JPS5453714A (en) |
| CA (1) | CA1085248A (en) |
| DE (1) | DE2843534C2 (en) |
Cited By (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US5685280A (en) * | 1994-11-24 | 1997-11-11 | Robert Bosch Gmbh | Fuel injection device for an internal combustion engine |
| US5694906A (en) * | 1994-12-23 | 1997-12-09 | Robert Bosch Gmbh | Fuel injection system for a combustion engine |
| CN116717345A (en) * | 2023-08-04 | 2023-09-08 | 宁波东恩精密机械有限公司 | Crankcase ventilation device, engine and engineering equipment |
Families Citing this family (23)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| FR2469572A1 (en) * | 1979-11-09 | 1981-05-22 | Ts K Instit | Petrol engine fuel feed - has film distribution on one vaporiser end and heat supply at other end |
| JPS575545A (en) * | 1980-06-13 | 1982-01-12 | Japan Electronic Control Syst Co Ltd | Fuel injection valve |
| DE3307109A1 (en) * | 1982-08-14 | 1984-03-15 | Robert Bosch Gmbh, 7000 Stuttgart | DEVICE FOR INJECTING FUEL INTO COMBUSTION ROOMS, IN PARTICULAR SELF-IGNITION COMBUSTION ENGINES |
| DE3335920A1 (en) * | 1983-10-03 | 1985-04-18 | Robert Bosch Gmbh, 7000 Stuttgart | DEVICE FOR INJECTING FUEL IN THE COMBUSTION ROOM OF INTERNAL COMBUSTION ENGINES |
| DE3414201A1 (en) * | 1984-04-14 | 1985-10-17 | Robert Bosch Gmbh, 7000 Stuttgart | DEVICE FOR INJECTING FUEL IN COMBUSTION ROOMS |
| JPS60243330A (en) * | 1984-05-18 | 1985-12-03 | Hitachi Ltd | Apparatus for controlling quantity of intake air supplied to engine |
| DE3609798A1 (en) | 1985-03-27 | 1986-10-02 | Volkswagen AG, 3180 Wolfsburg | Fuel injection device |
| EP0234052A1 (en) * | 1986-02-20 | 1987-09-02 | Texas Instruments Holland B.V. | Liquid heating device |
| NL8601384A (en) * | 1986-05-29 | 1987-12-16 | Texas Instruments Holland | COMBUSTION ENGINE WITH FUEL INJECTION SYSTEM AND AN INJECTION VALVE INTENDED FOR SUCH AN ENGINE. |
| GB8718391D0 (en) * | 1987-08-04 | 1987-09-09 | Lucas Elect Electron Syst | Fuel injector |
| US5241938A (en) * | 1990-03-14 | 1993-09-07 | Aisan Kogyo Kabushiki Kaisha | Injector with assist air passage for atomizing fuel |
| DE4216384C1 (en) * | 1992-05-18 | 1993-10-21 | Duerrwaechter E Dr Doduco | Device for heating a fuel-air mixture of an internal combustion engine with fuel injection |
| US5401935A (en) * | 1993-05-28 | 1995-03-28 | Heaters Engineering, Inc. | Fuel heating assembly |
| DE19542317A1 (en) * | 1995-11-14 | 1997-05-15 | Bosch Gmbh Robert | Fuel injection device for an internal combustion engine |
| GB9524042D0 (en) * | 1995-11-24 | 1996-01-24 | West Geoffrey W | Fuel injection piston engines |
| DE19629589B4 (en) * | 1996-07-23 | 2007-08-30 | Robert Bosch Gmbh | Fuel injector |
| DE19728816A1 (en) * | 1997-07-05 | 1999-01-07 | Porsche Ag | Device for air-supported fuel injection in suction tube of IC engine |
| DE19843317B4 (en) * | 1998-09-22 | 2009-06-25 | GM Global Technology Operations, Inc., Detroit | Heated injection valve for spark-ignited internal combustion engines |
| US6276347B1 (en) * | 1998-09-25 | 2001-08-21 | Micro Coating Technologies, Inc. | Systems and methods for delivering atomized fluids |
| DE10229904A1 (en) * | 2002-07-03 | 2004-01-15 | Robert Bosch Gmbh | metering |
| DE10340159A1 (en) * | 2003-09-01 | 2005-04-07 | Audi Ag | High pressure fuel injection system as common rail injection system |
| DE102006039973A1 (en) * | 2006-08-25 | 2008-02-28 | Bayerische Motoren Werke Ag | Device and method for providing a fuel-air mixture for an internal combustion engine |
| US7798131B2 (en) | 2007-03-16 | 2010-09-21 | Continental Automotive Systems Us, Inc. | Automotive modular inductive heated injector and system |
Family Cites Families (7)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US1093627A (en) * | 1912-04-10 | 1914-04-21 | Chester F Johnson | Carbureter. |
| US1432214A (en) * | 1918-03-15 | 1922-10-17 | Elmer A Sperry | Fuel injecting and igniting means for oil engines |
| DE1776239C3 (en) * | 1961-02-20 | 1975-04-10 | Loehner, Kurt, Prof. Dr.-Ing., 3300 Braunschweig | Intake manifold fuel injection device for internal combustion engines |
| US3806854A (en) * | 1972-12-05 | 1974-04-23 | Texas Instruments Inc | Control for automotive choke |
| DE2458666C3 (en) * | 1974-12-11 | 1981-07-30 | Andras Subotica Kovacs Oskolas | Control device |
| US3987772A (en) * | 1975-03-10 | 1976-10-26 | Texas Instruments Incorporated | Self-regulating heater |
| DE2548549C3 (en) * | 1975-10-30 | 1978-10-12 | Pierburg Gmbh & Co Kg, 4040 Neuss | Device for manifold injection for internal combustion engines |
-
1977
- 1977-10-06 JP JP12018877A patent/JPS5453714A/en active Pending
-
1978
- 1978-10-05 DE DE19782843534 patent/DE2843534C2/en not_active Expired
- 1978-10-05 CA CA312,717A patent/CA1085248A/en not_active Expired
Cited By (4)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US5685280A (en) * | 1994-11-24 | 1997-11-11 | Robert Bosch Gmbh | Fuel injection device for an internal combustion engine |
| US5694906A (en) * | 1994-12-23 | 1997-12-09 | Robert Bosch Gmbh | Fuel injection system for a combustion engine |
| CN116717345A (en) * | 2023-08-04 | 2023-09-08 | 宁波东恩精密机械有限公司 | Crankcase ventilation device, engine and engineering equipment |
| CN116717345B (en) * | 2023-08-04 | 2023-10-13 | 宁波东恩精密机械有限公司 | Crankcase ventilation device, engine and engineering equipment |
Also Published As
| Publication number | Publication date |
|---|---|
| JPS5453714A (en) | 1979-04-27 |
| DE2843534C2 (en) | 1984-12-13 |
| DE2843534A1 (en) | 1979-04-19 |
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Legal Events
| Date | Code | Title | Description |
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| MKEX | Expiry |