EP0389822B1 - Vorrichtung zur Steuerung einer Vor- und Haupteinspritzmenge mit dazwischenliegender Einspritzpause für Eine Brennkraftmaschine, insbesondere mit Luftverdichtung und Selbstzündung - Google Patents

Vorrichtung zur Steuerung einer Vor- und Haupteinspritzmenge mit dazwischenliegender Einspritzpause für Eine Brennkraftmaschine, insbesondere mit Luftverdichtung und Selbstzündung Download PDF

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Publication number
EP0389822B1
EP0389822B1 EP19900104054 EP90104054A EP0389822B1 EP 0389822 B1 EP0389822 B1 EP 0389822B1 EP 19900104054 EP19900104054 EP 19900104054 EP 90104054 A EP90104054 A EP 90104054A EP 0389822 B1 EP0389822 B1 EP 0389822B1
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EP
European Patent Office
Prior art keywords
piston
injection
pause
control
line
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 - Lifetime
Application number
EP19900104054
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German (de)
English (en)
French (fr)
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EP0389822A3 (en
EP0389822A2 (de
Inventor
Frank Dipl.-Ing. Thoma
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.)
Daimler Benz AG
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Daimler Benz AG
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Filing date
Publication date
Application filed by Daimler Benz AG filed Critical Daimler Benz AG
Publication of EP0389822A2 publication Critical patent/EP0389822A2/de
Publication of EP0389822A3 publication Critical patent/EP0389822A3/de
Application granted granted Critical
Publication of EP0389822B1 publication Critical patent/EP0389822B1/de
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
    • 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

Definitions

  • the invention relates to a device for controlling a pre-injection and main injection quantity with an intermediate injection break for an internal combustion engine, in particular with air compression and auto-ignition, according to the features specified in the preamble of claims 1 and 8.
  • Such a device is known from US Pat. No. 4,520,774, which has a piston control between a fuel injection pump and a pre-injection and main injection nozzle for determining the injection with an intermediate injection pause and a spring-loaded control piston intended for pre-injection and a storage or pause piston exists, which releases the blocked delivery path to the main nozzle as soon as the pre-injection has ended and the injection pause begins at the same time. It is finished when the opening pressure of the main nozzle for the main injection has been reached in the entire delivery path.
  • the invention is therefore based on the object of taking measures on the generic design by which the accuracy of the injection pause control and thus the time of the main injection start can be better controlled while maintaining a very small pilot injection in relation to the main injection.
  • the measures according to the invention provide a purely volumetric piston control, i.e. that in addition to the volumetric control by the control piston, the break piston, which is also provided with a control edge, performs an exact volumetric control.
  • the arrangement of the throttle avoids discontinuities in the discharge conditions when changing from pre-injection to pause and main injection, the spatial separation of the accumulator or control chamber from the spring chamber of the pause piston allowing greater flexibility in terms of construction.
  • the amount of pause displaced by the pause piston is thus taken up by the accumulator or control chamber.
  • the leakage oil flows between the break piston and cylinder from the high-pressure side working chamber to the spring chamber are decisively counteracted. Falsifications of the amount of breaks are thus effectively counteracted.
  • Precise volumetric control of the start of the main injection is further achieved in that the control cross-section to the main injection line is opened only after a certain pause stroke of the pause piston, or the previously interrupted connection between the overflow line and the main injection line is released.
  • control unit 1 For an air-compressing, self-igniting internal combustion engine, control unit 1 consists of a control part 2, which is decisive for the pre-injection, and a control part 3, which determines the injection pause, and a memory, optionally as a volume accumulator 4 or spring piston accumulator 5, or from a pressure-regulating low-pressure-side control chamber 6 or suction chamber of a fuel injection pump.
  • the control part 1 lies in the way of a pressure line 7 which is connected on the one hand to a fuel injection pump 8 and on the other hand to an injection nozzle 9.
  • the control part 2 essentially consists of a cylinder 10 and is guided therein against the force of a return spring 11
  • Control piston 12 together, which, with its top face 13, which also serves as a stop, delimits an injection pump-side working space 14 and on its side facing away from this space has a stop pin 16, which acts as a travel limiter and protrudes into the spring space 15 of the return spring 11 and which, when the control piston 12 is depressed, has the Mouth cross section 17 of the pressure line 7 leading to the injector 9 seals.
  • the control piston 12 is provided with a passage 18 running in the longitudinal direction of this piston and having a compensating throttle 19.
  • the upper control edge of the control piston 12 is designated by 20, which cooperates with a control cross section 21 in the cylinder 10 designed as a circumferential groove.
  • the control part 3 consists of the same elements, i.e. Cylinder 22 with control cross-section 22 also formed as a circumferential groove, break piston 24 with control edge 28 at the top and passage 25 and compensating throttle 26, as well as with stop bolt 27 and return spring 29 surrounding it. Break piston 24 is larger in diameter than control piston 12.
  • Control part 2 and control part 3 are connected to one another by an overflow line 30 which opens into the circulation groove 21 of the cylinder 10 on the one hand and into the working space 31 of the cylinder 22 on the other hand.
  • a main injection line 32 leads from the control part 3, specifically from the control cross section 23, to the section 7b of the pressure line 7 located downstream of the control part 2.
  • a line 34 starting from the spring chamber 33 of the cylinder 22 is connected to the volume accumulator 4 or spring piston accumulator 5 via a throttle 35 connected or connected to the low-pressure control chamber 6 or suction chamber of the fuel injection pump.
  • a pressure holding valve 39 is provided between the throttle 35 and the control chamber 6.
  • a return line 40 connecting the section 7a of the pressure line 7 to the overflow line 30 can be arranged, which contains either a check valve 41 or a throttle.
  • memory 4 or 5 can be connected to the spring chamber of the injector 9 via a line 42 or 43.
  • the delivery surge of the pump piston 8a presses the valve 44, passes through the section 7a and moves the control piston 12 away from the stop 45 located above until the control edge 20 opens the circumferential groove 21.
  • the control piston 12 stops because the further delivery volume now flows via the circulation groove 21 and overflow line 30 into the working space 31 of the control part 3.
  • the quantity Q VE (FIG. 2a), which is displaced from the spring chamber 15 into the section 7b toward the injection nozzle 9 until the circulation groove 21 opens, determines the pre-injection quantity.
  • the quantity Q VE results from the path "a" of the control piston 12 (FIG. 1) multiplied by its area and is therefore precisely controlled volumetrically.
  • the delivery volume Q p (pause quantity) + Q HE (main injection quantity) that continues via the overflow line 30 to the control part 3 is released there the same process as in the control part 2, ie, it is displaced volumetrically precisely by the pause piston 24, the pause quantity Q p via the line 34 and throttle 35 into the volume accumulator 4 or spring piston accumulator 5 or into the control chamber 6.
  • the further delivery volume Q HE flows via the main injection line 32 and section 7b to the injection nozzle 9 and leaves it as the main injection.
  • the throttle 35 has approximately the outflow cross-section of the injection nozzle 9 in order to avoid discontinuities in the outflow conditions when changing from pre-injection to pause and then to main injection.
  • control and pause pistons 12 and 24 return to their starting position through their return springs 11 and 29.
  • the volumes to be compensated between the respective working and spring space flow via the compensation throttles 19, 26 of the passages 18, 25.
  • the compensating throttles and return springs are dimensioned such that on the one hand the flow through the throttles during the metering movement has an imperceptible influence on the accuracy of the metering and on the other hand the volume equalization after the injection has ended in good time before the next injection.
  • the pause quantity is stored in the volume accumulator 4 by compression of the fuel, in the spring piston accumulator 5 by evading the accumulator piston 5a against the accumulator spring 5b, which can be formed by the injector spring of the injector 9 by pressing against the accumulator piston 5a with its side facing away from the injector needle .
  • the accumulator pressure can be given to the rear of the nozzle needle and the opening and closing pressure of the injection nozzle for the main injection can thereby be increased. This improves fuel atomization and reduces the risk of spraying. It also eliminates the need for a leak fuel line.
  • the accumulators 4 and 5 After the injection process, the accumulators 4 and 5 would suddenly discharge into the control parts 2, 3 and the pressure line 7, thereby causing an undesired injection of the motor. In order to avoid this, the accumulators 4, 5 are closed by the check valves 36 and can then only discharge slowly via the very small return flow restrictors 38.
  • the chokes 38 are dimensioned such that the discharge has ended before the next injection. A hindrance to the discharge by closing the circulation groove 21 is avoided by the check valve 41 or by a throttle (not shown) arranged instead of the check valve 41.
  • the contact surfaces 46, 47 in the spring piston accumulator 5 can be designed to be sealing or it If the control chamber 6 is arranged, a pressure holding valve 39 can be used.
  • the control unit 1 can be provided for pump-line-nozzle injection systems and for pump nozzles. In pump-line-nozzle injection systems, the control unit 1 can be arranged in the injection pump 8, in the injection nozzle 9 or between the pump and the nozzle. The elements of the control unit 1 can, however, also be removed from the control unit and be spatially distributed in other structural units.
  • the line 30 contains a throttle 48 shortly before the control part 3 and from this line 30 branches upstream of the throttle 48 a line 49 which opens into a control cross section which is at the level of the control cross section 23 'designed as a pocket.
  • the break control takes place, as in the control part 3 according to FIG. 1, by volumetric metering of the break quantity or by moving the break piston 24 'away from its contact surface 51 until the control cross section 23' is opened.
  • the throttle 48 takes over the function of the throttle 35 in FIG. 1.
  • the control cross-section 50 is opened simultaneously with the control cross-section 23 ', so that the main injection delivery volume Q HE can flow unrestricted via line 49, the control cross-section 50, the main injection line 32 to the injection nozzle 9.
  • the contact surfaces 51, 52 of the pause piston 24 and associated counter surfaces 53, 54 in the cylinder 22 can be designed to be sealing.
  • the pause piston 24 acts via a spring plate 55 on the injector spring 56 of the injector 9, not shown here, this piston forming the accumulator itself.
  • FIG. 4 shows a further exemplary embodiment, in which the control unit 1 is connected to an additional injection nozzle 57 in addition to an injection nozzle 9 ′ in accordance with that according to FIG. 1.
  • the injector 9 ' is intended for the pre-injection and the injector 57 for the main injection. Both nozzles can be arranged separately or can be designed as a double needle nozzle 58.
  • the route of the break quantity largely corresponds to the embodiment according to Fig. 1, i.e. with the difference that here the line 30 and the main injection line 32 'are connected by an intermediate line 60 containing a static pressure compensation throttle 59.
  • the function corresponds to FIG. 1, but with the difference that the main injection delivery volume is directed via the main injection line 32 to the main injection nozzle 57 or to the main injection needle of the double needle injection nozzle 58.
  • control unit 4 is particularly suitable for use in pump-line-nozzle systems. 1 applies to the position of the control unit 1 in the injection system and its elements, wherein the control part 2 can preferably be arranged as close as possible to or even in the injection nozzle.

Landscapes

  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Fuel-Injection Apparatus (AREA)
EP19900104054 1989-03-07 1990-03-02 Vorrichtung zur Steuerung einer Vor- und Haupteinspritzmenge mit dazwischenliegender Einspritzpause für Eine Brennkraftmaschine, insbesondere mit Luftverdichtung und Selbstzündung Expired - Lifetime EP0389822B1 (de)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE3907232 1989-03-07
DE19893907232 DE3907232A1 (de) 1989-03-07 1989-03-07 Vorrichtung zur steuerung einer vor- und haupteinspritzmenge mit dazwischenliegender einspritzpause fuer eine brennkraftmaschine, insb. mit luftverdichtung und selbstzuendung

Publications (3)

Publication Number Publication Date
EP0389822A2 EP0389822A2 (de) 1990-10-03
EP0389822A3 EP0389822A3 (en) 1990-10-10
EP0389822B1 true EP0389822B1 (de) 1993-09-01

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ID=6375679

Family Applications (1)

Application Number Title Priority Date Filing Date
EP19900104054 Expired - Lifetime EP0389822B1 (de) 1989-03-07 1990-03-02 Vorrichtung zur Steuerung einer Vor- und Haupteinspritzmenge mit dazwischenliegender Einspritzpause für Eine Brennkraftmaschine, insbesondere mit Luftverdichtung und Selbstzündung

Country Status (2)

Country Link
EP (1) EP0389822B1 (enrdf_load_stackoverflow)
DE (1) DE3907232A1 (enrdf_load_stackoverflow)

Families Citing this family (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE4018535C2 (de) * 1990-06-09 1995-03-09 Orange Gmbh Kraftstoffeinspritzvorrichtung
DE4021453A1 (de) * 1990-07-05 1991-09-12 Bosch Gmbh Robert Kraftstoff-einspritzduese fuer vor- und haupteinspritzung
DE19850016A1 (de) * 1998-10-30 2000-05-04 Hydraulik Ring Gmbh Einspritzvorrichtung für Verbrennungsmotoren, vorzugsweise Dieselmotoren
JP2002004913A (ja) * 2000-06-26 2002-01-09 Nissan Motor Co Ltd 圧縮自己着火式内燃機関

Family Cites Families (7)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE1260865B (de) * 1965-03-17 1968-02-08 Daimler Benz Ag Vorrichtung zur Steuerung der Voreinspritzung
FR1495537A (fr) * 1966-08-01 1967-09-22 Peugeot Perfectionnements aux dispositifs d'injection de combustible pour moteurs à combustion interne à allumage par compression
DE6934441U (de) * 1969-09-02 1981-04-02 Klöckner-Humboldt-Deutz AG, 5000 Köln Selbstzuendende einspritzbrennkraftmaschine
DE2509068A1 (de) * 1975-03-01 1976-09-09 Daimler Benz Ag Kraftstoff-einspritzventil mit stufeneinspritzung
DE3330774A1 (de) * 1983-08-26 1985-03-14 Robert Bosch Gmbh, 7000 Stuttgart Kraftstoffeinspritzeinrichtung mit vor- und haupteinspritzung bei brennkraftmaschinen
DE3629754C2 (de) * 1986-09-01 1994-07-14 Bosch Gmbh Robert Vorrichtung zur Erzeugung von Voreinspritzungen bei Pumpedüsen
DE3634962A1 (de) * 1986-10-14 1988-04-21 Bosch Gmbh Robert Kraftstoffeinspritzvorrichtung fuer brennkraftmaschinen, insbesondere fuer dieselmotoren

Also Published As

Publication number Publication date
EP0389822A3 (en) 1990-10-10
DE3907232A1 (de) 1990-09-13
DE3907232C2 (enrdf_load_stackoverflow) 1993-06-24
EP0389822A2 (de) 1990-10-03

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