EP0629265B1 - Kraftstoff-einspritzvorrichtung nach dem festkörper-energiespeicher-prinzip für brennkraftmaschinen - Google Patents

Kraftstoff-einspritzvorrichtung nach dem festkörper-energiespeicher-prinzip für brennkraftmaschinen Download PDF

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Publication number
EP0629265B1
EP0629265B1 EP93905299A EP93905299A EP0629265B1 EP 0629265 B1 EP0629265 B1 EP 0629265B1 EP 93905299 A EP93905299 A EP 93905299A EP 93905299 A EP93905299 A EP 93905299A EP 0629265 B1 EP0629265 B1 EP 0629265B1
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EP
European Patent Office
Prior art keywords
fuel
piston
line
valve
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.)
Expired - Lifetime
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EP93905299A
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German (de)
English (en)
French (fr)
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EP0629265A1 (de
Inventor
Wolfgang Heimberg
Wolfram Hellmich
Franz Kögl
Paul Malatinszky
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Ficht GmbH and Co KG
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Ficht GmbH and Co KG
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Priority claimed from DE4206817A external-priority patent/DE4206817C2/de
Application filed by Ficht GmbH and Co KG filed Critical Ficht GmbH and Co KG
Priority to EP96109438A priority Critical patent/EP0733798B1/de
Publication of EP0629265A1 publication Critical patent/EP0629265A1/de
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Publication of EP0629265B1 publication Critical patent/EP0629265B1/de
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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
    • F02M69/00—Low-pressure fuel-injection apparatus ; Apparatus with both continuous and intermittent injection; Apparatus injecting different types of fuel
    • F02M69/46—Details, component parts or accessories not provided for in, or of interest apart from, the apparatus covered by groups F02M69/02 - F02M69/44
    • F02M69/462—Arrangement of fuel conduits, e.g. with valves for maintaining pressure in the pipes after the engine being shut-down
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01M—LUBRICATING OF MACHINES OR ENGINES IN GENERAL; LUBRICATING INTERNAL COMBUSTION ENGINES; CRANKCASE VENTILATING
    • F01M1/00—Pressure lubrication
    • F01M1/02—Pressure lubrication using lubricating pumps
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D33/00—Controlling delivery of fuel or combustion-air, not otherwise provided for
    • F02D33/003—Controlling the feeding of liquid fuel from storage containers to carburettors or fuel-injection apparatus ; Failure or leakage prevention; Diagnosis or detection of failure; Arrangement of sensors in the fuel system; Electric wiring; Electrostatic discharge
    • F02D33/006—Controlling the feeding of liquid fuel from storage containers to carburettors or fuel-injection apparatus ; Failure or leakage prevention; Diagnosis or detection of failure; Arrangement of sensors in the fuel system; Electric wiring; Electrostatic discharge depending on engine operating conditions, e.g. start, stop or ambient conditions
    • 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
    • F02D41/20—Output circuits, e.g. for controlling currents in command coils
    • 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
    • F02M37/00—Apparatus or systems for feeding liquid fuel from storage containers to carburettors or fuel-injection apparatus; Arrangements for purifying liquid fuel specially adapted for, or arranged on, internal-combustion engines
    • F02M37/0047—Layout or arrangement of systems for feeding fuel
    • 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
    • F02M37/00—Apparatus or systems for feeding liquid fuel from storage containers to carburettors or fuel-injection apparatus; Arrangements for purifying liquid fuel specially adapted for, or arranged on, internal-combustion engines
    • F02M37/04—Feeding by means of driven pumps
    • F02M37/08—Feeding by means of driven pumps electrically driven
    • 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
    • F02M39/00—Arrangements of fuel-injection apparatus with respect to engines; Pump drives adapted to such arrangements
    • F02M39/005—Arrangements of fuel feed-pumps with respect to fuel injection apparatus
    • 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
    • F02M51/00—Fuel-injection apparatus characterised by being operated electrically
    • F02M51/04—Pumps peculiar thereto
    • 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
    • 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
    • F02M55/007—Venting means
    • 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
    • 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
    • F02M57/00—Fuel-injectors combined or associated with other devices
    • F02M57/02—Injectors structurally combined with fuel-injection pumps
    • 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
    • F02M57/00—Fuel-injectors combined or associated with other devices
    • F02M57/02—Injectors structurally combined with fuel-injection pumps
    • F02M57/022—Injectors structurally combined with fuel-injection pumps characterised by the pump drive
    • F02M57/027—Injectors structurally combined with fuel-injection pumps characterised by the pump drive electric
    • 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
    • F02M59/38—Pumps characterised by adaptations to special uses or conditions
    • 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
    • F02M61/04—Fuel-injectors not provided for in groups F02M39/00 - F02M57/00 or F02M67/00 having valves, e.g. having a plurality of valves in series
    • F02M61/047—Fuel-injectors not provided for in groups F02M39/00 - F02M57/00 or F02M67/00 having valves, e.g. having a plurality of valves in series the valves being formed by deformable nozzle parts, e.g. flexible plates or discs with fuel discharge orifices
    • 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
    • F02M61/04—Fuel-injectors not provided for in groups F02M39/00 - F02M57/00 or F02M67/00 having valves, e.g. having a plurality of valves in series
    • F02M61/08—Fuel-injectors not provided for in groups F02M39/00 - F02M57/00 or F02M67/00 having valves, e.g. having a plurality of valves in series the valves opening in direction of fuel flow
    • 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
    • F02M63/06—Use of pressure wave generated by fuel inertia to open injection valves
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M69/00—Low-pressure fuel-injection apparatus ; Apparatus with both continuous and intermittent injection; Apparatus injecting different types of fuel
    • F02M69/16—Low-pressure fuel-injection apparatus ; Apparatus with both continuous and intermittent injection; Apparatus injecting different types of fuel characterised by means for metering continuous fuel flow to injectors or means for varying fuel pressure upstream of continuously or intermittently operated injectors
    • F02M69/18—Low-pressure fuel-injection apparatus ; Apparatus with both continuous and intermittent injection; Apparatus injecting different types of fuel characterised by means for metering continuous fuel flow to injectors or means for varying fuel pressure upstream of continuously or intermittently operated injectors the means being metering valves throttling fuel passages to injectors or by-pass valves throttling overflow passages, the metering valves being actuated by a device responsive to the engine working parameters, e.g. engine load, speed, temperature or quantity of air
    • F02M69/24—Low-pressure fuel-injection apparatus ; Apparatus with both continuous and intermittent injection; Apparatus injecting different types of fuel characterised by means for metering continuous fuel flow to injectors or means for varying fuel pressure upstream of continuously or intermittently operated injectors the means being metering valves throttling fuel passages to injectors or by-pass valves throttling overflow passages, the metering valves being actuated by a device responsive to the engine working parameters, e.g. engine load, speed, temperature or quantity of air the device comprising a member for transmitting the movement of the air throttle valve actuated by the operator to the valves controlling fuel passages
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M69/00—Low-pressure fuel-injection apparatus ; Apparatus with both continuous and intermittent injection; Apparatus injecting different types of fuel
    • F02M69/30—Low-pressure fuel-injection apparatus ; Apparatus with both continuous and intermittent injection; Apparatus injecting different types of fuel characterised by means for facilitating the starting-up or idling of engines or by means for enriching fuel charge, e.g. below operational temperatures or upon high power demand of engines
    • F02M69/34—Low-pressure fuel-injection apparatus ; Apparatus with both continuous and intermittent injection; Apparatus injecting different types of fuel characterised by means for facilitating the starting-up or idling of engines or by means for enriching fuel charge, e.g. below operational temperatures or upon high power demand of engines with an auxiliary fuel circuit supplying fuel to the engine, e.g. with the fuel pump outlet being directly connected to injection nozzles
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M69/00—Low-pressure fuel-injection apparatus ; Apparatus with both continuous and intermittent injection; Apparatus injecting different types of fuel
    • F02M69/46—Details, component parts or accessories not provided for in, or of interest apart from, the apparatus covered by groups F02M69/02 - F02M69/44
    • 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
    • F02D41/20—Output circuits, e.g. for controlling currents in command coils
    • F02D2041/202—Output circuits, e.g. for controlling currents in command coils characterised by the control of the circuit
    • F02D2041/2058—Output circuits, e.g. for controlling currents in command coils characterised by the control of the circuit using information of the actual current value
    • 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
    • F02D41/20—Output circuits, e.g. for controlling currents in command coils
    • F02D2041/2068—Output circuits, e.g. for controlling currents in command coils characterised by the circuit design or special circuit elements
    • F02D2041/2075—Type of transistors or particular use thereof
    • 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
    • F02M37/00—Apparatus or systems for feeding liquid fuel from storage containers to carburettors or fuel-injection apparatus; Arrangements for purifying liquid fuel specially adapted for, or arranged on, internal-combustion engines
    • F02M37/04—Feeding by means of driven pumps
    • F02M37/08—Feeding by means of driven pumps electrically driven
    • F02M2037/085—Electric circuits therefor
    • 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
    • F02M2200/00—Details of fuel-injection apparatus, not otherwise provided for
    • F02M2200/24—Fuel-injection apparatus with sensors
    • 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
    • F02M2200/00—Details of fuel-injection apparatus, not otherwise provided for
    • F02M2200/40—Fuel-injection apparatus with fuel accumulators, e.g. a fuel injector having an integrated fuel accumulator

Definitions

  • the invention relates to a device for injecting fuel for internal combustion engines of the type specified in the preamble of claim 1.
  • Injection devices whose electrically operated reciprocating pumps operate according to the so-called solid-state energy storage principle, have a delivery piston or cylinder which is accelerated in a certain way almost without resistance, fuel being generally moved before the delivery pressure which builds up to Spraying the fuel through the injector is required. In this way, kinetic energy is absorbed or stored before the actual pressure build-up required for injection, which is then suddenly converted into a pressure increase in the fuel.
  • the fuel delivery chamber accommodating the delivery piston of the injection pump has, in a first section, axially parallel grooves in the inner wall through which Fuel can flow to the rear of the delivery piston if the delivery piston starts to move without any noticeable pressure build-up in the fuel.
  • the adjoining second section of the fuel delivery chamber is the actual pressure chamber, which has no grooves. If the accelerated delivery piston enters this pressure chamber, it is suddenly braked by the incompressible fuel, whereby the stored kinetic energy is converted into a pressure surge, through which the resistance of the injection valve is overcome, so that fuel is sprayed off.
  • the disadvantage here is that when the delivery plunger is immersed in the second section of the delivery space, because of unfavorable gap conditions, namely a relatively large gap width and a relatively small gap length, noticeably high pressure losses occur, which in particular reduce the possible speed and pressure level of the pressure build-up and thus make the spraying process unfavorable influence.
  • the pressure losses are caused by fuel flowing out of the pressure chamber into the pressure antechamber (first section of the fuel delivery chamber).
  • this disadvantage is to be avoided by mounting an impact body in the pressure chamber of the delivery cylinder on which the piston accelerates almost without resistance, so that the pressure loss during pressure build-up due to a relatively large gap length despite a relatively large gap width (large manufacturing tolerances ) between the impact body and the pressure chamber inner wall area can be kept reasonably small.
  • the disadvantage here is that the impacting process leads to a high level of wear on the bodies that meet.
  • the impact body is set into longitudinal vibrations by the impact, which are transferred to the fuel and disrupt the injection process there as high-frequency pressure vibrations.
  • a particular disadvantage of these known solid-state energy storage injection devices is that the injection process can be controlled only to a very limited extent, that is to say it can only be adapted to the load conditions of the engine to a very limited extent.
  • the reciprocating piston pump has a sleeve-shaped pump cylinder as a movable pump member, which is arranged in a longitudinally displaceable manner on a pump piston fixed in the pump housing and limits the pump pressure space, which is connected to the injection valve device via a longitudinal bore in the pump piston.
  • a cross hole in the pump cylinder allows fuel to flow to the back of the cylinder when storing energy. Passing over the front edge of the piston with the bore leads to pressure build-up and thus to fuel spraying. In this case, too, high gap losses occur when the pressure builds up.
  • the object of the invention is to provide a cost-effective, easy-to-manufacture device for injecting fuel of the type mentioned at the outset, with which wear-free fuel can be injected without any noticeable pressure losses when building up pressure, and fuel can be precisely controlled depending on the load, and which is particularly suitable for high-speed internal combustion engines.
  • an initial partial stroke of the delivery element of the injection pump in which the displacement of the fuel does not result in a pressure build-up
  • the delivery element partial stroke serving for energy storage expediently being provided by a storage volume e.g. is determined in the form of an empty volume and a stop element which, as will be explained in more detail below with reference to the exemplary embodiments, can be designed differently, for example in the form of a spring-loaded membrane or a spring-loaded piston element, against which fuel is conveyed and which is displaced on a stroke path "X" allow the fuel element to displace fuel; only when the spring-loaded element is pressed against a e.g. abuts a firm stop, an abrupt pressure build-up is generated in the fuel, so that a displacement of the fuel in the direction of the injection nozzle is effected.
  • the injection device according to FIG. 1 has an electromagnetically driven reciprocating piston pump 1, which is connected to an injection nozzle device 3 via a delivery line 2.
  • a suction line 4 branches off from the delivery line 2 and is connected to a fuel reservoir 5 (tank).
  • a volume storage element 6 is connected via a line 7 to the delivery line 2, for example in the area of the connection of the suction line 4.
  • the pump 1 is designed as a piston pump and has a housing 8 in which a magnet coil 9 is mounted, an armature 10 which is arranged in the region of the coil passage and is designed as a cylindrical body, for example as a solid body, and is guided in a housing bore 11 which is located in the region the central longitudinal axis the ring coil 9 is located, and is pressed by means of a compression spring 12 into an initial position in which it rests on the bottom 11a of the housing bore 11.
  • the compression spring 12 is supported on the end face of the armature 10 on the injection nozzle side and an annular step 13 of the housing bore 11 opposite this end face.
  • the spring 12 includes, with play, a delivery piston 14, which is fixed, for example in one piece, to the armature 10 on the armature end face acted upon by the spring 12 , connected is.
  • the delivery piston 14 plunges relatively deep into a cylindrical fuel delivery chamber 15 which is formed coaxially in the axial extension of the housing bore 11 in the pump housing 8 and is in transmission connection with the pressure line 2. Due to the immersion depth, pressure losses during the sudden pressure increase can be avoided, and the manufacturing tolerances between piston 14 and cylinder 15 can even be relatively large, for example need only be in the hundredths of a millimeter range, so that the manufacturing outlay is low.
  • a check valve 16 is arranged in the intake line 4.
  • a ball 18, for example, is arranged in the housing 17 of the valve 16 as a valve element, which in its rest position is pressed by a spring 19 against its valve seat 20 at the end of the valve housing 17 on the reservoir side.
  • the spring 19 is supported on the one hand on the ball 18 and on the other hand on the wall of the housing 17 opposite the valve seat 20 in the region of the mouth 21 of the intake line 4.
  • the storage element 6 has, for example, a two-part housing 22, in the cavity of which a membrane 23 is tensioned as the organ to be displaced, which separates a space filled with fuel from the pressure line and which, in the relaxed state, divides the cavity into two halves, which are sealed against each other by the membrane.
  • a spring force acting on it acts in an empty space
  • the storage volume for example a spring 24, which acts as a return spring for the membrane 23 is set up.
  • the spring 24 is supported with its end opposite the membrane on an inner wall of the cylindrically widened empty cavity.
  • the empty cavity of the housing 22 is delimited by an arched wall, which forms a stop surface 22a for the membrane 23.
  • the coil 9 of the pump 1 is connected to a control device 26 which serves as an electronic control for the injection device.
  • the armature 10 of the pump 1 is located on the bottom 11a due to the prestressing of the spring 12.
  • the fuel supply valve 16 is closed and the storage membrane 23 is held in the housing cavity by the spring 24 in its position away from the stop surface 22a.
  • the armature 10 with the piston 14 is moved in the direction of the injection valve 3 against the force of the spring 12.
  • the feed piston 14 connected to the armature 10 displaces fuel from the feed cylinder 15 into the space of the storage element 6.
  • the spring forces of the springs 12, 24 are relatively soft, so that fuel displaced by the feed piston 14 during the first partial stroke of the feed piston 14 presses the storage membrane 23 into the empty space almost without resistance.
  • the armature 10 can initially be accelerated almost without resistance until the storage volume or empty space volume of the storage element 6 is exhausted by the membrane 23 striking the arch wall 22a.
  • the displacement of the fuel is suddenly stopped and the fuel is suddenly compressed due to the already high kinetic energy of the delivery piston 14.
  • the kinetic energy of the armature 10 with the delivery piston 14 acts on the liquid. This creates a pressure surge that travels through the pressure line 2 to the nozzle 3 and there leads to the spraying of fuel.
  • the coil 9 is switched off.
  • the armature 10 is moved back to the bottom 11a by the spring 12.
  • the amount of liquid stored in the storage device 6 is sucked back via the lines 7 and 2 into the delivery cylinder 15 and the membrane 23 is pushed back into its starting position due to the action of the spring 24.
  • the fuel supply valve 16 opens, so that fuel is sucked out of the tank 5.
  • a valve 16a is expediently arranged in the pressure line 2 between the injection valve 3 and the branches 4, 7 and maintains a stand pressure in the space on the injection valve side, which pressure e.g. is higher than the vapor pressure of the liquid at the maximum temperature, so that bubbles are prevented.
  • the parking pressure valve can e.g. be designed as the valve 16.
  • a storage piston 31 can also be used as a displacement element for the storage element 6 instead of the membrane 23.
  • the stop which suddenly stops storing in this case, can be designed to be adjustable according to the invention, so that the path length of the acceleration stroke of armature 10 and delivery piston 14 can be changed.
  • a cable pull for example coupled to the throttle valve of the engine, is preferably used for this adjustment.
  • the adjustment can expediently be controlled by the control device 26, for example by means of an actuating magnet.
  • Figure 2 shows e.g. an embodiment of the storage element 6 with a displacement piston 31 adjustable by a cable 40.
  • the storage element 6 has a cylindrical housing 30 which can be formed integrally with the pressure line 2.
  • a storage piston 31 is used, which is guided with a close fit on the inner wall of the cylinder housing 30, so that no significant leakage can occur, with an empty volume 33c being provided in the cylinder 30, into which the piston 31 can be displaced.
  • Existing leakage fluid can escape from the empty volume space 33c through a drain hole 32 and is supplied to the fuel tank 5 (see FIG. 1).
  • the drain hole 32 is formed in the cylinder wall of the housing 30 in the region of the housing cover 33, which lies opposite the housing wall 33a, which is integrally formed with a wall section of the pressure line 2.
  • the drain hole 32 extends approximately radially to the central longitudinal axis 33b of the cylindrical housing 30.
  • a compression spring 34 is clamped between the inside of the housing cover 33 and the end face of the piston 31 opposite this wall, which presses the piston 31 into its rest position against the opposite end wall 33a of the housing, in which a bore 35 is formed which is in the central longitudinal axis 33b of the housing 30 lies and opens into the pressure line 2.
  • the housing cover 33 of the housing 30 is extended in a tubular manner in the axial direction, and in the passage of the extension tube 36 a stop bolt 37 is slidably guided like a piston and has a ring 38 at the end located in the space 33c.
  • the piston 31 abuts against the underside of the ring 38 when it is moved from its rest position towards the housing cover 33.
  • This stop element 37 is preloaded by means of a spring 39.
  • the spring 39 is supported on the one hand on the inside of the cover 33 and on the other hand on the ring step of the ring 38 of the bolt 37.
  • a cable 40 is fastened to the part of the bolt 37 arranged outside the cylinder 30 and is connected, for example, to the throttle valve of the engine.
  • the stop pin 37 can be adjusted in the direction of the central longitudinal axis 33b of the housing 30 by means of the cable 40, so that the possible stroke of the piston 31 can also be varied in accordance with the position of the stop ring 38.
  • the stop bolt 37 can be adjusted depending on the required acceleration stroke of the armature 10 of the pump 1 (FIG. 1).
  • the operation of the storage element 6 according to FIG. 2 corresponds essentially to that of the storage element 6 according to FIG. 1.
  • the storage piston 31 of the storage element 6 is displaced from it by displaced fuel Fig. 2 shown rest position, the return spring 34 is relatively soft, so that the fuel moved by the armature 10 on the delivery piston 14 can be displaced with almost no resistance of the storage piston 31.
  • the armature 10 with the delivery piston 14 is almost resistance-free on part of the stroke, i.e.
  • the adjustable stop pin 37 is also suitable for the exclusive control of the amount of fuel to be injected for certain engines.
  • the integral storage element feed valve 90 has a housing 91 which is constructed in a unitary manner with the housing 8 of the pump 1 and the pressure line 2.
  • a central longitudinal bore 92 is made in the housing 91, which ends at one end via an opening 93a in the pressure line 2 and at the other end opens into a cylindrical valve chamber 93, with channels 94 also leading from the bore 92 to the valve chamber 93.
  • the valve element is constructed in two parts and comprises a cylinder 95 guided in the valve chamber 93, in the cylindrical, continuous central step bore of which a piston 96 is displaceably guided. In the outer lateral surface of the cylinder 95, axially parallel grooves 97 are formed.
  • the cylinder 95 is pressed into its rest position by a spring 98, in which it rests with its one end face on the tank-side bottom of the valve chamber 93, into which a fuel supply line 99 coming from the fuel tank opens.
  • a spring 100 In the bore for receiving the piston 96 sits a spring 100 on the tank side, which presses the piston 96 against the pressure line side bottom of the valve chamber 93, so that the bore 92 is covered, a space 95a being formed for the piston 96 in the tank-side interior of the cylinder 95 becomes.
  • the valve 90 works as follows.
  • fuel is drawn from the line 99 in that the cylinder 95 is lifted off from the tank-side bottom surface of the valve chamber 93 by the negative pressure against the pressure of the spring 98, so that fuel via the longitudinal grooves 97, the valve chamber 93 and the channels 94 and the bore 92 can flow into the pressure line 2.
  • the piston 96 as shown in FIG. 3, on the pressure line-side bottom of the valve chamber 93.
  • the cylinder 95 is pressed by the spring 98 into the position shown in FIG. 3, in which the cylinder 95 again lies sealingly against the tank-side bottom of the valve chamber 93.
  • the piston 96 guided in the cylinder 95 is moved out of its abutment on the pressure line side bottom of the valve space 93 due to the relatively soft design of the spring force of the spring 100 and pressed into the free space 95a, the resulting additional space in the Valve chamber 93 flows fuel from the pressure chamber 15, 2, which is displaced during the conveying movement of the delivery piston 14, fuel on the end of the piston 96 on the tank side being pushed back by the piston 96 into the tank via the line 99.
  • the delivery stroke of the delivery piston 14 is ended in that the piston 96 strikes the end of the piston 95 with its end face acted upon by the spring 100 against the step in the central longitudinal bore of the piston 95.
  • a storage piston 80 serves as the storage element, which is pressed in a first central longitudinal axis step bore section 14b on the pressure line side of a step bore 14a centrally through the piston 14 and the armature 10 against a stop (not shown) on the pressure line side by a spring 81.
  • the piston 80 projects in the rest position with its one end face into the pressure chamber 15.
  • the bore section 14b in the delivery piston 14 receiving the storage piston 80 sits after the step 14c towards the armature 10 in a further stepped bore section 14d, on the step 14e of which the compression spring 81 is supported, which presses against the armature-side end face of the piston 80.
  • the bore 14a finally also passes through the armature 10 and opens into the empty armature space 11, so that air can be displaced.
  • the memory element of this embodiment works as follows. On a first part of the stroke of the delivery piston 14, the energy storage path, the storage piston 80 is pushed into the bore of the delivery piston 14 provided for the piston, whereby an additional space for displaced fuel is available on the pressure chamber side, so that the armature 10 during the first stroke section can be accelerated essentially without resistance together with the delivery piston 14.
  • the resistance-free acceleration of armature 10 and delivery piston 14 is ended when the armature-side end face of the storage piston 80 comes to bear against the annular shoulder 14c of the stepped bore 14a. The consequence of this is an abrupt pressure increase, by means of which fuel is sprayed off via the nozzle 3.
  • FIG. 5 shows an exemplary embodiment of the injection pump, which essentially has the structure of the injection pump 1 according to FIG. 1.
  • a cylindrical projection 10a is formed centrally on the back of the armature 10 in the manner of a piston-cylinder arrangement, which in the last section of the armature return movement suitably enters a pocket cylinder bore 11b in the base 11a, which on the stop surface 11a for the armature 10 in the housing 8 is trained.
  • Longitudinal grooves 10b are formed in the armature 10, which connect the armature-back space 11 to the armature-front space 11.
  • a medium for example air or fuel, which can flow through the grooves 10b when the armature 10 moves.
  • the depth of the blind cylinder bore 11b corresponds approximately to the length of the projection 10a (dimension Y in FIG. 8). Because the projection 10a can dip into the blind cylinder bore 11b, the armature return movement is greatly delayed in the last section, as a result of which the desired hydraulic damping of the armature return movement is brought about by displacement of the medium from the space 11b.
  • FIG. 6a shows a variant of the hydraulic damping.
  • the pump chamber 11 through which the delivery piston 14 passes is connected in front of the armature 10 to the space 11 adjoining the armature rear side, namely through bores 10d which open into a central overflow channel 10c in the region of the armature rear side.
  • a central pin 8a of a shock absorber 8b protrudes with its conical tip 8c in the direction of the mouth of the overflow channel 10c, reaches through a hole 8d in the bottom 11a at the rear, which opens into a damping space 8e, and ends in the damping space with a ring 8f which has a larger diameter than the hole 8d.
  • the damping device 8b is ineffective in the acceleration movement of the armature 10, so that there is no impairment of the lifting phase.
  • the mouth of the overflow channel meets the cone tip 8c and is closed, so that the flow through the channels 10c and 10d is interrupted.
  • the armature 10 presses the pin 8a against the spring force and against the medium in the room 8e, which is also in the room 11 and flows out through the channel 8h into the room 11. The flows and spring forces are selected so that optimal damping is guaranteed.
  • a displacement hole 8i can be arranged centrally in the pin 8a according to FIG. 6b, through which the damping medium can be pressed into the overflow channel 10c.
  • the energy stored in the return spring 12 of the armature 10 is used to advantage in the return movement of the armature 10.
  • this can take place, for example, in that the anchor when resetting, a pumping device is used, which can be used for the fuel supply to the injection device to stabilize the system and to prevent bubbles or as a separate oil pump for engine lubrication.
  • 7 shows a corresponding exemplary embodiment of an oil pump 260 connected to the fuel injection pump 1.
  • the fuel injection device shown in FIG. 7 is otherwise designed in accordance with FIG. 4, that is to say has a fuel inflow and outflow control element for controlling the first partial stroke of the delivery piston 14.
  • the oil pump 260 is connected to the rear bottom 11a of the pump housing 8.
  • the oil pump 260 comprises a housing 261 which is connected to the housing 8 of the injection pump and in the pump chamber 261b of which a pump piston 262 is arranged, the piston rod 262a of which projects into the working chamber 11 of the armature 10, the piston 262 being acted upon by a return spring 263, which is supported on the housing base 261a in the region of an outlet 264.
  • the pump chamber 261b of the housing is connected to an oil reservoir 266 via an oil supply line 265.
  • a check valve 267 is used in the oil supply line 265, the structure of which is similar to the valve 16 in FIG. 1.
  • the oil pump 260 works as follows. If the armature 10 of the injection pump 1 is moved in the direction of the injection nozzle 3 during its working stroke, the volume of the pump chamber 11 in the housing 8 behind the armature 10 is increased, as a result of which the oil pump piston 262 is moved in the direction of the armature 10 and finally by the action of the return spring 263 is transferred to its rest position. Oil is sucked from the reservoir 266 into the working space 261b of the oil pump 260 via the valve 267. During the return movement of the armature 10 of the pump 1 in the direction of its stop 11a, the oil pump piston 262 is pushed into the oil pump chamber 261b at least over part of the return path of the armature 10. It is by the Pump pressure closes the valve 267 and oil is discharged via the outlet 264 in the direction of arrow 264a from the oil pump and pressed to the locations of the engine to be supplied with oil.
  • the oil pump 260 can alternatively also be used as a fuel back pressure pump, wherein the fuel can be supplied to the valve device 70. It is advantageous here that the pump 260 can generate a static pressure in the fuel supply system which prevents vapor bubbles from forming e.g. counteracts heating of the entire system.
  • the inventive design of the additional pump 260 on the pump 1 causes rapid damping of the armature 10, so that the armature 10 does not rebound against the stop 11a.
  • FIG. 8a and 8b show a particularly effective and simple damping device.
  • the structure of the pump device 1 is the same as that shown in FIG. 9.
  • the blind cylinder bore 11b according to FIG. 12a is larger in diameter than the diameter of the cylindrical projection 10a.
  • the projection 10a is surrounded by a sealing lip ring 10e projecting in the direction of the blind cylinder bore 11b and made of an elastic material which fits into the blind cylinder bore 11b.
  • An insertion bevel at the mouth of the blind cylinder bore 11b facilitates the entry of the lips of the sealing lip ring 10e into the blind cylinder bore 11b.
  • This damping device provides good damping when the armature 10 strikes and does not hinder the acceleration stroke of the armature.
  • the elastic damping element 10e with sealing lips projecting axially parallel plunges positively into the pocket cylinder bore 11b during the return stroke of the armature 10 and rests against the inside wall of the pocket cylinder bore 11b in a sealing manner to the outside.
  • the blind cylinder bore 11b according to FIG. 8b is also larger in diameter than the cylindrical projection 10a.
  • a sealing ring 10f made of elastic material sits positively on the wall of the blind cylinder bore 11b and points in the area of the Mouth inward-facing sealing lips 10g.
  • the cylindrical projection 10a is plunged into the elastic sealing element 10f, the sealing lips 10g being pressed against the cylindrical projection 10a due to the outflowing damping medium, so that particularly good damping of the armature 10 is achieved.
  • an engine start without a battery and an engine emergency run without a battery can be operated. This possibility is described in more detail below with reference to FIGS. 9, 10, 11.
  • the electrically driven or electronically controlled injection requires sufficient electrical energy to start and run.
  • the possibility according to the invention should be created to start engines with the injection according to the invention even without electrical energy, for example by means of a hand crank drive.
  • the required fuel is provided by an auxiliary device, as explained in more detail below. If the engine reaches a speed at which the generator provides sufficient energy, the fuel auxiliary device is switched off according to the invention and the injection is controlled electrically or electronically, corresponding to the normal case.
  • engines that are started without electrical energy, e.g. by hand or kick start device. These include small motors from hand tools, two-wheelers or outboards. This starting device is required because there is no battery to start and / or run. In addition, engines should be able to start without electrical energy, for example even when the battery is discharged.
  • the possibility of starting engines without electrical energy by means of an auxiliary device is achieved in that the fuel supply condition present on each engine, for example the inlet gradient or the pressure of the fuel feed pump at starting speed, is used.
  • the fuel is fed directly to the intake manifold or the overflow in two-stroke engines or a metering device. Then the engine reaches a speed at which the generator has sufficient energy for the Provides injection, a valve blocks the direct fuel supply to the engine, the fuel is fed to the injector and this then takes over the fuel supply to the engine.
  • FIG. 9 shows an arrangement according to the invention for supplying fuel to an engine 500.
  • a fuel back pressure pump 501 which is connected on the suction side to a fuel reservoir 502
  • the fuel supply to the engine is branched.
  • an injection device 504 which is connected to a generator 503 and is constructed in accordance with one of the above exemplary embodiments, is inactive, and an, for example, electromagnetically actuated control valve 505 is opened for the fuel supply to an atomizer 506 on the engine 500.
  • the fuel pressure supplied by the pre-pressure pump 501 is supplied to the atomizer 506 located on the engine 500 via the opened control valve 505.
  • the flow resistance of the control valve 505 and / or the atomizer 506 is dimensioned such that the supply of pressure from the admission pressure pump 501 at the starting speed covers the fuel required for the start.
  • an injection control 507 becomes active, which is also fed by the generator 503 and is connected to the injection device 504 via a control line.
  • the control valve 505 is closed by means of a current signal, so that no more fuel can be fed directly to the engine.
  • the injection device 504, controlled by the injection control 507 takes over the injection via the injection nozzle 508.
  • a hand pump 509 present on many engines can optionally also be used during the starting process for the direct fuel supply to the engine via the atomizer 506.
  • the Hand pump 509 is arranged in the connecting line 511 from the pump 501 to the control valve 505.
  • the control valve 505 is activated by the injection control 507 via a control line 510.
  • FIG. 10 shows a modification of the arrangement according to FIG. 9, in which the control valve 505 is arranged in the injection line 511 between the injection device 504 and the injection nozzle 508.
  • the function of stormless starting corresponds to the function explained above with reference to FIG. 9.
  • the flow resistance of the injection device 504 is kept small. It is advantageous here that the injection device 504 and the injection line 511 can be vented without problems. If the injection device 504 is to be vented, the control valve 505 is de-energized via an off switch 512 in the line from the injection control 507 to the control valve 505, unless this has already been done by the injection control 507. As a result, the control valve 505 is opened in the direction of the atomizer 506, and the air in the system can escape with simultaneous pumping, for example with the form pressure pump 501 or the hand pump 509.
  • FIGS. 9 and 10 can also be used for the emergency operation of the engine, in which, for example due to failure of the generator, there is insufficient energy available for the injection control and the injection device.
  • a quantity variation of the fuel takes place by a metering device, for example by an adjustable throttle in the control valve coupled to the throttle valve in the air intake pipe, which allows the engine load to be controlled in a makeshift manner.
  • the control valve 505 has a housing 520, into which a coil 521 is inserted, which serves to drive an armature 522, which is shown in FIG a bore 523 of the housing 520 is slidably mounted and in its rest position is pushed by a return spring 524 against an adjustable stop 525 arranged in the housing 520, to which a cable pull 526 is connected outside the housing.
  • Longitudinal grooves 527 are formed in the armature 522, which allow fuel in the bore 523 to communicate between the front and rear of the armature 522.
  • the piston-shaped stop 525 extends through the housing end wall 520b and is biased in the housing 520 by means of a spring 528 with respect to the housing end wall 520b.
  • a metering piston 527 is formed uniformly with the end face of the armature 522 opposite the stop 525. This end face is also acted upon by the return spring 524, which is supported at the other end against the end wall 520a of the housing 520.
  • the metering piston 527 protrudes with a conically tapering tip end into the delivery line 511, from which a connecting line 511a branches off to the atomizer 506.
  • the cable pull 526 which is connected to the stop 525 biased under spring force against the armature 522, is connected to the throttle valve 530 (see FIGS. 10, 11). The throttle valve position is thereby transferred directly to the stop 525.
  • control valve 505 The function of the control valve 505 is as follows. In the de-energized state of the coil 521, the armature 522 and the metering piston 527 rest against the stop 525 by the return spring 524. The fuel can flow from the feed pump 501 through the feed line 511 to the atomizer 506. If the control valve 505 is excited by the control device, the armature 522 presses the metering piston 527 against the force of the spring 524 to the extent Delivery direction until the inlet cross section 531 of the delivery line 511 is closed.
  • the control valve 505 is de-energized and thus the inlet cross section 531 in the line 511 to the atomizer 506 is released.
  • the conical metering piston 527 is pressed more or less far into the bore of the inlet cross section 531 via the armature 522 through the stop 525.
  • the coupling to the throttle valve 530 is chosen so that the cross-section 531 is opened more with increasing opening of the throttle valve 530. In the idle position of throttle valve 530, a minimal gap remains at cross section 531, which allows the amount of idle fuel to pass to atomizer 506.
  • FIG. 12 shows a preferred circuit for controlling the armature excitation coil of the injection pumps according to the invention, which ensures optimum acceleration of the armature.
  • the excitation ie the product of the number of turns of the coil and the current strength of the current that passes through the coil
  • the electromagnetic-mechanical energy conversion is decisive for the electromagnetic-mechanical energy conversion.
  • an exclusive control of the current amplitude allows the switching behavior of the drive magnet to be independent of the effects of coil heating and a fluctuating supply voltage to be clearly defined.
  • such a control system takes into account in particular the electrical voltage conditions and the different temperature conditions, which usually fluctuate strongly in motors.
  • FIG. 12 shows a two-point control circuit according to the invention for the current amplitude of the current controlling a pump drive coil 600.
  • the drive coil 600 is connected to a power transistor 601 which is connected to ground via a measuring resistor 602.
  • a comparator 603 with its output is applied to the control input of transistor 601, for example to the transistor base.
  • the non-inverting input of the comparator is acted upon by a current setpoint, which is obtained, for example, by means of a microcomputer, and the inverting input of the comparator 603 is connected to the side of the measuring resistor which is connected to the transistor 601.
  • the current consumed by the coil 600 is measured by the measuring resistor 602. If this current reaches the limit value specified by a microprocessor as the current setpoint, the comparator switches off the current for the coil 600 via the power transistor 601. As soon as the actual current value drops below the current setpoint, the transistor switches the coil current back on via the comparator.
  • the current rise delay caused by the inductance of the coil 600 prevents the maximum permissible current from being exceeded too quickly.
  • the next switching cycle can then begin, and this clocking of the coil current of the coil 600 takes place as long as the reference voltage supplying the current setpoint is present at the non-inverting input of the comparator 603.
  • the circuit represents a clocked current source, the clocking only after reaching the one provided by the microprocessor Current setpoint.
  • the energy and thus the quantity control of the pump device 1 can take place with this circuit in combination of the duration and / or the amount of the reference voltage provided by the microprocessor.
  • FIG. 13, 14 and 15 show particularly advantageous embodiments of the injection nozzle (e.g. nozzle 3) for the injection device according to the invention.
  • This injection nozzle comprises a valve seat tube 701, at the free lower end of which the membrane 70 is arranged, optionally a jet-shaping pin insert 702 (which is seated in a central hole in the membrane 704), a nozzle holder 703, a membrane plate 704 biased towards the valve seat, and a snap ring 705 , a pressure line 706 which opens on the valve seat side into an annular channel 708 which is open towards the membrane 704 and is covered by the membrane, a pressure screw 707, a seal 709 for the nozzle holder 703 and a receptacle 710 for the nozzle holder 703.
  • the valve works almost without moving masses and is characterized by a specially designed metal membrane that works with a fixed flat valve seat.
  • the membrane - at the same time because of the preload of the valve spring - can be preloaded against the direction of opening (eg by arching) by means of suitable, defined and permanent deformation.
  • This allows fuel atomization at low pressures the nozzle opening formed by the central hole in the membrane 704, for example at low speeds and small injections (in low part-load operation). Machining the nozzle hole (rounding the edges, etc.) is easily possible from both directions.
  • the seat ring width of the flat seat (Fig. 14) can be matched to the preload of the membrane plate.
  • the correct choice of the dimensions of the lower groove in the valve seat contributes to this, which results in the force acting on the membrane at a given standing pressure of the fuel in front of the valve seat.
  • the membrane is effectively cooled by the fuel stored in the puncture or flowing through it.
  • the nozzle requires no lubrication and is therefore particularly suitable for petrol, alcohol and mixtures thereof. Due to the way it works - there is no volume downstream of the valve seat - comparatively lower hydrocarbon emissions from the engine are to be expected in this nozzle than with inwardly opening nozzles.
  • the nozzle consists of a few parts, so it is very easy and inexpensive to manufacture, mass-produce, maintain, check and replace parts.
  • Fuel supply systems for fuel injection systems are flushed with fuel to cool them and to remove vapor bubbles during operation. This means that the fuel delivery pump provides a larger amount of fuel than is required by the engine. This additional quantity is returned to the tank via a line and is used for heat dissipation and for the removal of fuel vapor bubbles. Vapor bubbles occur during engine operation due to the effects of heat and can disrupt or even prevent the function of the injection system. A restart of the still warm engine can also be caused by steam bubbles difficult or even prevented.
  • a fuel supply device with a fuel injection device according to the invention is therefore designed without a return line to the tank, wherein heat and steam bubbles can nevertheless be removed.
  • the invention solves this problem by using a second fuel pump, a gas separation chamber with a floating valve and a cooler.
  • This arrangement can be attached directly to the engine and thus avoids pressurized fuel lines outside the engine compartment or the engine capsule. This is enough to meet the legal safety regulations.
  • a pump 801 sucks the fuel 802 from the tank 803 and feeds it through a fuel line 804 to a gas separation chamber 805.
  • the gas separation chamber 805 has a float 806 which operates a ventilation valve 807 which acts on a gas discharge line 808 arranged in the ceiling area above the liquid level 805a.
  • a fuel line 809 is branched off from the bottom of the gas separation chamber 805 and is connected to a pump 810 and leads to an injection valve 811 according to the invention, which is connected via a fuel line 812 to the gas separation container 805, which opens into the gas separation container 805 above the liquid level 805a.
  • a pressure regulator 813 and a cooler 814 are seated in the fuel line 812 starting from the injection valve 811.
  • the new fuel supply device for a fuel injection device works as follows:
  • the pump 801 sucks the fuel 802 out of the tank 803 and feeds it to the gas separation chamber 805 until the vent valve 807 is closed by the float 806.
  • the pump 810 takes the fuel from the bottom of the gas separation chamber 805 and builds up the pressure required for the respective injection system upstream of the pressure regulator 813.
  • the pump 810 is designed such that it applies the amount of fuel required for cooling and flushing the injection valve 811 and supplies it to the gas separation chamber 805 via the cooler 814.
  • the float 806 opens the vent valve 807 until the pump 801 has delivered to the original level 805a.
  • the vent valve 807 is connected to the air intake pipe 808 of the engine, so that the fuel vapors drawn from the air intake pipe cannot get unburned into the environment.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Fuel-Injection Apparatus (AREA)
  • Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)
  • Electromagnetic Pumps, Or The Like (AREA)
  • Other Liquid Machine Or Engine Such As Wave Power Use (AREA)
  • Steroid Compounds (AREA)
EP93905299A 1992-03-04 1993-03-04 Kraftstoff-einspritzvorrichtung nach dem festkörper-energiespeicher-prinzip für brennkraftmaschinen Expired - Lifetime EP0629265B1 (de)

Priority Applications (1)

Application Number Priority Date Filing Date Title
EP96109438A EP0733798B1 (de) 1992-03-04 1993-03-04 Kraftstoff-Einspritzvorrichtung nach dem Festkörper-Energiespeicherprinzip für Brennkraftmaschinen

Applications Claiming Priority (3)

Application Number Priority Date Filing Date Title
DE4206817A DE4206817C2 (de) 1991-10-07 1992-03-04 Kraftstoff-Einspritzvorrichtung nach dem Festkörper-Energiespeicher-Prinzip für Brennkraftmaschinen
DE4206817 1992-03-04
PCT/EP1993/000495 WO1993018297A1 (de) 1992-03-04 1993-03-04 Kraftstoff-einspritzvorrichtung nach dem festkörper-energiespeicher-prinzip für brennkraftmaschinen

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EP96109438A Division EP0733798B1 (de) 1992-03-04 1993-03-04 Kraftstoff-Einspritzvorrichtung nach dem Festkörper-Energiespeicherprinzip für Brennkraftmaschinen
EP96109438.0 Division-Into 1996-06-12

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EP0629265A1 EP0629265A1 (de) 1994-12-21
EP0629265B1 true EP0629265B1 (de) 1997-06-04

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EP93905295A Expired - Lifetime EP0630442B1 (de) 1992-03-04 1993-03-04 Kraftstoff-einspritzvorrichtung nach dem festkörper-energiespeicher-prinzip für brennkraftmaschinen
EP96109438A Expired - Lifetime EP0733798B1 (de) 1992-03-04 1993-03-04 Kraftstoff-Einspritzvorrichtung nach dem Festkörper-Energiespeicherprinzip für Brennkraftmaschinen
EP96101218A Expired - Lifetime EP0725215B1 (de) 1992-03-04 1993-03-04 Kraftstoff-Einspritzvorrichtung nach dem Festkörper-Energiespeicher-Prinzip für Brennkraftmaschinen
EP93905299A Expired - Lifetime EP0629265B1 (de) 1992-03-04 1993-03-04 Kraftstoff-einspritzvorrichtung nach dem festkörper-energiespeicher-prinzip für brennkraftmaschinen
EP93905298A Expired - Lifetime EP0629264B1 (de) 1992-03-04 1993-03-04 Hubkolbenpumpe

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EP96109438A Expired - Lifetime EP0733798B1 (de) 1992-03-04 1993-03-04 Kraftstoff-Einspritzvorrichtung nach dem Festkörper-Energiespeicherprinzip für Brennkraftmaschinen
EP96101218A Expired - Lifetime EP0725215B1 (de) 1992-03-04 1993-03-04 Kraftstoff-Einspritzvorrichtung nach dem Festkörper-Energiespeicher-Prinzip für Brennkraftmaschinen

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US (3) US6188561B1 (ja)
EP (5) EP0630442B1 (ja)
JP (8) JPH07504475A (ja)
AT (5) ATE193753T1 (ja)
AU (5) AU671100B2 (ja)
CA (3) CA2127799C (ja)
DE (5) DE59306679D1 (ja)
HK (1) HK1013676A1 (ja)
WO (3) WO1993018296A1 (ja)

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WO1993018296A1 (de) * 1992-03-04 1993-09-16 Ficht Gmbh Kraftstoff-einspritzvorrichtung nach dem festkörper-energiespeicher-prinzip für brennkraftmaschinen
FR2713717B1 (fr) * 1993-12-07 1996-01-26 Rahban Thierry Pompe à actionnement électromagnétique à collision élastique de l'équipage mobile.
DE4421145A1 (de) * 1994-06-16 1995-12-21 Ficht Gmbh Ölbrenner
US5630401A (en) * 1994-07-18 1997-05-20 Outboard Marine Corporation Combined fuel injection pump and nozzle
US5562428A (en) * 1995-04-07 1996-10-08 Outboard Marine Corporation Fuel injection pump having an adjustable inlet poppet valve
DE19515782A1 (de) * 1995-04-28 1996-10-31 Ficht Gmbh Kraftstoff-Einspritzvorrichtung für Brennkraftmaschinen
DE19515774C2 (de) * 1995-04-28 1999-04-01 Ficht Gmbh & Co Kg Kraftstoff-Einspritzvorrichtung für Brennkraftmaschinen
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CA2127800C (en) 1999-06-29
CA2127801A1 (en) 1993-09-16
AU3630793A (en) 1993-10-05
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JPH09170519A (ja) 1997-06-30
US5469828A (en) 1995-11-28
EP0629265A1 (de) 1994-12-21
EP0725215A3 (ja) 1996-08-21
AU5627396A (en) 1996-10-03
DE59304903D1 (de) 1997-02-06
EP0630442A1 (de) 1994-12-28
JP3282711B2 (ja) 2002-05-20
AU681827B2 (en) 1997-09-04
CA2127799C (en) 1999-06-29
EP0629264A1 (de) 1994-12-21
AU3630593A (en) 1993-10-05
EP0630442B1 (de) 1996-12-27
JP2867334B2 (ja) 1999-03-08
ATE146851T1 (de) 1997-01-15
JPH07504476A (ja) 1995-05-18
AU671100B2 (en) 1996-08-15
DE59310057D1 (de) 2000-07-13
JPH07504954A (ja) 1995-06-01
CA2127800A1 (en) 1993-09-16
DE59303326D1 (de) 1996-08-29
US6188561B1 (en) 2001-02-13
DE59308851D1 (de) 1998-09-10
DE59306679D1 (de) 1997-07-10
US5520154A (en) 1996-05-28
JPH11101169A (ja) 1999-04-13
AU667345B2 (en) 1996-03-21
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ATE154100T1 (de) 1997-06-15
WO1993018290A1 (de) 1993-09-16
EP0629264B1 (de) 1996-07-24
EP0733798A2 (de) 1996-09-25
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ATE140768T1 (de) 1996-08-15
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CA2127799A1 (en) 1993-09-16
CA2127801C (en) 1999-06-15
EP0725215B1 (de) 1998-08-05
AU679648B2 (en) 1997-07-03
WO1993018297A1 (de) 1993-09-16
ATE169376T1 (de) 1998-08-15
AU3630893A (en) 1993-10-05
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