CN100356058C - Fuel injection system - Google Patents
Fuel injection system Download PDFInfo
- Publication number
- CN100356058C CN100356058C CNB038029324A CN03802932A CN100356058C CN 100356058 C CN100356058 C CN 100356058C CN B038029324 A CNB038029324 A CN B038029324A CN 03802932 A CN03802932 A CN 03802932A CN 100356058 C CN100356058 C CN 100356058C
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- Prior art keywords
- common rail
- plunger cavity
- nozzle
- pressure
- rail
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- 239000007924 injection Substances 0.000 title claims abstract description 72
- 238000002347 injection Methods 0.000 title claims abstract description 72
- 239000000446 fuel Substances 0.000 title claims abstract description 53
- 238000002485 combustion reaction Methods 0.000 claims abstract description 4
- 239000003921 oil Substances 0.000 claims description 22
- 239000000295 fuel oil Substances 0.000 claims description 13
- 238000002955 isolation Methods 0.000 claims description 8
- 238000006073 displacement reaction Methods 0.000 claims description 7
- 239000002828 fuel tank Substances 0.000 claims description 5
- 230000005611 electricity Effects 0.000 claims 1
- 230000008676 import Effects 0.000 claims 1
- 230000001105 regulatory effect Effects 0.000 abstract 1
- 239000007921 spray Substances 0.000 description 12
- 238000005507 spraying Methods 0.000 description 11
- 238000005086 pumping Methods 0.000 description 10
- 230000008901 benefit Effects 0.000 description 9
- 230000006870 function Effects 0.000 description 4
- 230000010355 oscillation Effects 0.000 description 4
- 230000005540 biological transmission Effects 0.000 description 3
- 238000005336 cracking Methods 0.000 description 2
- 230000002349 favourable effect Effects 0.000 description 2
- 230000036316 preload Effects 0.000 description 2
- 230000015572 biosynthetic process Effects 0.000 description 1
- 230000006835 compression Effects 0.000 description 1
- 238000007906 compression Methods 0.000 description 1
- 230000001143 conditioned effect Effects 0.000 description 1
- 238000004033 diameter control Methods 0.000 description 1
- 230000008030 elimination Effects 0.000 description 1
- 238000003379 elimination reaction Methods 0.000 description 1
- 230000033001 locomotion Effects 0.000 description 1
- 238000005259 measurement Methods 0.000 description 1
- 230000007246 mechanism Effects 0.000 description 1
- 238000000034 method Methods 0.000 description 1
- 230000004048 modification Effects 0.000 description 1
- 238000012986 modification Methods 0.000 description 1
- 230000008450 motivation Effects 0.000 description 1
- 238000006386 neutralization reaction Methods 0.000 description 1
- 230000003071 parasitic effect Effects 0.000 description 1
- 230000001681 protective effect Effects 0.000 description 1
- 230000004044 response Effects 0.000 description 1
- 230000003068 static effect Effects 0.000 description 1
Images
Classifications
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- 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
- F02M63/02—Fuel-injection apparatus having several injectors fed by a common pumping element, or having several pumping elements feeding a common injector; Fuel-injection apparatus having provisions for cutting-out pumps, pumping elements, or injectors; Fuel-injection apparatus having provisions for variably interconnecting pumping elements and injectors alternatively
- F02M63/0225—Fuel-injection apparatus having a common rail feeding several injectors ; Means for varying pressure in common rails; Pumps feeding common rails
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- 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
- F02M47/00—Fuel-injection apparatus operated cyclically with fuel-injection valves actuated by fluid pressure
- F02M47/02—Fuel-injection apparatus operated cyclically with fuel-injection valves actuated by fluid pressure of accumulator-injector type, i.e. having fuel pressure of accumulator tending to open, and fuel pressure in other chamber tending to close, injection valves and having means for periodically releasing that closing pressure
- F02M47/027—Electrically actuated valves draining the chamber to release the closing pressure
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- 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
- F02M51/00—Fuel-injection apparatus characterised by being operated electrically
- F02M51/06—Injectors peculiar thereto with means directly operating the valve needle
- F02M51/0603—Injectors peculiar thereto with means directly operating the valve needle using piezoelectric or magnetostrictive operating means
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- 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
- F02M57/00—Fuel-injectors combined or associated with other devices
- F02M57/02—Injectors structurally combined with fuel-injection pumps
- F02M57/022—Injectors structurally combined with fuel-injection pumps characterised by the pump drive
- F02M57/023—Injectors structurally combined with fuel-injection pumps characterised by the pump drive mechanical
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- 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
Abstract
A fuel injection system for an internal combustion engine comprises a nozzle (2) with an inlet and a cam-driven plunger (5) forming a plunger chamber (7) which is connected to the inlet of the nozzle. The injection sysstem also comprises a common rail (10) for fuel and a control valve (9) installed between the plunger chamber (7) and the common rail (10), wherein the control valve is able to open or close hydraulic communication between the plunger chamber and the common rail upon receiving an electrical control command. An electrically actuated nozzle control valve (21) is used for opening and closing of the nozzle (2). The system also comprises a means (11) for pressurizing the common rail and regulating pressure of the fuel in the common rail (10).
Description
Technical field
The present invention relates to be used for injecting fuel into the device of internal-combustion engine, particularly compression ignition engine.
Background technique
The prevailing device that fuel injection is advanced modern diesel engine can be divided into two kinds of kinds that function is different: mechanical actuation system and common rail system.Major part is used for electronic control unit injector/unit pump system that the high-power diesel engine application machine of commerial vehicle is actuated.Light duty diesel engine market is captured by the fuel injection system (FIE) or the so-called high pressure co-rail system of pump to the pipeline type mechanical actuation of nozzle.
Mechanical actuation formula unit injector/unit pump that several types is arranged, they can both produce very high jet pressure with good relatively hydraulic/mechanical efficiency, and this is that they are better than one of most important advantage of common rail system.Another significant advantage is better durability, depresses because its element is exposed to the maximum oil that requires to be used to spray continuously, so the durability of high pressure co-rail system is more far short of what is expected than mechanical actuation system.It is that they realize the capability that good Spraying rate improves during single injection event that the unit injection systems of mechanical actuation also has an important advantage.High pressure co-rail system can not easily provide this spray characteristic, when their intrinsic square-shaped injection trace pattern become when desirable in some engine operation point, the modern unit injector with direct nozzle control valve can form injection curve in this mode equally.This offers the better flexibility of described unit injector system on the Spraying rate curve shape.
On the other hand, high pressure co-rail system has the advantage that some is better than mechanical actuation formula ejecting system.Wherein the most important thing is restricted hardly injection timing flexibility and realize multiple injection easily for the commerial vehicle motor.This performance of fuel injection system is for introducing various types of diesel exhaust gas after-treatment devices and being very important in the progress of the alternative combustion of similar HCCT.The mechanical actuation system may limit the ability of the requirement of injection timing that they satisfy multiple injection and oil spout greatly for the dependence of the cam of a driven pump plunger.Another advantage that high pressure co-rail system is better than the mechanically integral ejecting system may be to have lower parasitic driving power loss when operation under low-down engine load and idling.In this case, high pressure co-rail system also can have better fuel delivery precision than the mechanical actuation unit injection systems with big plunger diameter.At last, the unit injection systems of mechanical actuation can be the source of the excessive mechanicalness noise that produced with actuating system by FIE self and power transmission system transmitting torque.This excessive noise is tangible especially under engine idle.The work of high pressure co-rail system is not all to increase total engine noise significantly at any operating point.
Subject matter
Theme of the present invention is a kind of new-type mechanically integral ejecting system with common rail function.The objective of the invention is to make mechanical injection actuation and altogether the rail principle allowing to utilize them selectively to be used under the situation of advantage separately, and may influence unfriendly in their shortcomings separately under other situation of engine performance and selectively stopped using.
The prior art comment
The U. S. Patent 6247450B1 of Jiang application discloses a kind of system that is made of the mechanical actuation unit injector with a control valve and a common rail.In this system, common rail pressure is conditioned under reduced levels and fuel oil can be fed in the unit injector by a measuring hole under this pressure, this measuring hole is opened at certain advanced position of the plunger of unit injector, and closes at other plunger position.The variation of common rail pressure and measuring hole open the amount of fuel that the endurance determines to charge into plunger cavity.During the pumping stroke of plunger, measuring hole is closed, and fuel oil is pressurized in plunger cavity, and this plunger cavity is formed the jet pressure of suitable dimensions to allow to reach required.Plunger cavity is connected to the inlet of traditional spring shut-off nozzle via a control valve.When reaching desired stress level, control valve can be opened and spray supercharging fuel be sent to nozzle and begin.For end injection, this valve cuts out, so nozzle is closed by return spring.
This system relies on plunger that flexibility on the injection timing is provided, this plunger at the maximum lift place static and remain on pumping stroke during the pressure that generates.Because measuring hole is closed, so during most of retract stroke and pumping stroke of plunger, fuel injection may not take place.Obviously, except when plunger is near maximum lift the time, system is not designed to what its time injection in office, because the spring that even control valve was opened during the fuel metering stage and common rail pressure is set at nozzle is opened on the pressure, the pressure that passes measuring hole falls also and will stop injection, and it is that the fuel metering function of realization system is necessary that this pressure falls.
Except restricted injection timing scope, the system of U. S. Patent 6247450 has other a large amount of shortcomings, i.e. the unfavorable shape of Spraying rate curve at injection beginning and when finishing, restricted jet pressure scope or the like.
Other FIE that may be considered to the prior art relevant with the present invention is introduced market, is called as the system of pressure/time measurement unit injection by comings company.The example of this system can be found in U. S. Patent 3544008,4092964 and 5445323.Such system comprises the common rail feed unit oil sprayer of a pressurized fuel.Yet the function of rail is not directly fuel to be sprayed the motivation of setting out altogether, but helps fuel metering to supply to plunger cavity, and the fuel of metering is discharged by nozzle during the pumping stroke of plunger.Thereby this system has limited injection timing scope, and need application machine actuate when each injection expires.
Summary of the invention
Primary and foremost purpose of the present invention provides a kind of fuel injection system, it make mechanical injection actuation and altogether the rail principle allowing to utilize them selectively to be used under the situation of advantage separately, and selectively stopped using in other cases to avoid their shortcomings separately.
Of the present invention one more specifically purpose provide a kind of fuel injection system, compare with known mechanical actuation ejecting system, its possible injection timing scope is strengthened, and can take place at any some place in engine revolution so that spray; Compare with the feasible jet pressure scope of known high pressure co-rail system, its possible jet pressure scope is strengthened; And has a formation ability of the Spraying rate of raising.This system allows to use separately under idling and low-load and is total to the rail working principle to reduce engine noise, and allow to need the using mechanical actuation principle under the situation of high injection pressure separately, thereby make system common rail part design since low relatively maximum rail pressure become relatively simply with durable.Use two kinds of working principles by selecting suitable control valve energising timing, the Spraying rate curve shape of other type that may have except known mechanical actuated unit injector and common rail system, for example spray behind square or triangle Spraying rate curve, pilot injection, the high pressure and postpone the back and spray, this system can realize that so-called " footwear " shape is sprayed.
Another specific purposes of the present invention provide a kind of fuel injection system, except above-mentioned feature, it inherently protective system make it avoid overvoltage.
Description of drawings
Fig. 1 to 9 is sketches of various mode of executions of the present invention.
Embodiment
According to the first embodiment of the invention shown in Fig. 1, a fuel injector 1 is provided, it combines a traditional nozzle of closing usually 2 and an electric operative nozzles control valve (NCV) 3; A mechanical actuation device 4 that is used for supercharging fuel, it comprises a cam-actuated plunger that has cam 6 and a plunger cavity 75, a return spring 8 and an electric operating valve 9; Usually serve the common rail 10 of one group of described fuel injector and the mechanical actuation device (not shown) in the motor for one, one is used for pressure boosting common rail and regulates the device 11 of the pressure of rail altogether under desired level; Return line 12 and a fuel tank 13 with lower pressure.The control of ECU (Electrical Control Unit) (not shown) is the pressure in the rail 10 and valve 3 and 9 controlled altogether.
Fuel injection system is worked as follows: the fuel pressure in being total to rail 10 is maintained at certain constant level, and this level is set according to the requirement of the specific run situation of motor., spray when not needing very high jet pressure for running on idling or being in the motor of low relatively loading point when for example, control valve 9 stays open in whole engine cycles always.During the pumping stroke of plunger 5, fuel oil is expelled back into common rail by control valve 9, so that does not almost have the increase of pressure in plunger cavity 7, and correspondingly, how many torsional oscillations the engine-driven gearing of drive plunger is not subjected to.In order to begin to spray, NCV3 opens, and the pressure in the control chamber 17 descends and makes control piston 16 and spool 15 rise and open nozzle.Then, fuel oil is the nozzle ejection by opening under common rail pressure, closes once more up to NCV.Along with closing of NCV, the pressure in the control chamber 17 goes back up to the level of common rail pressure, and by control piston 16 shut-off nozzles that spring 14 is assisted, this mode of operation also is called common board pattern or CR pattern.Should understand, CR mode of operation for work, difference between the pressure in rail 10 and the return line 12 should be greater than the spring cracking pressure of nozzle 2 altogether, and as known in the art, described spring cracking pressure is determined by the preload of spring 14 and the size of the difference area of the spool 15 of closing.
By the elimination torsional oscillation with by the quick release of the transmission device of torsional oscillation, the CR mode of operation makes the mechanicalness noise that reduces ejecting system become possibility, described actuator drives mechanical actuation device, mechanicalness noise are the particularly characteristics of unit injector of mechanical actuation FIE.The utilizability of common rail pressure is also considered the fuel injection at any some place of engine cycles.Limiting about the design maximum that is total to working pressure in the rail is the half-way house that two aspects are considered, being other parameter of cost, working life and restriction pressure maximum on the one hand, is the benefit that flexibility, the noise of for example injection timing reduces to improve with other engine characteristics on the other hand.Thereby the maximum service pressure that typically is total in the rail can be between 200 to 600 crust.
When the jet pressure of having relatively high expectations, control valve 9 temporary close during the pumping stroke of plunger 5, this makes in the plunger cavity 7, the pressure of the ingress of input throttling element 18 places and nozzle 2 increases.When reaching the pressure of certain hope, NCV opens, and sprays as described above to take place.The end of spraying is depended on and is closed NCV and the relative timing of opening control valve 9.The sequence of operation of this mode of operation and electric-controlled mechanical actuated unit injector well known in the prior art is similar, and is called as the EUI mode of operation.By using the EUI mode of operation, the present invention can realize very high jet pressure, and high injection pressure is the known unit injector and the characteristics of unit pump system.Simultaneously, because the pent control valve 9 of high pressure remains to relatively little volume, so the present invention does not have the shortcoming of the high pressure co-rail system of very high pressure in being total to rail and other volume.In fact, common rail pressure may be eased down to a low-down level during the EUI mode of operation, and the only reliable filling of sufficient to guarantee plunger cavity 7 during the plunger retract stroke of this level is typically between 4 to 6 crust.
In the another embodiment of the invention shown in Fig. 2, except one-way valve 20 be installed in the inlet of nozzle 2 and altogether between the rail 10 and its input end be connected to the common rail, system is designed in the same way.Valve 20 plunger 5 return or retract stroke during open, reduce plunger cavity 7 and altogether the pressure between the rail fall.Lacking valve 20, may to cause being used in the ingress of nozzle 2 pressure of CR jet mode too low so that can not work, thereby valve 20 is used to make during the retract stroke of plunger spray and is taken place.Another program is that it allows to use the control valve 9 with less circulation area, the response time that can improve control valve again, reduces its size, reduces power consumption or the like.
When the spool of having relatively high expectations opened and closed speed, the principle of above-mentioned control spool 15 motions may be unsuitable, can overcome this point by using three-way valve and suitably changing hydraulic pipe line.Fig. 3 and 4 expression another embodiment of the invention, one of them threeway needle-valve 3 is installed between plunger cavity 7 and the control chamber 17.Control chamber only is connected with NCV, and NCV can selectively be connected to control chamber 17 pressure source (as shown in FIG.) or have the return line 12 of low-pressure.The opening of NCV makes control chamber to the connection closed of pressure source and open return line and connect, so that fuel oil energy discharges fast, makes comparatively fast opening of spool become possibility.The closing of NCV disconnects being connected of control chamber 17 and return line and control chamber 17 reconnected to pressure source, and this is shut-off nozzle quickly also.
Identical with the mode of execution shown in Fig. 2, as shown in Figure 4, one-way valve 20 can be used for enlarging system possible injection timing scope and reduce the essential circulation area of maximum of control valve 9, wherein one-way valve 20 is connected to common rail and is connected to nozzle 2 by its outlet by its inlet.
Another mode of execution shown in Fig. 5 is at plunger cavity 7 and combine three a/three-way control valve 9 between the rail 10 altogether.Control valve 9 can selectively be connected to plunger cavity 7 common rail or be connected to return line 12, or makes plunger cavity and their both isolation.Other design identical with shown in Fig. 3.According to the mode of execution configuration advantage of the present invention of Fig. 5 is that so-called injection " is overflowed end (spill end) " and can be used in the place of needs.
Thereby by opening NCV from control chamber 17 release pressures, this makes nozzle 2 open again, so the CR mode of operation is implemented.Between the injection period of CR pattern, as shown in Figure 5, fuel oil is fed to nozzle from being total to rail by the control valve of opening 9.This position of valve 9 is called as primary importance.Closing NCV raises and the final plant closure nozzle pressure in the control chamber 17.Any fuel oil of being discharged by plunger 5 during pumping forms is all got back to common rail by valve 9, and this prevents to produce significant extra pressure in system, thereby eliminates the release of torsional oscillation and plunger actuation mechanism effectively.
In the EUI mode of operation, control valve 9 switches to the second place from primary importance during the pumping stroke of plunger 5.In the second place, valve 9 is isolated plunger cavity 7 from being total to rail and return line.Pressure in the system raises then, and when reaching desirable stress level, NCV opens and makes spool 15 open nozzle as described above.Give birth to fuel injection in the elevated pressure that plunger produces.For end injection, several selections are effective.Typically, NCV closes and makes control chamber 17 repressurizes.Finish if wish the back pressure of spraying, control valve 9 can keep closing a period of time in the second place so, and this time equals nozzle and closes the endurance, or switches back primary importance.Then, close under the high pressure of nozzle in control chamber 17, this will help return spring 14 shut-off nozzle quickly.If that wish to spray overflows end, control valve 9 switches to the 3rd position so, with plunger cavity 7 be connected to return line 12 and with plunger cavity 7 together rail isolate.In this way, nozzle is closed by return spring 14, and the oil pressure in the nozzle is very low simultaneously.
If overflowing of use spraying simultaneously finished and the back pressure end is favourable, NCV can be directly connected to common rail so, as shown in Figure 6.For end injection, NCV is switched to a position, in this position, the connection between its closing control chamber 17 and the return line 12 and with control chamber together rail couple together.Control valve 9 is switched to the 3rd position with the pressure in release plunger cavity and the nozzle, and shut-off nozzle under the synergy of the pressure of spool 15 in return spring 14 and control chamber 17.In this mode of execution of the present invention, can use a weak relatively nozzle return spring 14, this can make lower minimum common rail pressure set becomes possibility, and this pressure is set can be used to the CR mode of operation.
In order to reduce the complexity of the ejecting system shown in Fig. 5 and 6, as shown in Fig. 7 and 8, can use one two logical nozzle control valve to replace three-way valve.Sequence of operation with system shown in Fig. 5 and 6 is consistent respectively according to the sequence of operation of Fig. 7 and 8 system, is described in design that two logical NCV arrange and the previous section that acts on this part.
Embodiments of the present invention shown in Fig. 6 and 8 may be favourable, make it avoid overvoltage because they make better protection to system inherently.This is that in the many prior aries designs of other mode of execution of the present invention (Fig. 1-5,7) neutralization, the inlet of control chamber 17 is connected to plunger cavity 7 because the inlet of control chamber 17 is connected to common rail (directly or via NCV) rather than is connected to plunger cavity 7.Inlet at these control chambers 17 is connected in the system of plunger cavity 7, because being increased in nozzle and the control chamber 17, pressure takes place simultaneously, pressure can not be opened nozzle, so when NCV opens when breaking down, be left to the pressure that produces without any overflow channel during the pumping stroke of plunger, this may cause the serious mechanical failure of FIE and motor.As shown in Fig. 6 and 8, control chamber 17 is connected to common rail the pressure maximum that can realize in the oil sprayer of shut-off nozzle has been stipulated a hardware constraints, this pressure limit determines that by the preload of return spring 14, the diameter of control piston 16 and the pressure that is total in the rail 10 pressure in the rail 10 can easily be limited by safety valve again altogether.
The hardware constraints principle of this pressure maximum can be used in above-mentioned any other mode of execution of the present invention.In Fig. 9 a, b, provided such example.
Another mode of execution of the present invention shown in Figure 10 combines the nozzle control valve 21 of an electric actuation, and it directly controls the position of the spool 15 of nozzle 2.Spool 15 can be mechanically connected to the removable armature 22 of NCV3.In this embodiment, CR and/or EUI mode of operation and their combination realize in as hereinbefore mode.The nozzle control valve 21 of electric actuation can be solenoid actuated or preferably piezoelectric actuated, to realize the control fast and accurately of spool 15 positions.
The all mode of executions of the present invention described here can form the Spraying rate curve shape of course of injection in several modes.By suitably postponing the timing of opening of NCV3 with respect to closing of control valve 9, variable needle opening pressure (NOP) is implemented during the EUI mode of operation.For the modification shown in Fig. 6,8 and 9,, can set very high maximum NOP by using the diameter control piston 16 bigger than the diameter of spool 15.Select higher NOP to provide more approaching foursquare Spraying rate curve, lower NOP will raise gradually at injection period chien shih pressure, and curve will have leg-of-mutton shape.
(split injection) sprayed in for example pilot injection of known multiple injection, shunting and the back injection is possible for EUI and CR fuel injection system, and the various combination of this multiple injection also can be realized by the present invention.In addition, the present invention sprays the shoe-shaped with variable stress level and variable endurance in footwear stage becomes possibility.In order to realize this jet graphics, along with NCV opened before the pumping stroke of plunger begins, CR and EUI mode of operation can both be used in the single injection event circulation.
The device 11 that is used for pressure boosting common rail 10 and adjusting fuel pressure can be in conjunction with a fixed displacement pump and a pressure regulator, and pressure regulator is a controllable safety valve in essence.Pump delivery is so selected, and promptly the maximum demand pressure among the CR can be realized under any engine condition.When one of needs than specified conditions under during the lower pressure of attainable pressure, safety valve turns back to fuel tank with the fuel oil of surplus from delivery side of pump.Another kind of scheme is, can use a variation displacement pump so that can regulate the output of pump under any operating conditions, and to keep the CR pressure of needs under situation about not opening the safety-valve, safety valve plays a safety relief valve in this system.The use that changes displacement pump can reduce power loss, but this pump is more expensive more than fixed displacement pump usually.Can use the device 11 of other structure in the present invention, for example by the fixed displacement pump of motor by the actuator drives of a variable gear ratio, this transmission device is mechanical, hydraulic machinery or electronic.In the latter case, the starting motor of motor can be used to this purpose, thereby has avoided the cost for the additional definite-purpose motor of pump.
Although the present invention is disclosed in conjunction with preferred implementation, should understand, can there be other to fall into the mode of execution of the spirit and scope of the invention of determining by appended claim.
Claims (16)
1. a fuel injection system that is used for internal-combustion engine comprises a nozzle (2) with inlet; A cam-actuated plunger (5) that forms plunger cavity (7), described plunger cavity is connected to the inlet of nozzle; A common rail (10) that is used for fuel oil; A control valve (9) that is installed between plunger cavity (7) and the common rail (10), when receiving an electronic control instruction, described control valve can open or close the hydraulic communication between plunger cavity and common rail; The nozzle control valve (21) that the electricity that is used to open and close nozzle (2) is actuated; One is used for pressure boosting common rail and regulates the device (11) of the fuel pressure of rail (10) altogether; With a fuel tank (13).
2. fuel injection system as claimed in claim 1, one of them one-way valve (20) are installed in described plunger cavity (7) and are total between the rail (10), and the inlet of described one-way valve is connected to common rail.
3. fuel injection system as claimed in claim 1, wherein said control valve (9) are connected to return line (12) with described plunger cavity (7) from common rail (10) isolation and with plunger cavity (7) when being in the 3rd position; When being in the second place, plunger cavity (7) is isolated from return line (12) and common rail (10); When being in primary importance, plunger cavity (7) is connected to common rail (10) from return line (12) isolation and with plunger cavity (7).
4. a fuel injection system comprises a nozzle (2) and a spool (15) with inlet; Bias voltage spool is with the elastic device (14) of shut-off nozzle; A control piston (16) that forms control chamber (17), this control chamber has an input throttling element (18) and an oil outlet (19), and described control piston trends towards control piston (16) is pushed on the spool with shut-off nozzle in abutting connection with the elevated pressures in spool (15) so that the control chamber (17); A cam-actuated plunger (5) that forms plunger cavity (7), described plunger cavity is connected to the inlet of input throttling element (18) and nozzle (2); A common rail (10) that is used for fuel oil; A control valve (9) that is installed between plunger cavity (7) and the common rail (10), when receiving an electronic control instruction, described control valve (9) can open or close the hydraulic communication between plunger cavity and common rail; One is installed in the oil outlet (19) of control chamber (17) and the nozzle control valve (3) between the return line (12)---and be NCV (3), described NCV can open or close the hydraulic communication between oil outlet (19) and return line (12); One is used for pressure boosting common rail and regulates the device (11) of the fuel pressure of rail altogether; A fuel tank (13); Described fuel injection system is characterised in that, the valid circulation area of described input throttling element (18), oil outlet (19) and NCV (3) and the power of elastic device (14) are so selected, promptly when the pressure at nozzle entrance place was lower than the maximum service pressure of common rail, opening of NCV can impel spool (15) to open nozzle.
5. fuel injection system as claimed in claim 4, one of them one-way valve (20) are installed in described plunger cavity (7) and are total between the rail (10), and the inlet of described one-way valve is connected to common rail.
6. fuel injection system as claimed in claim 4, wherein said control valve (9) are connected to return line (12) with described plunger cavity (7) from common rail (10) isolation and with plunger cavity (7) when being in the 3rd position; When being in the second place, plunger cavity (7) is isolated from return line (12) and common rail (10); When being in primary importance, plunger cavity (7) is connected to common rail (10) from return line (12) isolation and with plunger cavity (7).
7. as any the described fuel injection system in the claim 4 to 6, wherein said input throttling element (18) is connected to common rail (10) rather than is connected to plunger cavity (7).
8. as any the described fuel injection system in the claim 4 to 6, wherein said oil outlet (19) and control piston (16) are so designed, be that control piston (16) can limit the circulation area of oil outlet (19) corresponding to the position of opening nozzle (2) at one, thereby the fuel oil that limits supercharging leak into return line (12) by the NCV (3) that imports throttling element (18), oil outlet (19) and open.
9. a fuel injection system comprises a nozzle (2) and a spool (15) with inlet; A bias voltage spool (15) is with the elastic device (14) of shut-off nozzle (2); A control piston (16), this control piston form control chamber (17) and in abutting connection with spool (15), so that the elevated pressures in the control chamber (17) trends towards that control piston (16) is pushed to spool (15) and goes up with shut-off nozzle (2); A cam-actuated plunger (5) that forms plunger cavity (7), described plunger cavity is connected to the inlet of nozzle (2); A common rail (10) that is used for fuel oil; A control valve (9) that is installed between plunger cavity (7) and the common rail (10), when receiving an electronic control instruction, described control valve can open or close the hydraulic communication between plunger cavity and common rail; A nozzle control valve (3)---be NCV (3), when being in primary importance, described NCV can isolate described control chamber (17) and open hydraulic communication between described plunger cavity (7) and the control chamber (17) from a return line (12), and when being in the second place, described NCV can be connected to return line (12) from plunger cavity (7) isolation and with control chamber (17) hydraulic pressure with described control chamber (17); One is used for pressure boosting common rail (10) and regulates the device of the fuel pressure of rail altogether; A fuel tank (13); Described fuel injection system is characterised in that, when NCV (3) was in its second place, the pressure in the rail (10) can be set fully highly with the power that overcomes elastic device (14) and open nozzle (2) altogether.
10. fuel injection system as claimed in claim 9, one of them one-way valve (20) are installed in described plunger cavity (7) and are total between the rail (10), and the inlet of described one-way valve is connected to common rail.
11. fuel injection system as claimed in claim 9, wherein said control valve (9) when being in the 3rd position, are connected to return line (12) with described plunger cavity (7) from common rail (10) isolation and with plunger cavity (7); When being in the second place, plunger cavity (7) is isolated from return line (12) and common rail (10); When being in primary importance, plunger cavity (7) is connected to common rail (10) from return line (12) isolation and with plunger cavity (7).
12. as any the described fuel injection system in the claim 9 to 11, wherein said NCV (3) also opens the hydraulic communication between described control chamber (17) and the common rail (10) when being in primary importance; When being in the second place, also control chamber (17) is isolated from being total to rail (10).
13. as any the described fuel injection system among claim 1-6 and the 9-11, the device (11) that wherein is used for pressure boosting common rail (10) comprises oil hydraulic pump and device that is used to control described pump delivery of a variable displacement type, so that realizing desirable pressure in the rail altogether.
14. as any the described fuel injection system in claim 1 to 6 and 9 to 11, the device that wherein is used for pressure boosting common rail (10) comprises that the oil hydraulic pump of a fixed displacement type and one are used to control the device of the rotational speed of described pump, so that realizing desirable pressure in the rail altogether.
15. fuel injection system as claimed in claim 14, wherein said oil hydraulic pump is driven by the starting motor of motor.
16. as any the described fuel injection system in claim 1-6,9-11 and 15, the pressure that wherein is total in the rail (10) can be configured to 600 maximum values of clinging to.
Applications Claiming Priority (2)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| SE02009447 | 2002-03-26 | ||
| SE0200944A SE524460C2 (en) | 2002-03-26 | 2002-03-26 | Fuel injection systems |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| CN1625650A CN1625650A (en) | 2005-06-08 |
| CN100356058C true CN100356058C (en) | 2007-12-19 |
Family
ID=20287416
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CNB038029324A Expired - Fee Related CN100356058C (en) | 2002-03-26 | 2003-03-14 | Fuel injection system |
Country Status (10)
| Country | Link |
|---|---|
| EP (1) | EP1490595A1 (en) |
| JP (1) | JP2005520983A (en) |
| CN (1) | CN100356058C (en) |
| AU (1) | AU2003217113A1 (en) |
| BR (1) | BR0308590A (en) |
| NO (1) | NO20044303L (en) |
| PL (1) | PL371655A1 (en) |
| RU (1) | RU2302550C2 (en) |
| SE (1) | SE524460C2 (en) |
| WO (1) | WO2003081025A1 (en) |
Families Citing this family (9)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US7077101B2 (en) * | 2002-08-14 | 2006-07-18 | Electro-Motive Diesel, Inc. | Hybrid fuel injection system |
| WO2005054656A1 (en) * | 2003-11-04 | 2005-06-16 | Delphi Technologies, Inc. | Accumulator fuel system |
| BRPI0520645A2 (en) * | 2005-10-19 | 2009-05-19 | Volvo Lastvagnar Ab | fuel injection system suitable for low viscosity fuels |
| JP2008208814A (en) * | 2007-02-28 | 2008-09-11 | Nissan Diesel Motor Co Ltd | Fuel injection control method of unit injector and control device therefor |
| US20120199101A1 (en) * | 2011-02-07 | 2012-08-09 | Caterpillar Inc. | Pressure recovery system for low leakage cam assisted common rail fuel system, fuel injector and operating method therefor |
| RU2530699C2 (en) * | 2013-06-26 | 2014-10-10 | Погуляев Юрий Дмитриевич | Method of fuel feed control and device to this end |
| RU2531163C2 (en) * | 2013-07-15 | 2014-10-20 | Погуляев Юрий Дмитриевич | Method of control of fuel supply and control device of fuel supply |
| GB2567011B (en) * | 2017-10-02 | 2021-01-20 | Caterpillar Motoren Gmbh & Co | Fuel injection system for engine system |
| CN111022232A (en) * | 2019-12-31 | 2020-04-17 | 南岳电控（衡阳）工业技术股份有限公司 | Common rail fuel injection system for diesel engine and control method thereof |
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| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US4092964A (en) * | 1975-12-24 | 1978-06-06 | Robert Bosch Gmbh | Pump nozzle for fuel injection in internal combustion engines |
| US5445323A (en) * | 1993-08-23 | 1995-08-29 | Cummins Engine Company, Inc. | High pressure fuel injector including a trapped volume spill port |
| CN1053260C (en) * | 1997-05-16 | 2000-06-07 | 清华大学 | Electrically controlled diesel oil jetting system including linearly arranged pump, pipe, valve and nozzle |
| US6247450B1 (en) * | 1999-12-27 | 2001-06-19 | Detroit Diesel Corporation | Electronic controlled diesel fuel injection system |
Family Cites Families (4)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US3544008A (en) * | 1969-01-02 | 1970-12-01 | Cummins Engine Co Inc | Fuel injector |
| GB9905896D0 (en) * | 1999-03-16 | 1999-05-05 | Lucas Ind Plc | Fuel injector arrangement |
| DE19923421C2 (en) * | 1999-05-21 | 2003-03-27 | Bosch Gmbh Robert | injector |
| DE60000255T2 (en) * | 1999-09-22 | 2003-03-27 | Mitsubishi Motors Corp | Reservoir fuel injection device |
-
2002
- 2002-03-26 SE SE0200944A patent/SE524460C2/en not_active IP Right Cessation
-
2003
- 2003-03-14 PL PL03371655A patent/PL371655A1/en unknown
- 2003-03-14 BR BR0308590-2A patent/BR0308590A/en not_active IP Right Cessation
- 2003-03-14 EP EP03713146A patent/EP1490595A1/en not_active Withdrawn
- 2003-03-14 JP JP2003578731A patent/JP2005520983A/en not_active Withdrawn
- 2003-03-14 CN CNB038029324A patent/CN100356058C/en not_active Expired - Fee Related
- 2003-03-14 WO PCT/SE2003/000435 patent/WO2003081025A1/en active Application Filing
- 2003-03-14 RU RU2004131572/06A patent/RU2302550C2/en not_active IP Right Cessation
- 2003-03-14 AU AU2003217113A patent/AU2003217113A1/en not_active Abandoned
-
2004
- 2004-10-11 NO NO20044303A patent/NO20044303L/en not_active Application Discontinuation
Patent Citations (4)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US4092964A (en) * | 1975-12-24 | 1978-06-06 | Robert Bosch Gmbh | Pump nozzle for fuel injection in internal combustion engines |
| US5445323A (en) * | 1993-08-23 | 1995-08-29 | Cummins Engine Company, Inc. | High pressure fuel injector including a trapped volume spill port |
| CN1053260C (en) * | 1997-05-16 | 2000-06-07 | 清华大学 | Electrically controlled diesel oil jetting system including linearly arranged pump, pipe, valve and nozzle |
| US6247450B1 (en) * | 1999-12-27 | 2001-06-19 | Detroit Diesel Corporation | Electronic controlled diesel fuel injection system |
Also Published As
| Publication number | Publication date |
|---|---|
| NO20044303L (en) | 2004-10-11 |
| EP1490595A1 (en) | 2004-12-29 |
| AU2003217113A1 (en) | 2003-10-08 |
| RU2302550C2 (en) | 2007-07-10 |
| WO2003081025A1 (en) | 2003-10-02 |
| SE0200944D0 (en) | 2002-03-26 |
| CN1625650A (en) | 2005-06-08 |
| SE0200944L (en) | 2003-09-27 |
| BR0308590A (en) | 2005-02-09 |
| SE524460C2 (en) | 2004-08-10 |
| PL371655A1 (en) | 2005-06-27 |
| JP2005520983A (en) | 2005-07-14 |
| RU2004131572A (en) | 2006-01-20 |
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