EP0083001B1 - Kraftstoffeinspritzsystem für Kraftstoffdirekteinspritzung bei Brennkraftmaschinen - Google Patents

Kraftstoffeinspritzsystem für Kraftstoffdirekteinspritzung bei Brennkraftmaschinen 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
Authority
EP
European Patent Office
Prior art keywords
injection
preliminary
fuel
principal
controlled
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Expired
Application number
EP82111427A
Other languages
German (de)
English (en)
French (fr)
Other versions
EP0083001A1 (de
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/de
Application granted granted Critical
Publication of EP0083001B1 publication Critical patent/EP0083001B1/de
Expired legal-status Critical Current

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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)
EP82111427A 1981-12-24 1982-12-09 Kraftstoffeinspritzsystem für Kraftstoffdirekteinspritzung bei Brennkraftmaschinen Expired EP0083001B1 (de)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE19813151293 DE3151293A1 (de) 1981-12-24 1981-12-24 Kraftstoffeinspritzsystem fuer kraftstoffdirekteinspritzung bei brenn-kraftmaschinen
DE3151293 1981-12-24

Publications (2)

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

Family

ID=6149672

Family Applications (1)

Application Number Title Priority Date Filing Date
EP82111427A Expired EP0083001B1 (de) 1981-12-24 1982-12-09 Kraftstoffeinspritzsystem für Kraftstoffdirekteinspritzung bei Brennkraftmaschinen

Country Status (4)

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

Families Citing this family (9)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE3683962D1 (de) * 1985-07-01 1992-04-02 Easthorpe Investments Ltd Zentrifugalpumpe.
USRE33841E (en) * 1986-04-24 1992-03-10 General Motors Corporation Dual spray cone electromagnetic fuel injector
FR2663084B1 (fr) * 1990-06-07 1992-07-31 Semt Pielstick Dispositif d'injection pour moteur a combustion interne.
DE19651175C2 (de) * 1996-12-10 1999-12-30 Otto C Pulch Gegenkolben-Zweitakt-Verbrennungsmotor mit Direkteinspritzung des Kraftstoffes in den Zylinder und regelbarer Rotation und Turbulenz der Ladeluft
DE19716221B4 (de) * 1997-04-18 2007-06-21 Robert Bosch Gmbh Kraftstoffeinspritzeinrichtung mit Vor- und Haupteinspritzung bei Brennkraftmaschinen, insbesondere für schwer zündbare Kraftstoffe
US7574992B2 (en) * 2007-01-16 2009-08-18 Deere & Company Fuel injector with multiple injector nozzles for an internal combustion engine
DE102008044244A1 (de) * 2008-12-01 2010-06-02 Robert Bosch Gmbh Brennkraftmaschine
US20140090622A1 (en) * 2012-09-28 2014-04-03 Harold Cranmer Seelig Internal combustion engine
DE102013203271A1 (de) * 2013-02-27 2014-08-28 Mtu Friedrichshafen Gmbh Einspritzventil einer Kraftstoffeinbringvorrichtung einer Brennkraftmaschine, Kraftstoffeinbringvorrichtung sowie Brennkraftmaschine

Citations (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE879934C (de) * 1950-01-05 1953-06-18 Stuttgarter Motorzubehoer G M Verbrennungsverfahren fuer kompressorlose Dieselmotoren
FR2384124A1 (fr) * 1977-03-16 1978-10-13 Bosch Gmbh Robert Buse d'injection de carburant pour moteurs a combustion interne
DE2753953A1 (de) * 1977-12-03 1979-06-07 Daimler Benz Ag Verfahren zum betrieb einer luftverdichtenden selbstzuendenden brennkraftmaschine sowie geeignetes einspritzventil
FR2432095A1 (fr) * 1978-06-19 1980-02-22 Maschf Augsburg Nuernberg Ag Moteur a combustion interne, a injection directe et a compression d'air
EP0028288A1 (de) * 1979-10-31 1981-05-13 Robert Bosch Gmbh Kraftstoffeinspritzdüse für Brennkraftmaschinen
DE2943895A1 (de) * 1979-10-31 1981-05-14 Robert Bosch Gmbh, 7000 Stuttgart Kraftstoffeinspritzduese fuer brennkraftmaschinen

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DE379453C (de) * 1921-03-06 1923-08-24 Maschf Augsburg Nuernberg Ag Verfahren zur unmittelbaren Einspritzung schwer entzuendlichen Brennstoffes in Verbrennungskraftmaschinen
US1767701A (en) * 1924-10-25 1930-06-24 Maschf Augsburg Nuernberg Ag Internal-combustion engine of the solid-fuel injection type
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JPS586423B2 (ja) * 1977-06-10 1983-02-04 ケイディディ株式会社 交換台における呼の配布方式
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Patent Citations (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE879934C (de) * 1950-01-05 1953-06-18 Stuttgarter Motorzubehoer G M Verbrennungsverfahren fuer kompressorlose Dieselmotoren
FR2384124A1 (fr) * 1977-03-16 1978-10-13 Bosch Gmbh Robert Buse d'injection de carburant pour moteurs a combustion interne
DE2753953A1 (de) * 1977-12-03 1979-06-07 Daimler Benz Ag Verfahren zum betrieb einer luftverdichtenden selbstzuendenden brennkraftmaschine sowie geeignetes einspritzventil
FR2432095A1 (fr) * 1978-06-19 1980-02-22 Maschf Augsburg Nuernberg Ag Moteur a combustion interne, a injection directe et a compression d'air
EP0028288A1 (de) * 1979-10-31 1981-05-13 Robert Bosch Gmbh Kraftstoffeinspritzdüse für Brennkraftmaschinen
DE2943895A1 (de) * 1979-10-31 1981-05-14 Robert Bosch Gmbh, 7000 Stuttgart Kraftstoffeinspritzduese fuer brennkraftmaschinen

Also Published As

Publication number Publication date
JPS58117355A (ja) 1983-07-12
DE3278370D1 (en) 1988-05-26
EP0083001A1 (de) 1983-07-06
DE3151293A1 (de) 1983-07-07
US4549511A (en) 1985-10-29
JPH0475391B2 (enrdf_load_stackoverflow) 1992-11-30

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