EP0090739B1 - Système d'injection électromagnétique pour moteur Diesel donnant lieu à une loi d'injection de type "pression-temps" - Google Patents

Système d'injection électromagnétique pour moteur Diesel donnant lieu à une loi d'injection de type "pression-temps" Download PDF

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Publication number
EP0090739B1
EP0090739B1 EP19830400646 EP83400646A EP0090739B1 EP 0090739 B1 EP0090739 B1 EP 0090739B1 EP 19830400646 EP19830400646 EP 19830400646 EP 83400646 A EP83400646 A EP 83400646A EP 0090739 B1 EP0090739 B1 EP 0090739B1
Authority
EP
European Patent Office
Prior art keywords
pressure
injection
needle
chamber
high pressure
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
EP19830400646
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German (de)
English (en)
French (fr)
Other versions
EP0090739A1 (fr
Inventor
Jean-Pierre Jourde
Pierre Brivet
Pedro Campo-Garraza
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.)
Regie Nationale des Usines Renault
Original Assignee
Regie Nationale des Usines Renault
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Publication of EP0090739A1 publication Critical patent/EP0090739A1/fr
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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
    • F02M63/00—Other fuel-injection apparatus having pertinent characteristics not provided for in groups F02M39/00 - F02M57/00 or F02M67/00; Details, component parts, or accessories of fuel-injection apparatus, not provided for in, or of interest apart from, the apparatus of groups F02M39/00 - F02M61/00 or F02M67/00; Combination of fuel pump with other devices, e.g. lubricating oil pump
    • F02M63/02—Fuel-injection apparatus having several injectors fed by a common pumping element, or having several pumping elements feeding a common injector; Fuel-injection apparatus having provisions for cutting-out pumps, pumping elements, or injectors; Fuel-injection apparatus having provisions for variably interconnecting pumping elements and injectors alternatively
    • F02M63/0205—Fuel-injection apparatus having several injectors fed by a common pumping element, or having several pumping elements feeding a common injector; Fuel-injection apparatus having provisions for cutting-out pumps, pumping elements, or injectors; Fuel-injection apparatus having provisions for variably interconnecting pumping elements and injectors alternatively for cutting-out pumps or injectors in case of abnormal operation of the engine or the injection apparatus, e.g. over-speed, break-down of fuel pumps or injectors ; for cutting-out pumps for stopping the engine
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M47/00—Fuel-injection apparatus operated cyclically with fuel-injection valves actuated by fluid pressure
    • F02M47/02—Fuel-injection apparatus operated cyclically with fuel-injection valves actuated by fluid pressure of accumulator-injector type, i.e. having fuel pressure of accumulator tending to open, and fuel pressure in other chamber tending to close, injection valves and having means for periodically releasing that closing pressure
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B3/00—Engines characterised by air compression and subsequent fuel addition
    • F02B3/06—Engines characterised by air compression and subsequent fuel addition with compression ignition

Definitions

  • the invention relates to injection engines, and in particular direct injection diesel engines, which require high injection pressure, either to spray the small quantities of diesel fuel required at low loads and at idle speed, or to introduce the large quantities of diesel fuel at full load in extremely short times; indeed, the increase in the rates of supercharging on the engines of industrial vehicles and the increase in the speed of rotation on the engines of private cars, in order to give them driving approvals identical to those of cars equipped with internal combustion engines , lead to an increase in diesel introduction rates.
  • the conventional injection systems provide a solution by increasing the injection pressure, which is not without creating difficulties in terms of the holding of the hydraulic lines, and the need to reinforce the component parts of the pumps by example.
  • the quantity of fuel injected being as a first approximation proportional to the integral of the surface of the pressure curve as a function of the time prevailing just upstream of the holes of the injector, it is easy to realize that with a rectangular law, compared to a triangular law, for the same injection time and the same quantity injected, the maximum pressure level is lower.
  • the response curve of the system in the real time injection space - flow injected per stroke which is a line between the minimum and maximum quantities injected, must be such that the extension of said line cuts l time axis at a positive value, that is to say that the system must be faster at closing (or end of injection) than at opening (or start of injection); moreover, the minimum injection time is of the order of magnitude of the minimum technological time which can currently be obtained for the movement (opening or closing) of an electromagnetic member.
  • the first solution poses technological problems at the level of the solenoid valves which work directly under the pressure, of injection and must have passage sections authorizing the injection flow
  • the second in the version with two solenoid valves or servo-valves, is relatively bulky and, in the version with only one solenoid valve, requires limited response times to guarantee the small quantities injected.
  • Document GB-A-2 051 229 describes an electromagnetic pressure-time injector which comprises a regulated high pressure fuel pump and an assisted injector with injection needle opening by differential pressure effect combined with a hydraulic load piston the pressure of which is controlled by an electromagnetic device actuated by an electronic regulator, this hydraulic piston being double acting, with its load chamber constantly in communication with the high pressure and its discharge chamber at a variable pressure, and the electromagnetic device being equivalent to a three-way solenoid valve connecting this discharge chamber alternately with the high pressure and with the discharge.
  • Document FR-A-861 772 mentions the use of a shut-off valve or drawer subjected to the pressure coming from a distributor to open a fuel line when the distributor applies pressure to the opening piston, and close it when the distributor pressure is removed or reduced.
  • the object of the invention is to provide an electromagnetic injector which provides a solution to the above problems using a single solenoid valve, in a first version, or a system of two small differential pistons associated with a single solenoid valve in a preferred version making it possible to obtain a satisfactory response time for the small quantities injected on the one hand and on the other hand to have an extremely fast closure of the injector needle.
  • the system according to the invention gives satisfactory operation while using a single three-way solenoid valve while avoiding the speed of opening of the electromagnetic member, only its speed of closing. taking into account.
  • a pump 2 of the continuous type draws the diesel fuel from a tank 1 and delivers it under a constant pressure, regulated by the regulator 3, in a high pressure line 4 which can supply one or more injector holders identical to that shown on the face.
  • the injection needle 9 of section Sa is guided inside the injection nozzle 10, of conventional type, Ss representing the section at the seat.
  • the lower part of the cylinder 5, delimited by the piston 6 forms a cavity 13 which can be placed in communication either with the high pressure line 4 or with the discharge line 12 by means of a three-way solenoid valve 11 actuated by an appropriate electronic computer.
  • the housing of the spring 8 is in constant communication with the discharge circuit 12.
  • An adjustable nozzle 14 is placed upstream of the high pressure inlet of the three-way solenoid valve 11.
  • phase A time is relatively long and, with appropriate technology of three-way solenoid valve, it is easy to obtain a solenoid opening time less than the time of phase A which this frees the response time of the solenoid valve to its opening.
  • the electrical control signal returns to zero and the solenoid valve returns to rest, interrupting the communication of the chamber 13 with the high pressure P and putting this same chamber into communication with the discharge; the pressure P13 then drops rapidly and when it reaches a value P13, f such that: fig. 2) (Kx being the additional force due to the contraction of the spring) the injector needle begins to close; the pressure at 13 drops suddenly and the high pressure prevailing in 5 exerts a closing force which is added to the return force of the spring 8, so that the closing of the injector is very rapid.
  • the same general principle is kept by amplifying it, which makes it possible, by the addition of two differential pistons, to authorize the discharge of the capacity around the needle.
  • injector at the end of injection giving rise to an even faster needle closure and giving the injector holder positive flow security, that is to say in the event of failure of the injector needle or certain failures of the solenoid valve, the high injection pressure is interrupted.
  • the body of the injector holder further comprises two concentric bores 20 and 21 of diameter D and d respectively.
  • a piston 23 is supported on the piston 22 of the bore 21.
  • the piston 22 comprises a T-shaped bore 26 making it possible to connect, depending on the position of the piston 22 in the bore 21, the chamber 18 formed by the bottom of the bore 21 and the lower part of the piston 22 with an annular groove 25 formed in the bore 21. It also comprises an annular groove 24.
  • the operating principle is as follows: in fig. 3 the system is shown in the injection position, that is to say when the solenoid valve 11 is energized.
  • the chamber 13 Before injection, as before, the solenoid valve not being energized, the chamber 13 is in communication with the leaks.
  • the piston 22 also provides the injector holder with positive safety since it interrupts the constant pressure P in the cavity 35 between two injections, so if the injector needle 9 gets stuck in the nozzle 10, the fuel under pressure P will only penetrate the cylinder at worst during the very short injection time, limiting the risk of drowning the engine. Finally, if by chance the solenoid valve 11 comes to jam in an intermediate position leaving its three channels in communication, the pressure P17 could not be established at a level sufficient to combat the pressure P and to put the top of the T in communication. 26 with the annular groove 25.

Landscapes

  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Physics & Mathematics (AREA)
  • Fluid Mechanics (AREA)
  • Fuel-Injection Apparatus (AREA)
EP19830400646 1982-03-29 1983-03-29 Système d'injection électromagnétique pour moteur Diesel donnant lieu à une loi d'injection de type "pression-temps" Expired EP0090739B1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
FR8205342A FR2524073B1 (fr) 1982-03-29 1982-03-29 Injecteur electromagnetique pour moteur diesel donnant lieu a une loi d'injection de type " pression-temps "
FR8205342 1982-03-29

Publications (2)

Publication Number Publication Date
EP0090739A1 EP0090739A1 (fr) 1983-10-05
EP0090739B1 true EP0090739B1 (fr) 1986-03-12

Family

ID=9272506

Family Applications (1)

Application Number Title Priority Date Filing Date
EP19830400646 Expired EP0090739B1 (fr) 1982-03-29 1983-03-29 Système d'injection électromagnétique pour moteur Diesel donnant lieu à une loi d'injection de type "pression-temps"

Country Status (4)

Country Link
EP (1) EP0090739B1 (es)
DE (1) DE3362491D1 (es)
ES (1) ES8402049A1 (es)
FR (1) FR2524073B1 (es)

Families Citing this family (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US4709679A (en) * 1985-03-25 1987-12-01 Stanadyne, Inc. Modular accumulator injector
FR2615249B1 (fr) * 1987-05-12 1989-08-18 Renault Injecteur pour moteur a allumage commande et injection directe
DE4341739C1 (de) * 1993-12-08 1995-03-30 Mtu Friedrichshafen Gmbh Einspritzsystem
FR2752268B1 (fr) * 1996-08-07 1998-09-18 Froment Jean Louis Dispositif d'amelioration de la dynamique d'injection de combustible pour les moteurs diesel equipes de pompes d'injection a debit pulse

Family Cites Families (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
FR861772A (es) * 1941-02-26
CH579712A5 (es) * 1974-07-02 1976-09-15 Sulzer Ag
US4129256A (en) * 1977-09-12 1978-12-12 General Motors Corporation Electromagnetic unit fuel injector
DE2922332C2 (de) * 1979-06-01 1987-02-05 M.A.N.- B & W Diesel GmbH, 8900 Augsburg Brennstoffeinspritzvorrichtung für Brennkraftmaschinen

Also Published As

Publication number Publication date
ES521051A0 (es) 1984-01-01
DE3362491D1 (en) 1986-04-17
FR2524073B1 (fr) 1987-01-09
EP0090739A1 (fr) 1983-10-05
ES8402049A1 (es) 1984-01-01
FR2524073A1 (fr) 1983-09-30

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