EP0261855B1 - Fuel injection system component - Google Patents

Fuel injection system component Download PDF

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Publication number
EP0261855B1
EP0261855B1 EP87308114A EP87308114A EP0261855B1 EP 0261855 B1 EP0261855 B1 EP 0261855B1 EP 87308114 A EP87308114 A EP 87308114A EP 87308114 A EP87308114 A EP 87308114A EP 0261855 B1 EP0261855 B1 EP 0261855B1
Authority
EP
European Patent Office
Prior art keywords
fuel
block
injection system
system component
fuel injection
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
EP87308114A
Other languages
German (de)
French (fr)
Other versions
EP0261855A1 (en
Inventor
John Turner
Peter Oliff
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.)
Ford Werke GmbH
Ford France SA
Ford Motor Co Ltd
Ford Motor Co
Original Assignee
Ford Werke GmbH
Ford France SA
Ford Motor Co Ltd
Ford Motor Co
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 Ford Werke GmbH, Ford France SA, Ford Motor Co Ltd, Ford Motor Co filed Critical Ford Werke GmbH
Priority to AT87308114T priority Critical patent/ATE69294T1/en
Publication of EP0261855A1 publication Critical patent/EP0261855A1/en
Application granted granted Critical
Publication of EP0261855B1 publication Critical patent/EP0261855B1/en
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
    • F02M69/04—Injectors peculiar thereto
    • F02M69/042—Positioning of injectors with respect to engine, e.g. in the air intake conduit
    • F02M69/044—Positioning of injectors with respect to engine, e.g. in the air intake conduit for injecting into the intake conduit downstream of an air throttle valve
    • 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
    • F02M69/46—Details, component parts or accessories not provided for in, or of interest apart from, the apparatus covered by groups F02M69/02 - F02M69/44
    • F02M69/462—Arrangement of fuel conduits, e.g. with valves for maintaining pressure in the pipes after the engine being shut-down
    • F02M69/465—Arrangement of fuel conduits, e.g. with valves for maintaining pressure in the pipes after the engine being shut-down of fuel rails

Definitions

  • This invention relates to a component for a fuel injection system for use with an internal combustion engine.
  • EP-A-0 233 697 (which forms part of the state of the art according to Art. 54(3) EPC) discloses a moulded plastics inlet manifold and fuel rail assembly where a single air passage is provided for each cylinder and a fuel supply passage is provided.
  • US-A-4 512 311 discloses a fuel injection system component adapted to interface at one side with an engine cylinder head and at another side with an air intake manifold, the component comprising a block in which a plurality of air passages extend from said one side to said another side, the block including two passages for each cylinder of the engine, a port deactivation valve in one of the passages, a plurality of fuel injector seats, and fuel feed and return passages communicating with the injector seats.
  • GB-A-2 142 089 discloses a fuel injection valve fuel supply and mounting arrangement in which fuel injectors are seated in seats in engine intake pipes and are supplied with fuel from a separate component.
  • DE-A-3 326 408 discloses a fuel rail with seats for fuel injectors.
  • the rail is to be bolted onto a separate air intake body.
  • a fuel injection system component adapted to interface at one side with an engine cylinder head and at another side with an air intake manifold, the component comprising a block in which a plurality of air passages extend from said one side to said another side, the block including two passages for each cylinder of the engine, a port deactivation valve in one of the passages, a plurality of fuel injector seats, and fuel feed and return passages communicating with the injector seats, characterized in that each fuel injector seat is adapted to completely house a fuel injector, and in that a common fuel feed passage and a common fuel return passage are provided in the block, communicating with the injector seats, the feed passage having an inlet to the block and the return passage having an outlet from the block.
  • tip-feed injectors is of benefit in the hot fuel handling operation of the system. This benefit is further enhanced by inclusion of the fuel inlet and return lines in the injection unit, thereby providing an efficient method of purging any gases or moisture from the system.
  • the fuel line connections to the individual injectors are made inside the block. The block can thus be put together off line and tested for fuel tightness before being assembled to the engine on the main assembly line. All that is then required on the assembly line is to connect fuel feed and fuel return lines to the block, and these connections can be made through connectors of a type which are simple to secure.
  • a conventional fuel rail includes a pressure regulator for controlling the fuel pressure in the rail.
  • the pressure regulator may be incorporated in the block of the invention, either as a bolt-on unit, or the regulator body may be formed integrally in the block.
  • the port deactivation valve may be in either tract of a twin inlet valve engine. There may be a single injector feeding either one or the other of the tracts, or mounted centrally between the tracts with a divided spray.
  • the spray divider could be mounted on the injector itself, or formed as part of the block. Alternatively, there could be an injector for each tract, preferably with a balance passage between the tracts.
  • An idle air supply duct can be provided in the block to supply idle air to the engine independently of the air supply route employed when the engine is running under full or part load.
  • This idle air can be supplied through an idle speed valve or motor functioning in a known manner, but the valve or motor itself can be built in to the block in the same manner as the pressure regulator.
  • the block may also include a crankcase air inlet.
  • Passages are provided to communicate the idle air and crankcase emissions to the inlet port.
  • the idle air passage and the crankcase emission passage may be independent or combined, and can be fed to primary or secondary inlet tracts.
  • Non-return valves can be provided in the block to prevent pressure interaction between different intake ports.
  • the component shown comprises a block 10 which will normally be of cast metal, such as aluminium or an aluminium alloy machined to provide the necessary seats and mating faces which will be detailed later on.
  • the block will replace the downstream end of the air intake tract 14.
  • the block 10 is attached to a cylinder head 12 in a conventional manner, with the interposition of a gasket which is not shown. Upstream the block is connected, again with the interposition of a gasket, to air inlet tracts 14. Tightness between the block and the cylinder head is essential to maintain fuel integrity. The joint between the block 10 and the tracts 14 will be made tight but is not crucial to the fuel integrity, as fuel is only introduced downstream of this joint. It is however essential that the seal be air-tight to allow correct functioning of the complete inlet system.
  • An air passage 16 runs through the block 10.
  • a fuel injector 18 is fitted in a seat 20 so as to communicate with a fuel feed passage 22 and a fuel return passage 24.
  • the injector shown is a tip-feed injector which has a short overall length and can be completely housed in the seat 20 with the only projecting part being the necessary electrical connections 26. In this way, the injector can be fully sealed in the block.
  • the injector will be positioned so as to direct inject fuel at the engine intake valve 28.
  • a port deactivation valve 30 is positioned in the passage 16. Port deactivation allows two or more tracts to be available to supply air to any one cylinder at times of peak demand, and for one or more of these tracts to be opened or closed as required for particular engine operating conditions.
  • a crankcase air inlet 32 (to cope with crankcase emissions) is provided in the block together with an idle air inlet 34 which is connected through an idle speed valve or motor 36.
  • a pressure regulator for controlling the fuel pressure in the fuel return passage 24 is fitted in the passage 24.
  • the pressure regulator comprises a housing which is formed directly in the block 10, by suitable casting or machining of a cavity in the block.
  • a cap 38 is then fitted in the block 10 to complete the regulator.
  • the housing for the idle speed valve or motor 36 is formed directly in the block 10.
  • the block 10 can be of aluminium (or other metals) or of plastics. It is not exposed to great heat, but an insulating body should be fitted between the cylinder head 12 and the block 10 to prevent excessive heat transfer from the engine to the block 10. It may be possible for the gasket to provide this heat insulating function.
  • the complete component can be used equally effectively with engines with one or more inlet valves per cylinder.
  • the use of a single block allows complete preassembly and pretesting of the fuel supply connections. At the time of final engine assembly, it will only be necessary to fit fuel pipes to a block inlet 40 and a block outlet 42, and this can be done through conventional pipe unions which are unlikely to present any leakage problems. Electrical connections are required to the injectors, as are crankcase air and idle air by-pass connections to the block, but none of these will interfere with fuel integrity.

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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)

Abstract

In order to enhance fuel integrity, the fuel injectors 18 together with the associated fuel feed and return passages 22 and 24 are formed in a single block 10 which also includes the air feed passages 16 to the engine cylinders. The incorporation of all these elements into a single block means that the block can be pre-assembled and tested for fuel tightness before being built in to an engine.

Description

  • This invention relates to a component for a fuel injection system for use with an internal combustion engine.
  • It is of the utmost importance that fuel integrity (i.e. a complete absence of any leaks) is maintained in the fuel feed route to the engine combustion chambers in an internal combustion engine. Where fuel injectors are employed to introduce the fuel to the chambers, the connection of the fuel lines to the injectors needs to be carefully and effectively made. Conventionally, this connection is made through a fuel rail which carries injector cups each of which is connected to one of the injectors. The actual connection is made on the engine assembly line and then has to be tested for fuel tightness before the engine can be accepted.
  • It is an object of the present invention to avoid having to test the fuel line-to-injector joint for tightness during engine assembly. It is another object of the invention to reduce assembly time by preassembly of certain components.
  • EP-A-0 233 697 (which forms part of the state of the art according to Art. 54(3) EPC) discloses a moulded plastics inlet manifold and fuel rail assembly where a single air passage is provided for each cylinder and a fuel supply passage is provided.
  • US-A-4 512 311 discloses a fuel injection system component adapted to interface at one side with an engine cylinder head and at another side with an air intake manifold, the component comprising a block in which a plurality of air passages extend from said one side to said another side, the block including two passages for each cylinder of the engine, a port deactivation valve in one of the passages, a plurality of fuel injector seats, and fuel feed and return passages communicating with the injector seats.
  • GB-A-2 142 089 discloses a fuel injection valve fuel supply and mounting arrangement in which fuel injectors are seated in seats in engine intake pipes and are supplied with fuel from a separate component.
  • DE-A-3 326 408 discloses a fuel rail with seats for fuel injectors. The rail is to be bolted onto a separate air intake body.
  • According to the present invention, there is provided a fuel injection system component adapted to interface at one side with an engine cylinder head and at another side with an air intake manifold, the component comprising a block in which a plurality of air passages extend from said one side to said another side, the block including two passages for each cylinder of the engine, a port deactivation valve in one of the passages, a plurality of fuel injector seats, and fuel feed and return passages communicating with the injector seats, characterized in that each fuel injector seat is adapted to completely house a fuel injector, and in that a common fuel feed passage and a common fuel return passage are provided in the block, communicating with the injector seats, the feed passage having an inlet to the block and the return passage having an outlet from the block.
  • The use of tip-feed injectors is of benefit in the hot fuel handling operation of the system. This benefit is further enhanced by inclusion of the fuel inlet and return lines in the injection unit, thereby providing an efficient method of purging any gases or moisture from the system. With this component, the fuel line connections to the individual injectors are made inside the block. The block can thus be put together off line and tested for fuel tightness before being assembled to the engine on the main assembly line. All that is then required on the assembly line is to connect fuel feed and fuel return lines to the block, and these connections can be made through connectors of a type which are simple to secure.
  • A conventional fuel rail includes a pressure regulator for controlling the fuel pressure in the rail. The pressure regulator may be incorporated in the block of the invention, either as a bolt-on unit, or the regulator body may be formed integrally in the block.
  • The port deactivation valve may be in either tract of a twin inlet valve engine. There may be a single injector feeding either one or the other of the tracts, or mounted centrally between the tracts with a divided spray. The spray divider could be mounted on the injector itself, or formed as part of the block. Alternatively, there could be an injector for each tract, preferably with a balance passage between the tracts.
  • An idle air supply duct can be provided in the block to supply idle air to the engine independently of the air supply route employed when the engine is running under full or part load. This idle air can be supplied through an idle speed valve or motor functioning in a known manner, but the valve or motor itself can be built in to the block in the same manner as the pressure regulator. The block may also include a crankcase air inlet.
  • Passages are provided to communicate the idle air and crankcase emissions to the inlet port. The idle air passage and the crankcase emission passage may be independent or combined, and can be fed to primary or secondary inlet tracts. Non-return valves can be provided in the block to prevent pressure interaction between different intake ports.
  • The invention will now be further described, by way of example, with reference to the accompanying drawings, in which:
    • Figure 1 is a diagrammatic, sectional view through an injection system component in accordance with the present invention; and
    • Figure 2 is a plan view, partly in section, of the component of Figure 1.
  • The component shown comprises a block 10 which will normally be of cast metal, such as aluminium or an aluminium alloy machined to provide the necessary seats and mating faces which will be detailed later on. The block will replace the downstream end of the air intake tract 14.
  • The block 10 is attached to a cylinder head 12 in a conventional manner, with the interposition of a gasket which is not shown. Upstream the block is connected, again with the interposition of a gasket, to air inlet tracts 14. Tightness between the block and the cylinder head is essential to maintain fuel integrity. The joint between the block 10 and the tracts 14 will be made tight but is not crucial to the fuel integrity, as fuel is only introduced downstream of this joint. It is however essential that the seal be air-tight to allow correct functioning of the complete inlet system.
  • An air passage 16 runs through the block 10. A fuel injector 18 is fitted in a seat 20 so as to communicate with a fuel feed passage 22 and a fuel return passage 24. The injector shown is a tip-feed injector which has a short overall length and can be completely housed in the seat 20 with the only projecting part being the necessary electrical connections 26. In this way, the injector can be fully sealed in the block. The injector will be positioned so as to direct inject fuel at the engine intake valve 28.
  • A port deactivation valve 30 is positioned in the passage 16. Port deactivation allows two or more tracts to be available to supply air to any one cylinder at times of peak demand, and for one or more of these tracts to be opened or closed as required for particular engine operating conditions.
  • A crankcase air inlet 32 (to cope with crankcase emissions) is provided in the block together with an idle air inlet 34 which is connected through an idle speed valve or motor 36. Additionally (see Figure 2), a pressure regulator for controlling the fuel pressure in the fuel return passage 24 is fitted in the passage 24. As can be seen in Figure 2, the pressure regulator comprises a housing which is formed directly in the block 10, by suitable casting or machining of a cavity in the block. A cap 38 is then fitted in the block 10 to complete the regulator. Similarly, the housing for the idle speed valve or motor 36 is formed directly in the block 10.
  • The block 10 can be of aluminium (or other metals) or of plastics. It is not exposed to great heat, but an insulating body should be fitted between the cylinder head 12 and the block 10 to prevent excessive heat transfer from the engine to the block 10. It may be possible for the gasket to provide this heat insulating function. The complete component can be used equally effectively with engines with one or more inlet valves per cylinder. The use of a single block allows complete preassembly and pretesting of the fuel supply connections. At the time of final engine assembly, it will only be necessary to fit fuel pipes to a block inlet 40 and a block outlet 42, and this can be done through conventional pipe unions which are unlikely to present any leakage problems. Electrical connections are required to the injectors, as are crankcase air and idle air by-pass connections to the block, but none of these will interfere with fuel integrity.
  • Additional features which can conveniently be incorporated in the component are:
    • a. A potentiometer mounted as part of the port deactivation system so that the angular position of the port deactivation throttles can be used as an input to an engine management computer;
    • b. A temperature sensor or switch to give a fuel inlet temperature input to the engine management system.
    • c. A Schrader valve in the fuel inlet or return system to enable fuel pressure to be monitored for engine servicing and fault-finding.

Claims (9)

  1. A fuel injection system component adapted to interface at one side with an engine cylinder head (12) and at another side with an air intake manifold (14), the component comprising a block (10) in which a plurality of air (16) passages extend from said one side to said another side, the block (10) including two passages for each cylinder of the engine, a port deactivation valve (30) in one of the passages, a plurality of fuel injector seats (20), and fuel feed and return passages (22, 24) communicating with the injector seats (20), characterized in that each fuel injector seat (20) is adapted to completely house a fuel injector, and in that a common fuel feed passage (22) and a common fuel return passage (24) are provided in the block, communicating with the injector seats (20), the feed passage having an inlet (40) to the block and the return passage having an outlet (42) from the block.
  2. A fuel injection system component as claimed in Claim 1, including an injector (18) housed in each seat (20).
  3. A fuel injection system component as claimed in Claim 1 or Claim 2, including a pressure regulator for controlling the pressure in the fuel return passage (24).
  4. A fuel injection system component as claimed in Claim 3, wherein the pressure regulator is a bolt-on unit.
  5. A fuel injection system component as claimed in Claim 3, wherein the pressure regulator has a regulator body formed integrally in the block.
  6. A fuel injection system component as claimed in any preceding claim, wherein an idle air supply duct (34) is provided in the block (10) to supply idle air to the engine independently of the air supply route employed when the engine is running under load.
  7. A fuel injection system component as claimed in Claim 6, wherein the idle air is supplied through an idle speed motor (36).
  8. A fuel injection system component as claimed in Claim 7, wherein the motor (36) has a housing formed integrally in the block (10).
  9. A fuel injection system component as claimed in any preceding claim, wherein the block (10) also includes a crankcase air inlet (32).
EP87308114A 1986-09-17 1987-09-15 Fuel injection system component Expired EP0261855B1 (en)

Priority Applications (1)

Application Number Priority Date Filing Date Title
AT87308114T ATE69294T1 (en) 1986-09-17 1987-09-15 PART OF A FUEL INJECTION SYSTEM.

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
GB8622425 1986-09-17
GB08622425A GB2195394A (en) 1986-09-17 1986-09-17 Fuel injection system component

Publications (2)

Publication Number Publication Date
EP0261855A1 EP0261855A1 (en) 1988-03-30
EP0261855B1 true EP0261855B1 (en) 1991-11-06

Family

ID=10604345

Family Applications (1)

Application Number Title Priority Date Filing Date
EP87308114A Expired EP0261855B1 (en) 1986-09-17 1987-09-15 Fuel injection system component

Country Status (6)

Country Link
EP (1) EP0261855B1 (en)
AT (1) ATE69294T1 (en)
AU (1) AU608249B2 (en)
DE (1) DE3774384D1 (en)
GB (1) GB2195394A (en)
WO (1) WO1988002067A1 (en)

Families Citing this family (19)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
GB2203487A (en) * 1987-04-03 1988-10-19 Ford Motor Co A fuel injection system component
US4776313A (en) * 1987-06-01 1988-10-11 Ford Motor Company Compact integrated engine induction air/fuel system
US4966120A (en) * 1987-07-29 1990-10-30 Aisan Kogyo Kabushiki Kaisha Fuel injection system assembly
DE3730571C2 (en) * 1987-09-11 1998-07-02 Bosch Gmbh Robert Device for mounting, fuel supply and electrical contacting of electromagnetically actuated fuel injection valves
IT1211445B (en) * 1987-10-30 1989-10-26 Weber Srl INTEGRATED DEVICE FORMER AND DOSER OF A MIXTURE OF AIR AND FUEL FOR AN INTERNAL COMBUSTION ENGINE POWERED BY A MULTIPOINTS INJECTION SYSTEM
IT214868Z2 (en) * 1988-09-30 1990-07-04 Weber Srl SEMI-FINISHED TO CREATE A FUEL SUPPLY MANIFOLD FOR AN INTERNAL COMBUSTION ENGINE POWER SUPPLY
DE3841088A1 (en) * 1988-12-07 1990-06-21 Mesenich Gerhard FUEL INJECTION DEVICE WITH AIR SUPPORTED FUEL SPRAYING
US5207205A (en) * 1988-12-07 1993-05-04 Siemens Automotive L.P. Fuel injection device with air-assisted fuel diffusion
JPH02107758U (en) * 1989-02-14 1990-08-28
DE3907764A1 (en) * 1989-03-10 1990-09-13 Bosch Gmbh Robert FUEL DISTRIBUTOR FOR FUEL INJECTION SYSTEMS OF INTERNAL COMBUSTION ENGINES
DE3934906C1 (en) * 1989-10-20 1990-11-08 Dr.Ing.H.C. F. Porsche Ag, 7000 Stuttgart, De
FR2660373A1 (en) * 1990-04-03 1991-10-04 Siemens Automotive Sa Fuel injection device for internal combustion engine
GB9103833D0 (en) * 1991-02-23 1991-04-10 Jaguar Cars Inlet manifold and fuel supply system
SE468719B (en) * 1991-07-02 1993-03-08 Saab Scania Ab FIRE PIPE ARRANGEMENT ARRANGEMENTS IN THE COMBUSTION ENGINE
DE4205709A1 (en) * 1992-02-25 1993-08-26 Bosch Gmbh Robert GAS DISTRIBUTOR FOR FUEL INJECTION SYSTEMS
FR2701295B1 (en) * 1993-02-05 1995-04-28 Sindra Sa Fuel injection rail and one of its manufacturing processes.
SE9900049D0 (en) * 1999-01-12 1999-01-12 Volvo Ab Device for internal combustion engines
DE102007059217A1 (en) * 2007-12-08 2009-06-10 Deutz Ag Internal-combustion engine, has fuel injection valve connected with leakage fuel discharge line, where leakage fuel discharge line is connected with leakage fuel line that is integrated with fresh gas line
CN117189436A (en) * 2022-05-30 2023-12-08 康明斯公司 Integrated discharge gun of intake manifold

Family Cites Families (10)

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Publication number Priority date Publication date Assignee Title
US3125078A (en) * 1964-03-17 Fuel supply system
DE2543242C2 (en) * 1975-09-27 1984-07-05 Irmscher Kg, 7057 Winnenden Intake funnels for Otto engines with mechanical or electronic fuel injection
GB2074233B (en) * 1978-02-07 1983-02-02 Bendix Corp Fuel-handling arrangement in an ic engine fuel-injection system
GB2032521B (en) * 1978-10-09 1982-11-24 Nissan Motor Fuel feeding device for an internal combustion engine
JPS5770914A (en) * 1980-10-20 1982-05-01 Yamaha Motor Co Ltd Air intake controller for multi-valvetype internal combustionn engine
JPS595869A (en) * 1982-07-02 1984-01-12 Hitachi Ltd Fuel injection device
US4601275A (en) * 1982-08-23 1986-07-22 General Motors Corporation Fuel rail
JPS6036777A (en) * 1983-08-09 1985-02-25 Hitachi Ltd Fuel injection device
GB2165886A (en) * 1984-10-23 1986-04-23 Ford Motor Co An inlet manifold for an i c engine
US4756289A (en) * 1986-02-12 1988-07-12 General Motors Corporation Self-contained fuel pressure regulator

Also Published As

Publication number Publication date
GB8622425D0 (en) 1986-10-22
ATE69294T1 (en) 1991-11-15
EP0261855A1 (en) 1988-03-30
DE3774384D1 (en) 1991-12-12
AU7916687A (en) 1988-04-07
WO1988002067A1 (en) 1988-03-24
GB2195394A (en) 1988-04-07
AU608249B2 (en) 1991-03-28

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