EP0651155A1 - Système d'injection de combustible pour un moteur endothermique multicylindre - Google Patents

Système d'injection de combustible pour un moteur endothermique multicylindre Download PDF

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Publication number
EP0651155A1
EP0651155A1 EP94116844A EP94116844A EP0651155A1 EP 0651155 A1 EP0651155 A1 EP 0651155A1 EP 94116844 A EP94116844 A EP 94116844A EP 94116844 A EP94116844 A EP 94116844A EP 0651155 A1 EP0651155 A1 EP 0651155A1
Authority
EP
European Patent Office
Prior art keywords
cylinders
axis
fuel
injectors
cylinder
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Granted
Application number
EP94116844A
Other languages
German (de)
English (en)
Other versions
EP0651155B1 (fr
Inventor
Rudolf Babitzka
Paolo Pasquali
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Marelli Europe SpA
Original Assignee
Weber SRL
Magneti Marelli SpA
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Weber SRL, Magneti Marelli SpA filed Critical Weber SRL
Publication of EP0651155A1 publication Critical patent/EP0651155A1/fr
Application granted granted Critical
Publication of EP0651155B1 publication Critical patent/EP0651155B1/fr
Anticipated expiration legal-status Critical
Expired - Lifetime legal-status Critical Current

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Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M35/00—Combustion-air cleaners, air intakes, intake silencers, or induction systems specially adapted for, or arranged on, internal-combustion engines
    • F02M35/10—Air intakes; Induction systems
    • F02M35/104—Intake manifolds
    • F02M35/116—Intake manifolds for engines with cylinders in V-arrangement or arranged oppositely relative to the main shaft
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B75/00—Other engines
    • F02B75/16—Engines characterised by number of cylinders, e.g. single-cylinder engines
    • F02B75/18—Multi-cylinder engines
    • F02B75/22—Multi-cylinder engines with cylinders in V, fan, or star arrangement
    • F02B75/221—Multi-cylinder engines with cylinders in V, fan, or star arrangement with cylinder banks in narrow V-arrangement, having a single cylinder head
    • 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
    • F02M35/00—Combustion-air cleaners, air intakes, intake silencers, or induction systems specially adapted for, or arranged on, internal-combustion engines
    • F02M35/10—Air intakes; Induction systems
    • F02M35/10006—Air intakes; Induction systems characterised by the position of elements of the air intake system in direction of the air intake flow, i.e. between ambient air inlet and supply to the combustion chamber
    • F02M35/10072—Intake runners
    • 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
    • F02M35/00—Combustion-air cleaners, air intakes, intake silencers, or induction systems specially adapted for, or arranged on, internal-combustion engines
    • F02M35/10—Air intakes; Induction systems
    • F02M35/10006—Air intakes; Induction systems characterised by the position of elements of the air intake system in direction of the air intake flow, i.e. between ambient air inlet and supply to the combustion chamber
    • F02M35/10078—Connections of intake systems to the engine
    • 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
    • F02M35/00—Combustion-air cleaners, air intakes, intake silencers, or induction systems specially adapted for, or arranged on, internal-combustion engines
    • F02M35/10—Air intakes; Induction systems
    • F02M35/10209—Fluid connections to the air intake system; their arrangement of pipes, valves or the like
    • F02M35/10216—Fuel injectors; Fuel pipes or rails; Fuel pumps or pressure regulators
    • 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
    • F02M69/04—Injectors peculiar thereto
    • F02M69/042—Positioning of injectors with respect to engine, e.g. in the air intake conduit
    • F02M69/044—Positioning of injectors with respect to engine, e.g. in the air intake conduit for injecting into the intake conduit downstream of an air throttle valve

Definitions

  • the present invention relates to a fuel injection system for a multi-cylinder endothermic engine.
  • the cylinders of multi-cylinder endothermic engines may be subdivided into two rows.
  • the fuel injection system for these engines includes a fuel manifold, a plurality of supply pipes (one per cylinder) which originate from the fuel manifold and extend as far as the respective cylinder, a plurality of injectors suitable for injecting fuel along the respective supply pipe towards the corresponding cylinder, and an air intake manifold which has ducts which lead into the supply pipes. Since the cylinders are subdivided into two rows, the said supply pipes have a different length, a first length for the cylinders which are closer to the fuel manifold, and a second length for the cylinders which are further from the fuel manifold.
  • the fuel manifold has a plurality of seats for the injectors, these seats being distributed along a predetermined axis.
  • the present system requires the fuel jet to be in line with the longitudinal axis of the injectors, and the latter to be oriented such that the fuel jet is directed in a median direction between the straight line which connects the injector and the cylinder which is closer to the fuel manifold, and the straight line which connects the injector and the cylinder which is further from the fuel manifold. For this reason, the fuel jet strikes the inner walls of the supply pipe.
  • the above-described system has some disadvantages caused by the fact that the fuel jet has a direction of impact on the inner walls of the supply pipe such that particles of fuel are deposited on these walls.
  • these deposits give rise to problems in controlling the stoichiometry of the air-fuel mixture, and concerning the quantity of fuel conveyed to the cylinder.
  • atomisation of the fuel is less effective.
  • accumulation of particles of fuel on the walls distorts the stoichiometry of the mixture (which is controlled by an electronic unit), since these particles of fuel can be mixed with air in a cycle after that in which they have been injected.
  • the cylinder takes in a quantity of fuel which is less than that actually injected by the injector. If these particles which are still in a liquid state are then taken in in a successive cycle, this gives rise to incorrect atomisation of the mixture taken in by the cylinder. Finally, if these particles evaporate, in the successive cycle the cylinder takes in a quantity of fuel which is greater than that actually injected by the injector. This impossibility of control of the stoichiometry and of the quantity of fuel actually taken in by the cylinder, and the existence of incorrect atomisation, obviously affect the performance of the engine, particularly in transient conditions.
  • the object of the present invention is to provide a fuel injection system for a multi-cylinder endothermic engine, which is free from the above-described disadvantages.
  • a fuel injection system for a multi-cylinder endothermic engine which comprises: a plurality of first cylinders provided along a first axis; a plurality of second cylinders provided along a second axis which is parallel to the first axis; a plurality of intake valves, each of which is mounted in the head of a respective cylinder; a fuel manifold with a longitudinal axis which is parallel to the first and second axis; a plurality of fuel supply pipes which lead to the head of a respective cylinder; a plurality of fuel injectors, one for each cylinder, the longitudinal axis of which converges towards a median area defined between the first and second axis, and which can collect fuel from the fuel manifold and inject this fuel into a respective fuel supply pipe; and an air intake manifold which can convey air into the fuel supply pipes; characterized in that the injectors comprise a nozzle in which there is provided an injection hole which is defined along an axis which converges on
  • FIG. 1 indicates as a whole a fuel injection system for an endothermic engine 2 of the type which has a plurality of cylinders distributed in two rows.
  • the engine 2 comprises a base 4 in which there are defined two parallel axes Y and Z; along the axis Y there is provided a first plurality of cylinders 3a, and along the axis Z there is provided a second plurality of cylinders 3b.
  • Each cylinder 3a and 3b ( Figure 2) accommodates a respective piston 5, and has in its head a respective intake valve 6.
  • the system 1 comprises: a fuel manifold 7 with longitudinal axis X which is parallel to the axes Y and Z; a plurality of fuel supply pipes 8 (one for each cylinder 3a and 3b) which lead to the head of the respective cylinder 3a and 3b; a plurality of fuel injectors 11, one for each cylinder 3a and 3b; an air intake manifold 12, along which there acts a regulation valve 13 which is preferably of the throttle type; an expansion box 14 into which the manifold 12 leads; and a plurality of air supply pipes 15 which originate from the expansion box 14, and which are of the same number as the fuel supply pipes 8.
  • the injectors 11 have a head 16, in which there is recessed the fuel inlet mouth, which is accommodated in a respective seat 17 recessed in the fuel manifold 7, and a nozzle 18 ( Figure 3) which is accommodated in a seat 21 recessed along the respective fuel supply pipe 8.
  • the fuel manifold 7 is mounted to the side of the base 4, and in particular in the vicinity of the axis Y, such that the pipes 8 which supply the cylinders 3a have a length which is shorter than that of the pipes 8 which supply the cylinders 3b.
  • the injectors 11 have a respective longitudinal axis A which converges towards an area of the base 4 in a median position between the axes Y and Z.
  • the axes A of all the injectors 11 are defined on a single plane, i.e. all the injectors 11 have the same angle relative to the longitudinal axis X of the fuel manifold 7.
  • the air supply pipes 15 lead to a respective fuel supply pipe 8, inside which the air and fuel are mixed in order to obtain the air-fuel mixture which the cylinder 3a, 3b will take in by means of the valve 6 during the intake stage.
  • the nozzle 18 of the injector 11 has a plate 22 in which there is provided an injection hole 23 defined along an axis B which converges on the axis A according to an angle ⁇ ; the fuel jet is thus not in line with the axis A but is at an angle ⁇ relative to the latter.
  • the injectors 11 which supply the cylinders 3a are oriented differently, and in particular are rotated around the axis A by 180° relative to the injectors 11 which supply the cylinders 3b.
  • the orientation of the injectors 11 which supply the cylinders 3a, and the angle ⁇ of the fuel jet relative to the axis A cause the fuel jet to strike fully the valve 6 of the cylinders 3a.
  • the orientation of the injectors 11 which supply the cylinders 3b and the angle ⁇ of the fuel jet relative to the axis A cause the fuel jet to strike fully the valve 6 of the cylinders 3b, this latter solution being illustrated in broken lines in Figure 3.
  • an injection system is provided according to which all the cylinders use the same injectors, in which the injection hole is at an angle relative to the axis of the injector. If the injector is now positioned according to a predetermined orientation of the injection hole axis, the fuel jet can be directed against the intake valve of the closer cylinder or of the further cylinder. This aimed direction of the fuel jet does not give rise to the depositing of particles on the walls of the fuel supply pipe, since these walls are not along the axis of the jet. Consequently, all the quantity of fuel injected is then taken in by the cylinder, and in addition there is no distortion of the stoichiometry prescribed for the air-fuel mixture.
  • the system 1 can contain any number of cylinders distributed in two rows, and can include injectors of a type other than that described.
  • the cylinders of one row can have their longitudinal axis parallel or converging with the longitudinal axis of the cylinders of the other row.
  • the injectors which supply the cylinders 3a could have their injection holes defined along angled axes, with an angle which differs from that of the injection holes of the injectors which supply the cylinders 3b.
  • all the injectors could have the same orientation, and include a plate 22 which can be pivoted around the axis A in order to determine the injection hole 23 defined on an axis which converges on the respective intake valve 6.

Landscapes

  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Fuel-Injection Apparatus (AREA)
EP94116844A 1993-10-27 1994-10-25 Système d'injection de combustible pour un moteur thermique multicylindre Expired - Lifetime EP0651155B1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
IT93BO000425A IT1264721B1 (it) 1993-10-27 1993-10-27 Sistema di iniezione carburante per un motore endotermico a piu' cilindri
ITBO930425 1993-10-27

Publications (2)

Publication Number Publication Date
EP0651155A1 true EP0651155A1 (fr) 1995-05-03
EP0651155B1 EP0651155B1 (fr) 1998-01-28

Family

ID=11339282

Family Applications (1)

Application Number Title Priority Date Filing Date
EP94116844A Expired - Lifetime EP0651155B1 (fr) 1993-10-27 1994-10-25 Système d'injection de combustible pour un moteur thermique multicylindre

Country Status (4)

Country Link
EP (1) EP0651155B1 (fr)
DE (1) DE69408262T2 (fr)
ES (1) ES2114111T3 (fr)
IT (1) IT1264721B1 (fr)

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP1146219A1 (fr) * 2000-04-11 2001-10-17 Steyr Motorentechnik Ges.m.b.H. Moteur à combustion interne avec des cylindres disposés en V

Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP0102164A2 (fr) * 1982-08-23 1984-03-07 General Motors Corporation Rampe de combustible
GB2142089A (en) * 1983-06-25 1985-01-09 Porsche Ag Fuel injection valve fuel and mounting arrangement for i.c. engines
JPS6436967A (en) * 1987-07-31 1989-02-07 Mazda Motor Intake device of v-type engine
JPS6477751A (en) * 1987-09-17 1989-03-23 Mazda Motor Fuel supply device for engine

Patent Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP0102164A2 (fr) * 1982-08-23 1984-03-07 General Motors Corporation Rampe de combustible
GB2142089A (en) * 1983-06-25 1985-01-09 Porsche Ag Fuel injection valve fuel and mounting arrangement for i.c. engines
JPS6436967A (en) * 1987-07-31 1989-02-07 Mazda Motor Intake device of v-type engine
JPS6477751A (en) * 1987-09-17 1989-03-23 Mazda Motor Fuel supply device for engine

Non-Patent Citations (2)

* Cited by examiner, † Cited by third party
Title
PATENT ABSTRACTS OF JAPAN vol. 13, no. 223 (M - 829) 24 May 1989 (1989-05-24) *
PATENT ABSTRACTS OF JAPAN vol. 13, no. 282 (M - 843) 28 June 1989 (1989-06-28) *

Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP1146219A1 (fr) * 2000-04-11 2001-10-17 Steyr Motorentechnik Ges.m.b.H. Moteur à combustion interne avec des cylindres disposés en V
WO2001077512A1 (fr) * 2000-04-11 2001-10-18 Engineering Center Steyr Gmbh Moteur a combustion interne a cylindres en v etroit

Also Published As

Publication number Publication date
ES2114111T3 (es) 1998-05-16
DE69408262D1 (de) 1998-03-05
ITBO930425A0 (it) 1993-10-27
IT1264721B1 (it) 1996-10-04
EP0651155B1 (fr) 1998-01-28
ITBO930425A1 (it) 1995-04-27
DE69408262T2 (de) 1998-06-18

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