EP0328602A1 - Dispositif d'introduction de carburant dans la chambre de combustion d'un moteur a combustion interne - Google Patents

Dispositif d'introduction de carburant dans la chambre de combustion d'un moteur a combustion interne

Info

Publication number
EP0328602A1
EP0328602A1 EP88907195A EP88907195A EP0328602A1 EP 0328602 A1 EP0328602 A1 EP 0328602A1 EP 88907195 A EP88907195 A EP 88907195A EP 88907195 A EP88907195 A EP 88907195A EP 0328602 A1 EP0328602 A1 EP 0328602A1
Authority
EP
European Patent Office
Prior art keywords
valve
fuel
space
chamber
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.)
Granted
Application number
EP88907195A
Other languages
German (de)
English (en)
Other versions
EP0328602B1 (fr
Inventor
Diethard Plohberger
Peter Herzog
Keith Elliott
Christoph D. Fischer
Josef Greier
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.)
AVL List GmbH
Original Assignee
AVL List GmbH
AVL Gesellschaft fuer Verbrennungskraftmaschinen und Messtechnik mbH
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
Priority claimed from AT0203987A external-priority patent/AT407559B/de
Priority claimed from AT0130388A external-priority patent/AT409163B/de
Application filed by AVL List GmbH, AVL Gesellschaft fuer Verbrennungskraftmaschinen und Messtechnik mbH filed Critical AVL List GmbH
Publication of EP0328602A1 publication Critical patent/EP0328602A1/fr
Application granted granted Critical
Publication of EP0328602B1 publication Critical patent/EP0328602B1/fr
Anticipated expiration legal-status Critical
Expired - Lifetime 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
    • F02M67/00—Apparatus in which fuel-injection is effected by means of high-pressure gas, the gas carrying the fuel into working cylinders of the engine, e.g. air-injection type
    • F02M67/02—Apparatus in which fuel-injection is effected by means of high-pressure gas, the gas carrying the fuel into working cylinders of the engine, e.g. air-injection type the gas being compressed air, e.g. compressed in pumps
    • F02M67/04—Apparatus in which fuel-injection is effected by means of high-pressure gas, the gas carrying the fuel into working cylinders of the engine, e.g. air-injection type the gas being compressed air, e.g. compressed in pumps the air being extracted from working cylinders of the engine
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D7/00—Other fuel-injection control
    • F02D7/02—Controlling fuel injection where fuel is injected by compressed air

Definitions

  • the invention relates to a method for introducing fuel into the combustion chamber of an internal combustion engine, wherein compressed gas is removed from the cylinder during a working cycle, temporarily stored and blown into the cylinder together with the fuel in the following working cycle, and a device for carrying out the method.
  • the aim is to achieve the combustion of the fuel as quickly and completely as possible in the area of the upper piston emergency point.
  • fuel is injected into the combustion chamber or a fuel-air mixture is drawn in when the mixture is forming externally, these goals are never fully achieved because the combustion is impaired due to the lack of time for the mixture formation. It must therefore • also the ignition timing are correspondingly far set point before top Tot ⁇ .
  • a device for carrying out the method described at the outset has become known, with which the introduction of the fuel is achieved via a rotary valve provided jointly for all cylinders of an internal combustion engine.
  • This rotary valve consisting of a disc-shaped rotor, a thin disc-shaped distributor plate and a mushroom-shaped control slide, is housed in a housing together with a centrifugal pump which sits with the rotor on a common shaft. The shaft and thus the pump and the rotor rotate in four-stroke engines with camshaft speed.
  • a metering chamber Arranged in the rotor itself is a metering chamber which runs in the radial direction and which: has more than one control openings on its control surface facing the distributor plate.
  • the rotor additionally has a storage opening running in the axial direction, through which the storage of compressed air extracted from the cylinder spaces via an injection line can be controlled. This measure removes air under pressure from the respective cylinder space in the course of the compression stroke, which air is used as a compressed air source for blowing the fuel into the respective cylinder space.
  • a disadvantage of this device is, in particular, its complicated structure, and the fact that a central operating and control unit is used for all cylinders of a multi-cylinder engine.
  • This results in long injection or extraction lines, which tend to become soiled in the extraction phase and in which fuel can separate from the fuel-air mixture on the walls in the injection phase, resulting in errors which can hardly be controlled in the Result in fuel metering.
  • the injection line which is open to the cylinder, on the one hand causes exhaust gas to kick back into the injection line in the expansion phase of the engine, and on the other hand, a subsequent outflow of fuel-containing gas into the cylinder during the charge change phase, which inevitably leads to increased cabbage Hydrogen emissions must come.
  • the timing of the injection or removal is given by the shaft of the control and metering device rotating at the camshaft or crankshaft speed. It is therefore not possible to adapt, for example, the start of the injection to the requirements of the engine in order to reduce consumption and harmful emissions.
  • the fuel metering system works with a metering chamber which alternately or in succession with fuel pressure (which is lower than the air pressure in the injection or extraction line) and air pressure.
  • fuel pressure which is lower than the air pressure in the injection or extraction line
  • air pressure which is lower than the air pressure in the injection or extraction line
  • the metering chamber In order to be able to introduce the fuel into the metering chamber against the higher air pressure, the metering chamber must first be vented via a line into the intake manifold. This ventilation process represents a thermodynamic loss, since air drawn in by the engine is compressed, extracted, and returned to the intake manifold.
  • the object of the present invention is to propose a method for introducing fuel into the combustion chamber of an internal combustion engine or a device for carrying out the method with which the disadvantages mentioned can be avoided and in particular an improvement in the efficiency of the internal combustion engine and a reduction whose pollutant emissions can be achieved with simpler and more effective control.
  • an injection valve with a valve-side and a valve-facing space is provided as a removal and injection unit, the valve of which opens into the combustion chamber of the internal combustion engine controls the gas exchange between the combustion chamber and the valve-side space , where the valve-side space as Gas storage for gases removable from the combustion chamber serves that the valve can be actuated via a drive member delimiting the valve-facing space, and that the valve-side space is connected via at least one non-return valve to the valve-facing seam, in which a pressure generating unit delivers fuel.
  • the injection valve also functions as a gas sampling valve and the valve-side space serves as a gas reservoir.
  • the fuel is injected directly into the gas accumulator of the injection valve.
  • the hydraulic actuation of the injection valve offers the advantage of larger actuation forces, variable opening speed and larger valve lifts, compared to direct actuation by means of an electromagnet, rocker arm or cam.
  • valve opening directly into the cylinder. withdrawing gas, without having to pass long cold lines, directly into the preferably heat-insulated gas storage, where the coal formation can be prevented by the elevated temperature.
  • the method according to the invention and the device according to the invention is primarily designed for late injection in the last quarter to the last sixth of the engine cycle preceding the start of ignition.
  • a variant of the method according to the invention consists in that a fuel pump first blows in the fuel-gas mixture formed in the previous cycle and then injects the fuel into the stored hot gas at a higher fuel pressure.
  • a piston pump connected to the space facing away from the valve via a pressure line is provided, the pump space of which is connected to the fuel tank via a solenoid valve, a second solenoid valve being provided, which is located in an additional fuel tank the fuel line connecting the pressure line is arranged.
  • a second solenoid valve controlled independently of the first one succeeds in decoupling these two functions, which is an advantage when tuning the internal combustion engine in terms of low consumption and emissions.
  • a check valve is arranged in the additional fuel line, via which excess amounts of fuel flow back into the fuel tank.
  • Decoupling of the injection duration and the injection quantity can also be achieved with only one solenoid valve and the associated power electronics if, according to the invention, the solenoid valve can be controlled with at least two different current intensities, for example by pulse-length-modulated clocking of the voltage applied to the solenoid of the solenoid valve, whereby at least two different pressure levels can be achieved.
  • the solenoid valve can be controlled with at least two different current intensities, for example by pulse-length-modulated clocking of the voltage applied to the solenoid of the solenoid valve, whereby at least two different pressure levels can be achieved.
  • an opening pressure is reached which is greater than the closing pressure of the injection valve, which opens it up to its stop.
  • the pressure rises to such an extent that the force of the solenoid valve is no longer sufficient to close the return line into the tank and the excess fuel quantity delivered by the piston pump then flows back into the tank.
  • the solenoid valve is acted upon by the higher current, whereby it closes again against the fuel pressure in the line.
  • the pressure now rises further to a value at which the check valve in the connecting line to the gas reservoir opens and the injection begins.
  • the injection is ended when the force on the solenoid valve is reduced to a low pressure level or zero by appropriate control of the current, in which case the injection is ended at the same time.
  • a piston or constant feed pump is provided in connection with a hydraulic metering device, that the metering device has a metering piston guided in a housing. ben, which plunges into a drive-side space arranged in the housing and into a metering space, the stroke defined by two stops determining the amount of fuel to be injected that the metering space via a pressure line with the valve-facing space of the blowing valve and the drive-side Space is connected via a solenoid valve to the outlet of the piston or constant delivery pump, and that a line which leads from the pump into the pressure line and is provided with a check valve is provided for filling the metering space.
  • the amount of fuel injected per engine cycle is determined here by the stroke of the metering piston moving between two stops. This enables an exact metering of the fuel quantity.
  • a constant feed pump for example a roller cell or the part of the metering plunger which plunges into the drive-side space of the metering device, it has a larger pressure application area Ai than that part with the area A 2 which delimits the metering space, so that a hydraulic amplification of the injection pressure in the ratio A1 / A2 can be achieved.
  • the er ⁇ with the metering device targetable hydraulic boosting is reached with a smaller diameter piston with 'of the area A 2 side on the high-pressure and, for example, a piston of larger diameter with the area Ai on the low pressure side.
  • the drive-side space is delimited by a membrane which drives the metering piston and is acted upon by system pressure.
  • the discharge stroke of the metering piston is accomplished by opening the solenoid valve in the inflow line.
  • the drive-side space can of course also be divided into a ring chamber into which the feed line from the solenoid valve opens and into a spring chamber for receiving the injection spring through a membrane driving the metering piston.
  • a control of the injection quantity depending on Machine parameters can be achieved according to the invention simply by one of the stops limiting the stroke of the metering piston being variable and being realized, for example, by an eccentric cooperating with a servomotor.
  • a further development according to the invention provides that a preferably electrically operable flow control unit is arranged in the feed line to the drive-side space of the metering device, by means of which the stroke speed of the valve in the injection valve can be controlled.
  • the flow rate can be steplessly controlled with the aid of a flow control unit.
  • the injection of the required amount of fuel takes place at low needle stroke speeds, i.e. H. , at part load later than at high needle stroke speeds (full load).
  • This has the advantage that at high loads a part of the fuel enters the combustion chamber directly in the same cycle and thus increases the internal cooling, whereas at partial load the entire fuel is pre-evaporated in the accumulator and thus ensures the lowest possible emissions.
  • the charge stratification which in turn has an influence on the emission behavior of the engine, can also be controlled by controlling the entry pulse of the gas jet into the combustion chamber.
  • the piston of the injection valve has a shoulder for realizing a variable valve stroke, which forms an annular space with the wall of the housing, the shoulder being pressurizable in the closing direction of the valve, and the annular space being interposed of a check valve is connected on the one hand to the space facing away from the valve and on the other hand to the space on the valve side via the check valve.
  • the valve lift of the injection valve is proportional to the amount of fuel injected - variable (simultaneous control). Compared to the versions without variable valve lift, this gives advantages in terms of operating the engine at low loads or at full load.
  • the piston of the injection valve has a shoulder for realizing a variable valve lift, which forms an annular space with the wall of the housing, the shoulder being pressurizable in the opening direction of the valve, and that the annular space un ⁇ ter interposition of a check valve on the one hand with the pressure line and on the other hand via the check valve with the valve-side space in connection.
  • the injection into the gas reservoir takes place at the end of the charging phase of the gas reservoir during the closing process of the valve in the injection valve. At this time, gas flows from the combustion chamber into the accumulator, so that the injected fuel remains in the accumulator until the subsequent cycle.
  • a compression or tension spring of the egg blow valve is arranged in a spring chamber separated from the valve-side space by an intermediate wall, the intermediate wall having an opening for the valve stem.
  • a metering device with a metering space is arranged in the housing of the injection valve, the metering piston of which is arranged coaxially with the piston of the injection valve and is in engagement therewith, that the valve-facing space of the injection valve also serves as the drive-side ram of the metering device that the metering chamber is connected on the one hand to the valve-facing space via a reducing valve and, on the other hand, to the valve-side space via a check valve, and that the valve-facing space is connected to the fuel supply line from the pressure generating unit.
  • the blow-in valve and metering device form a unit in this embodiment variant, the pistons of which are in engagement with one another.
  • the pressure generating unit can consist of a constant feed pump, a downstream electronically controlled flow control unit, and a pressure limiting valve arranged on the pump outlet side, a three-way solenoid valve being provided which, in one position, the valve-facing space with the flow control unit and in another position with one Return line connects to the fuel tank.
  • the valve only reaches its stop at approximately full load, while at part load, depending on the valve lifting speed, it covers only part of its way.
  • the valve lift is proportional to the amount of fuel injected and the injection takes place during the closing movement of the valve.
  • a fixed throttle is arranged in the line between the flow control unit and the three-way solenoid valve, and in the return line to the fuel tank.
  • an electronically controlled pressure control unit arranged parallel to the constant feed pump can be arranged instead of the series-connected flow control unit.
  • valve-facing space of the injection valve is delimited on the valve side by a membrane arranged normal to the valve axis, which drives the metering piston on the one hand and the injection valve on the other hand, the lower membrane chamber having its own from the Konstantför ⁇ derpump outgoing pressure line can be pressurized.
  • This measure advantageously replaces the closing spring in the injection valve, with a multi-cylinder engine automatically equalizing the closing force of all valves, regardless of tolerances of the spring forces. This is also of great importance for achieving the same injection quantities for all cylinders.
  • the connecting line leading into the valve-side space of the injection valve opens into an annular gap arranged concentrically to the valve stem, from which the fuel exits in the direction of the valve into the gas accumulator.
  • the valve-facing space can be connected to the valve-side space via a continuous annular gap arranged concentrically with the valve stem.
  • a seal enclosing the valve stem with a prestressing element e.g. B. an S- ⁇ hlauchfeder as a check valve, is arranged. This seal seals the valve stem from bottom to top, ie from the valve-side space to the valve-facing space against high pressure and from top to bottom against a substantially lower pressure.
  • FIG. 1 shows a device according to the invention
  • FIG. 3 shows a diagram of the voltage - (ü) or Kraft ⁇ course (F) plotted against the crank angle ⁇ of the control of a solenoid valve according to Fig. 1, the Fig.4b, 7, 9, 11 and 13 diagrams showing the needle stroke S and the egg injection quantity ß as a function of the crank angle ⁇
  • FIG. 15 shows a blow-in valve according to the invention in detail
  • FIG. 16 shows an embodiment variant of the blow-in valve according to FIG. 15
  • FIG. 17 shows a detail from FIG. 16.
  • FIG. 1 shows a blow-in valve 2 connected to the combustion chamber 3 of an internal combustion engine (not shown), the space 18 of which faces the valve 16 simultaneously as a gas reservoir 4 serves.
  • a removal valve is advantageously omitted here and the fuel is injected directly into the gas accumulator 4 of the injection valve 2.
  • the gas is removed from the combustion chamber 3 by the injection enti1 2 itself, by keeping it open for a correspondingly long time after the injection process has ended.
  • the Einblaseventi1 2 consists of a housing 13 in which the piston 14 loaded by the spring 15 in the closing direction is axially slidably mounted.
  • the spring can also be omitted if the gas pressure prevailing in the gas accumulator automatically closes the valve if the effective surfaces of the piston and the valve are designed accordingly.
  • the valve 16 opening into the combustion chamber 3 is through the. Shaft 17 connected to the piston 14.
  • the valve-away space 20 above the piston 14 communicates with the latter via a connecting line 37, which has a check valve 32. Gas storage 4 in connection.
  • the connecting line 37 opens into the pressure line 35 and is thus connected to the space 20.
  • the pressure generating unit a piston pump 5, which is connected to the space 20 of the injection valve 2 via the pressure line 35, has a plunger 23 which is slidably arranged in the pump cylinder 22 and is loaded by a spring 24 against the cam 25 driving it .
  • the cam 25 or its camshaft 26 is driven by the internal combustion engine in a known manner.
  • the fuel drawn in from the fuel tank 28 via the line 29 reaches the pump cylinder 22 via a magnetic valve 60. It is also possible to provide a regulating device for adjusting the fuel quantity, for example in which a pump cylinder 22 is not known here can be provided with an adjustable stroke stop.
  • a second, independently of the first, controlled measure Solenoid valve 61 which is arranged in an additional line 62 connecting the fuel tank 28 with the pressure line 35, decoupling, which is an advantage when tuning the internal combustion engine with regard to low consumption and favorable emission values.
  • the solenoid valve 60 closes and the valve 61 remains open.
  • the pressure i on the inlet valve 2 is reached, it opens until the piston 14 abuts its stop. Thereupon the pressure rises further to p 2 , whereby the check valve 63 opens and the excess amount of fuel flows back into the tank.
  • the start of the injection process into the gas accumulator 4 is initiated by closing the solenoid valve 61, as a result of which the pressure in the injection line rises to p 3 and the check valve 32 opens.
  • the injection alone is ended either by opening valve 61 or together with the injection by opening valve 60.
  • the quantity is metered by the closing time of the solenoid valve 61 and by the cam stroke of the injection pump 5 that took place during this time.
  • the diagram in FIG. 3 represents a variable voltage profile ′′ or the resulting force profile F on a solenoid valve, with which the advantages of the embodiments according to FIGS. 1 and 2 can be combined
  • the solenoid valve 60 in Fig. 1 can also be decoupled with only one solenoid valve and associated power electronics, so that the injection duration and the injection duration and thus the quantity metering can be decoupled This can be done in different ways, for example by pulse-length-modulated off-act of the voltage applied to the electromagnet, thereby achieving two different force levels Fi and F 2 at the solenoid valve 60.
  • Own 4 shows a system with a low-pressure drive and constant needle stroke in a modification of the system according to FIG. 1.
  • a constant feed pump 5 ' e.g. B.
  • the metering device 64 has a metering piston 66, which is guided in a housing 65 and divides the housing into a drive-side chamber 67 and a metering chamber 68.
  • the hydraulic reinforcement results from a piston of smaller diameter with the area A 2 on the high pressure side and an elastic membrane or a piston of larger diameter with the area Ai on the low pressure side.
  • the metering piston 66 and the membrane 69 are connected to one another.
  • This bandage moves between a fixed and a variable stop 70, the variable stop, as shown, can be on the low-pressure side or else on the high-pressure side.
  • the path between the stops is related to the amount of fuel to be injected.
  • the hydraulic amplification translates the pressure generated by the constant feed pump 5 ', typically 2 to 8 bar, in the ratio A1 / A2 / A4 to the pressure of approximately 10 to 40 bar required for the present fuel injection system, where A * den Cross section of the hydraulic piston 14 for actuating the injection valve 2.
  • the amount of fuel injected per cycle is changed once by the variable stroke dosing piston 66 reciprocating per cycle.
  • the variable stroke stop is z. B. realized by an Exzen ⁇ ter 70 or a Nooke, which is rotated by a servomotor with position feedback or by a stepper motor with electronic control.
  • the pressure translation and metering device 64 and the blowing process are controlled by a three-way solenoid valve 71, which is controlled by appropriate control electronics.
  • the solenoid valve 71 opens a line 72 to an annular chamber 73 which is surrounded by the diaphragm 69 and surrounds the metering piston 66, the system pressure generated by the pump 5 'via the pressure maintaining valve 74 pushing the metering piston 66 against the spring force of the injection spring 78 against the variable valve Stop 70 (suction stroke) moved.
  • the pressure line 35 and the metering chamber 68 are filled with fuel via a check valve 76 arranged in the line 75.
  • the line 72 opens into the space 67 on the side of the membrane 69 facing the variable stroke stop 70.
  • the delivery stroke is now accomplished by opening the valve 71, whereas the pressure is relieved via the line 77 triggers the suction stroke.
  • the spring 78 can be omitted in this case.
  • the backward movement of the metering piston 66 is ensured by the application of space 68 with system pressure.
  • the injection valve 2 closes here due to the fuel pressure on the annular surface 99 facing the valve 16.
  • the check valve 32 remains closed until the egg blowing valve 2 rests on its valve seat.
  • the pressure in the line 37 now rises further above the opening pressure p 3 , so that the check valve 32 opens and fuel is fed into the gas accumulator 4.
  • This process is complete when the metering piston 66 has reached its end stop on the high-pressure side. This position is the rest or home position of the system.
  • the blowing process begins with the relief of the low-pressure chamber 67 via the three-way solenoid valve 71.
  • a z. B. electronically controlled flow control unit 100 is provided, which controls the valve opening speed of the injection valve 2.
  • the opening process of the injection valve is accomplished by the compression spring 15 seated in the spring chamber 85 'facing away from the valve 16, which at the same time also provides for a resetting of the metering piston 66, the injection quantity being fed through the check valve 76 by the pump 5' into the high-pressure line.
  • the metering device 64 does not require a spring in this embodiment.
  • the needle stroke S and injection quantity curve ⁇ is shown in FIG. 4b.
  • the advantage of this system compared to that in FIG. 4 is that the injection takes place only after the blowing process has ended and that, given the constellation of the pressure and area ratios, a somewhat lower pressure level can be maintained on the high pressure side, as a result of which the Power of the fuel pump can be reduced.
  • a high-pressure unit with a piston pump can also be used, which eliminates the pressure booster.
  • the valve stroke speed is regulated in all cases by the flow control unit 100 located in the return line 77.
  • high pressure is understood to mean pressures above 10 bar.
  • a further advantage results from a simplification of the device according to FIG. 4.
  • the membrane 69 or a possible piston with the area Ai and the spring 78 driving the metering piston can be dispensed with if the required hydraulic transmission ratio is achieved by a corresponding cross section A 4 of the piston 14 is ensured in the injection valve 2, as shown in Fig. 5.
  • the metering piston 66 with the area A 2 only has a metering function in this case.
  • the valve 16 of the injection valve 2 begins to rise when the three-way solenoid valve 71 releases the line from the constant feed pump 5 ′ z ⁇ i metering piston. The valve 16 moves in the up to its stroke stop in the valve body.
  • the subsequent injection phase like the hold-open period of the injection valve 2, is ended by switching over the three-way valve 71, the space 67 in the return line 77 to the tank 28 being relieved.
  • the pressure line 35 is then filled via the check valve and in this case also the pressure reducing valve 76, and the metering piston 66 is pushed back into its starting position.
  • the pressure drop across the valve 76 or its opening pressure must be so great that the injection valve 2 is certainly not opened by the filling pressure.
  • FIG. 6 shows a variant of the device according to FIG. 5.
  • the needle stroke speed can be controlled, as shown in FIG. 7 for the flow rates, ⁇ and f-.
  • the injection of the required amount of fuel takes place later at low needle stroke speeds (partial load) than at high needle stroke speeds (full load).
  • the variable needle stroke speed serves to control the entry pulse of the gas jet into the combustion chamber and thus to control the charge circuit, which in turn has an influence on the emission behavior of the engine.
  • FIG. 8 shows an embodiment of the injection system in a modification of that in FIG. 5, in which the needle stroke of the injection valve 2 is variable in proportion to the amount of fuel injected (simultaneous control).
  • the needle stroke of the injection valve 2 is variable in proportion to the amount of fuel injected (simultaneous control).
  • the piston 14 of the injection valve 2 has a shoulder 80 which forms an annular space 81 with the wall of the housing 13.
  • the shoulder can be pressurized in the closing direction of the valve 16 on an annular surface Ae, the annular space being connected on the one hand to the space 20 facing away from the valve with the interposition of a check valve 82 and on the other hand to the valve-side space 18 via the check valve 32.
  • the annular space 81 with the effective area A 6 is subjected to system pressure via the check valve 82.
  • the piston 14 of the injection valve 2 subsequently moves downward and the valve 16 opens.
  • fuel is displaced from the annular space 81 and injected into the gas storage space 4 via the check valve 32.
  • the valve 16 of the injection valve 2 opens only to the extent that it corresponds to the injection quantity conveyed by the metering piston 66, as a result of which the valve lift increases as the engine load increases.
  • the piston 14 of which has a shoulder 83 that can be acted upon in the opening direction of the valve 16 the injection into the gas storage device takes place at the end of the charging phase of the gas storage device 4 during the closing process of the valve 16.
  • the corresponding areas exposed to the respective pressure in the low pressure system are designed so that the hydraulic transmission ratio and. so that the pressure increase in the injection line is so large that all pressure forces, pressure drops via check valves and frictional forces in the injection valve are overcome via the area A 4 of the piston 14.
  • the metering pistons with variable stroke required per cylinder unit and the associated three-way solenoid valves can, as shown in FIGS. 4, 5, 6, 8 and 10, be summarized in a control block independent of the blowing valve 2 and via. Lines are connected to the respective blowing valve. This achieves an advantage in the adjustment and synchronization of the metering pistons.
  • each blowing valve 2 with a metering device, the drive for adjusting the stops of the metering pistons coming to rest on the cylinder head of the engine.
  • the first embodiment gives advantages in engines with more than one row of cylinders, the latter in engines with only one row of cylinders.
  • the injection valves with variable valve lift can your Type can also be used in conjunction with high pressure ram pumps, as shown in FIGS. 1 and 2.
  • the spring 15 of the injection valve 2 can be arranged in a spring chamber 85 separated from the valve-side space 18 by an intermediate wall 84 for heat insulation.
  • the spring chamber can have a relief line 91 (leakage oil line) in the low pressure range.
  • FIG. 12 shows a further embodiment of a mixture blowing system with a variable needle stroke speed.
  • a metering device 64 'with a metering chamber 68 is arranged in the housing 13 of the injection valve 2, the metering piston 66' of which is arranged coaxially with the piston 14 of the injection valve 2 and is in engagement therewith.
  • the valve-facing space 20 of the injection valve 2 serves at the same time as the drive-side space of the metering device 64 ', the metering space 68' being connected to the valve-facing space 20 via a reducing valve 86 on the one hand and to the valve-side chamber 18 via the check valve 32 on the other hand .
  • the valve needle only reaches its stop at full load, while in partial load, depending on the valve stroke speed, it only covers part of its way.
  • the valve lift is proportional to the amount of fuel injected and the injection takes place during the closing movement of the valve needle.
  • the pressure generating unit consists of a constant delivery pump 5 '(approx. 6 bar), a pressure limiting valve 74 with the opening pressure p 2 and an electronically controlled flow control unit 79 in the main flow.
  • the latter can e.g. B. a throttle variable cross section or the like.
  • the blowing-in valve 2 consists of a valve 16, which is driven via its shaft 17 by a membrane 87 (as shown) or by a piston with the area Ai.
  • a closing spring 15 holds the valve 16 in the closed position.
  • the valve 16 begins to open.
  • the fixed throttle 89 between the flow control unit 79 and the solenoid valve 71 limits the maximum lifting speed.
  • the metering chamber 68 ' is filled with fuel via the reducing valve 86.
  • the filling pressure is less than the opening pressure of the check valve 32 in the connecting line 37.
  • the opening movement is ended by opening the three-way valve 71, the upper membrane space or valve-facing space 20 being relieved via a return line 77 into the tank 28.
  • a throttle 90 in the return line 77 limits the closing speed of the valve 16.
  • the metering piston 66 During the closing process, the metering piston 66 'displaces an amount of fuel corresponding to the respective stroke, which is injected into the gas accumulator 4 via the check valve 32.
  • The. Injection is brought about by the force of the closing spring 15 and the gas pressure acting on the valve stem cross section.
  • the described mode of operation can be modified by appropriately redesigning the metering piston 66 'so that the injection takes place instead of during the closing while the valve is being opened.
  • the first version is used above all in engines which have to meet strict emission regulations, since the presentation of the fuel in the gas store 4 reduces the hydrocarbon emissions in the exhaust gas.
  • the latter version results in better internal cooling in the case of helical line engines, since the heat of vaporization of the fuel directly entering the cylinder is extracted directly from the cylinder charge.
  • the maximum valve lift required for the respective operating state is determined by the valve lift speed and the opening duration, which is controlled by the electronics via the solenoid valve 71. 13 shows the course of the valve tilhubes s and the injection quantity ß shown above the crank angle ⁇ .
  • the injection takes place during the closing stroke of the needle and ends when the valve plate is placed on the valve seat, regardless of the amount injected.
  • the start of injection and thus the injection quantity is determined by the inclination ⁇ of the opening straight lines a and j «- the closing straight line b and the opening time of the valve from the start of injection EB to the end of injection EE.
  • the injection rate is determined by the inclination p * of the closing straight line b, which is given by the closing spring force, the gas force on the valve stem cross section and the cross section of the throttle 90.
  • the flow regulator is replaced by a pressure regulator 88 in the secondary flow.
  • this determines the inclination ⁇ "of the opening line a in FIG. 13.
  • the pressurization of the lower diaphragm space replaces the closing spring 15 in FIG. 12. This is the case with a multi-cylinder engine
  • the closing force and thus the inclination of the closing line b of all valves are automatically equalized irrespective of the tolerances of the spring forces. This is of great importance for the equalization of the injection quantity of the individual cylinders.
  • valve 94 regulates the pressure in the lower diaphragm space 92 during the opening stroke of valve 16 and thus for all valves simultaneously the inclination cf of the opening straight line a.
  • the mode of operation corresponds to that of the device according to FIG. 12.
  • the general advantage of low-pressure technology lies in the fact that the entire system becomes cheaper due to the elimination of expensive components, such as the stamp pump and the high-pressure solenoid valves.
  • the metering device via a piston ensures a very precise metering of the fuel quantity to be injected, regardless of any tolerances in the flow characteristics or switching times of the solenoid valves, so that the production costs of the solenoid valves can also be reduced.
  • valve 15 shows the simplified representation of an input Blow valve 2 as described above. It consists of valve 16, which is displaceably mounted with its shaft 17 in a two-part housing 13. The valve 16 is held in its closed position by its closing spring 15. Fuel pressure is applied to the space 20 facing away from the valve, which causes the valve 16 to open.
  • the gas reservoir 4 or the space 18 facing away from the valve is sealed off from the upper pressure space 20 by an elastomeric seal 95 (for example an O-ring).
  • an elastomeric seal 95 for example an O-ring
  • the fuel to be injected into the gas reservoir 4 is injected directly under the seal 95 into an annular gap 94 of the valve guide arranged concentrically with the valve stem 17. The fuel passes through this annular gap 94 into the gas accumulator 4, where it evaporates. Due to the narrowness of the gap, gas access to the seal 95 against the flow direction of the fuel is prevented, so that practically no contamination or overheating of the seal can occur.
  • valve adhesive seal relates to embodiments of the injection system according to FIGS. 1 to 6 with "r sequential control".
  • valve-facing space 20 By acting on the valve-facing space 20 and thus the effective cross-section of the valve needle, the valve 16 up to As a result, the pressure continues to rise above the opening pressure of the check valve 32 and fuel is injected into the gas accumulator 32.
  • the check valve 32 can now be replaced by a seal 96 shown in FIG If the fuel pressure required to open the valve is exceeded after the valve has stopped at full opening, this is achieved, for example, by a hose spring 98 set radial sealing force F ⁇ on the sealing lip 97 is exceeded and fuel overflows abei increases the Di ⁇ htkraft to F r + lFr, so that there is an equilibrium at the radial gap width W.
  • the gap width W is in the range of a thousandth to a few hundredths of a millimeter, so that the seal 96 can withstand a large number of load cycles without wear.

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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)

Abstract

Selon un procédé d'introduction de carburant dans la chambre de combustion d'un moteur à combustion interne, du gaz comprimé est extrait du cylindre pendant un cycle de travail, temporairement stocké puis introduit dans le cylindre avec le carburant pendant le cycle suivant de travail. Le procédé comprend les étapes suivantes: a) l'extraction réglable dans le temps d'une quantité réduite, notamment 2 à 6 cm3 de gaz chaud comprimé, à travers une soupape qui s'ouvre dans la chambre de combustion du cylindre; b) stockage du gaz chaud extrait dans une chambre de la soupape, c) injection du carburant dans le gaz chaud, d) installation du mélange stocké de carburant-gaz à travers la soupape qui s'ouvre dans le cylindre. Le procédé est mis en oeuvre au moyen d'un dispositif qui comprend une soupape d'insufflation (2) avec une chambre faisant face à la soupape (18) et une chambre (20) opposée à la soupape, une soupape (16) qui s'ouvre dans la chambre de combustion (3) du moteur à combustion interne et qui commande l'échange de gaz entre la chambre de combustion (3) et la chambre (18) faisant face à la soupape. La chambre (18) faisant face à la soupape sert de réservoir de stockage (4) pour les gaz extraits de la chambre de combustion (3). La soupape (16) est actionnée par un organe d'entraînement (14) qui délimite la chambre (20) opposée à la soupape. La chambre (18) faisant face à la soupape est en communication avec la chambre (20) opposée à la soupape au travers d'au moins une soupape de non-retour (32). Une unité (5) génératrice de pression envoie du carburant dans la chambre (20) opposée à la soupape.
EP88907195A 1987-08-12 1988-08-09 Dispositif d'introduction de carburant dans la chambre de combustion d'un moteur a combustion interne Expired - Lifetime EP0328602B1 (fr)

Applications Claiming Priority (4)

Application Number Priority Date Filing Date Title
AT0203987A AT407559B (de) 1987-08-12 1987-08-12 Einrichtung zum einbringen von kraftstoff in den brennraum einer brennkraftmaschine
AT2039/87 1987-08-12
AT1303/88 1988-05-18
AT0130388A AT409163B (de) 1988-05-18 1988-05-18 Einrichtung zum einbringen von kraftstoff in den brennraum einer brennkraftmaschine

Publications (2)

Publication Number Publication Date
EP0328602A1 true EP0328602A1 (fr) 1989-08-23
EP0328602B1 EP0328602B1 (fr) 1992-06-17

Family

ID=25595479

Family Applications (1)

Application Number Title Priority Date Filing Date
EP88907195A Expired - Lifetime EP0328602B1 (fr) 1987-08-12 1988-08-09 Dispositif d'introduction de carburant dans la chambre de combustion d'un moteur a combustion interne

Country Status (6)

Country Link
US (2) US5020494A (fr)
EP (1) EP0328602B1 (fr)
JP (1) JP2535215B2 (fr)
KR (1) KR950003761B1 (fr)
DE (1) DE3872217D1 (fr)
WO (1) WO1989001568A1 (fr)

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EP0399991B1 (fr) * 1989-05-24 1991-12-11 AVL Gesellschaft für Verbrennungskraftmaschinen und Messtechnik mbH.Prof.Dr.Dr.h.c. Hans List Procédé et dispositif de commande du déplacement d'une soupape actionnée hydrauliquement
US5642706A (en) * 1995-05-03 1997-07-01 AVL Gesellschaft fur Verbrennungskraftmaschinen und Messtechnik m.b.H. Prof.Dr.Dr.h.c. Hans List Internal combustion engine with spark ignition

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AT405672B (de) * 1994-03-31 1999-10-25 Avl Verbrennungskraft Messtech Verfahren zur einbringung von kraftstoff in den brennraum einer brennkraftmaschine
AT408138B (de) * 1995-02-23 2001-09-25 Avl Verbrennungskraft Messtech Einrichtung zum einbringen von kraftstoff in den brennraum einer brennkraftmaschine
AT408137B (de) * 1995-02-27 2001-09-25 Avl Verbrennungskraft Messtech Einrichtung zum einbringen von kraftstoff in den brennraum einer brennkraftmaschine
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Also Published As

Publication number Publication date
JP2535215B2 (ja) 1996-09-18
KR950003761B1 (ko) 1995-04-18
DE3872217D1 (de) 1992-07-23
JPH02500925A (ja) 1990-03-29
US5020494A (en) 1991-06-04
EP0328602B1 (fr) 1992-06-17
KR890701899A (ko) 1989-12-22
US5119779A (en) 1992-06-09
WO1989001568A1 (fr) 1989-02-23

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