EP0083001B1 - 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

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Publication number
EP0083001B1
EP0083001B1 EP82111427A EP82111427A EP0083001B1 EP 0083001 B1 EP0083001 B1 EP 0083001B1 EP 82111427 A EP82111427 A EP 82111427A EP 82111427 A EP82111427 A EP 82111427A EP 0083001 B1 EP0083001 B1 EP 0083001B1
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EP
European Patent Office
Prior art keywords
injection
preliminary
fuel
principal
controlled
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Expired
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EP82111427A
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German (de)
French (fr)
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EP0083001A1 (en
Inventor
Hermann Grieshaber
Hans-Joachim Siebert
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Robert Bosch GmbH
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Robert Bosch GmbH
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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

  • an injection valve which has a single valve needle and a plurality of injection openings for the injection of the idle injection quantity and a plurality of injection openings for the injection of the full-load injection quantity.
  • the axes of the bores leading to the injection openings lie on the lateral surfaces of different cone angles, the cone angle with respect to the injection openings for the idle injection quantity being smaller than the cone angle with respect to the injection openings for the full-load injection quantity.
  • this fuel injection valve is such that although at low load only the injection openings for the idle injection quantity are supplied with fuel, but at higher loads the fuel jets emerging from the injection openings for the idle injection quantity are retained and then by the stronger fuel injection jets emerge from the injection ports for the full-load injection quantity, are carried and deflected. This creates a different cone angle with a wide spread of the injected fuel.
  • This fuel injection valve is not suitable for generating a pre-injection under a higher load. It is either injected only via the injection openings for the idle injection quantity or it is injected both from the injection openings for the idle injection quantity and that of the full-load injection quantity.
  • the object of the solution specified in the abovementioned document is to prevent the environment from being affected by soot and irritating gases in the case of single injection in idle mode.
  • a small fuel injection quantity is pre-injected before the main injection quantity is injected, the combustion starts with this small injection quantity «softly».
  • 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 without a long igniter delay to the extent that it comes to the injection.
  • 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.
  • a fuel injection valve which has a plurality of injection openings for introducing the pre-fuel quantity and a plurality of injection openings for introducing the main fuel injection quantity, the exit points of the injection jets emerging from the injection openings each lying on a conical jacket .
  • the opening areas of the fuel injection openings for the pre-injection quantity are each smaller than those of the injection openings for the main injection quantity.
  • valve needles are arranged next to one another, one valve needle serving to control the pre-injection quantity and the other valve needle having a higher opening pressure serving to control the main injection quantity.
  • a similar fuel injection valve is known from DE-A-2 943 895, which likewise controls a plurality of injection openings with each injection valve needle.
  • FR-A-2 384124 furthermore discloses an injection valve which is constructed in a similar way to the injection valve according to DE-A-2 025 569.
  • a single valve needle controls two sets of fuel injection openings, the fuel injection valve needle being lifted the first time two first injection openings are supplied with fuel, and two additional fuel injection openings are opened for these when the injection valve needle is raised further, controlled by another part of the valve needle.
  • the spray cross section is increased here with increasing injection valve needle stroke, so that, for example, only two in the low load range injection openings have an injection effect and, in contrast, four injection openings have an injection effect in the high-load range.
  • the axes of the bores which lead to the injection openings for the low-load range describe a smaller apex angle than the axes of the bores which lead to the injection openings which are additionally connected under high load. Accordingly, in contrast to the prior art mentioned at the beginning, the fuel injection jets emerge into the combustion chamber unaffected by one another.
  • the disadvantage mentioned at the outset arises. In particular, however, there is no significant delay in fuel injection in the high load range, so that relatively large amounts of fuel injection are stored upstream in the period of the ignition delay. But also for the low load range, if the measures described in this document should also serve to achieve a pre-injection quantity, the disadvantage of increased consumption arises with a deterioration in the pollutant emission rate.
  • the fuel injection system according to the invention with the characterizing features of the main claim has the advantage that numerous strong local turbulences occur in the combustion chamber through 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. These local turbulences in the area of the main injection jets result in a rapid, intensive mixing with the combustion air.
  • 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.
  • 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-A-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 time of the pre-injection quantity are controlled in a manner known per se depending on the load and speed, the quantity and injection time being coordinated with 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 a 1.
  • the double injection valve also has four injection openings 17, which together enclose a conical angle of a 2.
  • the tip cone angle a 2 is larger than the tip cone angle a 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 aligned in the projection to the combustion chamber 14 in such a way that, in the direction of movement of the directed air swirl in the combustion chamber, they are upstream of the direction of injection of the main injection jets.
  • the combustion noise is reduced with the help of the pre-injection and nevertheless a very good preparation of the injected fuel is achieved both with the pre-injection quantity and with the main injection quantity combined with favorable result criteria such as specific fuel consumption, black smoke and exhaust gas emissions.
  • the preparation can be carried out by adapting the injection geometry accordingly, e.g. Injection opening area and injection pressure can be optimized.
  • the injection jets should supply the compressed rotating air (due to the centrifugal force) in the vicinity of the combustion chamber with sufficient fuel.
  • the precise control means that the strength and timing of numerous local vortices (secondary vortices) that also result from the pre-combustion represent a substitute for the mixing time removed from the main injection during the usual ignition delay.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Fuel-Injection Apparatus (AREA)

Description

Stand der TechnikState of the art

Die Erfindung geht von einem Kraftstoffeinspritzsystem gemäss der Gattung des Patentanspruchs 1 aus. Bei einem solchen durch die DE-A-2 025 569 bekannten System ist ein Einspritzventil vorgesehen, das eine einzige Ventilnadel und mehrere Einspritzöffnungen für die Einspritzung der Leerlaufeinspritzmenge und mehrere Einspritzöffnungen für die Einspritzung der Vollasteinspritzmenge aufweist. Die Achsen der Bohrungen, die zu den Einspritzöffnungen führen, liegen dabei auf den Mantelflächen unterschiedlicher Kegelwinkel, wobei der Kegelwinkel bezüglich der Einspritzöffnungen für die Leerlaufeinspritzmenge kleiner ist als der Kegelwinkel bezüglich der Einspritzöffnungen für die Vollasteinspritzmenge. Dabei ist aber die Arbeitsweise dieses Kraftstoffeinspritzventils so, dass zwar bei niedriger Last nur die Einspritzöffnungen für die Leerlaufeinspritzmenge mit Kraftstoff versorgt werden, dass aber bei höherer Last die aus den Einspritzöffnungen für die Leerlaufeinspritzmenge austretenden Kraftstoffstrahlen weiterhin beibehalten werden und dann von den stärkeren Kraftstoffeinspritzstrahlen, die aus den Einspritzöffnungen für die Vollasteinspritzmenge austreten, getragen und abgelenkt werden. Dabei entsteht ein anderer Kegelwinkel mit starker Auffächerung des eingespritzten Kraftstoffs. Dieses Kraftstoffeinspritzventil ist nicht geeignet, eine Voreinspritzung bei höherer Last zu erzeugen. Es wird also entweder nur über die Einspritzöffnungen für die Leeriaufeinspritzmenge eingespritzt oder es wird sowohl aus den Einspritzöffnungen für die Leerlaufeinspritzmenge als auch die der Vollasteinspritzmenge eingespritzt. Aufgabe der in obengenannter Schrift angegebenen Lösung ist es, eine bei Einfacheinspritzung im Leerlaufbetrieb auftretende Beeinträchtigung der Umgebung durch Russ und Reizgase zu vermeiden.The invention is based on a fuel injection system according to the preamble of claim 1. In such a system known from DE-A-2 025 569, an injection valve is provided which has a single valve needle and a plurality of injection openings for the injection of the idle injection quantity and a plurality of injection openings for the injection of the full-load injection quantity. The axes of the bores leading to the injection openings lie on the lateral surfaces of different cone angles, the cone angle with respect to the injection openings for the idle injection quantity being smaller than the cone angle with respect to the injection openings for the full-load injection quantity. However, the mode of operation of this fuel injection valve is such that although at low load only the injection openings for the idle injection quantity are supplied with fuel, but at higher loads the fuel jets emerging from the injection openings for the idle injection quantity are retained and then by the stronger fuel injection jets emerge from the injection ports for the full-load injection quantity, are carried and deflected. This creates a different cone angle with a wide spread of the injected fuel. This fuel injection valve is not suitable for generating a pre-injection under a higher load. It is either injected only via the injection openings for the idle injection quantity or it is injected both from the injection openings for the idle injection quantity and that of the full-load injection quantity. The object of the solution specified in the abovementioned document is to prevent the environment from being affected by soot and irritating gases in the case of single injection in idle mode.

Es ist aber auch durch die DE-B-1 042 964 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.However, it is also known from DE-B-1 042 964 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 a certain amount of fuel injection accumulates in the combustion chamber between the start of injection and the start of combustion. 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 with this small injection quantity «softly». 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 without a long igniter delay to the extent that it comes to the injection. 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.

Beim Gegenstand der DE-B-1 042 964 ist nun aber lediglich ein Kraftstoffeinspritzventil offenbart, das mehrere Einspritzöffnungen für die Einbringung der Kraftstoffvoreinspritzmenge und mehrere Einspritzöffnungen für die Einbringung der Kraftstoffhaupteinspritzmenge aufweist, wobei die Austrittsstellen der aus den Einspritzöffnungen austretenden Einspritzstrahlen jeweils auf einem Kegelmantel liegen. Dabei sind die Öffnungsflächen der Kraftstoffeinspritzöffnungen für die Voreinspritzmenge jeweils kleiner als die der Einspritzöffnungen für die Haupteinspritzmenge. Dabei sollen lediglich die Vorteile einer Mehrlocheinspritzdüse gegenüber der einer Einlocheinspritzdüse erzielt werden. Die Anordung der zu den Einspritzöffnungen führenden Bohrungen auf einem Kegelmantel lässt dabei lediglich herstellungsmässige Vorteile erkennen.In the subject of DE-B-1 042 964, however, only a fuel injection valve is now disclosed which has a plurality of injection openings for introducing the pre-fuel quantity and a plurality of injection openings for introducing the main fuel injection quantity, the exit points of the injection jets emerging from the injection openings each lying on a conical jacket . The opening areas of the fuel injection openings for the pre-injection quantity are each smaller than those of the injection openings for the main injection quantity. Only the advantages of a multi-hole injection nozzle compared to that of a single-hole injection nozzle are to be achieved. The arrangement of the bores leading to the injection openings on a cone jacket only shows manufacturing advantages.

Bei diesem bekannten Kraftstoffeinspritzventil sind zwei Ventilnadeln nebeneinander angeordnet, wobei die eine Ventilnadel der Steuerung der Voreinspritzmenge und die andere Ventilnadel mit höherem Öffnungsdruck der Steuerung der haupteinspritzmenge dient. Ein ähnliches Kraftstoffeinspritzventil ist durch die DE-A-2 943 895 bekannt, das ebenfalls mit jeder Einspritzventilnadel mehrere Einspritzöffnungen steuert.In this known fuel injection valve, two valve needles are arranged next to one another, one valve needle serving to control the pre-injection quantity and the other valve needle having a higher opening pressure serving to control the main injection quantity. A similar fuel injection valve is known from DE-A-2 943 895, which likewise controls a plurality of injection openings with each injection valve needle.

Es ist weiterhin durch die FR-A-2 384124 ein Einspritzventil bekannt, das ähnlich aufgebaut ist wie das Einspritzventil gemäss der DE-A-2 025 569. Auch hier steuert eine einzige Ventilnadel zwei Sätze von Kraftstoffeinspritzöffnungen, wobei bei einem ersten Anheben der Kraftstoffeinspritzventilnadel zwei erste Einspritzöffnungen mit Kraftstoff versorgt werden, und zu diesen bei weiterem Anheben der Einspritzventilnadel, gesteuert durch einen anderen Teil der Ventiladel, zwei zusätzliche Kraftstoffeinspritzöffnungen aufgesteuert werden. Ähnlich wie beim Gegenstand der eingangs genannten bekannten Schrift wird hier also der Abspritzquerschnitt mit zunehmendem Einspritzventilnadelhub vergrössert, so dass zum Beispiel im Niedriglastbereich nur zwei Einspritzöffnungen einspritzwirksam sind und im Hochlastbereich dagegen vier Einspritzöffnungen einspritzwirksam sind. Abweichend vom eingangs genannten Stand der Technik beschreiben die Achsen der Bohrungen, die zu den Einspritzöffnungen für den Niedriglastbereich führen, einen kleineren Scheitelwinkel als die Achsen der Bohrungen, die zu den zusätzlich bei Hochlast zugeschalteten Einspritzöffnungen führen. Demgemäss treten die Kraftstoffeinspritzstrahlen im Gegensatz zum eingangs genannten Stand der Technik unbeeinflusst voneinander in den Brennraum aus. Acuh bei der Verwendung eines solchen Kraftstoffeinspritzventils entsteht der eingangs genannte Nachteil. Insbesondere aber erfolgt im hohen Lastbereich keine wesentliche Verzögerung der Kraftstoffeinspritzung, so dass hier im Zeitraum des Zündverzuges relativ grosse Kraftstoffeinspritzmengen vorgelagert werden. Aber auch für den Niedriglastbereich, sofern die in dieser Schrift beschriebenen Massnahmen auch zur Verwirklichung einer Voreinspritzmenge dienen sollten, entsteht der Nachteil eines erhöhten Verbrauches unter einer Verschlechterung der Schadstoffemissionsrate.FR-A-2 384124 furthermore discloses an injection valve which is constructed in a similar way to the injection valve according to DE-A-2 025 569. Here too, a single valve needle controls two sets of fuel injection openings, the fuel injection valve needle being lifted the first time two first injection openings are supplied with fuel, and two additional fuel injection openings are opened for these when the injection valve needle is raised further, controlled by another part of the valve needle. Similar to the subject matter of the known document mentioned at the outset, the spray cross section is increased here with increasing injection valve needle stroke, so that, for example, only two in the low load range injection openings have an injection effect and, in contrast, four injection openings have an injection effect in the high-load range. Deviating from the prior art mentioned at the outset, the axes of the bores which lead to the injection openings for the low-load range describe a smaller apex angle than the axes of the bores which lead to the injection openings which are additionally connected under high load. Accordingly, in contrast to the prior art mentioned at the beginning, the fuel injection jets emerge into the combustion chamber unaffected by one another. When using such a fuel injection valve, the disadvantage mentioned at the outset arises. In particular, however, there is no significant delay in fuel injection in the high load range, so that relatively large amounts of fuel injection are stored upstream in the period of the ignition delay. But also for the low load range, if the measures described in this document should also serve to achieve a pre-injection quantity, the disadvantage of increased consumption arises with a deterioration in the pollutant emission rate.

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 Hauptkraftstoffeinspritzmenge 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 occur in the combustion chamber through 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.

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-A-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-A-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 Kraftstoffeinspritzpumpe 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 time of the pre-injection quantity are controlled in a manner known per se depending on the load and speed, the quantity and injection time being coordinated with 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 a 1 bilden. An der zweiten Austrittsstelle 5 weist das Doppeleinspritzventil ebenfalls vier Einspritzöffnungen 17 auf, die zusammen einen kegelspitzen Winkel von a 2 einschliessen. Der Spitzenkegelwinkel a 2 ist dabei grösser als der Spitzenkegelwinkel a 1. 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 a 1. At the second exit point 5, the double injection valve also has four injection openings 17, which together enclose a conical angle of a 2. The tip cone angle a 2 is larger than the tip cone angle a 1. 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 aligned in the projection to the combustion chamber 14 in such a way that, in the direction of movement of the directed air swirl in the combustion chamber, they are upstream of 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 Kraftstoffverbrauch, Schwarzrauch und Abgasemissionen erzielt. Die Aufbereitung kann durch entsprechende Anpassung von Einspritzgeometrie, z.B. Einspritz- öffnungsfläche und Einspritzdruck optimiert werden. Die Einspritzstrahlen sollen insbesondere die verdichtete rotierende Luft (aufgrund der Zentrifugalkraft) in der Brennraumwandnähe ausreichend mit Kraftstoff vesorgen. 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.By means of the measures described, the combustion noise is reduced with the help of the pre-injection and nevertheless a very good preparation of the injected fuel is achieved both with the pre-injection quantity and with the main injection quantity combined with favorable result criteria such as specific fuel consumption, black smoke and exhaust gas emissions. The preparation can be carried out by adapting the injection geometry accordingly, e.g. Injection opening area and injection pressure can be optimized. The injection jets should supply the compressed rotating air (due to the centrifugal force) in the vicinity of the combustion chamber with sufficient fuel. The precise control means that the strength and timing of numerous local vortices (secondary vortices) that also result from the pre-combustion represent a substitute for the mixing time removed from the main injection during the usual ignition delay.

So wird «weiche» Verbrennung erzielt, ohne auf gute Motorergebnisse durch Mischung von Kraftstoff mit Luft verzichten zu müssen.In this way, "soft" combustion is achieved without having to do without 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 (7)

1. Fuel injection system for a time-controlled and quantity-controlled direct fuel injection into combustion chambers (14) delimited by reciprocating pistons of an internal combustion engine by means of at least one fuel injection pump to supply injection valves (2), by which for each combustion chamber a plurality of injection orifices (16) for the introduction of a preliminary injection quantity and a plurality of orifices (17) for the introduction of a principal injection quantity are supplied with fuel, whilst the exit points of these injection orifices are closely juxtaposed, the injection jets emerging therefrom lie respectively on a cone envelope, the surface of aperture of the injection orifices (16) for the preliminary injection quantity is respectively smaller than that of the injection orifices (17) or the principal injection quantity, and the spray time and the quantity of the principal injection are controlled as a function of operating parameters, characterized in that a plurality of injection orifices of equal number are provided both for the injection of the preliminary injection quantity and for the injection of the principal injection quantity, that the axes of the preliminary injection jets emerging from the injection orifices for the preliminary injection and those of the principal injection jets emerging from the injection orifices for the principal injection are respectively located so that they divide the circumferential wall of the combustion chamber into equal sized sections, whilst the preliminary injection jets conjointly describe a cone angle, the cone apex angle (a1) of which is smaller than the cone apex angle (a2) which is described by the principal injection jets, whilst moreover the intersections of the axes of the preliminary injection jets with the combustion chamber wall are placed in front of the intersections of the axes of the principal injection jets with the combustion chamber wall in the direction of movement of a directed combustion chamber charge flow and the injection orifices are arranged so that they are located substantially in the region of the median axis (Z) of the combustion chamber and the injection orifices for the principal injection are closest to the median axis and that the time and/or the quantity of the preliminary injection is controlled in proportion to the principal injection as a function of operating parameters so that, taking into consideration the rotating combustion chamber charge flow at the time of the principal injection, the end points of the principal injection jets are located in the region of mixture eddies resulting from the combustion of the preliminary injection quantity.
2. Fuel injection system according to Claim 1, characterized in that the time for the injection of the preliminary injection quantity is controlled as a function of load and speed.
3. Fuel injection system according to Claim 1, characterized in that the time for the injection of the preliminary injection quantity is controlled as a function of speed.
4. Fuel injection system according to Claim 1, characterized in that the time for the injection of the preliminary injection quantity is controlled as a function of load.
5. Fuel injection system according to any of Claims 2, 3 or 4, characterized in that the preliminary injection quantity is controlled as a function of speed and load.
6. Fuel injection system according to any of Claims 2, 3 or 4, characterized in that the preliminary injection quantity is controlled as a function of speed.
7. Fuel injection system according to any of Claims 2, 3 or 4, characterized in that the preliminary injection quantity is controlled as a function of load.
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)

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DE19813151293 DE3151293A1 (en) 1981-12-24 1981-12-24 FUEL INJECTION SYSTEM FOR DIRECT FUEL INJECTION IN COMBUSTION ENGINES
DE3151293 1981-12-24

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

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US4549511A (en) 1985-10-29
DE3151293A1 (en) 1983-07-07
DE3278370D1 (en) 1988-05-26
EP0083001A1 (en) 1983-07-06
JPS58117355A (en) 1983-07-12
JPH0475391B2 (en) 1992-11-30

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