EP0507191A1 - A fuel injection device of an engine - Google Patents
A fuel injection device of an engine Download PDFInfo
- Publication number
- EP0507191A1 EP0507191A1 EP92105042A EP92105042A EP0507191A1 EP 0507191 A1 EP0507191 A1 EP 0507191A1 EP 92105042 A EP92105042 A EP 92105042A EP 92105042 A EP92105042 A EP 92105042A EP 0507191 A1 EP0507191 A1 EP 0507191A1
- Authority
- EP
- European Patent Office
- Prior art keywords
- fuel
- pressure
- reservoir
- pumps
- injectors
- 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.)
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Classifications
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
- F02M55/00—Fuel-injection apparatus characterised by their fuel conduits or their venting means; Arrangements of conduits between fuel tank and pump F02M37/00
- F02M55/02—Conduits between injection pumps and injectors, e.g. conduits between pump and common-rail or conduits between common-rail and injectors
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
- F02M47/00—Fuel-injection apparatus operated cyclically with fuel-injection valves actuated by fluid pressure
- F02M47/02—Fuel-injection apparatus operated cyclically with fuel-injection valves actuated by fluid pressure of accumulator-injector type, i.e. having fuel pressure of accumulator tending to open, and fuel pressure in other chamber tending to close, injection valves and having means for periodically releasing that closing pressure
- F02M47/027—Electrically actuated valves draining the chamber to release the closing pressure
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
- F02M55/00—Fuel-injection apparatus characterised by their fuel conduits or their venting means; Arrangements of conduits between fuel tank and pump F02M37/00
- F02M55/02—Conduits between injection pumps and injectors, e.g. conduits between pump and common-rail or conduits between common-rail and injectors
- F02M55/025—Common rails
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
- F02M55/00—Fuel-injection apparatus characterised by their fuel conduits or their venting means; Arrangements of conduits between fuel tank and pump F02M37/00
- F02M55/04—Means for damping vibrations or pressure fluctuations in injection pump inlets or outlets
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
- F02M59/00—Pumps specially adapted for fuel-injection and not provided for in groups F02M39/00 -F02M57/00, e.g. rotary cylinder-block type of pumps
- F02M59/20—Varying fuel delivery in quantity or timing
- F02M59/36—Varying fuel delivery in quantity or timing by variably-timed valves controlling fuel passages to pumping elements or overflow passages
- F02M59/366—Valves being actuated electrically
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
- F02M61/00—Fuel-injectors not provided for in groups F02M39/00 - F02M57/00 or F02M67/00
- F02M61/16—Details not provided for in, or of interest apart from, the apparatus of groups F02M61/02 - F02M61/14
- F02M61/20—Closing valves mechanically, e.g. arrangements of springs or weights or permanent magnets; Damping of valve lift
- F02M61/205—Means specially adapted for varying the spring tension or assisting the spring force to close the injection-valve, e.g. with damping of valve lift
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
- F02M63/00—Other fuel-injection apparatus having pertinent characteristics not provided for in groups F02M39/00 - F02M57/00 or F02M67/00; Details, component parts, or accessories of fuel-injection apparatus, not provided for in, or of interest apart from, the apparatus of groups F02M39/00 - F02M61/00 or F02M67/00; Combination of fuel pump with other devices, e.g. lubricating oil pump
- F02M63/02—Fuel-injection apparatus having several injectors fed by a common pumping element, or having several pumping elements feeding a common injector; Fuel-injection apparatus having provisions for cutting-out pumps, pumping elements, or injectors; Fuel-injection apparatus having provisions for variably interconnecting pumping elements and injectors alternatively
- F02M63/0225—Fuel-injection apparatus having a common rail feeding several injectors ; Means for varying pressure in common rails; Pumps feeding common rails
Definitions
- the present invention relates to a fuel injection device of an engine.
- the period and amount of this pressure fluctuation depend on the diameter and length of the fuel injection pipe, and accordingly, if the diameter and length of the fuel injection pipes for each fuel injector are different from each other, the period and amount of pressure fluctuation generated in the fuel injector differ at each fuel injector, and thus a problem arises in that the amount of fuel injected by each fuel injector differs.
- the fuel injector disclosed in the abovementioned publication No. 2-112665, does not attempt to cope with this problem.
- An object of the present invention is to provide a fuel injection device capable of preventing irregularities in the amount of injected fuel.
- a fuel injection device of an engine comprising: a plurality of fuel injectors successively injecting fuel at each revolution of a crankshaft through a substantially fixed crankangle; a plurality of fuel pumps successively discharging fuel at each revolution of the crankshaft through the substantially fixed crankangle; a fuel reservoir common to all of the fuel injectors and fuel pumps; a plurality of fuel injection pipes connecting the corresponding fuel injectors to the fuel reservoir and having the same equivalent pipe length for the pressure wave Propagation; and a plurality of fuel feed pipes connecting the corresponding fuel pumps to the fuel reservoir and having the same equivalent pipe length for the pressure wave propagation.
- Figure 4 schematically illustrates a fuel injector 1 and a fuel pump 2.
- the fuel injector 1 comprises a needle 11 for controlling the opening of a nozzle opening 10.
- a back pressure chamber 12 is formed on the top face of the needle 11, and a pressure control chamber 13 is formed above the back pressure chamber 12.
- a check valve 14, permitting only an inflow of fuel to the back pressure chamber 12 from the pressure control chamber 13, is arranged between the back pressure chamber 12 and the pressure control chamber 13, and a restricted opening 15 is formed in the central portion of the check valve 14.
- the pressure control chamber 13 is selectively connected to an atmospheric pressure passage 18 or a fuel inlet 19 by a control valve 17 driven by a solenoid 16.
- the fuel inlet 19 and a fuel passage 20 connected to the nozzle opening 10 are connected to a fuel reservoir 22 via a fuel injection pipe 21.
- the fuel pump 2 comprises a plunger 30 and a pressure chamber 31 defined by the top face of the needle 30.
- a cam 32 driven by the engine is arranged beneath the plunger 30, and a roller 32 rolling on the cam 32 is rotatably mounted on the lower end portion of the plunger 30. Accordingly, when the cam 32 rotates, the plunger 30 is caused to move up and down.
- a fuel feed port 34 is open to the lower interior of the pressure chamber 31, and the upper interior of the pressure chamber 31 is connected to the fuel reservoir 22 via a check valve 36 and a fuel feed pipe 37.
- a control valve 39 driven by a solenoid 38 is arranged on the top face of the pressure chamber 31, and the pressure chamber 31 is connected to a fuel discharge passage 40 via the control valve 39.
- the cam 32 is rotated at a speed half that of the rotating speed of the crankshaft of the engine, and since the cam 32 has three projecting portions as illustrated in Fig. 4, the plunger 30 is caused to move upward at each revolution through a 240 crankangle of the crankshaft.
- the fuel feed port 34 is open to the pressure chamber 31, and at this time, fuel is fed into the pressure chamber 31 from the fuel feed port 34.
- a pressure sensor 3 for detecting the pressure of fuel in the fuel reservoir 22 is attached to the fuel reservoir 22.
- This pressure sensor 3, an engine speed sensor 4 for detecting the engine speed, and a load sensor 5 for detecting the depression of the accelerator pedal are connected to a control unit 6.
- the solenoid 16 of the fuel injector 1 is controlled by signals output from the control unit 6 so that the needle 11 opens the nozzle opening 10 for a fixed time, regardless of the engine speed and the engine load. Accordingly, the amount of fuel injected by the fuel injector 1 is controlled by controlling the pressure of fuel in the fuel reservoir 22.
- the target pressure of fuel in the fuel reservoir is stored in advance as a function of the engine load and the engine load, and the solenoid 38 of the fuel pump 2 is controlled by signals output from the control unit 6 so that the pressure of fuel in the fuel reservoir 22, which pressure is detected by the pressure sensor 3, becomes equal to the target pressure.
- the target pressure of fuel in the fuel reservoir 22 becomes high as the engine load becomes high.
- Figures 1 and 2 illustrate the fuel injectors and the fuel pump actually mounted on a Diesel engine 50.
- the fuel reservoir 22 is formed in a common rail 53 supported by an intake pipe 52 via a stay 51.
- the Diesel engine 50 has six cylinders, and fuel injectors 1a, 1b, 1c, 1d, 1e, 1f are provided for each cylinder. These fuel injectors 1a, 1b, 1c, 1d, 1e, 1f are connected to the fuel reservoir 22 via corresponding fuel injection pipes 21a, 21b, 21c, 21d, 21e, 21f.
- the fuel pump 2 comprises a first fuel pump 2a and a second fuel pump 2b connected to the fuel reservoir 22 via the corresponding fuel feed pipes 37a and 37b.
- Both the first fuel pump 2a and the second fuel pump 2b have the construction illustrated in Fig. 4, but the phase of the cam 32 of the first fuel pump 2a is deviated from the phase of the cam 32 of the second fuel pump 2b by 60 degrees, i.e., a 120° crankangle. Accordingly, fuel is discharged alternately from the first fuel pump 2a and the second fuel pump 2b. This procedure will be now described with reference to Figure 3.
- the fuel injection order of the Diesel engine illustrated in Figs. 1 and 2 is 1-5-3-6-4, and the cam 32 of the first fuel pump 2a is arranged so that the cam lift reaches a maximam height at the completion of an injection to every other injection cylinder #1, #3, #2, and the cam 32 of the second fuel pump 2b is arranged so that the cam lift reaches a maximum height at the completion of an injection to the remaining every other injection cylinder #5, #6, #4.
- the control valve 39 of the fuel pumps 2a, 2b is closed shortly before the cam lift reaches the maximum height, and the control valve 39 remains closed until the cam lift reaches the maximum height.
- all of the fuel injection pipes 21a to 21f have the same length and the same diameter, but the bends in the fuel injection pipes 21a, 21d, 21e are different from those in the fuel injection pipes 21b, 21c, 21f. From the point of view that the equivalent pipe lengths of all of the fuel injection pipes 21a to 21f can be easily made the same, preferably all of the fuel injection pipes 21a to 21f are formed such that they have the same bends therein.
- the fuel feed pipes 37a and 37b have the same equivalent pipe length, and when fuel is discharged from the fuel pumps 2a, 2b, the pressure wave is propagated in the fuel feed pipes 37a, 37b. Nevertheless, since the fuel feed pipes 37a and 37b have the same equivalent pipe length, fluctuations of the pressure in the same amount are produced in the fuel reservoir 22 for a time which is the same as the time of the discharge operations alternately carried out by the fuel pumps 2a, 2b. Accordingly, as illustrated in Fig. 3, the fluctuations of pressure in the same amount are produced in the fuel reservoir 22 in synchronization with the fuel injection timing of the fuel injectors 1a to 1f.
- the fluctuations of pressure in the same amount are produced in the fuel reservoir 22 at a crankangle distanced from the fuel injection timing of the fuel injectors 1a to 1f by the same crankangle. Accordingly, the fluctuations of pressure in the fuel reservoir 22 have the same influence on the pressure of fuel in the fuel injectors 1a to 1f, and thus the amount of fuel injected by the fuel injectors 1a to 1f becomes the same.
- the fuel feed pipes 37a, 37b not only have the same equivalent pipe length, but also have the same length, the same diameter and the same shape.
- the pressure drop of fuel between the fuel reservoir 22 and the fuel pumps 2a, 2b is substantially equal to the pressure drop between the fuel reservoir 22 and the fuel injectors 1a to 1f.
- a fuel injection device comprising a pair of fuel pumps, whereby fuel under high pressure discharged from the fuel pumps is fed to the fuel reservoir via the corresponding fuel feed pipes, fuel under high pressure in the fuel reservoir is fed to the fuel injectors via the corresponding fuel injection pipes, and fuel is discharged from the fuel pumps in sychronization with the injection timing of the fuel injectors.
- the fuel feed pipes have the same equivalent pipe length for the pressure wave propagation, and the fuel injection pipes have the same equivalent pipe length for the pressure wave propagation.
Abstract
Description
- The present invention relates to a fuel injection device of an engine.
- In a known engine, fuel discharged from the fuel pump and under a high pressure is fed into a common fuel reservoir via a fuel feed pipe, and the fuel reservoir is connected to fuel injectors via corresponding fuel injection pipes. Thereafter, fuel is injected successively from the fuel injectors at each time the crankshaft has rotated through a predetermined crankangle. Unexamined Japanese Patent Publication No. 64-73166 discloses a fuel feed device suitable for such an engine, comprising a plurality of fuel pumps, and Unexamined Japanese Patent Publication No. 2-112665 discloses a fuel injector suitable for such an engine.
- In this fuel injector, however, when the needle is opened, since the pressure of fuel in the fuel injector temporarily drops, an expansion wave is generated in the fuel injector, and this expansion wave is propagated in the fuel injection pipe and reaches the fuel reservoir. At this time, the expansion wave is reflected in the fuel reservoir and again propagated in the fuel injection pipe from the fuel reservoir toward the fuel injector, in the form of a pressure wave. This pressure wave is reflected at the fuel injector and is propagated in the fuel injection pipe toward the fuel reservoir, and thereafter, the pressure wave is reflected at the fuel reservoir and is propagated in the fuel injection pipe toward the fuel injector, in the form of an expansion wave, and accordingly, when the needle is opened, fluctuations occur in the pressure of fuel in the fuel injector. The period and amount of this pressure fluctuation depend on the diameter and length of the fuel injection pipe, and accordingly, if the diameter and length of the fuel injection pipes for each fuel injector are different from each other, the period and amount of pressure fluctuation generated in the fuel injector differ at each fuel injector, and thus a problem arises in that the amount of fuel injected by each fuel injector differs. The fuel injector disclosed in the abovementioned publication No. 2-112665, does not attempt to cope with this problem.
- In the fuel feed device disclosed in the abovementioned publication No. 64-73166, fuel under a high pressure is successively discharged from the fuel pumps each time fuel is injected from the fuel injectors, but as mentioned before, when fuel under high pressure is discharged from the fuel pumps, a pressure wave is generated and propagated to the fuel reservoir via the corresponding fuel feed pipes. As a result, fluctuations occur in the pressure of fuel in the fuel reservoir, and this fluctuation of the pressure has an influence on the amount of fuel injected by the fuel injectors. If the diameters or lengths of the fuel feed pipes are different, the period and amount of the pressure fluctuation generated in the fuel reservoir by the pressure wave from the fuel pumps becomes irregular, and as a result, if an injection of fuel is carried out when the pressure of fuel in the fuel reservoir is high, the amount of the injected fuel becomes large, but if the injection of fuel is carried out when the pressure of fuel in the fuel reservoir is low, the amount of the injected fuel becomes Small. Accordingly, a problem arises in that the amount of injected fuel is different at each fuel injector. The fuel feed device disclosed in the above-mentioned publication No. 64-73166 also makes no attempt to cope with this problem.
- An object of the present invention is to provide a fuel injection device capable of preventing irregularities in the amount of injected fuel.
- According to the present invention, there is provided a fuel injection device of an engine, comprising: a plurality of fuel injectors successively injecting fuel at each revolution of a crankshaft through a substantially fixed crankangle; a plurality of fuel pumps successively discharging fuel at each revolution of the crankshaft through the substantially fixed crankangle; a fuel reservoir common to all of the fuel injectors and fuel pumps; a plurality of fuel injection pipes connecting the corresponding fuel injectors to the fuel reservoir and having the same equivalent pipe length for the pressure wave Propagation; and a plurality of fuel feed pipes connecting the corresponding fuel pumps to the fuel reservoir and having the same equivalent pipe length for the pressure wave propagation.
- The present invention may be more fully understood from the description of a preferred embodiment of the invention set forth below, together with the accompanying drawings.
- In the drawings:
- Fig. 1 is a plan view of the fuel injection device;
- Fig. 2 is a side view of a portion of the Diesel engine;
- Fig. 3 is a time chart illustrating the fuel injection time and the fuel discharge time of the fuel pumps; and
- Fig. 4 is a schematic view of the fuel injector and the fuel pump.
- Figure 4 schematically illustrates a
fuel injector 1 and afuel pump 2. - Referring to Fig. 4, the
fuel injector 1 comprises aneedle 11 for controlling the opening of anozzle opening 10. Aback pressure chamber 12 is formed on the top face of theneedle 11, and apressure control chamber 13 is formed above theback pressure chamber 12. Acheck valve 14, permitting only an inflow of fuel to theback pressure chamber 12 from thepressure control chamber 13, is arranged between theback pressure chamber 12 and thepressure control chamber 13, and a restrictedopening 15 is formed in the central portion of thecheck valve 14. Thepressure control chamber 13 is selectively connected to anatmospheric pressure passage 18 or afuel inlet 19 by acontrol valve 17 driven by asolenoid 16. Thefuel inlet 19 and afuel passage 20 connected to thenozzle opening 10 are connected to afuel reservoir 22 via a fuel injection pipe 21. - When the
pressure control chamber 13 is disconnected from theatmospheric pressure passage 18 by thecontrol valve 17, as illustrated in Fig. 4, fuel under a high pressure in thefuel reservoir 22 is fed into thefuel passage 20, and into theback pressure chamber 12 via thefuel inlet 19, the interior of thecontrol valve 17, thepressure control chamber 13, and thecheck valve 14. At this time theneedle 11 closes the nozzle opening 10, due to the pressure of fuel acting on the top face of theneedle 11. - When the
solenoid 16 is energized, whereby thecontrol valve 17 is moved upward, thepressure control chamber 13 is disconnected from thefuel inlet 19 and connected to theatmospheric pressure passage 18. At this time, fuel in theback pressure chamber 12 gradually flows out into theatmospheric pressure passage 18 via the restrictedopening 15 and thepressure control chamber 13, and as a result, since the pressure of fuel in theback pressure chamber 12 gradually drops, theneedle 11 gradually moves upward, and thus the injection of fuel is started. When thesolenoid 16 is deenergized, thepressure control chamber 13 is disconnected from theatmospheric pressure passage 18 by thecontrol valve 17, and fuel is fed to theback pressure chamber 12 via thecheck valve 14, and as a result, the injection of fuel is stopped. - The
fuel pump 2 comprises aplunger 30 and apressure chamber 31 defined by the top face of theneedle 30. Acam 32 driven by the engine is arranged beneath theplunger 30, and aroller 32 rolling on thecam 32 is rotatably mounted on the lower end portion of theplunger 30. Accordingly, when thecam 32 rotates, theplunger 30 is caused to move up and down. Afuel feed port 34 is open to the lower interior of thepressure chamber 31, and the upper interior of thepressure chamber 31 is connected to thefuel reservoir 22 via acheck valve 36 and afuel feed pipe 37. Acontrol valve 39 driven by asolenoid 38 is arranged on the top face of thepressure chamber 31, and thepressure chamber 31 is connected to afuel discharge passage 40 via thecontrol valve 39. - The
cam 32 is rotated at a speed half that of the rotating speed of the crankshaft of the engine, and since thecam 32 has three projecting portions as illustrated in Fig. 4, theplunger 30 is caused to move upward at each revolution through a 240 crankangle of the crankshaft. When theplunger 30 is in the lower position, thefuel feed port 34 is open to thepressure chamber 31, and at this time, fuel is fed into thepressure chamber 31 from thefuel feed port 34. - When the upward movement of the
plunger 30 is started, since thecontrol valve 39 is open, fuel in thepressure chamber 31 is discharged into thefuel discharge passage 40, without being pressurized. When thesolenoid 38 is energized, whereby thecontrol valve 39 is closed, fuel in thepressure chamber 31 is pressurized as theplunger 30 moves upward. The fuel thus pressurized is fed into thefuel reservoir 22 via thecheck valve 36 and thefuel feed pipe 37. - As illustrated in Fig. 4, a
pressure sensor 3 for detecting the pressure of fuel in thefuel reservoir 22 is attached to thefuel reservoir 22. Thispressure sensor 3, anengine speed sensor 4 for detecting the engine speed, and aload sensor 5 for detecting the depression of the accelerator pedal are connected to acontrol unit 6. Thesolenoid 16 of thefuel injector 1 is controlled by signals output from thecontrol unit 6 so that theneedle 11 opens the nozzle opening 10 for a fixed time, regardless of the engine speed and the engine load. Accordingly, the amount of fuel injected by thefuel injector 1 is controlled by controlling the pressure of fuel in thefuel reservoir 22. The target pressure of fuel in the fuel reservoir is stored in advance as a function of the engine load and the engine load, and thesolenoid 38 of thefuel pump 2 is controlled by signals output from thecontrol unit 6 so that the pressure of fuel in thefuel reservoir 22, which pressure is detected by thepressure sensor 3, becomes equal to the target pressure. Broadly speaking, the target pressure of fuel in thefuel reservoir 22 becomes high as the engine load becomes high. - Figures 1 and 2 illustrate the fuel injectors and the fuel pump actually mounted on a
Diesel engine 50. As illustrated in Figs. 1 and 2, thefuel reservoir 22 is formed in acommon rail 53 supported by anintake pipe 52 via astay 51. Further, in the embodiment illustrated in Figs. 1 and 2, theDiesel engine 50 has six cylinders, andfuel injectors fuel injectors fuel reservoir 22 via correspondingfuel injection pipes - The
fuel pump 2 comprises a first fuel pump 2a and asecond fuel pump 2b connected to thefuel reservoir 22 via the correspondingfuel feed pipes second fuel pump 2b have the construction illustrated in Fig. 4, but the phase of thecam 32 of the first fuel pump 2a is deviated from the phase of thecam 32 of thesecond fuel pump 2b by 60 degrees, i.e., a 120° crankangle. Accordingly, fuel is discharged alternately from the first fuel pump 2a and thesecond fuel pump 2b. This procedure will be now described with reference to Figure 3. - As illustrated in Fig. 3, the fuel injection order of the Diesel engine illustrated in Figs. 1 and 2 is 1-5-3-6-4, and the
cam 32 of the first fuel pump 2a is arranged so that the cam lift reaches a maximam height at the completion of an injection to every otherinjection cylinder # 1, #3, #2, and thecam 32 of thesecond fuel pump 2b is arranged so that the cam lift reaches a maximum height at the completion of an injection to the remaining every otherinjection cylinder # 5, #6, #4. Also, as mentioned above, thecontrol valve 39 of thefuel pumps 2a, 2b is closed shortly before the cam lift reaches the maximum height, and thecontrol valve 39 remains closed until the cam lift reaches the maximum height. When thecontrol valve 39 remains closed, fuel is discharged from thefuel pumps 2a, 2b, and accordingly, fuel is discharged alternately from thefuel pumps 2a, 2b at each revolution of the crankshaft through a fixed crankangle, i.e., at each revolution of the crankshaft through a 120° crankangle in the embodiment illustrated in Figs. 1 and 2. In addition, as can be seen from Fig. 3, fuel is discharged from thefuel pumps 2a, 2b in synchronization with the injection timing. - As mentioned above, when the
needles 11 of thefuel injectors fuel injection pipes fuel injection pipes 21a to 21f to the other end thereof, and the attenuating ratio of the expansion wave or the pressure wave, depend on the length, the diameter and the bends in thefuel injection pipes 21a to 21f. In this case, if the length of pipes in which the propagating time and attenuating ratio of the expansion wave or the pressure wave become the same is defined as an equivalent pipe length, all of thefuel injection pipes - Where the pressure of fuel in the
fuel reservoir 22 is constant, if all of thefuel injection pipes 21a to 21f have the same equivalent pipe length, the period and amount of fluctuations of pressure generated in thefuel injectors 1a to 1f become the same for all of thefuel injectors 1a to 1f, and as a result, the amount of fuel injected by thefuel injectors 1a to 1f becomes the same. - In the embodiment illustrated in Fig. 1, all of the
fuel injection pipes 21a to 21f have the same length and the same diameter, but the bends in thefuel injection pipes fuel injection pipes fuel injection pipes 21a to 21f can be easily made the same, preferably all of thefuel injection pipes 21a to 21f are formed such that they have the same bends therein. - Similarly, the
fuel feed pipes fuel pumps 2a, 2b, the pressure wave is propagated in thefuel feed pipes fuel feed pipes fuel reservoir 22 for a time which is the same as the time of the discharge operations alternately carried out by thefuel pumps 2a, 2b. Accordingly, as illustrated in Fig. 3, the fluctuations of pressure in the same amount are produced in thefuel reservoir 22 in synchronization with the fuel injection timing of thefuel injectors 1a to 1f. In this case, where thecam 32 is arranged so that the height of the maximum cam lift is different from that of the maximum cam lift illustrated in Fig. 3, the fluctuations of pressure in the same amount are produced in thefuel reservoir 22 at a crankangle distanced from the fuel injection timing of thefuel injectors 1a to 1f by the same crankangle. Accordingly, the fluctuations of pressure in thefuel reservoir 22 have the same influence on the pressure of fuel in thefuel injectors 1a to 1f, and thus the amount of fuel injected by thefuel injectors 1a to 1f becomes the same. Note that, as can be seen from Fig. 1, in the embodiment illustrated in Fig. 1, thefuel feed pipes fuel pumps 2a, 2b, are produced in thefuel reservoir 22 in synchronization with the injection timing of thefuel injectors 1a to 1f as illustrated in Fig. 3, the peak pressure of the fluctuating pressure in thefuel reservoir 22 is cancelled by the expansion wave propagated in thefuel injection pipes 21a to 21f, and thus an advantage is obtained in that the fluctuations of pressure produced in thefuel injectors 1a to 1f can be weakened. - Furthermore, in the embodiment illustrated in Fig. 1, the pressure drop of fuel between the
fuel reservoir 22 and thefuel pumps 2a, 2b is substantially equal to the pressure drop between thefuel reservoir 22 and thefuel injectors 1a to 1f. - Although the invention has been described by reference to a specific embodiment chosen for purposes of illustration, it should be apparent that numerous modifications could be made thereto by those skilled in the art without departing from the basic concept and scope of the invention.
- A fuel injection device comprising a pair of fuel pumps, whereby fuel under high pressure discharged from the fuel pumps is fed to the fuel reservoir via the corresponding fuel feed pipes, fuel under high pressure in the fuel reservoir is fed to the fuel injectors via the corresponding fuel injection pipes, and fuel is discharged from the fuel pumps in sychronization with the injection timing of the fuel injectors. The fuel feed pipes have the same equivalent pipe length for the pressure wave propagation, and the fuel injection pipes have the same equivalent pipe length for the pressure wave propagation.
Claims (5)
- A fuel injection device of an engine, comprising:
a plurality of fuel injectors successively injecting fuel at each revolution of a crankshaft through a substantially fixed crankangle;
a plurality of fuel pumps successively discharging fuel at each revolution of the crankshaft through said substantially fixed crankangle;
a fuel reservoir common to all of said fuel injectors and said fuel pumps;
a plurality of fuel injection pipes connecting said corresponding fuel injectors to said fuel reservoir and having tile same equivalent pipe length for the pressure wave propagation; and
a plurality of fuel feed pipes connecting said corresponding fuel pumps to said fuel reservoir and having the same equivalent pipe length for the pressure wave propagation. - A fuel injection device according to claim 1, wherein the injection timing of said fuel injectors is synchronized with the discharge operations of said fuel pumps.
- A fuel injection device according to claim 1, wherein said fuel injection pipes have the same length and the same diameter.
- A fuel injection device according to claim 1, wherein said fuel feed pipes have the same length and the same diameter.
- A fuel injection device according to claim 4, wherein said fuel feed pipes have the same shape.
Applications Claiming Priority (4)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
JP7175691A JP2797745B2 (en) | 1991-04-04 | 1991-04-04 | Fuel injection device for internal combustion engine |
JP71756/91 | 1991-04-04 | ||
JP3075101A JP2718281B2 (en) | 1991-04-08 | 1991-04-08 | Fuel injection device for internal combustion engine |
JP75101/91 | 1991-04-08 |
Publications (2)
Publication Number | Publication Date |
---|---|
EP0507191A1 true EP0507191A1 (en) | 1992-10-07 |
EP0507191B1 EP0507191B1 (en) | 1994-09-21 |
Family
ID=26412850
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
EP19920105042 Expired - Lifetime EP0507191B1 (en) | 1991-04-04 | 1992-03-24 | A fuel injection device of an engine |
Country Status (2)
Country | Link |
---|---|
EP (1) | EP0507191B1 (en) |
DE (1) | DE69200427T2 (en) |
Cited By (17)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
EP0753661A1 (en) * | 1995-07-14 | 1997-01-15 | Krupp MaK Maschinenbau GmbH | Injection device for an engine |
WO1998014700A1 (en) | 1996-09-30 | 1998-04-09 | Robert Bosch Gmbh | High pressure fuel accumulator |
WO1998021470A1 (en) * | 1996-11-12 | 1998-05-22 | Robert Bosch Gmbh | Fuel injector |
WO1998021469A1 (en) | 1996-11-14 | 1998-05-22 | Robert Bosch Gmbh | Fuel injection system |
EP0898074A1 (en) * | 1997-08-22 | 1999-02-24 | Isuzu Motors Limited | Supply pump for common rail fuel injection system |
EP1079100A2 (en) * | 1999-08-27 | 2001-02-28 | Delphi Technologies, Inc. | Connector arrangement |
EP1143140A1 (en) * | 2000-03-01 | 2001-10-10 | Wärtsilä Schweiz AG | Arrangement of common rail system |
WO2002055868A1 (en) * | 2001-01-12 | 2002-07-18 | Robert Bosch Gmbh | Common rail unit |
EP1657430A1 (en) * | 2004-11-12 | 2006-05-17 | C.R.F. Società Consortile per Azioni | An accumulation volume fuel injection system for an internal combustion engine |
EP1608869B1 (en) * | 2003-03-28 | 2007-02-28 | DEUTZ Aktiengesellschaft | Internal combustion engine provided with an accumulator injection system |
WO2007113038A1 (en) * | 2006-03-30 | 2007-10-11 | Robert Bosch Gmbh | Fuel injection device for a multi-cylinder fuel internal combustion engine |
WO2013001035A3 (en) * | 2011-06-30 | 2013-03-21 | Arens Gmbh Metallbau & Bauschlosserei | Fuel distribution block |
EP2778385A4 (en) * | 2011-11-03 | 2015-07-29 | Beijing Inst Technology | Fuel injection system with multiple valves and fuel injection method thereof |
US9341151B2 (en) | 2011-06-30 | 2016-05-17 | Arens Gmbh Metallbau & Bauschlosserei | Fuel pump |
US9371752B2 (en) | 2011-06-30 | 2016-06-21 | Arens Gmbh Metallbau & Bauschlosserei | Rotary disk valve arrangement |
EP2503132A3 (en) * | 2011-03-23 | 2018-03-21 | Hitachi, Ltd. | Method and apparatus to reduce engine noise in a direct injection engine |
CN115013206A (en) * | 2022-07-14 | 2022-09-06 | 东风汽车集团股份有限公司 | Oil rail assembly for igniting compression ignition engine and engine |
Families Citing this family (6)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
US5273015A (en) * | 1989-09-29 | 1993-12-28 | Nippondenso Co., Ltd. | Fuel supplying device for an internal combustion engine having multiple cylinder |
CA2230744A1 (en) * | 1997-03-03 | 1998-09-03 | Usui Kokusai Sangyo Kaisha Limited | Common rail and method of manufacturing the same |
AT3764U1 (en) * | 1998-11-12 | 2000-07-25 | Avl List Gmbh | FUEL FEEDING SYSTEM FOR INTERNAL COMBUSTION ENGINES |
DE19937444C1 (en) * | 1999-08-07 | 2001-01-18 | Winkelmann & Pannhoff Gmbh | Fuel distribution device for i.c. engine fuel injection system has fuel injection valves fitted directly to fuel distribution line via connection elements fitted to fuel distribution openings along fuel distribution line |
DE10354687A1 (en) * | 2003-11-22 | 2005-06-16 | Mann + Hummel Gmbh | Suction device for an internal combustion engine |
DE102004021040A1 (en) * | 2004-04-29 | 2005-11-24 | Fev Motorentechnik Gmbh | Injection device for use in internal combustion engine, has common rail with adaptors from which injection pipelines extend to injectors of engine cylinders, where adaptors are separated into two groups of equidistant adapters |
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FR1162601A (en) * | 1956-08-01 | 1958-09-16 | Improvements made to fuel injection devices for engines in which an injection pump successively supplies several injectors | |
FR2341752A1 (en) * | 1976-02-17 | 1977-09-16 | Johnson Lloyd | APPARATUS AND METHOD FOR INJECTING THE FUEL OF AN INTERNAL COMBUSTION ENGINE |
FR2548279A1 (en) * | 1983-06-30 | 1985-01-04 | Daimler Benz Ag | Anchoring of engine fuel injection lines |
EP0174261A1 (en) * | 1984-08-14 | 1986-03-12 | Ail Corporation | Fuel delivery control system |
EP0307947A2 (en) * | 1987-09-16 | 1989-03-22 | Nippondenso Co., Ltd. | Variable discharge high pressure pump |
-
1992
- 1992-03-24 DE DE1992600427 patent/DE69200427T2/en not_active Expired - Fee Related
- 1992-03-24 EP EP19920105042 patent/EP0507191B1/en not_active Expired - Lifetime
Patent Citations (5)
Publication number | Priority date | Publication date | Assignee | Title |
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FR1162601A (en) * | 1956-08-01 | 1958-09-16 | Improvements made to fuel injection devices for engines in which an injection pump successively supplies several injectors | |
FR2341752A1 (en) * | 1976-02-17 | 1977-09-16 | Johnson Lloyd | APPARATUS AND METHOD FOR INJECTING THE FUEL OF AN INTERNAL COMBUSTION ENGINE |
FR2548279A1 (en) * | 1983-06-30 | 1985-01-04 | Daimler Benz Ag | Anchoring of engine fuel injection lines |
EP0174261A1 (en) * | 1984-08-14 | 1986-03-12 | Ail Corporation | Fuel delivery control system |
EP0307947A2 (en) * | 1987-09-16 | 1989-03-22 | Nippondenso Co., Ltd. | Variable discharge high pressure pump |
Cited By (23)
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EP0753661A1 (en) * | 1995-07-14 | 1997-01-15 | Krupp MaK Maschinenbau GmbH | Injection device for an engine |
WO1998014700A1 (en) | 1996-09-30 | 1998-04-09 | Robert Bosch Gmbh | High pressure fuel accumulator |
WO1998021470A1 (en) * | 1996-11-12 | 1998-05-22 | Robert Bosch Gmbh | Fuel injector |
WO1998021469A1 (en) | 1996-11-14 | 1998-05-22 | Robert Bosch Gmbh | Fuel injection system |
EP0898074A1 (en) * | 1997-08-22 | 1999-02-24 | Isuzu Motors Limited | Supply pump for common rail fuel injection system |
EP1079100A2 (en) * | 1999-08-27 | 2001-02-28 | Delphi Technologies, Inc. | Connector arrangement |
EP1079100A3 (en) * | 1999-08-27 | 2003-11-26 | Delphi Technologies, Inc. | Connector arrangement |
EP1143140A1 (en) * | 2000-03-01 | 2001-10-10 | Wärtsilä Schweiz AG | Arrangement of common rail system |
KR100754913B1 (en) * | 2000-03-01 | 2007-09-04 | 베르트질레 슈바이츠 악티엔게젤샤프트 | Supply apparatus for a common rail system and large diesel engine with the same |
WO2002055868A1 (en) * | 2001-01-12 | 2002-07-18 | Robert Bosch Gmbh | Common rail unit |
EP1608869B1 (en) * | 2003-03-28 | 2007-02-28 | DEUTZ Aktiengesellschaft | Internal combustion engine provided with an accumulator injection system |
US7377263B2 (en) | 2003-03-28 | 2008-05-27 | Deutz Aktiengesellschaft | Internal combustion engine provided with an accumulator injection system |
EP1657430A1 (en) * | 2004-11-12 | 2006-05-17 | C.R.F. Società Consortile per Azioni | An accumulation volume fuel injection system for an internal combustion engine |
US7444988B2 (en) | 2004-11-12 | 2008-11-04 | C.R.F. Societa Consortile Per Azioni | Accumulation-volume fuel injection system for an internal-combustion engine |
US7980223B2 (en) | 2004-11-12 | 2011-07-19 | C.R.F. Societa Consortile Per Azioni | Accumulation-volume fuel injection system for an internal-combustion engine |
WO2007113038A1 (en) * | 2006-03-30 | 2007-10-11 | Robert Bosch Gmbh | Fuel injection device for a multi-cylinder fuel internal combustion engine |
EP2503132A3 (en) * | 2011-03-23 | 2018-03-21 | Hitachi, Ltd. | Method and apparatus to reduce engine noise in a direct injection engine |
WO2013001035A3 (en) * | 2011-06-30 | 2013-03-21 | Arens Gmbh Metallbau & Bauschlosserei | Fuel distribution block |
US9328658B2 (en) | 2011-06-30 | 2016-05-03 | Arens Gmbh Metallbau & Bauschlosserei | Fuel distribution block |
US9341151B2 (en) | 2011-06-30 | 2016-05-17 | Arens Gmbh Metallbau & Bauschlosserei | Fuel pump |
US9371752B2 (en) | 2011-06-30 | 2016-06-21 | Arens Gmbh Metallbau & Bauschlosserei | Rotary disk valve arrangement |
EP2778385A4 (en) * | 2011-11-03 | 2015-07-29 | Beijing Inst Technology | Fuel injection system with multiple valves and fuel injection method thereof |
CN115013206A (en) * | 2022-07-14 | 2022-09-06 | 东风汽车集团股份有限公司 | Oil rail assembly for igniting compression ignition engine and engine |
Also Published As
Publication number | Publication date |
---|---|
EP0507191B1 (en) | 1994-09-21 |
DE69200427D1 (en) | 1994-10-27 |
DE69200427T2 (en) | 1995-02-16 |
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