EP0412075A1 - Dispositif pour introduire du combustible dans la chambre de combustion d'un moteur à combustion interne - Google Patents

Dispositif pour introduire du combustible dans la chambre de combustion d'un moteur à combustion interne Download PDF

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Publication number
EP0412075A1
EP0412075A1 EP90890208A EP90890208A EP0412075A1 EP 0412075 A1 EP0412075 A1 EP 0412075A1 EP 90890208 A EP90890208 A EP 90890208A EP 90890208 A EP90890208 A EP 90890208A EP 0412075 A1 EP0412075 A1 EP 0412075A1
Authority
EP
European Patent Office
Prior art keywords
valve
gas
injection valve
injection
annular space
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
EP90890208A
Other languages
German (de)
English (en)
Other versions
EP0412075B1 (fr
Inventor
Diethard Dipl.-Ing. Plohberger
Volker Dipl.-Ing. Pichl
Leopold Dr. Dipl.-Ing. Mikulic
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
Application filed by AVL List GmbH, AVL Gesellschaft fuer Verbrennungskraftmaschinen und Messtechnik mbH filed Critical AVL List GmbH
Publication of EP0412075A1 publication Critical patent/EP0412075A1/fr
Application granted granted Critical
Publication of EP0412075B1 publication Critical patent/EP0412075B1/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
    • F02M67/10—Injectors peculiar thereto, e.g. valve less type
    • F02M67/12—Injectors peculiar thereto, e.g. valve less type having valves
    • 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
    • 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
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B75/00—Other engines
    • F02B75/02—Engines characterised by their cycles, e.g. six-stroke
    • F02B2075/022—Engines characterised by their cycles, e.g. six-stroke having less than six strokes per cycle
    • F02B2075/027—Engines characterised by their cycles, e.g. six-stroke having less than six strokes per cycle four
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/30—Controlling fuel injection
    • F02D41/3011—Controlling fuel injection according to or using specific or several modes of combustion
    • F02D41/3017—Controlling fuel injection according to or using specific or several modes of combustion characterised by the mode(s) being used
    • F02D41/3023—Controlling fuel injection according to or using specific or several modes of combustion characterised by the mode(s) being used a mode being the stratified charge spark-ignited mode

Definitions

  • the invention relates to a device for introducing fuel into the combustion chamber of an internal combustion engine, an injection valve opening into the combustion chamber being provided, which is used for removing compressed gas from the cylinder and for blowing in the gas and the fuel provided by a metering device Gas storage is provided for receiving the compressed gas.
  • a device of this type has become known, for example, from EP-A 0 328 602, where a gas exchange chamber is controlled by an injection valve opening into the cylinder of an internal combustion engine. Compressed gases are removed from the cylinder during a work cycle, stored temporarily and, in the following cycle, blown into the cylinder of the internal combustion engine together with the fuel introduced into the valve-side gas chamber.
  • EP-A 0 328 602 has disclosed various design variants which allow control of the stroke speed of the valve needle or a change in the needle stroke. In comparison to the versions without a variable needle stroke, this results in advantages with regard to the operation of the engine at low loads or full load, the positive influence on the emission behavior of the internal combustion engine having to be mentioned above all.
  • any eccentricities of the injection valve with respect to the valve seat have a disadvantageous effect, which is particularly noticeable in the case of small valve strokes as a disruptive influence on the jet shape, as a result of which high demands must be placed on the quality of the valve guide and valve seat. Furthermore, the mechanical and manufacture Lung engineering effort to control the valve lift relatively large.
  • the object of the invention is to develop a device of the type mentioned in a mechanically simple manner so that optimal injection conditions prevail even for small injection quantities and low injection speeds in part-load and idling operation, any eccentricities in the area of the valve seat being acceptable.
  • variable throttle point is provided between the valve seat of the injection valve and the gas accumulator, the flow cross section of which can be controlled as a function of load and speed parameters of the internal combustion engine.
  • variable throttle point which is located downstream of the now constant throttle point of the valve seat, in contrast to the known device, in which this control was achieved by varying the stroke of the single-valve .
  • Connecting elements to the gas storage are designed so that they contain only a small volume and thus the majority of the stored gas passes through the variable throttle point both when charging the storage and when blowing the fuel-gas mixture into the combustion chamber.
  • the gas stream entering the gas accumulator when charging is more or less throttled, so that a more or less high pressure level is set in the gas accumulator after closing the injection valve.
  • the difference between cylinder and accumulator pressure and thus the energy available for injection, depending on the throttle position, will vary depending on the start of injection.
  • the gas flow emerging from the gas storage unit during the injection is throttled to different extents, depending on the throttle position.
  • the injection jet can be adapted to the different requirements that arise in different operating states of the engine. For example, at low load, a weak charge jet in the combustion chamber can achieve a favorable charge stratification, while at full load, a high injection speed enables the desired homogenization of the combustion chamber charge.
  • the gas reservoir is designed as a rotatable or axially displaceable storage tube which is mounted in the housing of the injection valve and has an actuator and a wall opening which is connected via a feed line to an annular space adjoining the valve seat, the variable Throttle point is formed by the wall opening in the storage tube and the supply line to the storage tube which is swept therefrom, the metering device advantageously opening into the annular space adjoining the valve seat. For example, by rotating the storage tube, the coverage of the two openings is varied. This results in a different cross section available for the gas passage.
  • a particularly advantageous embodiment of the invention is given in that, in the case of a multi-cylinder burner, the individual injection valves have a common storage tube which is arranged parallel to the crankshaft axis and which is mounted in lateral formations of the housing of the individual injection valves and is divided into individual storage sections, each storage section is connected to a supply line of the corresponding injection valve via a wall opening.
  • the lateral, horizontal arrangement of the storage tube enables a low overall height of the blowing device, as is required above all in two-stroke engines.
  • the individual storage sections in the storage pipe are connected by throttle bores, so that the same medium pressure values are set in the individual storage sections.
  • a further improvement lies in the fact that the feed line arranged between the annular space adjoining the valve seat and the gas accumulator opens tangentially into the annular space, as a result of which a stabilizing swirl movement is forced on the injection jet.
  • Another embodiment variant of the invention which is particularly suitable for four-stroke engines, provides that a tubular throttle member enclosing the valve guide of the injection valve is provided, which comprises the valve guide of the injection valve axially displaceably, and that the throttle member at its end facing the valve seat has a cylindrical gap to the housing of the injection valve, which forms the variable throttle point between the valve seat and the gas accumulator. Since there is no space for a lateral, horizontal storage pipe due to the space required for the valve train, the gas storage is arranged concentrically to the injection valve.
  • the metering device can open into the annular gap between the injection valve and the valve guide.
  • the throttle element be on the valve seat opposite end has an annular plate which is movably sealed to the housing wall, that the annular plate separates two annular spaces arranged in the housing of the valve, one annular space which can be acted upon with a control pressure medium being separated from the gas reservoir by an annular shape in the valve housing and the other Annulus has an element or pressure medium acting in the closing direction of the throttle member.
  • the annular space having a pressure medium acting in the closing direction of the throttle element can have a flow connection to the gas reservoir. This enables the pressure in the gas reservoir to be regulated automatically.
  • FIGS. 1 and 2 on the one hand and FIG. 3 on the other hand are dealt with in detail below.
  • the device for introducing fuel into the combustion chamber of an internal combustion engine shown in FIG. 1 has an injection valve 2 guided in a housing 1. Between the valve seat 3 of the injection valve 2 and the gas storage 5 executed here as an axis 4 'rotatable storage tube 4, a supply line 1 to the gas storage 5 is provided, starting from an annular space 6 adjoining the valve seat 3.
  • the wall opening 8 in the storage tube 4 and the feed line 7 swept therefrom together form the variable throttle point 9.
  • the storage tube 4 can be rotated and thus the covering of the wall opening 8 with the feed line 1 can be varied, which results in the throttle point 9 different gas throughput results.
  • the storage tube 4 is mounted in a lateral projection 11 of the housing 1, which guarantees a compact design, in particular for two-stroke engines.
  • the fuel is supplied via the metering device 12 into the annular space 6 near the valve plate 13 of the injection valve 2, whereby the total amount of gas flowing in and out can be loaded with fuel in the various operating states of the internal combustion engine.
  • the type of actuation of the injection valve 2 is largely freely selectable; However, to ensure a low overall height, short opening and closing times and precise control with simultaneous variation of the blowing timing, it is advisable to open and close the valve using the pressure generated by a fuel pump, in accordance with the EP-A cited at the beginning 0 328 602.
  • the fuel pump also supplies the metering element 12 for fuel injection into the annular space 6.
  • an actuating piston 14 connected to the injection valve is subjected to high pressure (20 to 100 bar) on the side facing away from the valve seat 3, and is thereby pressed onto a stop 15 in the housing 1.
  • the distance traveled corresponds to the stroke of the injection valve 2.
  • a constant pressure of a pressure medium supplied via line 16, which is present on the opposite side of the actuating piston 14, is used to close the valve.
  • Opening and closing is accomplished by means of an electromagnetically actuated three-way valve 17, which releases the high-pressure line 18 from the beginning of the opening of the injection valve 2 until immediately before the closing time and thus acts on the actuating piston 14 on the side facing away from the valve.
  • the pressure on the opposite side of the piston is either lower than the high pressure from line 18, or different actuating forces on the piston are realized by differently sized pressure-effective surfaces on both sides of the piston, which can save a second pressure level.
  • the three-way valve 17 releases the return 19.
  • the pressure on the side of the piston facing away from the valve drops, the pressure present on the opposite side via line 16 closes the injection valve 2 and keeps it closed against the gas pressure in the gas accumulator.
  • the storage tube 4 is expediently arranged parallel to the crankshaft axis and thus connects the injection valves 2 arranged in series.
  • the storage tube 4 is mounted in the lateral projections 11 of the housing 1 of the individual injection valves 2 and divided into individual storage sections 5 '.
  • Each storage section 5 ' is connected via a wall opening 8 to a feed line 7 of the corresponding injection valve 2.
  • the wall openings 8 of the storage tube 4 at the variable throttle 9 can also be designed as elongated holes.
  • the feed line 7 to the storage section 5 ' is expediently designed such that the gas emerging from the storage section 5' when blowing in flows tangentially into the annular space 6 around the injection valve 2. As a result, a stabilizing swirl movement is forced on the blowing jet.
  • the gas accumulator 5 is arranged here coaxially with the injection valve 2 and delimited by the cylindrical housing wall 22.
  • the variable throttle point 9 between the valve seat 3 and the gas accumulator 5 is formed by the valve-side end of a throttle element 23, which forms a variable, cylindrical gap 24 with the housing 1 of the injection valve 2.
  • the tubular throttle member 23 encloses the valve guide 25 and is axially displaceable thereon, as a result of which the height of the cylindrical gap and thus the cross section of the throttle point 9 can be changed linearly.
  • the throttle point 9 closes in the form of a flat seat.
  • the design variant shown is particularly suitable for four-stroke engines due to its design and external dimensions.
  • the throttle point 9 which is rotationally symmetrical about the axis of the injection valve 2, together with the likewise symmetrical flow conditions in or in the gas reservoir 5 and a symmetrical fuel supply via the annular gap between the valve guide 25 and the injection valve 2, largely stratify the charge in the gas reservoir 5. This makes it possible, when the gas flows into the gas storage device, to load only that air mass which is introduced into the cylinder during the subsequent injection, which results in advantages in the transient operation of the internal combustion engine.
  • the supply of fuel from above via the valve guide 25 is further advantageous in that the fuel connection and the metering element 12 are located higher, which is generally desirable in the four-stroke engine with its large deck height.
  • its stem and the valve guide 25 are protected from the accumulation of contaminants.
  • the throttle element 23 is formed here at its upper end as an annular plate 26, which is movably sealed against the housing wall 22 of the injection valve 2.
  • the annular space 27 thus formed between the housing wall 22 and the throttle element 23 has a flow connection 28 to the gas accumulator 5.
  • the plate 26 of the throttle element 23 there is in parallel in the housing 1 an annular projection 29 which is movably sealed against the tubular throttle element 23. Between the annular plate 26 and the projection 29, the annular space 30 required for throttle control is created, which is acted upon by the connection 31 with the variable control pressure.
  • the throttling effect of the flow connection 28 is to be coordinated in such a way that a medium pressure is established in the annular space 27 and the pressure changes in the gas accumulator 5 resulting during each blowing cycle do not have any effect.
  • An advantage of this system is that temperature-related changes in length and manufacturing tolerances on the throttle element and injection valve do not affect the pressure set in the gas reservoir 5, since this is continuously adjusted directly according to the specified control pressure. This also makes it possible to easily control and synchronize the blowing speed of several blowing devices by applying the same control pressure to them.

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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)
EP90890208A 1989-07-31 1990-07-09 Dispositif pour introduire du combustible dans la chambre de combustion d'un moteur à combustion interne Expired - Lifetime EP0412075B1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
AT0184789A AT408256B (de) 1989-07-31 1989-07-31 Vorrichtung zum einbringen von kraftstoff in den brennraum einer brennkraftmaschine
AT1847/89 1989-07-31

Publications (2)

Publication Number Publication Date
EP0412075A1 true EP0412075A1 (fr) 1991-02-06
EP0412075B1 EP0412075B1 (fr) 1992-12-23

Family

ID=3522304

Family Applications (1)

Application Number Title Priority Date Filing Date
EP90890208A Expired - Lifetime EP0412075B1 (fr) 1989-07-31 1990-07-09 Dispositif pour introduire du combustible dans la chambre de combustion d'un moteur à combustion interne

Country Status (5)

Country Link
US (1) US5025769A (fr)
EP (1) EP0412075B1 (fr)
JP (1) JPH0656141B2 (fr)
AT (1) AT408256B (fr)
DE (1) DE59000650D1 (fr)

Cited By (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE19618896A1 (de) * 1996-05-10 1997-11-20 Wtz Motoren & Maschforsch Gmbh Vorrichtung zum Zuführen von Brennstoff und Luft in Brennkraftmaschinen
US5730108A (en) * 1995-06-15 1998-03-24 Orbital Engine Company (Australia) Pty. Limited Fuel injected combustion engine
AT408137B (de) * 1995-02-27 2001-09-25 Avl Verbrennungskraft Messtech Einrichtung zum einbringen von kraftstoff in den brennraum einer brennkraftmaschine

Families Citing this family (9)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US20030012985A1 (en) 1998-08-03 2003-01-16 Mcalister Roy E. Pressure energy conversion systems
US5201907A (en) * 1991-06-28 1993-04-13 Mazda Motor Corporation Internal combustion engine
US5390647A (en) * 1993-06-21 1995-02-21 Ford Motor Company Air charging valve for an air forced fuel injector
JP3778319B2 (ja) * 1997-05-24 2006-05-24 本田技研工業株式会社 ２サイクル内燃機関
AUPO988597A0 (en) * 1997-10-20 1997-11-13 Orbital Engine Company (Australia) Proprietary Limited Start-up method for an internal combustion engine
DE10212439B4 (de) * 2002-03-21 2004-10-07 Kaibel, Jens, Dipl.-Ing. Vorrichtung und Verfahren zum Erzeugen feiner Tropfen
CA2798870C (fr) 2012-12-17 2014-07-22 Westport Power Inc. Injection directe de carburant gazeux enrichi a l'air pour un moteur a combustion interne
US9255560B2 (en) * 2013-03-15 2016-02-09 Mcalister Technologies, Llc Regenerative intensifier and associated systems and methods
WO2014144581A1 (fr) 2013-03-15 2014-09-18 Mcalister Technologies, Llc Moteur à combustion interne et systèmes et procédés associés

Citations (5)

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Publication number Priority date Publication date Assignee Title
DE299053C (fr) *
BE409316A (fr) *
US1898763A (en) * 1929-09-28 1933-02-21 Samuel P Cowardin Atomizer
DE833736C (de) * 1950-06-01 1952-03-10 Daimler Benz Ag Brennstoffeinspritzung mittels Druckluft
DE903518C (de) * 1940-10-31 1954-02-08 Nsu Werke Ag Einspritzvorrichtung fuer Brennkraftmaschinen mit Fremdzuendung und Zerstaeubung desBrennstoffes durch Druckgas

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DE301284C (fr) *
AT64148B (de) * 1912-02-24 1914-03-26 Maschf Augsburg Nuernberg Ag Vorrichtung zur Regelung des Einblasedruckes bei Verbrennungskraftmaschinen.
CA151450A (fr) * 1912-04-01 1913-10-28 Lother Von Koppen Roue, patin, etc.
AT69117B (de) * 1913-02-27 1915-06-25 Maschf Augsburg Nuernberg Ag Vorrichtung zur Regelung des Einblaseluftdruckes bei Verbrennungskraftmaschinen in Abhängigkeit von der Belastung.
US2103595A (en) * 1936-10-13 1937-12-28 Nelson Alfred William Internal combustion engine
US2783747A (en) * 1955-04-04 1957-03-05 Layne Leo Intercepting fuel distributor
DE1177871B (de) * 1961-11-16 1964-09-10 Linde Eismasch Ag Einspritzpumpenlose und einspritzduesenlose Kolbenbrennkraftmaschine
US4406260A (en) * 1982-02-08 1983-09-27 General Motors Corporation Valved prechamber diesel engine and methods of operating
US4771754A (en) * 1987-05-04 1988-09-20 General Motors Corporation Pneumatic direct cylinder fuel injection system
DE3872217D1 (de) * 1987-08-12 1992-07-23 Avl Verbrennungskraft Messtech Einrichtung zur einbringung des kraftstoffes in den brennraum einer brennkraftmaschine.
US4865002A (en) * 1988-02-24 1989-09-12 Outboard Marine Corporation Fuel supply system for internal combustion engine
US4974571A (en) * 1989-02-24 1990-12-04 Regents Of The University Of California Pulsed jet combustion generator for non-premixed charge engines

Patent Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE299053C (fr) *
BE409316A (fr) *
US1898763A (en) * 1929-09-28 1933-02-21 Samuel P Cowardin Atomizer
DE903518C (de) * 1940-10-31 1954-02-08 Nsu Werke Ag Einspritzvorrichtung fuer Brennkraftmaschinen mit Fremdzuendung und Zerstaeubung desBrennstoffes durch Druckgas
DE833736C (de) * 1950-06-01 1952-03-10 Daimler Benz Ag Brennstoffeinspritzung mittels Druckluft

Cited By (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
AT408137B (de) * 1995-02-27 2001-09-25 Avl Verbrennungskraft Messtech Einrichtung zum einbringen von kraftstoff in den brennraum einer brennkraftmaschine
US5730108A (en) * 1995-06-15 1998-03-24 Orbital Engine Company (Australia) Pty. Limited Fuel injected combustion engine
DE19618896A1 (de) * 1996-05-10 1997-11-20 Wtz Motoren & Maschforsch Gmbh Vorrichtung zum Zuführen von Brennstoff und Luft in Brennkraftmaschinen

Also Published As

Publication number Publication date
US5025769A (en) 1991-06-25
JPH0370867A (ja) 1991-03-26
JPH0656141B2 (ja) 1994-07-27
EP0412075B1 (fr) 1992-12-23
ATA184789A (de) 2001-02-15
DE59000650D1 (de) 1993-02-04
AT408256B (de) 2001-10-25

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