DE1171205B - Fuel injection and ignition device - Google Patents

Description

FEDERAL REPUBLIC OF GERMANY

GERMAN

PATENT OFFICE

EDITORIAL

Boarding school Class: F02f

German class: 46c3-19

Number: 1171205

File number: T19123 I a / 46 c3

Filing date: October 14, 1960

Opening day: May 27, 1964

The present invention relates to the combination of a spark ignition device a fuel injector and is particularly useful when in the cylinder of an internal combustion engine Is used in the swirling oxidizing gas or air is impregnated with fuel, which is injected under pressure during the compression stroke, so that a forms a flammable mixture, which gradually develops and in a very specific zone of the Cylinder is consumed.

The spark used to ignite the mixture is timed to the start of the injection process set that part of the ignition life of the spark with the time of the initial Mixture formation coincides. This can easily be done with conventional, mechanically driven ignition devices achieve when the injection timing for all machine operating conditions is pretty constant. However, the timing of the fuel injection is so rapid with speed and the load on the machine variable that a certain part of the burning time of an ignition spark fixed ignition setting no longer at all speeds and loads with the start of fuel injection coincides, means shall be provided by which the ignition timing is effected in the same way as the injection timing changes. Such Providing ignition timing is difficult, especially when considering the engine load setting wants to vary accordingly and makes the machine work less reliably.

There has been no shortage of attempts in internal combustion engines, whose injection adjustment so with the Engine speed and load vary so that part of the spark duration is no longer at all Speeds and engine loads coincide with the start of fuel injection, which To vary the ignition setting as well as the injection timing. So is z. B. a facility known in the coupled with the fuel injector and pressure changes in this independent control means are used, which the breaker contacts for the ignition current open a predetermined time after the start of injection; this will ignite as soon as The fuel injected into the cylinder under pressure is mixed with the oxidizing fuel in the cylinder Has mixed gas long enough to make a flammable mixture. The here to build of the external breaker used means fuel injection and ignition device

Applicant:

Texaco Development Corporation,

New York, N.Y. (V. StA.)

Representative:

Dr.-Ing. H. Ruschke, patent attorney,

Berlin 33, Auguste-Viktoria-Str. 65

Named as inventor:

Charles Wade Davis, Fishkill, N.Y. (V. St. A.)

(membrane connected to the fuel supply line with a plunger that lifts one of the interrupter arms, Wheatstone bridge in the ignition circuit) are exposed to many possible damage and too complicated to ensure that it always functions properly.

Another device used for spark-ignition internal combustion engines, ζ. Β. Gasoline injection machines and diesel engines with ignition aid, which comes into question, also brings about by exploitation the pressure in the injection line determines the ignition point with the timing of the injection period in relation to the piston clearance of the cylinder, only a needle of the fuel injection valve leads here (or with open nozzles a membrane connected to the injection pressure line) either when they close or - in another version - when they open the opening of the Interrupter contacts of the ignition circuit, in the latter case using a double-armed lever with counter spring, so that the ignition spark in one case at the end and in the other Trap arises at the beginning of the injection. However, this design is also too complicated and In addition, not adaptable enough to achieve the desired machine speed and machine load to ensure independent coincidence of ignition timing and start of injection.

The present invention comes closer to solving the problem raised by that instead of the separate two devices of the last-mentioned proposal (fuel needle and Breaker contact pair) a single device

409 597/204

is used, namely a check valve placed in the fuel injection line in a manner known per se, which is built as a break contact itself. This can either be done by opening the check valve has a sliding piston and a valve seat which together form the breaker contact, or take place in that the check valve has a spherical body which is connected to the valve seat together form the breaker contact; but always exists through the check valve a closed circuit when the valve is in the closed position. So it will be at the beginning of the fuel flow ignited, and the desired match of the spark advance with the adjustment of the injection timing is available over a wide operating range.

The pressure of the fuel in an injector increases as the fuel flows and Occurrence of the injection process and then decreases again when the pumping action ceases or the ao Injection process is ended. In the present invention, the pressure rise is just barely occurs before and during the initial stage of fuel injection Actuate ignition device for the machine. In this way an ignition timing is provided, which is independent of changes in the injection timing with the start of fuel injection in Is consistent without having to provide any special timing device like them would be necessary with a conventional mechanically actuated ignition device.

According to the invention, therefore, in a fuel injection and ignition device for an internal combustion engine with one of the fuel pressure in that leading from an injection pump to an injection nozzle Line in the opening direction actuated breaker contact, a spark plug with in the combustion chamber of a cylinder of the internal combustion engine protruding electrodes and an ignition transformer, the when the breaker contact opens, an ignition spark is generated between the electrodes, in itself As is known, a check valve is placed in the line and the check valve is used as a break contact built.

In the drawing, which illustrates, for example, embodiments of the invention

F i g. 1 is a schematically illustrated, partially sectioned View of the ignition system in connection with an internal combustion engine;

Fig. La and 1b are partial views modified electrical arrangements for regulating the ignition system;

Fig. 1c is a partially sectioned illustration a modified electrical version for controlling the ignition system;

Fig. Id and Ie are further modified electrical ones Arrangements in which an electronic circuit supplies the energy for the ignition sparks, and

2a, 2b and 2c show cross sections of Check valves such as those used as circuit breakers.

The in F i g. The internal combustion engine shown in FIG. 1 is a four-stroke engine. The engine has a cylinder 10 with an inlet channel 11 and an outlet channel 12, the openings of which to the cylinder of poppet valves getting closed. The poppet valve which closes the inlet channel 11 located in the cylinder head 13 has a semicircular elevation 14 on its upstream side, which is arranged so that they the incoming oxidizing gases or the air when sucking in during the suction stroke around the Axis of the cylinder swirls.

An injection nozzle protrudes into the combustion chamber of the piston above the top dead center position of the piston Cylinder and sprays the fuel into the combustion chamber, around one located on one side of a cylinder Segment of the swirling air flow with the fuel to soak and a combustible mixture to build. The spray jet is directed downwards and over the acting air flow. The injection quantity is so coordinated with regard to the speed and density of the swirling air, that the air is impregnated with a regulated fuel-air weight ratio.

The nozzle 15 is connected via a pipe 16 to a fuel pump 17 to which the fuel is supplied from a storage container 18 by means of a feed pump (not shown). An interrupter unit C equipped with a check valve is switched into the pipeline 16. In the practical version, this interrupter unit is arranged as close as possible to the fuel injection nozzle.

To ignite the combustible mixture is located inside the cylinder and downstream of the injection nozzle 15 a spark plug 19 which is positioned so that it is the first portion of the combustible mixture ignites after its manufacture. The ignition system is arranged so that an electric Spark is formed between the electrodes of the spark plug. Once the fuel is through the electric Spark has been ignited, the flames of the burning fuel ignite the during the remaining amount of fuel injected during the combustion period.

If the ignition time of the ignition system is correctly coordinated with the injection of the fuel, then A flame front 20 is formed during each combustion period. This flame front is due to the Front of the portion of the combustible mixture and essentially burns the mixture as fast as the mixture is formed. The flame front moves in the opposite direction to the movement the swirling air mass and moves towards the injection site. The combustion products 21 move away from the flame front in the direction of the swirling air.

The primary winding of a transformer 22, an ignition switch 23 and a battery 24 are in series with the interrupter unit C, with a capacitor corresponding to the known ignition devices 25 is connected in parallel to the breaker contacts.

The transformer 22 of conventional design has a low voltage primary winding and a secondary winding, which generates a high-voltage current in the event of a current interruption in the primary winding. The output of the secondary winding is connected to the spark plug of the engine via a line 26.

When the non-return valve located in the interrupter unit C is opened and closed, a high-voltage current is passed through the transformer 22, the battery 24 and the capacitor 25

Spark plug electrodes generated every time the breaker contacts open.

In the electrical arrangement shown in Fig. 1, the circuit is across the primary winding the coil is closed at all times, except when an injection occurs and the breaker contacts are open. This results in a relatively long charging time for the transformer, so that the transformer is unusually high

selects as shown in FIGS. 1 and Ib. A common high voltage distributor 47 is connected to the high voltage winding of transformer 22 via line 26 tied together. The distributor finger 48 of this distributor establishes the connection with the individual contacts 49, which are connected to the individual spark plugs via lines 26 '.

In this case, the commutator or the circuit limiting the duration of the closing is used.

Is exposed to thermal stress. If the transformer direction as a primary current switching device, the transformer values or properties are such that successive overheating of each breaker unit C occurs alternately, a device must be connected to the ignition transformer at the front and from that which the time during which the circuit switches off the ignition transformer. The device is closed, limited to a reasonable value. can either have several cam-actuated interrupters or can have a segment and 1c illustrated different electrical commutator with brush contacts, as he orders.

In the embodiment according to FIG. La, the ignition circuit a group of breaker contacts limiting the duration of the circuit 27, 27 ', which if desired to suppress contact sparks across the capacitor 28 are connected.

The breaker contact 27 is spring-loaded and
is rotatably mounted on pivot point 29. The low voltage switch must switch the circuit to each cycle 27 carrying a cam follower 30, interrupter unit C long enough before the time of the over the surface 3Γ of the cam 31
slides. The arrangement is supplemented by the
Ignition switch 23 and the battery 24. One group
of these limit the closing time of the circuit 30
contact is for each cylinder of the engine
necessary.

The arrangement shown in Fig. Ib contains
a brush commutator 32 low voltage,
which close in place of the individual groups of limiters before the circuit for the precontact contacts in a multi-cylinder engine passing cylinder is opened. The commutator can be turned. The commutator 32 has one
Rotor 33, which via the ignition switch 23 with a
Power source, e.g. B. the battery 24, is connected, and
also has a row of contacts 34, the 40th of which
Number corresponds to the number of engine cylinders and the
are connected to the associated primary winding of the transformer for each cylinder. To this
In this way, the individual breaker contacts 27, 27 ', which limit the duration of the current circuit, interact with the contact for each 45 until the cylinder through the commutator 32 with the rotor has completely terminated a spark discharge. Equal 33 and contacts 34 replaced. Contacts 34
can with the rotor 33 via the capacitors
34 'be connected to what is used to manufacture
of the commutator and its parts used 50
Material and the need for contact spark suppression.

The various ignition system arrangements described so far are special
Transformer and a special one with non-return movement is present, which requires a contact breaker unit equipped with a larger distance valve for setting or separating the breaker contacts of each cylinder of the internal combustion engine. possible. In both versions, the valve seat Fig. Ic shows an electrical arrangement in which the valve stop is isolated from the remaining part of the no special transformer for each cylinder unit, but is in an electrical connector is required and in which the same commutator 60 is connected to an external one Terminal, low voltage according to Fig. Ib is used, Each interrupter unit C has a two-

in order to limit the closing time of the circuit, part body 35, 36 on which the non-return valve in conjunction with a conventional ignition valve circuit breaker, which takes up from the high voltage distributor. With this arrangement, the terminal screw 37, the insulating ring 39 and the Isokann for a multi-cylinder internal combustion engine 65 lierbüchse 40 exists. The insulating sleeve 40 has a a single coil or a single transformer recess for receiving the valve seat 41 be used. In Fig. Ic are for the designation (Fig. 2a) or a valve stop 45 '(Fig. 2b), the same components have the same reference numerals embedded between two insulating washers 38.

is shown in Fig. Ic for a four-cylinder engine. The commutator and distributor are over a common shaft driven by the motor.

Typical tuning requirements for the commutator assembly and the manifold assembly as they are in the embodiments according to FIGS. La, Ib and 1 c are available are:

1. The commutator or contact device

close the spark formation so that the primary current in the transformer has a sufficiently high value achieved.

2. The low voltage commutator must short each primary circuit to the breaker unit C interrupt after the spark discharge.

3. The low voltage commutator in Fig. Ic can control the circuit for the next cycle

However, this process must not occur before the time of sparking in the preceding cylinder and before discharging the transformer.

4. The distributor finger 48 must make contact with the contact leading to the corresponding cylinder spark plug 49 then cooperate when the contacts of the interrupter unit C for the relevant The cylinder will open, and the distributor finger must keep the distributor finger so far from the others Clamps or contacts must be removed to prevent sparking.

2a and 2b show details of the with an interrupter unit C provided with a check valve, wherein in FIG. 2a a ball check valve and in Fig. 2b a sliding piston check valve is used in which a larger valve

The body half 35 has an axial bore for receiving the seat spring 42 and the spring stop screw 43. The in F i g. 2 a illustrated embodiment has a check valve 44 in the form of a half Ball, while in Fig. 2b the check valve consists of a sliding valve or a sliding piston 45 exists. The dimensions of the various parts of the unit are chosen so that the insulating washers 38 and the valve seat 41 are pressed together between the body halves of the unit, so that they are liquid-tight under the injection pressures used.

If there is no fuel flowing in the pipe 16 in which the unit C is located, then there is an electrical Circuit via the terminal screws 37. the valve seat 41 or the valve stop 45 'and via half the check valve ball or via the sliding piston and spring to the earthed half of the body, so that the circuit can be switched into an ignition system.

At the start of injection, the valve is lifted from its seat or from its stop, the electrical circuit is broken and a spark discharge occurs from the usual component is indicated. If contact wear may require the use of certain materials a modified unit, as shown in Fig. 2c can be used. In the embodiment shown in Fig. 2c, components that are in 2a and 2b correspond to the components shown, denoted by the same reference numerals.

The valve seat 41a has several bores 41 'for the passage of fuel. In the downstream

ίο located drilled end of the valve seat 41a which attaches one breaker contact of two breaker contacts 52 made of tungsten, d. H. screwed in, the diameter of the contact being chosen so that the fuel flows freely the bores 41 'can flow through. The corresponding second interrupter contact made of tungsten 52 of the contact pair is attached to the upstream end of the sliding contact 45 a and has a diameter such that fuel can flow freely around the contact. This Unit works in the same way as the sliding piston of the embodiment shown in Fig. 2b, the fuel through the holes 4Γ past the separate breaker contacts into the

induction transformer. With the beginning of the fuel ring groove 46 and then over the downstream one

flow in the fuel line 16, the circuit is always opened, so that therefore the spark formation always takes place at or near the start of fuel injection.

The flow occurring in the sliding piston valve differs from that in the ball check valve occurring flow. When the fuel begins to flow in line 16, piston 45 becomes lifted from its valve stop 45 'and moves away from the stop until the upstream radial slot 50 reaches the internal annular groove 46 present in the body, whereupon the Fuel flows into the annular groove 46 and then back into the downstream radial slot 51 The valve flows in and continues to flow through the pipe 16 to the nozzle. That way it becomes a bigger one Separation distance created between the electrical contact points of the check valve, which becomes a better, d. H. more sudden tearing leads, so that the service life of the breaker contacts is extended.

There is a delay in valve closing when using the sliding piston valve, which is caused by the seepage properties around the piston and the closing time of the transformer circuit shortened without using any special facility. Used when the valve is closed covers the radial slot 50 located in the valve, then that opposes the one located upstream End of the valve trapped fuel to close further. The putting on or closing of the valve only occurs when this fuel is downstream along the outside of the valve has seeped out. This delay time can be regulated by the distance between the valve and the bore located in the valve body is regulated.

In the embodiments shown in FIGS. 2a and 2b are the check valve parts participating in the interrupter effect, namely the valve seat or the valve stop and the hemisphere or the sliding piston shown in general, without that the use of special substances for this radial slot 51 flows into the pipeline 16. at this design eliminates the need to use an expensive specialty material with no loss of performance Smallest size reduced.

In the electrical shown in Figs. Id and 1e For arrangements of the ignition system, an electronic device 53 is used. This electronic The device is made conductive in order to supply the electrical current for the at the right time To deliver ignition sparks by working the interrupter unit C, which is in the same Way works as in the embodiments according to FIGS. 1, la, Ib and Ic. The one with the electronic The same components of this unit connected to the device are denoted by the same reference numerals.

The electronic device 53 consists of a transistor 54 of the PNP type having an emitter electrode 55, a collector electrode 56, a base electrode 57 and a bias resistor 58. The emitter electrode 55 is connected to the primary terminal of the transformer 22, the collector electrode 56 is grounded, and the The base electrode 57 is connected to the breaker unit C and also to the primary terminal of the transformer via the bias resistor 58.

When the interrupter contacts present in the interrupter unit C are closed, the transistor bias voltage is increased somewhat, and a relatively small current flows in the circuit which consists of the battery, the primary winding of the transformer and the emitter electrode and the base electrode of the transistor. This current flowing within the transistor triggers a relatively large current which flows in the circuit consisting of the battery, the primary winding of the transformer and the emitter electrode and the collector electrode of the transistor. If the breaker contacts in unit C are opened by the fuel injection process, the transistor bias voltage is slightly lower and the current through the primary winding of the transformer drops to approximately zero, so that a high voltage in

the secondary winding of the transformer is induced and a spark is generated on the ignition spark electrodes occurs in the manner already described.

A main advantage of this design is to be seen in the fact that the interrupter unit C present Breaker contacts have a much lower current than in the arrangements described above guide and that therefore less severe burning or less severe erosion takes place. The transistor regulates the flow of the primary current and is activated by the action of the breaker contacts made conductive in the interrupter unit C. Electronic devices for execution these works are known in the art. Instead of the transistor arrangement described here other electronic devices can also be used.

The shown in Fig. La and Ib, the Devices limiting the closing duration of the current can be used in the manner shown in FIG. Id illustrated circuit can be used in the same manner as in the circuit of FIG. 1 have been used, achieving the same results.

Fig. Id corresponds to Fig. 1 and shows a separate one electronic device for each engine cylinder.

Fig. Ie corresponds to Fig. Ic and shows for several Cylinder only uses a single electronic device with a high voltage distributor 47 which works in the same way as the distributor shown in Fig. Ic, with a commutator with low voltage in the circuit between the base electrode of the transistor and the unit C is switched on.

35

Claims (8)

Patent claims: 1. Fuel injection and ignition device for an internal combustion engine with one of the fuel pressure in the line leading from an injection pump to an injection nozzle in the opening direction actuated breaker contact, a spark plug with in the combustion chamber of a cylinder the internal combustion engine protruding electrodes and an ignition transformer, the when the breaker contact opens, an ignition spark is generated between the electrodes, characterized in that a check valve in the known manner in the Leitang (16) is placed and that the check valve is built as a break contact. 2. Device according to claim 1, characterized in that the check valve has a Sliding piston (45, 45 α) and a valve seat (45 ', 41a) which together form the interrupter contact form. 3. Device according to claim 1, characterized in that the check valve (44) has a Has non-return ball, which together with a valve seat (41) the interrupter contact forms. 4. Device according to claim 1, 2 or 3, characterized in that in per se known Way, a high voltage distributor (47) between the secondary winding of an ignition coil and the Spark plug (19) is connected in series. 5. Device according to one of the preceding claims, characterized by a device to limit the time during which the circuit of the ignition coil is closed. 6. Device according to claim 5, characterized in that the restriction device a pair of breaker contacts connected in series with the primary winding of the ignition coil (22) (27, 27 ') and a power source (24), a cam device (30, 31) being provided for this purpose is to interrupt the contact duration of the breaker contact pair (27, 27 '). 7. Device according to claim 5, characterized in that the restriction device a commutator (32) which has a rotor (33) and a contact (34) for interruption of the current flowing to the primary winding of the ignition coil. 8. Device according to one of the preceding claims, by means for generating the Spark including an electronic device (53) which is triggered when an opening of the breaker contact is brought about. Considered publications: German patent specifications No. 601 846, 624 529,
751, 928 499; German patent application K1548221 a / 46 c ^
(announced October 2, 1941); German Auslegeschrift No. 1 053 247; U.S. Patent Nos. 2,403,440, 2,718,883. 1 sheet of drawings 409 597/204 5.64 © Bundesdruckerei Berlin