EP0200063A1 - Kraftstoffeinspritzsystem - Google Patents

Kraftstoffeinspritzsystem Download PDF

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Publication number
EP0200063A1
EP0200063A1 EP86105077A EP86105077A EP0200063A1 EP 0200063 A1 EP0200063 A1 EP 0200063A1 EP 86105077 A EP86105077 A EP 86105077A EP 86105077 A EP86105077 A EP 86105077A EP 0200063 A1 EP0200063 A1 EP 0200063A1
Authority
EP
European Patent Office
Prior art keywords
fuel
engine
air
bistable
switch
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
EP86105077A
Other languages
English (en)
French (fr)
Other versions
EP0200063B1 (de
Inventor
Michael D. Leshner
Ernest W. Chesnutis, Jr.
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.)
Bowles Fluidics Corp
Original Assignee
Bowles Fluidics Corp
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 Bowles Fluidics Corp filed Critical Bowles Fluidics Corp
Publication of EP0200063A1 publication Critical patent/EP0200063A1/de
Application granted granted Critical
Publication of EP0200063B1 publication Critical patent/EP0200063B1/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
    • F02M69/00—Low-pressure fuel-injection apparatus ; Apparatus with both continuous and intermittent injection; Apparatus injecting different types of fuel
    • F02M69/08—Low-pressure fuel-injection apparatus ; Apparatus with both continuous and intermittent injection; Apparatus injecting different types of fuel characterised by the fuel being carried by compressed air into main stream of combustion-air
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F15—FLUID-PRESSURE ACTUATORS; HYDRAULICS OR PNEUMATICS IN GENERAL
    • F15C—FLUID-CIRCUIT ELEMENTS PREDOMINANTLY USED FOR COMPUTING OR CONTROL PURPOSES
    • F15C1/00—Circuit elements having no moving parts
    • F15C1/02—Details, e.g. special constructional devices for circuits with fluid elements, such as resistances, capacitive circuit elements; devices preventing reaction coupling in composite elements ; Switch boards; Programme devices
    • F15C1/04—Means for controlling fluid streams to fluid devices, e.g. by electric signals or other signals, no mixing taking place between the signal and the flow to be controlled

Definitions

  • on-board computers are currently supplied with data from sensors monitoring various engine operating parameters, such as rpm, temperature, exhaust gas characteristics, mass air flow through the air intake manifold. accelerator pedal position. etc., to determine the proper fuel-air ratio for fuel economy,
  • the electrical control signals are supplied to a solenoid controlled fuel injection valve which typically is biased closed by a spring so that a large electrical current is required to open the valve.
  • a solenoid controlled fuel injection valve which typically is biased closed by a spring so that a large electrical current is required to open the valve.
  • the control devices per se have typically been a solenoid controlled mechanical valve which have difficulty in accurately tracking electrical signals and delivering short liquid pulses mainly because of their large pintle mass which is magnified in the case of springs biasing them closed.
  • the leading edge in particular of the liquid pulse delivered to the utilization system is not sharp.
  • the conventional system described earlier herein has no means for flushing out a vapor bubble once it has entered the inlet.
  • This feature allows the bistable fluidic switch system to use a lower system fuel pressure (on the hi q h pressure rail).
  • Current systems (such as those marketed by Robert Bosch) use approximately 27 to 37 psi to avoid the formation of vapor bubbles.
  • Lower pressure systems require less complexity and less expensive pump.
  • An object of the present invention is to provide an improved fuel injection system of the type disclosed in the above-referenced Stouffer application.
  • a further object of the invention is to provide improvements in fuel injection systems generally, particularly with respect to method and apparatus for improving the engine performance thereof.
  • a switch pin is projected into and out of intrusion position in the flow path of fluid in the power nozzle of the fluidic element to cause switching in the chamber of the bistable switch.
  • the use of side channels or control ports is eliminated and the fuel switching is accomplished solely by the interposition of a pin in the power nozzle thus simplifying the construction of the fluidic itself, eliminatinq small flow passaqes and the like and. at the same time, improving the response time, since there is no flow of fluid inside channels or delay involved in such flow.
  • the axis of the power nozzle is canted relative to the axis of the chamber of the fluidic element so that in the absence of the pin, the switch is in one predetermined state and is switched form that state to the other state by pin intrusion and always returns to that predetermined state on removal of the intrusion pin.
  • a second major feature of the invention is that air is . supplied to each injector at a point in the output flow passage leading to the engine so as to pre-air atomize the fuel before injection of same into the air intake manifold on the engine.
  • the basic objective of the invention is to provide an improved fuel injection system for internal combustion engines.
  • a further object of the invention is to provide an improved bistable fluidic switch which has no control ports or passages; and a further object of the invention is to provide an improved fuel preparation by the addition of filtered and nonitored air to fuel for internal combustion engines prior to induction in the engine.
  • the bistable fluidic switch 10 includes a body member 11 with a power nozzle 12 issuing fluid into chamber 13 formed with sidewalls 14 and 15 which diverge relative to the power nozzle and converqe relative to common outlet 16 leading to a first output passaqe 17 which conveys fuel to the engine and a second output passage 18 which conveys unused fuel to a return rail to the supply or tank.
  • the bistable fluidic switch 10 has the exemplary silhouette shown in Fig. 2 and the flow paths which will be described more fully hereafter.
  • Switch control pin or pintle 19 is moved through the transverse bore hole 20 by electromaqnetic coil 21 which receives control siqnals from conventional on-board computer 22 which. in turn, receives a plurality of enqine and performance data parameter signals on its input lines 23 from the various engine sensors and siqnal transducers (not shown).
  • a spring 24 biases the pintle or pin and its drivinq armature to a neutral or non-intruding position.
  • Passage 26 supplies air from the air intake to air atomized fuel in outlet passage 17 and isolates the fluidic from the vacuum thus making the flow calibration insensitive to changes in manifold vacuum thereby eliminating the need to compensate the supply pressure for chanqes in manifold vacuum.
  • air supplied to the injectors may be selectively preheated to improve early evaporation characteristics. Since this is relatively low volume of air is supplied to each of the injectors, it can be heated using electric heater thermostatically controlled (not shown) in air rail line 98. This technique is more effective than heating 100 percent of the combustion air during the first few minutes after a cold start. It also results in improved warm-up exhaust emissions. That is, the emissions are reduced.
  • the air supplied directly to the injectors is accounted for by the engine control computer 22.
  • the injector is accounted for by its effect on manifold pressure.
  • the source of inject air is downstream of thehe mass air flow sensor and of the combustion air filter.
  • the injector air flow is in proportion to the manifold vacuum (atmospheric pressure minus manifold absolute pressure) thus producing the best spray pattern (smallest droplet size) under idle and light load conditions, when the vacuum is hi q h ⁇ 15 - 20 inhj).
  • the enqine combustion is most sensitive to droplet size at idle and liqht load conditions.
  • the pintle or pin 19 is of very low mass.
  • this low mass electromechanical actuator allows the injector to turn on and off with less delay than conventional Bosch type injector. This results in a flow calibration which maintains its linearity at pulse widths below 2 msec.
  • a cover 9 seals the bistable switch, the passages to the power nozzle 12, return fuel passages and fuel to engine passage are all sealed and secured to body member 11 for, in this embodiment, direct substitution in a conventional multi-point fuel injection.
  • the air input 26 is connected to air rail 98 by short pipe section 99.
  • the pin 19 when the pin 19 is in an intruding position, it is specifically located in a reqion to the right of the center line therouggh the power nozzle 12 and upstream of the theroad 12T of the power nozzle a short predetermined distance. It is essentially within this sector that the pin is most effective in effecting a switch.
  • the design of the fluidic is such that in the normal case with the pin in non-intruding position the axis of the power nozzle 12 is canted about 8 deqrees relative to the axis of chamber 13 so that the fuel will flow-through passage 18 and return to the tank (as shown in Fiq. 2c).
  • the bistable fluidic switch element has a chamber of the type wherein the sidewalls converge to a common outlet 16.
  • the common outlet 16 with its converging sidewalls 13C and 14C isolate this chamber from the output channels 17 and is and the converging sidewalls generate vortices for maintaining the liquid flowing in the channels on one of the sidewalls until switched by operation of the pin.
  • the switching element is bistable such that it is in one stable state or the other which is maintained in that condition by the feedback constituted by the vortex 30 which is generated by a portion of the power stream which is peeled off by the opposite wall. Since the chamber is of the cross-over type, it serves to isolate the interaction region from pressures downstream of the throat or outlet.
  • Fiq. 3 illustrates diagrammatically a conventional fuel system (referred to in the art as the "Bosch" fuel injection system) in which a tank T delivers fuel via pump 50 through a fuel filter 51 to a fuel rail 52 which has the oressure therein regulated by a compensated pressure regulator havinq a spring biased diaphram 54 defining the regulator chamber into two chambers, one side of which is coupled to the air intake manifold 60 by a compensating air pressure line 61.
  • the fuel injectors 70, 71 have a solenoid control injection valve which is typically biased closed by a spring so that a large electrical current is required to open the valve.
  • the fuel management system for the internal combustion engine of the automobile includes an onboard computer which is supplied with data signals from sensors monitorinq various engine operating parameters, such as rpm, temperature, exhaust gas characteristics, mass air flow, etc.. an determines the proper fuel-air ratio for fuel economy, efficiency and smoothness of engine operations and compliance with emission standards.
  • the computer 75 supplies individual signals to control each of the solenoids 71S. 72S of the injector 71 and 72, each of the injectors having a relatively large mass pintle 71P and 72P, respectively. which are seated in a valve seat (not shown) by a spring 71S, 72S for the purpose of injecting fuel into the intake manifold induction pipe 60-1, 60-2 for each cylinder of the engine.
  • TBI throttle body injection
  • the intake manifold 60 has a separate air induction pipe for each cylinder of the engine two of which are shown 60-1 and 60-2. each being provided with a separate fluidic injector which is connected in parallel to fuel supply or pipe rail 52. The same schematic applies to 4. 6 or 8 injectors. Air is drawn through air filter 81 and passes through the mass flow sensor 82 to throttle 83. Throttle plate 84 is controlled by the operator and controls the flow area in the throttle air passage and thus the mass air flow to the engine cylinders via the induction pipes for each cylinder.
  • the system incorporating the present invention is shown in Fig. 4 and includes the pump 50 for pumping fuel from the tank tnot shown) through a filter 51 to a fuel rail 52 which supplies the fuel under pressure to each of the injectors 90, 91 which are fluidic fuel injectors having the silhouette illustrated diagrammatically in Fig. 1 with exemplary dimensions illustrated in Fiq. 2.
  • Fuel under pressure in fuel rail line 52 is introduced into the power nozzle 12 from rail 52' for each of the fuel injectors and in parallel.
  • Fuel which is not delivered to the engine is returned at a somewhat lower pressure to a return fuel rail 95 from each of the bistable fluidic injectors whenever the fuel is traveling on the side 1 4 of chamber 13 taking the path indicated by the arrow 96 (Fig. 2) and is returned to the tank via line 97.
  • a fixed pressure regulator 53' has a diaphram 54' biased by a spring 55' so as to maintain the fuel pressure at a relatively constant value.
  • Air for aerating the fuel prior to injection into the induction pipe leading to the engine is supplied after being filtered and measured by mass flow sensor but prior to passing through the throttle on fuel injector air supply rail 98 which supplies air in parallel to each of the fuel injectors and the outlet leg or passaqe 17.
  • the fixed pressure regulator 53' need not be compensated as in the case illustrated in Fiq. 3.

Landscapes

  • Engineering & Computer Science (AREA)
  • General Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Theoretical Computer Science (AREA)
  • Physics & Mathematics (AREA)
  • Fluid Mechanics (AREA)
  • Fuel-Injection Apparatus (AREA)
  • Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)
EP19860105077 1985-04-30 1986-04-14 Kraftstoffeinspritzsystem Expired EP0200063B1 (de)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
US72890285A 1985-04-30 1985-04-30
US728902 1985-04-30

Publications (2)

Publication Number Publication Date
EP0200063A1 true EP0200063A1 (de) 1986-11-05
EP0200063B1 EP0200063B1 (de) 1990-01-17

Family

ID=24928732

Family Applications (1)

Application Number Title Priority Date Filing Date
EP19860105077 Expired EP0200063B1 (de) 1985-04-30 1986-04-14 Kraftstoffeinspritzsystem

Country Status (6)

Country Link
EP (1) EP0200063B1 (de)
JP (1) JPH0759920B2 (de)
AU (2) AU589417B2 (de)
BR (1) BR8601924A (de)
CA (1) CA1274130A (de)
DE (1) DE3668357D1 (de)

Cited By (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
GB2202000A (en) * 1987-02-04 1988-09-14 Nigel James Leighton I.C. engine fuel injection systems using electro fluidic injectors
FR2655692A1 (fr) * 1989-12-08 1991-06-14 Allied Signal Inc Transducteur electrofluidique a broche.
EP0480329A1 (de) * 1990-10-12 1992-04-15 Coltec Industries Inc System und Einrichtung für die verbesserte Atomisierung eingespritzten Kraftstoffes
GB2279764A (en) * 1993-07-06 1995-01-11 Univ Loughborough Flow metering

Citations (7)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US3530871A (en) * 1968-10-15 1970-09-29 Ibm Fluidic heat sensitive device and system
US3782639A (en) * 1972-04-17 1974-01-01 Ford Motor Co Fuel injection apparatus
US3906979A (en) * 1973-10-09 1975-09-23 Garrett Corp Electro-fluidic/hydrofluidic transducer
US3993101A (en) * 1975-08-25 1976-11-23 The Garrett Corporation Tristable fluidic device
US4280661A (en) * 1978-09-22 1981-07-28 Kabushiki Kaisha Toyoto Chuo Kenkyusho Intermittent injection type fuel injection valve
WO1984003335A1 (en) * 1983-02-28 1984-08-30 Bowles Fluidics Corp Improved fluidic transducer for switching fluid flow
US4475486A (en) * 1982-02-18 1984-10-09 General Motors Corporation Engine induction system

Family Cites Families (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPS5799267A (en) * 1980-12-12 1982-06-19 Toyota Motor Corp Electronic control type fuel injection device
JPS57143158A (en) * 1981-03-02 1982-09-04 Toyota Motor Corp Electronically controlled fuel injection apparatus for internal combustion engine
JPS58173767U (ja) * 1982-05-14 1983-11-19 トヨタ自動車株式会社 燃料噴射式内燃機関の燃料圧力調整装置

Patent Citations (7)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US3530871A (en) * 1968-10-15 1970-09-29 Ibm Fluidic heat sensitive device and system
US3782639A (en) * 1972-04-17 1974-01-01 Ford Motor Co Fuel injection apparatus
US3906979A (en) * 1973-10-09 1975-09-23 Garrett Corp Electro-fluidic/hydrofluidic transducer
US3993101A (en) * 1975-08-25 1976-11-23 The Garrett Corporation Tristable fluidic device
US4280661A (en) * 1978-09-22 1981-07-28 Kabushiki Kaisha Toyoto Chuo Kenkyusho Intermittent injection type fuel injection valve
US4475486A (en) * 1982-02-18 1984-10-09 General Motors Corporation Engine induction system
WO1984003335A1 (en) * 1983-02-28 1984-08-30 Bowles Fluidics Corp Improved fluidic transducer for switching fluid flow

Cited By (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
GB2202000A (en) * 1987-02-04 1988-09-14 Nigel James Leighton I.C. engine fuel injection systems using electro fluidic injectors
FR2655692A1 (fr) * 1989-12-08 1991-06-14 Allied Signal Inc Transducteur electrofluidique a broche.
EP0480329A1 (de) * 1990-10-12 1992-04-15 Coltec Industries Inc System und Einrichtung für die verbesserte Atomisierung eingespritzten Kraftstoffes
GB2279764A (en) * 1993-07-06 1995-01-11 Univ Loughborough Flow metering

Also Published As

Publication number Publication date
EP0200063B1 (de) 1990-01-17
JPH0759920B2 (ja) 1995-06-28
CA1274130A (en) 1990-09-18
AU589417B2 (en) 1989-10-12
JPS627953A (ja) 1987-01-14
BR8601924A (pt) 1986-12-30
AU625562B2 (en) 1992-07-16
AU4367189A (en) 1990-02-08
DE3668357D1 (de) 1990-02-22
AU5646786A (en) 1986-11-06

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