EP0083001A1 - Fuel injection system for direct fuel injection in internal-combustion engines - Google Patents

Fuel injection system for direct fuel injection in internal-combustion engines Download PDF

Info

Publication number
EP0083001A1
EP0083001A1 EP82111427A EP82111427A EP0083001A1 EP 0083001 A1 EP0083001 A1 EP 0083001A1 EP 82111427 A EP82111427 A EP 82111427A EP 82111427 A EP82111427 A EP 82111427A EP 0083001 A1 EP0083001 A1 EP 0083001A1
Authority
EP
European Patent Office
Prior art keywords
injection
fuel
fuel injection
injection quantity
combustion chamber
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.)
Granted
Application number
EP82111427A
Other languages
German (de)
French (fr)
Other versions
EP0083001B1 (en
Inventor
Hermann Grieshaber
Hans-Joachim Siebert
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Robert Bosch GmbH
Original Assignee
Robert Bosch GmbH
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Robert Bosch GmbH filed Critical Robert Bosch GmbH
Publication of EP0083001A1 publication Critical patent/EP0083001A1/en
Application granted granted Critical
Publication of EP0083001B1 publication Critical patent/EP0083001B1/en
Expired legal-status Critical Current

Links

Images

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
    • F02M61/00—Fuel-injectors not provided for in groups F02M39/00 - F02M57/00 or F02M67/00
    • F02M61/14—Arrangements of injectors with respect to engines; Mounting of injectors
    • 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
    • F02M45/00—Fuel-injection apparatus characterised by having a cyclic delivery of specific time/pressure or time/quantity relationship
    • F02M45/02—Fuel-injection apparatus characterised by having a cyclic delivery of specific time/pressure or time/quantity relationship with each cyclic delivery being separated into two or more parts
    • F02M45/04—Fuel-injection apparatus characterised by having a cyclic delivery of specific time/pressure or time/quantity relationship with each cyclic delivery being separated into two or more parts with a small initial part, e.g. initial part for partial load and initial and main part for full load
    • 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
    • F02M45/00—Fuel-injection apparatus characterised by having a cyclic delivery of specific time/pressure or time/quantity relationship
    • F02M45/02—Fuel-injection apparatus characterised by having a cyclic delivery of specific time/pressure or time/quantity relationship with each cyclic delivery being separated into two or more parts
    • F02M45/04—Fuel-injection apparatus characterised by having a cyclic delivery of specific time/pressure or time/quantity relationship with each cyclic delivery being separated into two or more parts with a small initial part, e.g. initial part for partial load and initial and main part for full load
    • F02M45/08—Injectors peculiar thereto
    • F02M45/086—Having more than one injection-valve controlling discharge orifices
    • 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
    • F02M2200/00—Details of fuel-injection apparatus, not otherwise provided for
    • F02M2200/44—Valves, e.g. injectors, with valve bodies arranged side-by-side

Definitions

  • the invention is based on a fuel injection system according to the preamble of the main claim.
  • the pre-injection quantity is introduced into the combustion chambers of an internal combustion engine separately from the main fuel injection quantity via a special fuel injection valve arrangement in the form of a double valve.
  • the pre-injection quantity is controlled by a separate pump arrangement and the main injection quantity by a conventional fuel injection pump.
  • the pre-injection quantity is constant in the known device, however, the injection timing, the advance of the injection compared to the main injection, can be controlled depending on the load and speed.
  • a small fuel injection quantity is pre-injected before the main injection quantity is injected, the combustion starts "softly" with this small injection quantity.
  • the required ignition temperature for the entering fuel is already reached by burning the pre-injection quantity.
  • the main injection quantity can then be burned directly in the combustion chamber to the extent that it is injected without a long ignition delay.
  • the combustion pressure curve in such a combustion is less steep and the noise associated with the combustion is low.
  • this injection method has the disadvantage that the main injection quantity no longer has the possibility of intensively mixing with the air present in the combustion chamber before the onset of combustion.
  • the fuel consumption and also the smoke development with this combustion process are higher than with the one previously described.
  • the fuel injection system according to the invention with the characterizing features of the main claim has the advantage that numerous strong local turbulences arise in the combustion chamber by the type of introduction of the pre-injection quantity, which become effective at the time of the main injection.
  • the preparation of the main fuel injection quantity is significantly improved by this local turbulence.
  • the injection valves are arranged as close as possible to the center of a combustion chamber designed as a combustion chamber trough and the injection jets of the pre-injection quantity form a cone that is smaller than the cone formed by the jets of the main injection quantity, local turbulence is specifically generated at the points in the combustion chamber that Beginning of the main injection of which fluid jets are touched.
  • the pre-injection quantity and the pre-injection time are controlled as a function of the load and speed.
  • the pilot injection can thus be optimized with regard to the increase in combustion pressure and with regard to the preparation of the main fuel injection quantity.
  • the injection geometry and the fuel pressure are advantageously coordinated with one another in such a way that the fuel is atomized directly in the combustion chamber. This avoids fuel wetting of the combustion chamber walls and ensures that the fuel is completely burned during the work cycle.
  • FIG. 1 shows the schematic arrangement of the injection system according to the invention with a double injection valve and in each case one injection pump for the main injection and the pre-injection
  • FIG. 2 shows the arrangement of the double injection valve and the spray directions in a side view
  • FIG. 3 shows the injection spray distribution in a top view.
  • FIG. 1 an internal combustion engine 1 is shown schematically and a double injection valve 2 assigned to a cylinder of the internal combustion engine.
  • a double injection valve 2 assigned to a cylinder of the internal combustion engine.
  • injection valves are known, for. B. by DE-OS 29 43 895, and need not be described here.
  • the valve body 3 has a first outlet point 4 for the pre-injection quantity and a second outlet point 5 for the main injection quantity.
  • the double injection valve is supplied with fuel by a first fuel injection pump 6 and by a second fuel injection pump 7.
  • the first fuel Injection pump supplies the individual double valves of the internal combustion engine with fuel via pre-injection lines 8 and the second fuel injection pump 7 delivers the main fuel injection quantity via main injection lines 9.
  • the second fuel injection pump 7 for the main injection can, for. B. be designed as a series injection pump and is connected via a spray adjustment device 11 to the drive of the internal combustion engine.
  • the first fuel injection pump 6 is further coupled, the z. B. can be a distributor injection pump with an integrated spray adjuster 12.
  • both the main injection quantity and the pre-injection quantity can be precisely controlled in terms of time and quantity.
  • the pre-injection quantity and the injection timing of the pre-injection quantity are controlled in a manner known per se depending on the load and speed, the quantity and injection timing being matched to the main injection quantity and its timing.
  • Ratios per injection quantity to injection quantity can be set from 1: 1.3 to 1:28.
  • the start of injection of the pre-injection quantity can be set 10 to 20 ° crank angle before the start of injection of the main injection quantity.
  • the pre-injection quantity is injected into the combustion chamber through a plurality of spray openings.
  • 2 shows such a preferably trough-shaped combustion chamber 14, which is arranged within a piston 15.
  • the double injection valve 2 protrudes obliquely through the cylinder head into the combustion chamber, at a point that is as close as possible to the center Z of the combustion chamber.
  • the design of the double injection valve means that the outlet points of the pre-injection quantity and the main injection quantity are very close to one another.
  • other embodiments of double injection valves can of course also be used, a coaxial arrangement being conceivable instead of the secondary arrangement.
  • the double injection valve has four injection openings 16 at the first exit point 4, which together form a cone angle of ⁇ 1.
  • the double injection valve also has four injection openings 17, which together enclose a conical angle of ⁇ 2.
  • the tip cone angle ⁇ 2 is larger than the tip cone angle ⁇ 1.
  • the opening area of the injection openings 16 is smaller than the opening area of the injection openings 17 with a corresponding adjustment of the fuel quantities to be injected there in order to achieve the best possible atomization of the introduced fuel.
  • the injection openings 16 and 17 are aligned such that the fuel to be injected is distributed uniformly over the surface of the combustion chamber, as can be seen in FIG. 3.
  • the direction of injection of the pre-injection jets is to be oriented in the projection to the combustion chamber 14 in such a way that they are upstream in the direction of movement of the directed air swirl in the combustion chamber from the direction of injection of the main injection jets.
  • the measures described reduce the combustion noise with the help of the pre-injection and still achieve a very good preparation of the injected fuel both in the pre-injection quantity and in the main injection quantity combined with favorable result criteria such as specific fuel consumption, black smoke and exhaust gas emissions.
  • the processing can be done by appropriate adjustment of injection geometry, e.g. B. injection opening area and injection pressure can be optimized.
  • the injection jets should in particular supply the compressed rotating air (due to the centrifugal force) in the vicinity of the combustion chamber with sufficient fuel.
  • the exact control ensures that the strength and timing of numerous local vortices (secondary vortices) that also result from the pre-combustion represent a substitute for the mixing duration removed from the main injection during the usual ignition delay.

Abstract

Es wird ein Kraftstoffeinspritzsystem vorgeschlagen, bei dem je ein Ventil für die Voreinspritzmenge und für die Haupteinspritzmenge vorgesehen ist, und jedes der Ventile mehrere Einspritzöffnungen (16, 17) aufweist. Dabei sind die Einspritzöffnungen (16) für die Voreinspritzmenge kleiner als die für die Haupteinspritzmenge. Ferner bilden die Einspritzstrahlen der Voreinspritzmenge einen Spitzen Kegelwinkel (α1), der kleiner ist als der Spitzenkegelwinkel (α2) der Haupteinspritzstrahlen. Durch Verwendung zweier Einspritzpumpen können Einspritzmenge als auch Einspritzzeitpunkt für sowohl Voreinspritzmenge als auch Haupteinspritzmenge exakt und unabhängig gesteuert werden.A fuel injection system is proposed, in which one valve is provided for the pre-injection quantity and one for the main injection quantity, and each of the valves has a plurality of injection openings (16, 17). The injection openings (16) for the pre-injection quantity are smaller than those for the main injection quantity. Furthermore, the injection jets of the pre-injection quantity form a tip cone angle (α1) which is smaller than the tip cone angle (α2) of the main injection jets. By using two injection pumps, the injection quantity and the injection timing for both the pre-injection quantity and the main injection quantity can be controlled precisely and independently.

Description

Stand der TechnikState of the art

Die Erfindung geht von einem Kraftstoffeinspritzsystem gemäß der Gattung des Hauptanspruchs aus. Bei einem solchen durch die DE-PS 27 21 628 bekannten System wird über eine spezielle Kraftstoffeinspritzventil-Anordnung in Form eines Doppelventils die Voreinspritzmenge getrennt von der Hauptkraftstoffeinspritzmenge in die Brennräume einer Brennkraftmaschine eingebracht. Dabei wird die Voreinspritzmenge von einer separaten Pumpanordnung und die Haupteinspritzmenge von einer konventionellen Kraftstoffeinspritzpumpe gesteuert. Die Voreinspritzmenge ist bei der bekannten Einrichtung konstant, dagegen kann der Einspritzzeitpunkt, die Voreilung der Einspritzung gegenüber der Haupteinspritzung, last- und drehzahlabhängig gesteuert werden.The invention is based on a fuel injection system according to the preamble of the main claim. In such a system known from DE-PS 27 21 628, the pre-injection quantity is introduced into the combustion chambers of an internal combustion engine separately from the main fuel injection quantity via a special fuel injection valve arrangement in the form of a double valve. The pre-injection quantity is controlled by a separate pump arrangement and the main injection quantity by a conventional fuel injection pump. The pre-injection quantity is constant in the known device, however, the injection timing, the advance of the injection compared to the main injection, can be controlled depending on the load and speed.

Es ist seit langem bekannt, daß mit Hilfe einer kleineren, der Haupteinspritzung voreilenden Voreinspritzmenge die Geräuschentwicklung beim Betrieb einer selbstzündenden Brennkraftmaschine vermindert werden kann. Das harte Verbrennungsgeräusch entsteht bei Anwendung der üblichen Einspritzeinrichtungen für selbstzündende Brennkraftmaschinen dadurch, daß sich in der Zeit zwischen Einspritzbeginn und Verbrennungsbeginn eine bestimmte Kraftstoffeinspritzmenge im Brennraum ansammelt. Diese Menge wird bei Beginn der Verbrennung dann plötzlich entflammt, was einen starken Anstieg des Brennraumdrucks bewirkt. Dieser sehr steile Anstieg ergibt das bekannte nagelnde Geräusch. Andererseits hat der eingespritze Kraftstoff während der Zeit zwischen Einspritzbeginn und Verbrennungsbeginn Zeit, sich mit der im Brennraum rotierenden Luft gut zu vermischen. Aufgrund der optimalen Aufbereitung wird dadurch der Kraftstoffverbrauch der Brennkraftmaschine vermindert.It has been known for a long time that with the aid of a smaller pre-injection quantity leading the main injection, the noise development when operating a self-igniting internal combustion engine can be reduced. The hard combustion noise arises when the usual injection devices for self-igniting internal combustion engines are used, in that the time between the start of injection and Start of combustion accumulates a certain amount of fuel injection in the combustion chamber. This amount is then suddenly ignited at the start of combustion, which causes a sharp increase in the combustion chamber pressure. This very steep climb results in the well-known nailing noise. On the other hand, during the time between the start of injection and the start of combustion, the injected fuel has time to mix well with the air rotating in the combustion chamber. Due to the optimal preparation, the fuel consumption of the internal combustion engine is reduced.

Wird nun vor der Einspritzung der Haupteinspritzmenge eine kleine Kraftstoffeinspritzmenge voreingespritzt, so setzt die Verbrennung mit dieser kleinen Einspritzmenge "weich" ein. Bei Beginn der Haupteinspritzung ist dann die erforderliche Zündungstemperatur für den eintretenden Kraftstoff durch das Verbrennen der Voreinspritzmenge bereits erreicht. Die Haupteinspritzmenge kann dann ohne langen Zünderverzug in dem Maße, wie sie zur Einspritzung kommt, unmittelbar im Brennraum verbrannt werden. Der Verbrennungsdruckverlauf bei einer solchen Verbrennung ist weniger steil und die mit der Verbrennung verbundene Geräuschentwicklung gering. Dieses Einspritzverfahren hat jedoch den Nachteil, daß die Haupteinspritzmenge nicht mehr die Möglichkeit hat, sich vor der einsetzenden Verbrennung intensiv mit der im Brennraum vorhandenen Luft zu mischen. Der Kraftstoffverbrauch und auch die Rauchentwicklung bei diesem Brennverfahren ist höher als bei dem zuvor beschriebenen.If a small fuel injection quantity is pre-injected before the main injection quantity is injected, the combustion starts "softly" with this small injection quantity. At the beginning of the main injection, the required ignition temperature for the entering fuel is already reached by burning the pre-injection quantity. The main injection quantity can then be burned directly in the combustion chamber to the extent that it is injected without a long ignition delay. The combustion pressure curve in such a combustion is less steep and the noise associated with the combustion is low. However, this injection method has the disadvantage that the main injection quantity no longer has the possibility of intensively mixing with the air present in the combustion chamber before the onset of combustion. The fuel consumption and also the smoke development with this combustion process are higher than with the one previously described.

Auch bei der eingangs genannten bekannten Einrichtung, die eine Voreinspritzpumpe aufweist, wird die Minderung des Verbrennungsgeräusch mit dem Nachteil von höherem Verbrauch oder gar Rauchentwicklung erkauft.Even in the known device mentioned at the outset, which has a pre-injection pump, the reduction in combustion noise is purchased with the disadvantage of higher consumption or even smoke development.

Vorteile der ErfindungAdvantages of the invention

Das erfindungsgemäße Kraftstoffeinspritzsystem mit den kennzeichnenden Merkmalen des Hauptanspruchs hat demgegenüber den Vorteil, daß durch die Art der Einbringung der Voreinspritzmenge zahlreiche starke örtliche Turbulenzen im Brennraum entstehen, die zum Zeitpunkt der Haupteinspritzung wirksam werden. Die Aufbereitung der Hauptkraftszoffeinspritzmenge wird durch diese örtlichen Turbulenzen wesentlich verbessert. Insbesondere wenn die Einspritzventile möglichst nahe dem Zentrum eines als Brennraummulde ausgebildeten Brennraumes angeordnet sind und die Einspritzstrahlen der Voreinspritzmenge einen Kegel bilden, der kleiner ist als der von den Strahlen der Haupteinspritzmenge gebildete Kegel, werden gezielt lokale Turbulenzen an den Stellen im Brennraum erzeugt, die zu Beginn der Haupteinspritzung von deren Fluidstrahlen berührt werden. Durch diese lokalen Turbulenzen im Bereich der Strahlen der Haupteinspritzung erfolgt eine schnelle intensive Mischung mit der Verbrennungsluft.The fuel injection system according to the invention with the characterizing features of the main claim has the advantage that numerous strong local turbulences arise in the combustion chamber by the type of introduction of the pre-injection quantity, which become effective at the time of the main injection. The preparation of the main fuel injection quantity is significantly improved by this local turbulence. In particular if the injection valves are arranged as close as possible to the center of a combustion chamber designed as a combustion chamber trough and the injection jets of the pre-injection quantity form a cone that is smaller than the cone formed by the jets of the main injection quantity, local turbulence is specifically generated at the points in the combustion chamber that Beginning of the main injection of which fluid jets are touched. These local turbulences in the area of the main injection jets result in a rapid, intensive mixing with the combustion air.

In vorteilhafter Weise wird insbesondere bei Kraftstoffeinspritzsystemen mit zwei Kraftstoffeinspritzpumpen die Voreinspritzmenge und der Voreinspritzzeitpunkt last- und drehzahlabhängig gesteuert. Damit kann die Voreinspritzung im Hinblick auf Verbrennungsdruckanstieg und im Hinblick auf die Aufbereitung der Hauptkraftstoffeinspritzmenge optimiert werden.In an advantageous manner, in particular in fuel injection systems with two fuel injection pumps, the pre-injection quantity and the pre-injection time are controlled as a function of the load and speed. The pilot injection can thus be optimized with regard to the increase in combustion pressure and with regard to the preparation of the main fuel injection quantity.

Vorteilhafterweise werden auch die Einspritzgeometrie und der Kraftstoffdruck so aufeinander abgestimmt, daß der Kraftstoff im Brennraum direkt zerstäubt wird. Damit wird eine Kraftstoffbenetzung der Brennraumwände vermieden und erreicht, daß der Kraftstoff während des Arbeitstaktes vollständig verbrannt wird.The injection geometry and the fuel pressure are advantageously coordinated with one another in such a way that the fuel is atomized directly in the combustion chamber. This avoids fuel wetting of the combustion chamber walls and ensures that the fuel is completely burned during the work cycle.

Zeichnungdrawing

Ein Ausführungsbeispiel der Erfindung ist in der Zeichnung dargestellt und wird in der nachfolgenden Beschreibung näher erläutert. Es zeigen Fig. 1 die schematische Anordnung des erfindungsgemäßen Einspritzsystems mit einem Doppeleinspritzventil und jeweils einer Einspritzpumpe für die Haupteinspritzung und die Voreinspritzung, Fig. 2 zeigt die Anordnung des Doppeleinspritzventils und der Strahlrichtungen in der Seitenansicht und Fig. 3 die Einspritzstrahlverteilung in der Draufsicht.An embodiment of the invention is shown in the drawing and is explained in more detail in the following description. 1 shows the schematic arrangement of the injection system according to the invention with a double injection valve and in each case one injection pump for the main injection and the pre-injection, FIG. 2 shows the arrangement of the double injection valve and the spray directions in a side view, and FIG. 3 shows the injection spray distribution in a top view.

Beschreibung des AusführungsbeispielsDescription of the embodiment

In Fig. 1 ist schematisch eine Brennkraftmaschine 1 dargestellt und ein einem Zylinder der Brennkraftmaschine zugeordnetes Doppeleinspritzventil 2. Solche Einspritzventile sind bekannt, z. B. durch die DE-OS 29 43 895, und brauchen hier nicht näher beschrieben werden. Der Ventilkörper 3 weist eine erste Austrittsstelle 4 für die Voreinspritzmenge und eine zweite Austrittsstelle 5 für die Haupteinspritzmenge auf.In Fig. 1, an internal combustion engine 1 is shown schematically and a double injection valve 2 assigned to a cylinder of the internal combustion engine. Such injection valves are known, for. B. by DE-OS 29 43 895, and need not be described here. The valve body 3 has a first outlet point 4 for the pre-injection quantity and a second outlet point 5 for the main injection quantity.

Das Doppeleinspritzventil wird von einer ersten Kraftstcffeinspritzpumpe 6 und von einer zweiten Kraftstoffeinspritzpumpe 7 mit Kraftstoff versorgt. Die erste Kraftstoffeinspritzpumpe führt den einzelnen Doppelventilen der Brennkraftmaschine über Voreinspritzleitungen 8 den Kraftstoff zu und die zweite Kraftstoffeinspritzpumpe 7 über Haupteinspritzleitungen 9 die Hauptkraftstoffeinspritzmenge zu. Die zweite Kraftstoffeinspritzpumpe 7 für die Haupteinspritzung kann z. B. als Reiheneinspritzpumpe ausgebildet sein und wird über eine Spritzverstellvorrichtung 11 mit dem Antrieb der Brennkraftmaschine verbunden. Mit der zweiten Kraftstoffeinspritzpumpe 7 ist weiterhin die erste Kraftstoffeinspritzpumpe 6 gekoppelt, die z. B. eine Verteilereinspritzpumpe sein kann mit einem integrierten Spritzversteller 12.The double injection valve is supplied with fuel by a first fuel injection pump 6 and by a second fuel injection pump 7. The first fuel Injection pump supplies the individual double valves of the internal combustion engine with fuel via pre-injection lines 8 and the second fuel injection pump 7 delivers the main fuel injection quantity via main injection lines 9. The second fuel injection pump 7 for the main injection can, for. B. be designed as a series injection pump and is connected via a spray adjustment device 11 to the drive of the internal combustion engine. With the second fuel injection pump 7, the first fuel injection pump 6 is further coupled, the z. B. can be a distributor injection pump with an integrated spray adjuster 12.

Mit der beschriebenen Anordnung können sowohl die Haupteinspritzmenge als auch die Voreinspritzmenge zeitlich als auch mengenmäßig exakt gesteuert werden. Insbesondere werden die Voreinspritzmenge und der Spritzzeitpunkt der Voreinspritzmenge in an sich bekannter Weise last- und drehzahlabhängig gesteuert, wobei Menge und Spritzzeitpunkt auf die Haupteinspritzmenge und ihre zeitliche Steuerung abgestimmt sind. Es können Verhältnisse pro Einspritzmenge zu Einspritzmenge von 1:1,3 bis 1:28 eingestellt werden. Der Spritzbeginn der Voreinspritzmenge kann 10 bis 20° Kurbelwinkel vor dem Spritzbeginn der Haupteinspritzmenge gelegt werden.With the arrangement described, both the main injection quantity and the pre-injection quantity can be precisely controlled in terms of time and quantity. In particular, the pre-injection quantity and the injection timing of the pre-injection quantity are controlled in a manner known per se depending on the load and speed, the quantity and injection timing being matched to the main injection quantity and its timing. Ratios per injection quantity to injection quantity can be set from 1: 1.3 to 1:28. The start of injection of the pre-injection quantity can be set 10 to 20 ° crank angle before the start of injection of the main injection quantity.

Erfindungsgemäß wird die Voreinspritzmenge durch mehrere Spritzöffnungen in den Brennraum eingespritzt. Fig. 2 zeigt einen solchen vorzugsweise muldenförmigen Brennraum 14, der innerhalb eines Kolbens 15 angeordnet ist. Das Doppeleinspritzventil 2 ragt dabei schräg durch den Zylinderkopf in den Brennraum hinein, an einer Stelle die möglichst nahe dem Zentrum Z des Brennraums liegt.According to the invention, the pre-injection quantity is injected into the combustion chamber through a plurality of spray openings. 2 shows such a preferably trough-shaped combustion chamber 14, which is arranged within a piston 15. The double injection valve 2 protrudes obliquely through the cylinder head into the combustion chamber, at a point that is as close as possible to the center Z of the combustion chamber.

Durch die Konstruktion des Doppeleinspritzventils liegen auch die Austrittsstellen der Voreinspritzmenge und der Haupteinspritzmenge sehr dicht beeinander. Alternativ können natürlich auch andere Ausführungsformen von Doppeleinspritzventilen verwendet werden, wobei statt der Nebenordnung auch eine koaxiale Anordnung denkbar ist.The design of the double injection valve means that the outlet points of the pre-injection quantity and the main injection quantity are very close to one another. Alternatively, other embodiments of double injection valves can of course also be used, a coaxial arrangement being conceivable instead of the secondary arrangement.

An der ersten Austrittsstelle 4 weist das Doppeleinspritzventil in der beispielhaften Ausgestaltung vier Einspritzöffnungen 16 auf, die zusammen einen Kegelwinkel von α1 bilden. An der zweiten Austrittsstelle 5 weist das Doppeleinspritzventil ebenfalls vier Einspritzöffnungen 17 auf, die zusammen einen kegelspitzen Winkel von α2 einschließen. Der Spitzenkegelwinkel α2 ist dabei größer als der Spitzenkegelwinkel λ1. Weiterhin ist die öffnungsfläche der Einspritzöffnungen 16 kleiner als die Öffnungsfläche der Einspritzöffnungen 17 in entsprechender Anpassung der dort einzuspritzenden Kraftstoffmengen, um eine möglichst gute Zerstäubung des eingebrachten Kraftstoffs zu erzielen. Die Einspritzöffnungen 16 und 17 sind so ausgerichtet, daß der einzuspritzende Kraftstoff gleichmäßig auf die Fläche des Brennraums verteilt wird, wie Fig. 3 zu entnehmen ist. Die Spritzrichtung der Voreinspritzstrahlen ist in der Projektion zum Brennraum 14 so auszurichten, daß sie in Bewegungsrichtung des gerichteten Luftdralls im Brennraum der Spritzrichtung der Haupteinspritzstrahlen vorgelagert sind.In the exemplary embodiment, the double injection valve has four injection openings 16 at the first exit point 4, which together form a cone angle of α1. At the second exit point 5, the double injection valve also has four injection openings 17, which together enclose a conical angle of α2. The tip cone angle α2 is larger than the tip cone angle λ1. Furthermore, the opening area of the injection openings 16 is smaller than the opening area of the injection openings 17 with a corresponding adjustment of the fuel quantities to be injected there in order to achieve the best possible atomization of the introduced fuel. The injection openings 16 and 17 are aligned such that the fuel to be injected is distributed uniformly over the surface of the combustion chamber, as can be seen in FIG. 3. The direction of injection of the pre-injection jets is to be oriented in the projection to the combustion chamber 14 in such a way that they are upstream in the direction of movement of the directed air swirl in the combustion chamber from the direction of injection of the main injection jets.

Durch die beschriebenen Maßnahmen wird mit Hilfe der Voreinspritzung das Verbrennungsgeräusch vermindert und trotzdem eine sehr gute Aufbereitung des eingespritzten Kraftstoffs sowohl bei der Voreinspritzmenge als auch bei der Haupteinspritzmenge verbunden mit günstigen Ergebniskriterien wie spezifischem Kraftstcffverbrauch, Schwarzrauch und Abgasemissicnen erzielt. Die Aufbereitung kann durch entsprechende Anpassung von Einspritzgeometrie, z. B. Einspritzöffnungsfläche und Einspritzdruck optimiert werden. Die Einspritzstrahlen sollen insbesondere die verdichtete rotierende Luft (aufgrund der Zentrifugalkraft) in der Brennraumwandnähe ausreichend mit Kraftstoff versorgen. Durch die exakte Steuerung wird bewirkt, daß Stärke und Zeitpunkt von zahlreichen lokalen auch durch die Vorverbrennung entstandener Wirbel (Sekundärwirbel) einen Ersatz darstellen für die der Haupteinspritzung weggenommene Mischungsdauer während des sonst üblichen Zündverzuges.The measures described reduce the combustion noise with the help of the pre-injection and still achieve a very good preparation of the injected fuel both in the pre-injection quantity and in the main injection quantity combined with favorable result criteria such as specific fuel consumption, black smoke and exhaust gas emissions. The processing can be done by appropriate adjustment of injection geometry, e.g. B. injection opening area and injection pressure can be optimized. The injection jets should in particular supply the compressed rotating air (due to the centrifugal force) in the vicinity of the combustion chamber with sufficient fuel. The exact control ensures that the strength and timing of numerous local vortices (secondary vortices) that also result from the pre-combustion represent a substitute for the mixing duration removed from the main injection during the usual ignition delay.

So wird "weiche" Verbrennung erzielt, ohne auf gute Motorergebnisse durch gute Mischung von Kraftstoff mit Luft verzichten zu müssen.In this way "soft" combustion is achieved without having to forego good engine results by mixing fuel with air.

Bei entsprechender Anpassung und bei Ausnützung der dynamischen Einflüsse ist es möglich, das beschriebene Kraftstoffeinspritzprinzip auch mit nur einer Kraftstoffeinspritzpumpe zu betreiben, auf eine gesonderte Steuereinrichtung zur Bestimmung der Voreinspritzmenge und zur Bestimmung des Einspritzzeitpunktes der Voreinspritzmenge kann jedoch nicht verzichtet werden.With appropriate adaptation and when the dynamic influences are used, it is possible to operate the fuel injection principle described with only one fuel injection pump, but a separate control device for determining the pre-injection quantity and for determining the injection timing of the pre-injection quantity cannot be dispensed with.

Claims (10)

1. Kraftstoffeinspritzsystem für Kraftstoffdirekteinspritzung in Brennräume einer Brennkraftmaschine mit je einem Einspritzventil, durch das eine Voreinspritzmenge in den jeweiligen Brennraum eingespritzt wird und einem Einspritzventil, durch das die Haupteinspritzmenge in den Brennraum eingespritzt wird, wobei die Austrittsstelle des Kraftstoffs der jeweils beiden Kraftstoffeinspritzventile dicht beieinander liegt und mit wenigstens einer Kraftstoffeinspritzpumpe zur Kraftstoffversorgung der Einspritzventile, dadurch gekennzeichnet, daß das Einspritzventil für die Voreinspritzmenge und das Einspritzventil für die Haupteinspritzmenge jeweils mehrere Einspritzöffnungen (16, 17) aufweisen und die Öffnungsfläche der Einspritzöffnungen (16) für die Voreinspritzmenge jeweils kleiner ist als die der Einspritzöffnungen (17) für die Haupteinspritzmenge.1.Fuel injection system for direct fuel injection into the combustion chambers of an internal combustion engine, each with an injection valve through which a pre-injection quantity is injected into the respective combustion chamber and an injection valve through which the main injection quantity is injected into the combustion chamber, the point of exit of the fuel of the two fuel injection valves being close to one another and with at least one fuel injection pump for supplying fuel to the injection valves, characterized in that the injection valve for the pre-injection quantity and the injection valve for the main injection quantity each have a plurality of injection openings (16, 17) and the opening area of the injection openings (16) for the pre-injection quantity is respectively smaller than that of the injection openings (17) for the main injection quantity. 2. Kraftstoffeinspritzsystem nach Anspruch 1, dadurch gekennzeichnet, daß der Brennraum eine Brennraummulde (14) aufweist und die Einspritzventile (2) möglichst nahe dem Zentrum (Z) des Brennraums angeordnet sind.2. Fuel injection system according to claim 1, characterized in that the combustion chamber has a combustion chamber trough (14) and the injection valves (2) are arranged as close as possible to the center (Z) of the combustion chamber. 3. Kraftstoffeinspritzsystem nach Anspruch 2, dadurch gekennzeichnet, daß die Einspritzstrahlen der Voreinspritzung einen Kegel bilden, dessen Spitzkegelwinkel ( α1 ) kleiner ist als der Spitzenkegelwinkel ( α2) der Einspritzstrahlen der Haupteinspritzmenge.3. Fuel injection system according to claim 2, characterized in that the injection jets of the pre-injection form a cone whose tip cone angle (α1) is smaller than the tip cone angle (α2) of the injection jets of the main injection quantity. 4. Kraftstoffeinspritzsystem nach einem der Ansprüche 2 oder 3, dadurch gekennzeichnet, daß der Zeitpunkt für die Einspritzung der Voreinspritzmenge last- und drehzahl abhängig gesteuert wird.4. Fuel injection system according to one of claims 2 or 3, characterized in that the time for the injection of the pre-injection quantity is controlled depending on the load and speed. 5. Kraftstoffeinspritzsystem nach einem der Ansprüche 2 oder 3, dadurch gekennzeichnet, daß der Zeitpunkt für die Einspritzung der Voreinspritzmenge drehzahlabhängig gesteuert wird.5. Fuel injection system according to one of claims 2 or 3, characterized in that the time for the injection of the pre-injection quantity is controlled in a speed-dependent manner. 6. Kraftstoffeinspritzsystem nach einem der Ansprüche 2 oder 3, dadurch gekennzeichnet, daß der Zeitpunkt für die Einspritzung der Voreinspritzmenge lastabhängig gesteuert wird.6. Fuel injection system according to one of claims 2 or 3, characterized in that the time for the injection of the pre-injection quantity is controlled depending on the load. 7. Kraftstoffeinspritzsystem nach einem der Ansprüche 4, 5 oder 6, dadurch gekennzeichnet, daß die Voreinspritzmenge drehzahl- und lastabhängig gesteuert wird.7. Fuel injection system according to one of claims 4, 5 or 6, characterized in that the pre-injection quantity is controlled as a function of speed and load. 8. Kraftstoffeinspritzsystem nach einem der Ansprüche 4, 5 oder 6, dadurch gekennzeichnet, daß die Voreinspritzmenge drehzahlabhängig gesteuert wird.8. Fuel injection system according to one of claims 4, 5 or 6, characterized in that the pre-injection quantity is controlled depending on the speed. 9. Kraftstoffeinspritzsystem nach einem der Ansprüche 4, 5 oder 6, dadurch gekennzeichnet, daß die Voreinspritzmenge lastabhängig gesteuert wird.9. Fuel injection system according to one of claims 4, 5 or 6, characterized in that the pre-injection quantity is controlled depending on the load. 10. Kraftstoffeinspritzsystem nach einem der vorstehenden Ansprüche, dadurch gekennzeichnet, daß der Einspritzdruck und die Einspritzgeometrie der Einspritzdüsen so aufeinander abgestimmt sind, daß der Kraftstoff im Brennraum direkt zerstäubt wird.10. Fuel injection system according to one of the preceding claims, characterized in that the injection pressure and the injection geometry of the injection nozzles are coordinated so that the fuel is atomized directly in the combustion chamber.
EP82111427A 1981-12-24 1982-12-09 Fuel injection system for direct fuel injection in internal-combustion engines Expired EP0083001B1 (en)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE3151293 1981-12-24
DE19813151293 DE3151293A1 (en) 1981-12-24 1981-12-24 FUEL INJECTION SYSTEM FOR DIRECT FUEL INJECTION IN COMBUSTION ENGINES

Publications (2)

Publication Number Publication Date
EP0083001A1 true EP0083001A1 (en) 1983-07-06
EP0083001B1 EP0083001B1 (en) 1988-04-20

Family

ID=6149672

Family Applications (1)

Application Number Title Priority Date Filing Date
EP82111427A Expired EP0083001B1 (en) 1981-12-24 1982-12-09 Fuel injection system for direct fuel injection in internal-combustion engines

Country Status (4)

Country Link
US (1) US4549511A (en)
EP (1) EP0083001B1 (en)
JP (1) JPS58117355A (en)
DE (2) DE3151293A1 (en)

Families Citing this family (9)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
ES8705090A1 (en) * 1985-07-01 1987-04-16 Easthorpe Investments Ltd Centrifugal pump.
USRE33841E (en) * 1986-04-24 1992-03-10 General Motors Corporation Dual spray cone electromagnetic fuel injector
FR2663084B1 (en) * 1990-06-07 1992-07-31 Semt Pielstick INJECTION DEVICE FOR AN INTERNAL COMBUSTION ENGINE.
DE19651175C2 (en) * 1996-12-10 1999-12-30 Otto C Pulch Counter-piston two-stroke internal combustion engine with direct fuel injection into the cylinder and adjustable rotation and turbulence of the charge air
DE19716221B4 (en) * 1997-04-18 2007-06-21 Robert Bosch Gmbh Fuel injection device with pre-injection and main injection in internal combustion engines, in particular for hard to ignite fuels
US7574992B2 (en) * 2007-01-16 2009-08-18 Deere & Company Fuel injector with multiple injector nozzles for an internal combustion engine
DE102008044244A1 (en) * 2008-12-01 2010-06-02 Robert Bosch Gmbh Internal combustion engine
US20140090622A1 (en) * 2012-09-28 2014-04-03 Harold Cranmer Seelig Internal combustion engine
DE102013203271A1 (en) * 2013-02-27 2014-08-28 Mtu Friedrichshafen Gmbh Injection valve for fuel introduction device of lifting cylinder engine for driving e.g. motor vehicle, has injection hole whose longitudinal central axis is skewed to longitudinal central axis of valve

Citations (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
GB340664A (en) * 1928-11-12 1931-01-08 Hugo Junkers Improvements in and relating to diesel engines
US1857192A (en) * 1931-06-20 1932-05-10 James J Hauser Fuel injector nozzle for internal combustion engines
DE1042964B (en) * 1954-06-11 1958-11-06 Kloeckner Humboldt Deutz Ag Fuel injector for internal combustion engines
DE2025569A1 (en) * 1969-06-18 1970-12-23 F.F.S.A., Paris Injection nozzle with coupling injection for internal combustion engines
DE2325822A1 (en) * 1972-05-30 1973-12-13 List Hans INJECTION NOZZLE FOR COMBUSTION MACHINES
DE2849778A1 (en) * 1977-11-23 1979-05-31 Volvo Ab FUEL INJECTION FOR COMBUSTION ENGINES ACCORDING TO THE DIESEL PRINCIPLE

Family Cites Families (23)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE1050603B (en) * 1959-02-12
GB151656A (en) * 1918-02-18 1920-10-07 Albert Thorpe Improvements in devices for use in unrolling piece goods
DE379453C (en) * 1921-03-06 1923-08-24 Maschf Augsburg Nuernberg Ag Process for the direct injection of difficult to ignite fuel in internal combustion engines
US1767701A (en) * 1924-10-25 1930-06-24 Maschf Augsburg Nuernberg Ag Internal-combustion engine of the solid-fuel injection type
US2145640A (en) * 1932-05-11 1939-01-31 Ex Cell O Corp Fluid distribution system
DE879934C (en) * 1950-01-05 1953-06-18 Stuttgarter Motorzubehoer G M Combustion process for compressorless diesel engines
DE1808650A1 (en) * 1968-11-13 1970-06-18 Bosch Gmbh Robert Fuel injector
DD102198A1 (en) * 1973-02-02 1973-12-05
GB1578131A (en) * 1976-05-14 1980-11-05 Lucas Industries Ltd Fuel supply systems for engines
DE2711350A1 (en) * 1977-03-16 1978-09-21 Bosch Gmbh Robert FUEL INJECTION NOZZLE FOR COMBUSTION MACHINES
JPS586423B2 (en) * 1977-06-10 1983-02-04 ケイディディ株式会社 Call distribution method at the switchboard
JPS5438439A (en) * 1977-08-30 1979-03-23 Agency Of Ind Science & Technol Fuel injection for pump multiple injection
DE2753953A1 (en) * 1977-12-03 1979-06-07 Daimler Benz Ag PROCEDURE FOR OPERATING AN AIR COMPRESSING SELF-IGNING COMBUSTION ENGINE AND SUITABLE INJECTION VALVE
DE2826602C2 (en) * 1978-06-19 1982-07-15 M.A.N. Maschinenfabrik Augsburg-Nürnberg AG, 8500 Nürnberg Air-compressing, direct-injection internal combustion engine
JPS5515620A (en) * 1978-07-20 1980-02-02 Fujitsu Ltd Washing method
DE2901211C2 (en) * 1979-01-13 1983-12-01 Pischinger, Franz, Prof. Dipl.-Ing. Dr.Techn., 5100 Aachen Method for operating an air-compressing, self-igniting internal combustion engine and device for carrying out the method
DE2901210C2 (en) * 1979-01-13 1984-01-12 Klöckner-Humboldt-Deutz AG, 5000 Köln Method for operating an air-compressing, self-igniting internal combustion engine
DE2924128A1 (en) * 1979-06-15 1980-12-18 Motoren Werke Mannheim Ag Diesel engine using different fuel for starting and running - has single injector delivering starting and running fuel in sequence
DE2943895A1 (en) * 1979-10-31 1981-05-14 Robert Bosch Gmbh, 7000 Stuttgart IC engine fuel injector - has two independent parallel needles, one directly sprung, other loaded via push rod to spring at higher level
DE2943896A1 (en) * 1979-10-31 1981-05-14 Robert Bosch Gmbh, 7000 Stuttgart FUEL INJECTION NOZZLE FOR INTERNAL COMBUSTION ENGINES
JPS603982Y2 (en) * 1979-12-12 1985-02-04 株式会社小松製作所 diesel engine fuel injection system
DE3002851A1 (en) * 1980-01-26 1981-07-30 Motoren-Werke Mannheim AG, vorm. Benz Abt. stat. Motorenbau, 6800 Mannheim Dual fuel diesel engine - has high pressure alcohol pump with indirect connection to increase pressure of diesel fuel
DE3003411C2 (en) * 1980-01-31 1983-07-28 M.A.N. Maschinenfabrik Augsburg-Nürnberg AG, 8500 Nürnberg Self-igniting reciprocating internal combustion engine

Patent Citations (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
GB340664A (en) * 1928-11-12 1931-01-08 Hugo Junkers Improvements in and relating to diesel engines
US1857192A (en) * 1931-06-20 1932-05-10 James J Hauser Fuel injector nozzle for internal combustion engines
DE1042964B (en) * 1954-06-11 1958-11-06 Kloeckner Humboldt Deutz Ag Fuel injector for internal combustion engines
DE2025569A1 (en) * 1969-06-18 1970-12-23 F.F.S.A., Paris Injection nozzle with coupling injection for internal combustion engines
DE2325822A1 (en) * 1972-05-30 1973-12-13 List Hans INJECTION NOZZLE FOR COMBUSTION MACHINES
DE2849778A1 (en) * 1977-11-23 1979-05-31 Volvo Ab FUEL INJECTION FOR COMBUSTION ENGINES ACCORDING TO THE DIESEL PRINCIPLE

Also Published As

Publication number Publication date
US4549511A (en) 1985-10-29
JPS58117355A (en) 1983-07-12
EP0083001B1 (en) 1988-04-20
DE3151293A1 (en) 1983-07-07
JPH0475391B2 (en) 1992-11-30
DE3278370D1 (en) 1988-05-26

Similar Documents

Publication Publication Date Title
DE10012969B4 (en) Injection nozzle and a method for forming a fuel-air mixture
DE2711681A1 (en) COMBUSTION CHAMBER OF A COMBUSTION ENGINE
EP1538317A2 (en) Direct injected spark ignited internal combustion engine
DE3628645A1 (en) METHOD FOR INJECTING FUEL INTO THE COMBUSTION CHAMBER OF AN INTERNAL COMBUSTION ENGINE
DE4035312A1 (en) DEVICE FOR INJECTING A FUEL-GAS MIXTURE
DE2658783C2 (en) Air-compressing, direct-injection internal combustion engine
DE10026321A1 (en) Fuel injection system and method for injection
DE2849778C2 (en) Self-igniting reciprocating internal combustion engine
EP0083001A1 (en) Fuel injection system for direct fuel injection in internal-combustion engines
DE10026323A1 (en) Fuel injection system
DE2334059B2 (en) Piston internal combustion engine with pre-combustion chamber and main combustion chamber
DE4404899A1 (en) Dual fuel IC engine ignition system
DE2508081C3 (en) Internal combustion engine with main and additional combustion chamber
DE2748374A1 (en) FUEL INJECTOR
DE10354827A1 (en) fuel injection system
DE3734587A1 (en) Fuel injection nozzle for internal combustion engines
DE3415905C2 (en)
EP1387952A1 (en) Fuel injection system
DE2840367A1 (en) IC engine with precombustion chamber - has injected fuel impinging on baffle area equal to fuel jet section and screened inside chamber
DE2500097A1 (en) ATOMIZING NOZZLE FOR LIQUIDS, IN PARTICULAR FOR LIQUID FUELS OR FUEL
DE3147198A1 (en) "INSTALLING AN INLET PIPE IN THE CYLINDER ROOM OF AN INTERNAL COMBUSTION ENGINE"
DE3411331A1 (en) Air-compressing, direct injection internal combustion engine with a combustion chamber arranged in the cylinder head
DE2649850C2 (en) Injection internal combustion engine with a combustion chamber arranged essentially in the piston
DE7919074U1 (en) INTERNAL COMBUSTION ENGINE
EP0101822A1 (en) Fuel injector for an internal-combustion engine

Legal Events

Date Code Title Description
PUAI Public reference made under article 153(3) epc to a published international application that has entered the european phase

Free format text: ORIGINAL CODE: 0009012

17P Request for examination filed

Effective date: 19821209

AK Designated contracting states

Designated state(s): DE FR GB IT

GRAA (expected) grant

Free format text: ORIGINAL CODE: 0009210

AK Designated contracting states

Kind code of ref document: B1

Designated state(s): DE FR GB IT

GBT Gb: translation of ep patent filed (gb section 77(6)(a)/1977)
REF Corresponds to:

Ref document number: 3278370

Country of ref document: DE

Date of ref document: 19880526

ET Fr: translation filed
ITF It: translation for a ep patent filed

Owner name: STUDIO JAUMANN

PLBE No opposition filed within time limit

Free format text: ORIGINAL CODE: 0009261

STAA Information on the status of an ep patent application or granted ep patent

Free format text: STATUS: NO OPPOSITION FILED WITHIN TIME LIMIT

26N No opposition filed
ITTA It: last paid annual fee
PGFP Annual fee paid to national office [announced via postgrant information from national office to epo]

Ref country code: FR

Payment date: 19921229

Year of fee payment: 11

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: FR

Effective date: 19940831

REG Reference to a national code

Ref country code: FR

Ref legal event code: ST

REG Reference to a national code

Ref country code: GB

Ref legal event code: 746

Effective date: 19941007

PGFP Annual fee paid to national office [announced via postgrant information from national office to epo]

Ref country code: GB

Payment date: 19961129

Year of fee payment: 15

PGFP Annual fee paid to national office [announced via postgrant information from national office to epo]

Ref country code: DE

Payment date: 19970221

Year of fee payment: 15

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: GB

Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES

Effective date: 19971209

GBPC Gb: european patent ceased through non-payment of renewal fee

Effective date: 19971209

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: DE

Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES

Effective date: 19980901