EP0259708B1 - Injection method and injection device for self-igniting combustion engines - Google Patents

Injection method and injection device for self-igniting combustion engines Download PDF

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Publication number
EP0259708B1
EP0259708B1 EP87112454A EP87112454A EP0259708B1 EP 0259708 B1 EP0259708 B1 EP 0259708B1 EP 87112454 A EP87112454 A EP 87112454A EP 87112454 A EP87112454 A EP 87112454A EP 0259708 B1 EP0259708 B1 EP 0259708B1
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EP
European Patent Office
Prior art keywords
pressure
pump
injection
fuel
preliminary
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EP87112454A
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German (de)
French (fr)
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EP0259708A3 (en
EP0259708A2 (en
Inventor
Onno Dr.-Ing. Syassen
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Caterpillar Energy Solutions GmbH
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Motoren Werke Mannheim AG
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    • 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
    • F02M59/00—Pumps specially adapted for fuel-injection and not provided for in groups F02M39/00 -F02M57/00, e.g. rotary cylinder-block type of pumps
    • F02M59/16—Pumps specially adapted for fuel-injection and not provided for in groups F02M39/00 -F02M57/00, e.g. rotary cylinder-block type of pumps characterised by having multi-stage compression of fuel
    • 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
    • F02M39/00—Arrangements of fuel-injection apparatus with respect to engines; Pump drives adapted to such arrangements
    • F02M39/005—Arrangements of fuel feed-pumps with respect to fuel injection apparatus
    • 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
    • F02M55/00—Fuel-injection apparatus characterised by their fuel conduits or their venting means; Arrangements of conduits between fuel tank and pump F02M37/00
    • F02M55/04—Means for damping vibrations or pressure fluctuations in injection pump inlets or outlets

Definitions

  • the invention relates to a method according to the preamble of claim 1.
  • the mixture is only prepared in the combustion chamber shortly before or at the start of the work cycle.
  • the processing of the injected fuel droplets takes a certain amount of time, given the state of the compressed combustion air enclosed in the combustion chamber, while the fuel supply continues via the injection.
  • the start of the ignition of the first droplets has the result that the amount of fuel that has already been injected ("pre-injection amount") is processed and ignited very quickly and therefore burns "suddenly".
  • pre-injection amount the amount of fuel that has already been injected
  • the sudden combustion which is associated with a rapid increase in combustion pressure in relation to the crankshaft angle, is a major cause of the typical, hard diesel noise.
  • a proposal that has been known for a long time is to interrupt the injection shortly after it has started in order to wait for the self-ignition of the - small - pre-injection quantity and only then to inject the main injection quantity into the already burning pre-injection quantity of the fuel.
  • this process is technically difficult, cumbersome and complex, since in its original form it requires an additional second complete injection system and a second control system that optimizes the injection time and quantity allocation depending on the load and speed.
  • this design has the disadvantage that the small amount of pre-injection is injected when the pressure begins to rise after the spray pressure has been exceeded. This means that the pre-injection takes place at a still relatively low injection pressure level via the relatively wide injection nozzle cross sections of the injection nozzles designed for the main quantity to be injected.
  • the fuel atomization is only moderately fine and relatively inexact.
  • the overall injection process becomes relatively strong because of the need to build up pressure twice and the injection interruption elongated. As a result, the combustion is unsatisfactory in terms of quality and efficiency.
  • the quality of the atomization can basically be significantly improved by increasing the injection pressure.
  • This general tendency which is also known, is essentially limited by the technical problems of producing high individual pressure surges. The phases of pressure build-up before the start and the pressure drop at the end of the injection remain unsatisfactory.
  • the object of the invention is to reduce the noise emission of a self-igniting internal combustion engine, the combustion in the internal combustion engine also to be improved in terms of quality, emissions and efficiency.
  • the fuel of the pre-injection and the main injection is preferably injected into the combustion chamber of each cylinder via an injection nozzle which is supplied with fuel by a high-pressure pump.
  • a high-pressure pump it may also be advantageous to accept two completely separate injection systems or one high-pressure pump while accepting the higher construction costs per cylinder and to provide two injectors.
  • the idea of the invention to supply the high pressure pump (s) with high admission pressure can also be used there in the same way.
  • the upstream pressure generated by the upstream pressure pump is preferably at least 100 bar. Such a pre-pressure enables the shortest remaining pressure build-up times to be achieved until the spray pressure or the highest injection pressure is reached. In addition, injection pressures of 1000 bar and more are made possible with such a raised upstream pressure at a very low pressure ratio: "high pressure upstream pressure" and correspondingly low pressure surges.
  • the admission pressure pump is designed to generate a pressure of one hundred bar and more, but at least ten bar, and the ratio of high pressure to admission pressure is set to a value less than eighty.
  • the admission pressure pump is advantageously designed as a structural unit together with the high pressure pump.
  • a back pressure pump supplies fuel to a high pressure pump.
  • the supply of fuel from the admission pressure pump to the high pressure pump is unproblematic and the high pressure-resistant connecting lines, which are necessary when the admission pressure pump is installed separately, are eliminated.
  • a similarly favorable attachment also results for block pumps in which the high-pressure pumps for the individual cylinders are combined in one housing unit. The same applies to so-called distributor pumps.
  • the situation can be different with single injection pumps.
  • the use of only one (or, in the case of V-machines, two) form pressure pump (s) and form pressure systems may be advantageous here.
  • block pumps and distributor pumps require corresponding high-pressure-resistant connecting lines between the pre-pressure pump and the individual injection pumps.
  • At least one high-pressure reservoir can be connected between the admission pressure pump and the high-pressure pump, the high pressure being generated mechanically, hydraulically or pneumatically in the high-pressure reservoir independently of the admission pressure pump.
  • the pre-pressure pump only takes over the fuel supply to the high-pressure reservoir, while the high pressure in the reservoir is generated by an independent mechanical, hydraulic or pneumatic pressure system.
  • high-pressure storage tanks in the injection system. These can then be pressurized independently of one another by pressure systems.
  • Internal combustion engines provided with such a high-pressure storage container are preferably used in all vehicles and (construction) machines in which a hydraulic or pneumatic pressure system is required anyway, as is the case, for example, with agricultural vehicles and excavators.
  • the existing pressure system for generating the high pressure in the high-pressure reservoir need only be tapped in a correspondingly controlled manner.
  • a reservoir can be arranged in terms of flow between the upstream pressure pump and the high pressure pump. It is thereby achieved that pressure fluctuations in the fuel originating from the admission pressure pump are reduced.
  • a pressure control valve is further arranged on the accumulator or in the flow connection between the upstream pressure pump and the high pressure pump, which regulates the pressure prevailing in the accumulator to predeterminable values.
  • the control valve can be designed as an adjustable pressure relief valve that the amount of fuel to be discharged leads via a line, for example, to the suction side of the admission pressure pump. This device ensures that the form is kept at a constant pressure level.
  • check valves are advantageously used in the supply and discharge lines in and out of the memory.
  • the check valves ensure that the predetermined fuel pressure is retained in the memory even when the internal combustion engine is at a standstill.
  • the high-pressure pump is immediately available with fuel under pressure, which, for example, facilitates and accelerates the start-up and run-up process of the internal combustion engine.
  • the delivery rate of the form pump is variable.
  • the delivery rate of the admission pressure pump can be changed directly depending on the admission pressure or can be regulated in another embodiment depending on the pressure prevailing in the accumulator. With such a device, it is possible to adapt the delivery rate of the admission pressure pump to the need of the high pressure pump at any time.
  • the delivery rate is regulated, for example, by changing the speed of the pre-pressure pump, this method is e.g. B. applicable to a gear pump.
  • the delivery rate can be adjusted by changing the piston stroke in a reciprocating piston pump used as a primary pressure pump.
  • the internal combustion engine 1 shown schematically in the drawing has a crankcase 2, a plurality of cylinders 3 and a cylinder head 4.
  • the cylinder head 4 can also be divided into several individual cylinder heads divided according to the number of cylinders.
  • the subject matter of the invention is independent of the number of cylinders 3, i.e. the internal combustion engine 1 can also be designed as, for example, a one, two or four-cylinder in-line or V-type internal combustion engine.
  • injection nozzles 5 are installed in nozzle holders.
  • an additional interruption element in the form of a pressure interrupter or an escape piston (AWK nozzle holder) or, for example, a second, vertically offset control bore is built into the injection pump in the injection nozzles or in the nozzle holder 5.
  • ANK nozzle holder escape piston
  • the injection process can be easily divided into a pre-injection and a main injection without the use of additional injection nozzles, injection lines or injection pumps.
  • the pre-injection and main injection can of course also be carried out in a different way, as described above.
  • the high-pressure pumps 6 are designed as ram pumps and combined to form a series block pump (or distributor pump).
  • the outlet openings of the high-pressure pumps 6 are connected to the nozzle holders 5 by means of injection lines 7.
  • the pistons of the high-pressure pumps 6 are moved by a camshaft 8, which is arranged in the housing of the high-pressure pumps 6.
  • the camshaft 8 is driven by the crankshaft 9 of the internal combustion engine 1 via a corresponding gear 10.
  • the high-pressure pumps 6 are preceded by a start of delivery adjuster 11, with which the start of delivery of the high-pressure pumps 6 can be adjusted depending on, for example, the speed of the internal combustion engine 1.
  • a pre-pressure pump 12 and a store 13 are integrated in the housing of the high-pressure pumps 6.
  • fuel reaches the form pressure pump 12 from a storage container via, if necessary, intermediate fuel filters and is brought to a pressure of at least 100 bar by the latter.
  • the fuel under this pressure is fed into a reservoir 13, which in turn is connected to the high-pressure pumps 6. Pressure fluctuations caused by the admission pressure pump 12 are largely eliminated in the memory. Furthermore, check valves are used in the inflow and outflow of the accumulator 13, which ensure that the pre-pressure of the fuel in the accumulator 13 is maintained when the internal combustion engine is at a standstill. From the reservoir 13, the fuel reaches the high-pressure pumps 6, which increase the pressure of the fuel to the desired pressure. The fuel, which is under pressure in this way, is fed via the injection lines 7 to the injection nozzles arranged in the nozzle holders 5.
  • the pilot bores in the plunger guide or the like which are graded according to the fuel interruption element, for example from a pressure divider or from an evasive piston in the nozzle holder 5 or in the injection nozzle. exists, injected into the combustion chamber of the internal combustion engine 1 in a pre-injection and a main injection.
  • Relative pre-injection quantity and time interval to the main injection can be freely selected. If necessary, they can be very small.

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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)
  • Output Control And Ontrol Of Special Type Engine (AREA)

Description

Die Erfindung betrifft ein Verfahren gemäß dem Oberbegriff des Anspruchs 1.The invention relates to a method according to the preamble of claim 1.

Bekanntermaßen erfolgt beim Diesel-Verfahren die Gemischaufbereitung erst im Brennraum kurz vor bzw. bei Beginn des Arbeitstaktes. Die Aufbereitung der eingespritzten Kraftstofftröpfchen benötigt bei dem gegebenen Zustand der im Brennraum eingeschlossenen komprimierten Verbrennungsluft eine gewisse Zeitspanne, während die Kraftstoffzufuhr über die Einspritzung weitergeht. Der Beginn der Zündung der ersten Tröpfchen hat zur Folge, daß die inzwischen bereits eingespritzte Kraftstoffmenge ("Voreinspritmenge") sehr schnell aufbereitet und entzündet wird und deshalb "schlagartig" verbrennt. Die schlagartige Verbrennung, die mit einem schnellen Verbrennungsdruckanstieg bezogen auf den Kurbelwellenwinkel verbunden ist, stellt eine wesentliche Ursache für das typische, harte Dieselgeräusch dar.As is known, in the diesel process, the mixture is only prepared in the combustion chamber shortly before or at the start of the work cycle. The processing of the injected fuel droplets takes a certain amount of time, given the state of the compressed combustion air enclosed in the combustion chamber, while the fuel supply continues via the injection. The start of the ignition of the first droplets has the result that the amount of fuel that has already been injected ("pre-injection amount") is processed and ignited very quickly and therefore burns "suddenly". The sudden combustion, which is associated with a rapid increase in combustion pressure in relation to the crankshaft angle, is a major cause of the typical, hard diesel noise.

Vorschläge zu Ausführungen, die den für das harte Dieselgeräusch verantwortlichen Einspritzablauf günstiger gestalten, sind beispielsweise in den folgenden Formen bekannt geworden.Proposals for designs that make the injection process responsible for the hard diesel noise cheaper have become known, for example, in the following forms.

Ein seit langem bekannter Vorschlag besteht darin, die Einspritzung kurz nach ihrem Beginn zu unterbrechen, um die Selbstentzündung der - kleinen - Voreinspritzmenge abzuwarten und erst dann die Haupteinspritzmenge in die bereits brennende Voreinspritzmenge des Kraftstoffs hineinzuspritzen. Dieses Verfahren ist aber technisch schwierig, umständlich und aufwendig, da es in seiner ursprünglichen Form ein zusätzliches zweites komplettes Einspritzsystem und ein zweites Regelsystem erfordert, das die Einspritzzeit- und Mengenzuordnung je nach Last und Drehzahl optimiert.A proposal that has been known for a long time is to interrupt the injection shortly after it has started in order to wait for the self-ignition of the - small - pre-injection quantity and only then to inject the main injection quantity into the already burning pre-injection quantity of the fuel. However, this process is technically difficult, cumbersome and complex, since in its original form it requires an additional second complete injection system and a second control system that optimizes the injection time and quantity allocation depending on the load and speed.

Weiterhin gibt es Verfahren mit nur einer Einspritzpumpe für Vor- und Haupteinpsritzung, aber mit zwei Einspritzdüsen je Zylinder. Dabei wird zunächst eine nach der letzten Einspritzung vorgelagerte Kraftstoffteilmenge - die Voreinspritzmenge - über ein mechanisches oder hydraulisches Druckteilersystem oder ein Druckunterbrechersystem vorab eingespritzt. Dieses Verfahren ist ebenfalls relativ aufwendig und kostspielig wegen der erforderlichen zweiten Einspritzdüse und des Druckteilersystems. Eine optimale Zuordnung der beiden Einspritzzeiten und -mengen nach Last und Drehzahl ist nicht möglich. Darüber hinaus verursacht die Freihaltung der kleinen Voreinspritzdüse von Verkokungen wegen ihres vergleichweise geringen Kraftstoffdurchsatzes erhebliche Probleme. Auch ist die räumliche Anordnung von zwei Einspritzdüsen im Zylinderkopf einer Brennkraftmaschine unter Umständen problematisch, da die für die Gemischbildung optimale Lage nicht zur Verfügung steht.There are also processes with only one injection pump for pre-injection and main injection, but with two injection nozzles per cylinder. First of all, a partial fuel quantity upstream after the last injection - the pre-injection quantity - is injected in advance via a mechanical or hydraulic pressure divider system or a pressure interrupter system. This method is also relatively complex and expensive because of the required second injector and the pressure divider system. An optimal allocation of the two injection times and quantities according to load and speed is not possible. Furthermore, keeping the small pre-injection nozzle free of coking causes considerable problems because of its comparatively low fuel throughput. There is also the spatial arrangement of two injection nozzles in the cylinder head of an internal combustion engine under certain circumstances problematic, since the optimal location for the mixture formation is not available.

In weiterer Entwicklung ist vorgeschlagen worden, den Kraftstoff in einer Vor- und Haupteinspritzung mit nur einer Einspritzpumpe und einer Einspritzdüse sowie einem zusätzlichen Unterbrechungsorgan, einer zweiten Absteuerbohrung in der Einspritzpumpen-Stempelführung bzw. mit Hilfe eines AWK-Düsenhalters (AWK = Ausweichkolben) oder ähnlicher Einrichtungen einzuspritzen.In further development, it has been proposed that the fuel in a pilot and main injection with only one injection pump and an injection nozzle and an additional interruption element, a second pilot hole in the injection pump stamp guide or with the help of an AWK nozzle holder (AWK = evasive piston) or the like Inject facilities.

In prinzipiell ähnlicher Weise wird bei der gattungsgemäßen EP-A 0024 803 Vor- und Hauptkraftstoff in den Brennraum der Brennkraftmaschine eingespritzt. Die Hochdruckpumpe wird von einer Vordruckpumpe mit Kraftstoff versorgt, wobei der von der Vordruckpumpe erzeugte Kraftstoffdruck maximal 2,5 bar beträgt. Um den Kraftstoff in den Brennraum einzuspritzen, erhöht die Hochdruckpumpe den Kraftstoffdruck auf den geforderten Einspritzdruck, der üblicherweise im Bereich von ca. 700 bar bei einem Einspritzdüsenöffnungsdruck von ca. 300 bar liegt. Demzufolge ergibt sich ein Druckverhältnis von Hochdruck zu Vordruck im Bereich von etwa 280.In principle similar to EP-A 0024 803 generic and main fuel is injected into the combustion chamber of the internal combustion engine. The high pressure pump is supplied with fuel by a form pressure pump, the fuel pressure generated by the form pressure pump being a maximum of 2.5 bar. In order to inject the fuel into the combustion chamber, the high-pressure pump increases the fuel pressure to the required injection pressure, which is usually in the range of approx. 700 bar with an injection nozzle opening pressure of approx. 300 bar. This results in a pressure ratio of high pressure to pre-pressure in the range of approximately 280.

Diese Ausbildung hat aber den Nachteil, daß die kleine Voreinspritzmenge bereits bei beginnendem Druckanstieg nach Überschreiten des Abspritzdruckes eingespritzt wird. Das heißt, die Voreinspritzung erfolgt bei noch relativ geringem Einspritzdruckniveau über die relativ weiten Einspritzdüsenquerschnitte der auf die einzuspritzende Hauptmenge ausgelegten Einspitzdüsen. Die Kraftstoffzerstäubung ist dabei nur mäßig fein und relativ unexakt. Der Gesamteinspritzvorgang wird wegen des erforderlichen zweimaligen Druckaufbaus und der Einspritzunterbrechung relativ stark in die Länge gezogen. Die Verbrennung ist infolgedessen qualitäts- und wirkungsgradmäßig unbefriedigend.However, this design has the disadvantage that the small amount of pre-injection is injected when the pressure begins to rise after the spray pressure has been exceeded. This means that the pre-injection takes place at a still relatively low injection pressure level via the relatively wide injection nozzle cross sections of the injection nozzles designed for the main quantity to be injected. The fuel atomization is only moderately fine and relatively inexact. The overall injection process becomes relatively strong because of the need to build up pressure twice and the injection interruption elongated. As a result, the combustion is unsatisfactory in terms of quality and efficiency.

Die Qualität der Zerstäubung kann grundsätzlich durch Erhöhung des Einspritzdruckes wesentlich verbessert werden. Diese ebenfalls bekannte allgemeine Tendenz ist im wesentlichen durch die technische Problematik der Erzeugung hoher Einzel-Druckstöße begrenzt. Unbefriedigend bleiben dabei die Phasen des Druckaufbaus vor Beginn und des Druckabfalls bei Ende der Einspritzung.The quality of the atomization can basically be significantly improved by increasing the injection pressure. This general tendency, which is also known, is essentially limited by the technical problems of producing high individual pressure surges. The phases of pressure build-up before the start and the pressure drop at the end of the injection remain unsatisfactory.

Weiterhin ist ein sogenanntes Konstantdrucksystem bekannt, bei dem der Kraftstoff in einem Speicher unter hohem Druck gehalten und über ein elektromagnetisch bzw. hydraulisch gesteuertes Einspritzventil direkt in den Brennraum eingespritzt wird. Eine mit einem derartigen Konstantdrucksystem zu realisierende Doppeleinspritzung wäre zwar im Hinblick auf den Einspritzvorgang als günstig anzusehen, ist aber wegen des hohen technischen Aufwandes und der Probleme bei der Steuerung derartig kurzer Zeiten am Einspritzventil derzeit technisch nur mit erheblichem Aufwand realisierbar.Furthermore, a so-called constant pressure system is known, in which the fuel is kept under high pressure in a reservoir and is injected directly into the combustion chamber via an electromagnetically or hydraulically controlled injection valve. A double injection to be realized with such a constant pressure system would be regarded as inexpensive with regard to the injection process, but is currently technically feasible only with considerable effort because of the high technical complexity and the problems in controlling such short times on the injection valve.

Aufgabe der Erfindung ist es, die Geräuchemission einer selbstzündenden Brennkraftmaschine zu verringern, wobei auch die Verbrennung bei der Brennkraftmaschine qualitäts- emissions- und wirkungsgradmäßig verbessert werden soll.The object of the invention is to reduce the noise emission of a self-igniting internal combustion engine, the combustion in the internal combustion engine also to be improved in terms of quality, emissions and efficiency.

Diese Aufgabe wird dadurch gelöst, daß das Verhältnis von Hochdruck zu Vordruck auf den Höchstwert von achtzig begrenzt wird und der Kraftstoff von der Vordruckpumpe auf einen Vordruck von mindestens zehn bar gebracht wird. Bei unveränderten Randbedingungen bezüglich des Abspritzdruckes wird die Druckaufbauzeit auf einem Bruchteil der ursprünglichen Zeit verringert. Unter Ansnutzung der erfindungsgemäß max. zulässigen 80-fachen Druckerhöhung wird der Einspritzdruck auf mindestens 800 bar erhöht. Durch die beiden, einander ergänzenden Maßnahmen wird erreicht, daß:

  • durch die Erhöhung des Abspritzdruckes eine feinere Zerstäubung der Einspritzstrahlen erreicht wird. Dies ist insbesondere für die Voreinspritzphase vorteilhaft;
  • gut zerstäubte kleinste Voreinspritzmengen zur Erzielung eines geringen Verbrennungsgeräusches realisierbar sind;
  • die Gesamt-Einspritzdauer auf eine zur Erzielung eines guten Umsetzungswirkungsgrades erforderliche relativ kurze Gesamt-Zeitspanne vom Beginn der Voreinspritzung bis zum Ende der Haupteinspritzung verkürzt wird;
  • der Abstand zwischen Voreinspritzung und Haupteinspritzung durch die schnellere und bessere Gemischaufbereitung sowie der schnelleren Zündung infolge der feineren Zerstäubung reduziert werden kann;
  • der Minimalabstand zwischen Voreinspritzung und Haupteinspritzung durch Kürzung der Druckaufbau-und Druckabbauphasen mittels Verkleinerung der Druckdifferenz zwischen Abspritzdruck und Vordurck realisierbar ist. Hinzu kommt, daß der Druckabbau (am Ende der Voreinspritzung) und der Druckwiederaufbau zu Beginn der Haupteinspritzung bei dem bekannten Einspritzverfahren (Abbau des Drucks zwi schen den Einspritzungen auf einen relativ geringen Vordruck) alleine schon zu viel Zeit für ein optimales Zweistufeneinspritzverfahren einnimmt; bei insgesamt hohem Einspritzniveau kann unter Umständen auch bereits eine nicht exakt durch Schließen der Einspritzdüsennadel abgegrenzte Voreinspritzung auf einem niedrigeren als dem Haupteinspritzdruckniveau (aber naturgemäß mindestens gleich dem Vordruckniveau) ausreichen;
  • eine Verringerung der Abgasemission (insbesondere NOx) durch die Möglichkeit erreicht wird, den Einspritzbeginn bei relativ kurzer Gesamt-Einspritzzeit (inforlge der hohen Einspritzrate) später zu legen, um damit den Höchstdruck und die die NOx-Bildung fördernde Höchsttemperatur des Verbrennungsprozesses zu vermindern.
  • alternativ eine Verringerung der Abgasemission (NOx) durch einen ebenfalls späten Einspritzbeginn ermöglicht wird, wobei dieser durch eine Reduzierung der Gesamt-Einspritzzeit durch eine hohe Einspritzrate infolge des hohen mittleren Einspritzdruckes ohne eine nicht akzeptale Wirkungsgradverschlechterung ermöglicht wird;
  • eine Verbesserung des Betriebsverhaltens im unter sten Drehzahlbereich und eine Erweiterung des Leer laufdrehzahlbereichs zu niedrigeren Leerlaufdrehzahlen ermöglicht wird;
  • das Start- und Hochlaufverhalten der Brennkraft maschine bei verringerten HC-Emmissionen verbessert wird.
This object is achieved in that the ratio of high pressure to admission pressure is limited to the maximum value of eighty and the fuel is brought from the admission pressure pump to an admission pressure of at least ten bar. If the boundary conditions with regard to the spray pressure remain unchanged, the pressure build-up time reduced to a fraction of the original time. Using the max. permissible 80-fold pressure increase, the injection pressure is increased to at least 800 bar. The two complementary measures ensure that:
  • finer atomization of the injection jets is achieved by increasing the spray pressure. This is particularly advantageous for the pre-injection phase;
  • well atomized smallest pre-injection quantities can be achieved to achieve a low combustion noise;
  • the total injection period is reduced to a relatively short total time period required to achieve good conversion efficiency from the start of the pre-injection to the end of the main injection;
  • the distance between the pre-injection and the main injection can be reduced by the faster and better mixture preparation and the faster ignition due to the finer atomization;
  • the minimum distance between the pre-injection and the main injection can be realized by shortening the pressure build-up and pressure reduction phases by reducing the pressure difference between the spray pressure and the pre-pressure. In addition, the pressure reduction (at the end of the pre-injection) and the pressure rebuilding at the start of the main injection in the known injection process (reduction of the pressure between the injections to a relatively low admission pressure) alone takes too much time for an optimal two-stage injection process; with an overall high injection level, one may not be able to close exactly by closing the injection needle delimited at a lower than the main injection pressure level (but naturally at least equal to the pre-pressure level) is sufficient;
  • A reduction in exhaust gas emissions (in particular NOx ) is achieved by the possibility of delaying the start of injection with a relatively short total injection time (due to the high injection rate) in order to reduce the maximum pressure and the maximum temperature of the combustion process which promotes NOx formation.
  • alternatively, a reduction in the exhaust gas emission (NO x ) is made possible by a late start of injection, this being made possible by a reduction in the total injection time due to a high injection rate due to the high mean injection pressure without an unacceptable deterioration in efficiency;
  • an improvement in performance in the lowest speed range and an expansion of the idle speed range to lower idle speeds is made possible;
  • the start and run-up behavior of the internal combustion engine is improved with reduced HC emissions.

Vorzugsweise wird bei dem erfindungsgemäßen Verfahren der Kraftstoff der Voreinspritzung und der Haupteinspritzung über eine Einspritzdüse, die von einer Hochdruckpumpe mit Kraftstoff beschickt wird, in den Brennraum jedes Zylinders eingespritzt. Es kann aber auch vorteilhaft sein, unter Inkaufnahme des höheren Bauaufwandes je Zylinder zwei komplett getrennte Einspritzsysteme oder eine Hochdruckpumpe und zwei Einspritzdüsen vorzusehen. Der Erfindungsgedanke, die Hochdruckpumpe(n) mit hohem Vordruck zu versorgen, ist auch dort in gleicher Weise anwendbar.In the method according to the invention, the fuel of the pre-injection and the main injection is preferably injected into the combustion chamber of each cylinder via an injection nozzle which is supplied with fuel by a high-pressure pump. However, it may also be advantageous to accept two completely separate injection systems or one high-pressure pump while accepting the higher construction costs per cylinder and to provide two injectors. The idea of the invention to supply the high pressure pump (s) with high admission pressure can also be used there in the same way.

Der von der Vordruckpumpe erzeugte Vordruck beträgt vorzugsweise mindestens 100 bar. Ein derartiger Vordruck ermöglicht die Realisierung kürzester Rest-Druckaufbauzeiten bis zur Erreichung des Abspritz- bzw. höchsten Einspritzdruckes. Außerdem werden mit einem derartig angehobenen Vordruck Einspritzdrücke von 1000 bar und mehr bei einem sehr niedrigen Druckverhältnis: "Hochdruck - Vordruck" und entsprechend geringen Druckstößen ermöglicht.The upstream pressure generated by the upstream pressure pump is preferably at least 100 bar. Such a pre-pressure enables the shortest remaining pressure build-up times to be achieved until the spray pressure or the highest injection pressure is reached. In addition, injection pressures of 1000 bar and more are made possible with such a raised upstream pressure at a very low pressure ratio: "high pressure upstream pressure" and correspondingly low pressure surges.

Zur Durchführung des Verfahrens ist erfindungsgemäß vorgesehen, daß die Vordruckpumpe zur Erzeugung eines Druckes von einhundert bar und mehr, mindestens aber zehn bar ausgelegt ist und das Verhältnis von Hochdruck zu Vordruck auf einen Wert kleiner als achtzig festgelegt wird.To carry out the method, it is provided according to the invention that the admission pressure pump is designed to generate a pressure of one hundred bar and more, but at least ten bar, and the ratio of high pressure to admission pressure is set to a value less than eighty.

Weiterhin ist die Vordruckpumpe vorteilhaft als Baueinheit zusammen mit der Hochdruckpumpe ausgebildet. Dabei versorgt eine Vordruckpumpe eine Hochdruckpumpe mit Kraftstoff. Bei dermaßen kompakt aufgebauten Pumpeneinheiten ist die Zufuhr von Kraftstoff von der Vordruckpumpe zu der Hochdruckpumpe unproblematisch und die bei einem separaten Anbau der Vordruckpumpe nötigen hochdruckfesten Verbindungsleitungen entfallen. Ein ähnlich günstiger Anbau ergibt sich auch bei Blockpumpen, bei denen die Hochdruckpumpen für die einzelnen Zylinder in einer Gehäuseeinheit zusammengefaßt sind. Das Gleiche gilt für sogenannte Verteilerpumpen. Anders kann die Situation bei Einzel-Einspritzpumpen sein. Hier ist unter Umständen die Verwendung nur einer (oder bei V-Maschinen zweier) Vordruckpumpe(n) und Vordrucksysteme vorteilhaft. Bei einer derartigen Ausführung sind allerdings im Gegensatz zu Einzel-Hochdruck-Vordruckpumpen, Blockpumpen und Verteilerpumpen wegen der räumlichen Trennung der Einzel-Einspritzpumpen entsprechende hochdruckfeste Verbindungsleitungen zwischen Vordruckpumpe und Einzel-Einspritzpumpen nötig.Furthermore, the admission pressure pump is advantageously designed as a structural unit together with the high pressure pump. A back pressure pump supplies fuel to a high pressure pump. With pump units of such a compact design, the supply of fuel from the admission pressure pump to the high pressure pump is unproblematic and the high pressure-resistant connecting lines, which are necessary when the admission pressure pump is installed separately, are eliminated. A similarly favorable attachment also results for block pumps in which the high-pressure pumps for the individual cylinders are combined in one housing unit. The same applies to so-called distributor pumps. The situation can be different with single injection pumps. The use of only one (or, in the case of V-machines, two) form pressure pump (s) and form pressure systems may be advantageous here. In contrast to single high-pressure pre-pressure pumps, Due to the spatial separation of the individual injection pumps, block pumps and distributor pumps require corresponding high-pressure-resistant connecting lines between the pre-pressure pump and the individual injection pumps.

In Weiterbildung der Erfindung kann zwischen der Vordruckpumpe und der Hochdruckpumpe zumindest ein Hochdruckvorratsbehälter geschaltet sein, wobei der Hochdruck in dem Hochdruckvorratsbehälter unabhängig von der Vordruckpumpe mechanisch, hydraulisch oder pneumatisch erzeugt wird. In diesem Fall übernimmt die Vordruckpumpe nur die Kraftstoffversorgung des Hochdruckvorratsbehälters, während der Hochdruck in dem Behälter von einem unabhängigen mechanisch, hydraulischen oder pneumatischen Drucksystem erzeugt wird. Eine derartige Ausbildung ist unter anderem beim Start einer Brennkraftmaschine vorteilhaft, da beispielsweise aus einem Luftdruckbehälter zugeführte Druckluft schon zu Beginn des Startvorgangs den gewünschten Vordruck erzeugt. Auch wird durch eine derartige Ausbildung das Hochlaufverhalten der Brennkraftmaschine verbessert. Je nach Auslegung bzw. Gestaltung der Brennkraftmaschine kann es vorteilhaft sein, zwei oder mehr Hochdruckvorratsbehälter in das Einspritzsystem zu integrieren. Diese können dann unabhängig voneinander durch Drucksysteme unter Hochdruck gesetzt werden. Bevorzugt verwendet werden mit dermaßen ausgestalteten Hochdruckvorratsbehältern versehene Brennkraftmaschinen bei allen Fahrzeugen und (Bau-)Maschinen, bei denen ein Hydraulik-oder Pneumatikdrucksystem ohnehin erforderlich ist, wie das beispielsweise bei landwirtschaftlichen Fahrzeugen und Baggern der Fall ist. Hierbei braucht das vorhandene Drucksystem zur Erzeugung des Hochdrucks in dem Hochdruckvorratsbehälter nur entsprechend gesteuert angezapft zu werden.In a further development of the invention, at least one high-pressure reservoir can be connected between the admission pressure pump and the high-pressure pump, the high pressure being generated mechanically, hydraulically or pneumatically in the high-pressure reservoir independently of the admission pressure pump. In this case, the pre-pressure pump only takes over the fuel supply to the high-pressure reservoir, while the high pressure in the reservoir is generated by an independent mechanical, hydraulic or pneumatic pressure system. Such a design is advantageous, inter alia, when starting an internal combustion engine because, for example, compressed air supplied from an air pressure container generates the desired admission pressure at the start of the starting process. Such a design also improves the run-up behavior of the internal combustion engine. Depending on the design or design of the internal combustion engine, it may be advantageous to integrate two or more high-pressure storage tanks in the injection system. These can then be pressurized independently of one another by pressure systems. Internal combustion engines provided with such a high-pressure storage container are preferably used in all vehicles and (construction) machines in which a hydraulic or pneumatic pressure system is required anyway, as is the case, for example, with agricultural vehicles and excavators. In this case, the existing pressure system for generating the high pressure in the high-pressure reservoir need only be tapped in a correspondingly controlled manner.

In Weiterbildung der Erfindung kann strömungstechnisch zwischen der Vordruckpumpe und der Hochdruckpumpe ein Speicher angeordnet werden. Dadurch wird erreicht, daß von der Vordruckpumpe herrührende Druckschwankungen im Kraftstoff abgebaut werden. Dabei ist erfindungsgemäß an dem Speicher oder in der Strömungsverbindung zwischen Vordruckpumpe und Hochdruckpumpe weiterhin ein Druckregelventil angeordnet, daß den in dem Speicher herrschenden Druck auf vorgebbare Werte einregelt. Dabei kann das Regelventil als einstellbares Überdruckventil ausgebildet sein, daß die abzusteuernde Kraftstoffmenge über eine Leitung beispielsweise zu der Saugseite der Vordruckpumpe leitet. Durch diese Einrichtung wird erreicht, daß der Vordruck auf einem konstanten Druckniveau gehalten wird. Weiterhin sind in vorteilhafter Weise in die Zu- und Abführleitungen in bzw. aus dem Speicher Rückschlagventile eingesetzt. Durch die Rückschlagventile ist gewährleistet, daß der vorgegebene Kraftstoffdruck auch während des Stillstands der Brennkraftmaschine in dem Speicher erhalten bleibt. Somit steht beim Start der Brennkraftmaschine sofort der Hochdruckpumpe unter Vordruck stehender Kraftstoff zur Verfügung, wodurch beispielsweise der Start- und Hochlaufvorgang der Brennkraftmaschine erleichtert und beschleunigt wird.In a further development of the invention, a reservoir can be arranged in terms of flow between the upstream pressure pump and the high pressure pump. It is thereby achieved that pressure fluctuations in the fuel originating from the admission pressure pump are reduced. According to the invention, a pressure control valve is further arranged on the accumulator or in the flow connection between the upstream pressure pump and the high pressure pump, which regulates the pressure prevailing in the accumulator to predeterminable values. The control valve can be designed as an adjustable pressure relief valve that the amount of fuel to be discharged leads via a line, for example, to the suction side of the admission pressure pump. This device ensures that the form is kept at a constant pressure level. Furthermore, check valves are advantageously used in the supply and discharge lines in and out of the memory. The check valves ensure that the predetermined fuel pressure is retained in the memory even when the internal combustion engine is at a standstill. Thus, when the internal combustion engine starts, the high-pressure pump is immediately available with fuel under pressure, which, for example, facilitates and accelerates the start-up and run-up process of the internal combustion engine.

In Weiterbildung der Erfindung ist die Fördermenge der Vordruckpumpe variabel. Dabei kann die Fördermenge der Vordruckpumpe direkt in Abhängigkeit des Vordrucks geändert werden oder in einer anderen Ausbildung in Abhängigkeit des in dem Speicher herrschenden Druckes geregelt werden. Mit einer derartigen Einrichtung ist es möglich, die Fördermenge der Vordruckpumpe jederzeit dem Bedarf der Hochdruckpumpe anzupassen. Geregelt wird die Fördermenge beispielsweise durch Änderung der Drehzahl der Vordruckpumpe, dieses Verfahren ist z. B. bei einer Zahnradpumpe anwendbar. Weiterhin kann die Fördermenge bei einer als Vordruckpumpe verwendeten Hubkolbenpumpe durch Änderungen des Kolbenhubs eingestellt werden.In a development of the invention, the delivery rate of the form pump is variable. The delivery rate of the admission pressure pump can be changed directly depending on the admission pressure or can be regulated in another embodiment depending on the pressure prevailing in the accumulator. With such a device, it is possible to adapt the delivery rate of the admission pressure pump to the need of the high pressure pump at any time. The delivery rate is regulated, for example, by changing the speed of the pre-pressure pump, this method is e.g. B. applicable to a gear pump. Furthermore, the delivery rate can be adjusted by changing the piston stroke in a reciprocating piston pump used as a primary pressure pump.

Weitere erfindungsgemäße Ausgestaltungen der Erfinung ergeben sich aus der folgenden Zeichnungsbeschreibung, in der ein in den Figuren dargestelltes Ausführungsbeispiel der Erfindung beschrieben ist.Further embodiments of the invention according to the invention result from the following description of the drawing, in which an exemplary embodiment of the invention shown in the figures is described.

Die in der Zeichnung schematisch dargestellte Brennkraftmaschine 1 weist ein Kurbelgehäuse 2, mehrere Zylinder 3 und einen Zylinderkopf 4 auf. Der Zylinderkopf 4 kann auch in mehrere entsprechend der Zahl der Zylinder unterteilte Einzelzylinderköpfe aufgeteilt sind. Der Erfindungsgegenstand ist unabhängig von der Zahl der Zylinder 3, d.h., die Brennkraftmaschine 1 kann auch als beispielsweise Ein-, Zwei- oder Vier-Zylinder-Reihen- oder V-Brennkraftmaschine ausgebildet sein.The internal combustion engine 1 shown schematically in the drawing has a crankcase 2, a plurality of cylinders 3 and a cylinder head 4. The cylinder head 4 can also be divided into several individual cylinder heads divided according to the number of cylinders. The subject matter of the invention is independent of the number of cylinders 3, i.e. the internal combustion engine 1 can also be designed as, for example, a one, two or four-cylinder in-line or V-type internal combustion engine.

In dem Zylinderkopf 4 sind entsprechend der Zahl der Zylinder 3 in Düsenhaltern 5 eingesetzte Einspritzdüsen eingebaut. Dabei ist in die Einspritzdüsen bzw. in die Düsenhalter 5 jeweils ein zusätzliches Unterbrechungsorgan in Form eines Druckunterbrechers oder eines Ausweichkolbens (AWK-Düsenhalter) oder z.B. eine zweite, höhenversetzte Steuerbohrung in die Einspritzpumpe eingebaut. Durch diese Einrichtung bzw. Ausbildung läßt sich der Einspritzvorgang in einfacher Weise in eine Vor- und eine Haupteinspritzung ohne Verwendung von zusätzlichen Einspritzdüsen, Einspritzleitungen oder Einspritzpumpen aufteilen. Die Vor- und Haupteinspritzung kann natürlich, wie zuvor beschrieben, auch in anderer Weise erfolgen.In the cylinder head 4, in accordance with the number of cylinders 3, injection nozzles 5 are installed in nozzle holders. In this case, an additional interruption element in the form of a pressure interrupter or an escape piston (AWK nozzle holder) or, for example, a second, vertically offset control bore is built into the injection pump in the injection nozzles or in the nozzle holder 5. With this device or design, the injection process can be easily divided into a pre-injection and a main injection without the use of additional injection nozzles, injection lines or injection pumps. The pre-injection and main injection can of course also be carried out in a different way, as described above.

Die Hochdruckpumpen 6 sind als Stempel-Pumpen ausgebildet und zu einer Reihen-Blockpumpe (oder Verteilerpumpe) zusammengefaßt. Die Austrittsöffnungen der Hochdruckpumpen 6 sind mittels Einspritzleitungen 7 mit den Düsenhaltern 5 verbunden. Bewegt werden die Stempel der Hochdruckpumpen 6 von einer Nockenwelle 8, die in dem Gehäuse der Hochdruckpumpen 6 angeordnet ist. Die Nockenwelle 8 wird von der Kurbelwelle 9 der Brennkraftmaschine 1 über ein entsprechendes Getriebe 10 angetrieben. Antriebsseitig ist den Hochdruckpumpen 6 ein Förderbeginnversteller 11 vorgeschaltet, mit dem der Förderbeginn der Hochdruckpumpen 6 in Abhängigkeit von beispielsweise der Drehzahl der Brennkraftmaschine 1 verstellt werden kann. In Verlängerung der Hochdruckpumpen 6 ist in das Gehäuse der Hochdruckpumpen 6 eine Vordruckpumpe 12 und ein Speicher 13 integriert.The high-pressure pumps 6 are designed as ram pumps and combined to form a series block pump (or distributor pump). The outlet openings of the high-pressure pumps 6 are connected to the nozzle holders 5 by means of injection lines 7. The pistons of the high-pressure pumps 6 are moved by a camshaft 8, which is arranged in the housing of the high-pressure pumps 6. The camshaft 8 is driven by the crankshaft 9 of the internal combustion engine 1 via a corresponding gear 10. On the drive side, the high-pressure pumps 6 are preceded by a start of delivery adjuster 11, with which the start of delivery of the high-pressure pumps 6 can be adjusted depending on, for example, the speed of the internal combustion engine 1. In the extension of the high-pressure pumps 6, a pre-pressure pump 12 and a store 13 are integrated in the housing of the high-pressure pumps 6.

Über eine Einlaßleitung 14 gelangt Kraftstoff von einem Vorratsbehälter über ggfs. zwischengeschaltete Kraftstoffilter in die Vordruckpumpe 12 und wird von dieser auf einen Druck von mindestens 100 bar gebracht.Via an inlet line 14, fuel reaches the form pressure pump 12 from a storage container via, if necessary, intermediate fuel filters and is brought to a pressure of at least 100 bar by the latter.

Der unter diesem Druck stehende Kraftstoff wird in einen Speicher 13 geleitet, der wiederum mit den Hochdruckpumpen 6 verbunden ist. In dem Speicher werden von der Vordruckpumpe 12 hervorgerufene Druckschwankungen weitgehend eliminiert. Weiterhin sind in den Zufluß und den Abfluß des Speichers 13 Rückschlagventile eingesetzt, die dafür sorgen, daß bei Stillstand der Brennkraftmaschine der Vordruck des Kraftstoffs in dem Speicher 13 aufrechterhalten wird. Von dem Speicher 13 gelangt der Kraftstoff zu den Hochdruckpumpen 6, die den Druck des Kraftstoffs auf den gewünschten Druck erhöhen. Der dermaßen unter Druck stehende Kraftstoff wird über die Einspritzleitungen 7 den in den Düsenhaltern 5 angeordneten Einspritzdüsen zugeführt, die den Kraftstoff zufolge des Unterbrechungsorgans, das z.B. aus einem Druckteiler oder aus einem Ausweichkolben im Düsenhalter 5 bzw. in der Einspritzdüse, gestuften Absteuerbohrungen in der Stempelführung o.ä. besteht, in einer Vor- und einer Haupteinspritzung in den Brennraum der Brennkraftmaschine 1 eingespritzt. Relative Voreinspritzmenge und Zeitabstand zur Haupteinspritzung sind dabei frei wählbar. Sie können ggf. sehr klein sein.The fuel under this pressure is fed into a reservoir 13, which in turn is connected to the high-pressure pumps 6. Pressure fluctuations caused by the admission pressure pump 12 are largely eliminated in the memory. Furthermore, check valves are used in the inflow and outflow of the accumulator 13, which ensure that the pre-pressure of the fuel in the accumulator 13 is maintained when the internal combustion engine is at a standstill. From the reservoir 13, the fuel reaches the high-pressure pumps 6, which increase the pressure of the fuel to the desired pressure. The fuel, which is under pressure in this way, is fed via the injection lines 7 to the injection nozzles arranged in the nozzle holders 5. the pilot bores in the plunger guide or the like, which are graded according to the fuel interruption element, for example from a pressure divider or from an evasive piston in the nozzle holder 5 or in the injection nozzle. exists, injected into the combustion chamber of the internal combustion engine 1 in a pre-injection and a main injection. Relative pre-injection quantity and time interval to the main injection can be freely selected. If necessary, they can be very small.

Claims (9)

  1. A method of injecting fuel into a combustion chamber of an autoignition internal combustion engine (1), in which the injection process is divided into a preliminary injection and a main injection, in which, preferably, the fuel for the preliminary injection and that for the main injection are injected through a common injection nozzle into the combustion chamber, in which the fuel is fed at high pressure by a high-pressure pump (6) to the nozzle, and in which the high-pressure pump (6) is supplied with pre-pressurized fuel delivered by a preliminary-pressure-generating pump (12), characterized in that the ratio between the high pressure and the preliminary pressure is limited to a value smaller than eighty, and in that the fuel is pressurized by the preliminary-pressure-generating pump (12) to a preliminary pressure greater than ten bar.
  2. An appliance for carrying out the method according to claim 1 of injecting fuel into a combustion chamber of an autoignition internal combustion engine (1), in which the injection process to be effected by a high-pressure pump (6) is divided into a preliminary injection and a main injection, and in which the high-pressure pump (6) is arranged to be supplied with fuel to be delivered by a preliminary-pressure-generating pump (12), characterized in that the pump (12) is constructed to generate pressure of, preferably, more than one hundred bar but at least ten bar, and in that the ratio between the high pressure and the preliminary pressure is fixed at a value smaller than eighty.
  3. An appliance according to claim 2, characterized in that at least one high-pressure reservoir is connected between the pump (12) and the high-pressure pump (6), and in that the high pressure in the reservoir is generated - independently of the pump (12) - mechanically, hydraulically and/or pneumatically.
  4. An appliance according to claim 3, characterized in that the pump (12) and the pump (6) are combined to form a constructional unit.
  5. An appliance according to claim 3 or claim 4, characterized by the provision of a reservoir (13) which is connected to permit flow between the pump (12) and the pump (6).
  6. An appliance according to claim 5, characterized by the provision of a pressure regulator serving to adjust the pressure prevailing in the flow connection between the pump (12) and the pump (6) and/or in the reservoir (13) to pre-determined values.
  7. An appliance according to any of the claims 2 to 6, characterized in that the pump's (12) delivery capacity is variable.
  8. An appliance according to claim 7, characterized in that the pump's (12) delivery capacity is variable in dependence on the preliminary pressure.
  9. An appliance according to claim 7 or claim 8, characterized in that the pump's (12) delivery capacity is variable in dependence on the pressure prevailing in the reservoir (13).
EP87112454A 1986-09-06 1987-08-27 Injection method and injection device for self-igniting combustion engines Expired - Lifetime EP0259708B1 (en)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE3630439 1986-09-06
DE19863630439 DE3630439A1 (en) 1986-09-06 1986-09-06 DOUBLE INJECTION METHOD FOR SELF-IGNITIONING INTERNAL COMBUSTION ENGINES

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EP0259708A2 EP0259708A2 (en) 1988-03-16
EP0259708A3 EP0259708A3 (en) 1990-05-02
EP0259708B1 true EP0259708B1 (en) 1992-04-01

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EP (1) EP0259708B1 (en)
JP (1) JPS63186959A (en)
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EP0933520A1 (en) * 1998-02-02 1999-08-04 Detroit Diesel Corporation Method for internal combustion engine start-up
FI106705B (en) * 1999-04-09 2001-03-30 Esa Kuismanen Procedure and arrangement for pumping material
US7574992B2 (en) * 2007-01-16 2009-08-18 Deere & Company Fuel injector with multiple injector nozzles for an internal combustion engine
US7950370B2 (en) * 2008-03-13 2011-05-31 Cummins Inc. High pressure common rail fuel system with gas injection
DE102009047176A1 (en) * 2009-11-26 2011-06-01 Robert Bosch Gmbh Pump arrangement for a high-pressure injection system
US9732714B2 (en) 2010-08-20 2017-08-15 General Electric Company Method and system for water drainage in fuel system
US20120042961A1 (en) * 2010-08-20 2012-02-23 Larry Gene Anderson Method and system for water drainage in fuel system

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EP0259708A3 (en) 1990-05-02
US4787350A (en) 1988-11-29
JPS63186959A (en) 1988-08-02
DE3630439A1 (en) 1988-03-10
EP0259708A2 (en) 1988-03-16
DE3777921D1 (en) 1992-05-07

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