EP0742365A2 - Dispositif d'injection de combustible - Google Patents
Dispositif d'injection de combustible Download PDFInfo
- Publication number
- EP0742365A2 EP0742365A2 EP96107096A EP96107096A EP0742365A2 EP 0742365 A2 EP0742365 A2 EP 0742365A2 EP 96107096 A EP96107096 A EP 96107096A EP 96107096 A EP96107096 A EP 96107096A EP 0742365 A2 EP0742365 A2 EP 0742365A2
- Authority
- EP
- European Patent Office
- Prior art keywords
- piston
- fuel
- pump element
- fuel injection
- control
- 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
Links
Images
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
- 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
- F02M59/32—Varying fuel delivery in quantity or timing fuel delivery being controlled by means of fuel-displaced auxiliary pistons, which effect injection
-
- 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
- F02M59/24—Varying fuel delivery in quantity or timing with constant-length-stroke pistons having variable effective portion of stroke
- F02M59/26—Varying fuel delivery in quantity or timing with constant-length-stroke pistons having variable effective portion of stroke caused by movements of pistons relative to their cylinders
-
- 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
- F02M59/24—Varying fuel delivery in quantity or timing with constant-length-stroke pistons having variable effective portion of stroke
- F02M59/26—Varying fuel delivery in quantity or timing with constant-length-stroke pistons having variable effective portion of stroke caused by movements of pistons relative to their cylinders
- F02M59/265—Varying fuel delivery in quantity or timing with constant-length-stroke pistons having variable effective portion of stroke caused by movements of pistons relative to their cylinders characterised by the arrangement or form of spill port of spill contour on the piston
-
- 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
Definitions
- the invention relates to a fuel injection device according to the preamble of the main claim.
- Fuel injectors are e.g. B. for diesel engines used both in stationary systems and in the shipping sector. These fuel injectors are connected to a fuel supply and injectors supply a precisely measured amount of fuel under pressure.
- Injection piston pumps are known which are driven, for example, via the camshaft of an engine and in which quantity control takes place, for example, via a control edge.
- the pump piston with the control edge arranged thereon is rotated via a control linkage, and this type of control has proven to be very robust.
- a disadvantage of this injection pump is that if the electronic control fails, the piston of the pump element must be rotated from an operating position to an emergency position, the mechanical control only functioning in this emergency position.
- the adjustment of the piston positioning does not work in an emergency, because e.g. B. the piston adjustment mechanism is stuck or has stuck because it has not been operated for a long time.
- the invention is therefore based on the object to provide a fuel injection system for engines which allows electronic regulation and mechanical control, the mechanical system being superordinate to the electronic control system, so that, for. B. if the electronic system fails, the transition from electronic to mechanical control is continuous, d. H. immediately, without additional measures or devices being required.
- a fuel injection device which normally enables electronic control of the fuel supply line to the fuel injection nozzle, but a mechanical control system is always superordinate to the electronic control system and therefore carries out the actual control of the fuel injection quantities without any delay if the electronic control fails .
- This fuel injection device essentially consists of a first piston 1, a second piston 2, the first and second pistons 1 and 2 being arranged movably in a cylinder 3 or 3A.
- the first piston 1 is assigned a first fuel inlet 4 and the second piston 2 is assigned a second fuel inlet 5; the liquid inlet 4 can be a feed line via which, for. B. fuel is supplied to the working space of the cylinder 3.
- a different liquid can also be supplied to the working space of the cylinder 3, this liquid advantageously having better lubricating properties and hydraulic properties than the known fuels.
- a fuel inlet 4 is assumed only in the sense of an exemplary embodiment, but in the sense of the above, other liquids can also be supplied to the working space of the cylinder 4 via the feed line 4.
- Both fuel inlets 4, 5 are equipped with check valves 23, 24, which prevent the fuel from flowing back.
- the first and second Fuel inlet 4, 5 are connected to a corresponding fuel supply.
- a fuel line 6 leads from the cylinder 3A to an injection nozzle 7.
- the piston 1 is controlled via a cam 8 which is arranged on a camshaft 9, the stroke of the cam 8 being transmitted, for example, via a push rod 10 which is only shown schematically in the drawing.
- a control edge 11 is formed, which is used for the regulation of the fuel quantity, and the piston 1 together with the control edge 11 is moved over a schematically illustrated control linkage 12, in order to thereby enable control of the fuel delivery quantity.
- the first piston 1 has a stroke identified by the reference numeral 14 and the outlet of the fuel quantity acted upon by the first piston 1 is carried out by a control valve 15.
- the control valve 15 is controlled electronically, the opening or closing of the control valve 15 being regulated by a computer or microcomputer 21, ie the computer determines the point in time at which the control valve 15 can be opened or closed again.
- This electronic control of the control valve 15 enables optimum regulation of the fuel supply line to the injection nozzle 7.
- a check valve 20 is arranged between the cylinder 3 and the control valve 15, so that fuel in the lower region of the cylinder 3 can only be supplied via the first fuel inlet 4.
- an overflow valve 22 is arranged so that the supply pressure over the piston 1 is ensured.
- the second piston 2 Downstream of the first piston 1, i.e. H. in the direction of the injection nozzle 7, the second piston 2 is arranged, which carries out a stroke indicated by reference numeral 16.
- a second fuel inlet 5 is provided above the second piston 2, the second piston 2 located at the top dead center being pressed back into its starting position by a spring 17.
- the second piston 2 can also be arranged at a different location than that shown in the drawing, for example it is possible to arrange the second piston 2 with a corresponding cylinder in the injection nozzle 7 or in the fuel line 6. It is also possible to influence the pressure build-up in the fuel line 6, and thus the delivery rate, over time by means of special designs of the piston 2.
- both the first piston 1 and the second piston 2 are at bottom dead center.
- the control valve 15 is open.
- the camshaft 9 rotates in the direction indicated by the arrow 18, the piston 1 is moved upward via the push rod 10 and fuel, which is located above the first piston 1, is discharged via the opened control valve 15.
- the piston 2 is still at its bottom dead center.
- the control valve 15 closes abruptly, the amount of fuel supplied to the first piston 1 causes the piston 2 to move upward when the piston 1 is raised further, and thus a certain delivery rate of the Fuel line 6 is supplied. While the piston 2 is moving upward, the check valve 23 of the fuel inlet 5 or the feed line is blocked. By further lifting the second piston 2, the fuel supplied to the second piston 2 is fed through the fuel line 6 to the injection nozzle 7, which injects the fuel into the fuel chamber of the engine.
- the control valve 15 opens abruptly and the amount of fuel located in the area of the first piston 1 is discharged via the control valve 15. Due to the lack of pressure on the underside of the second piston 2, the second piston 2 cannot move any further upward, also due to the counterpressure on the secondary piston side of the second piston 2. Therefore, after opening the control valve 15, fuel becomes no longer the injector 7 forwarded.
- the first piston 1 again moves downward in accordance with the shape of the cam 8 and the delivery rate for the region of the first piston 1 is supplied via the opened inlet valve 4. The displacement of the first and second pistons is filled with fresh fuel until the previously described initial state is reached again is.
- the pressure in the fuel supply system 4, 5 is relatively low.
- the pressure at which the overflow valve 22 opens is somewhat higher than the fuel supply pressure, but is substantially lower than the pressure that can be generated by the piston 1.
- control linkage 12 In the operating state shown, the control linkage 12 is always in the maximum power position, unless the control linkage is set to a lower output due to an impending overspeed or a so-called "back-up" operating situation.
- the control linkage 12 is set by an external speed controller and / or a maximum controller.
- control valve 15 would no longer work properly.
- fuel injection would no longer be guaranteed and, as a result, the engine would come to a standstill. B. would lead on the high seas of the powered ship.
- the control valve 15 which can be a solenoid valve, would automatically close if the electronics ceased to exist and would also be closed in the further course of the different operating states. In this state it would be above the Moving piston 1 form a fuel column, which would cause a corresponding lifting of the piston 2 when the first piston 1 is moved back and forth.
- the piston 2 is pressed down again due to the spring 17 and when the first piston 1 is raised again and the amount of fuel above it, the movably mounted piston 2 is forcibly raised again. Fuel is still fed into the displacement above the piston 2 via the second fuel inlet, which fuel is then injected via the nozzle 7 into the combustion chamber of the engine.
- the proposed system enables fuel to be injected even if the electronics are not functional. If the electronics fail, the fuel is only injected and controlled by the mechanically controlled injection piston pump. If, however, the electronic system is functional, the control of the control valve 15 by a microcomputer controls the start of delivery and the delivery rates of the injector, depending on the engine and operating conditions, and because of this computer-controlled control of the fuel injection times and amounts, particularly favorable consumption values of the drive engine are achieved .
- An advantage of the proposed invention is that a relatively simple and inexpensive retrofitting of conventional systems to the proposed system is possible, since essentially only the addition of the second piston 2 and the addition of the control valve 15 are required for structural changes. It is not necessary to arrange complex devices in order to rotate the piston from one operating position to the other operating position, and it is not necessary to replace the piston cylinder of the first pump element with correspondingly novel components.
- Another advantage of the proposed system is that when a liquid with good lubricating properties is used, the piston 1 together with the control edge 11 is protected against aggressive and abrasive fuel and thus has a longer service life than the known injection pumps.
- Another advantage of the proposed invention is that the principle described can also be used for fine control in the control of the intake and exhaust valves of the engine in order to positively influence exhaust gas values and performance can.
- a liquid for actuating a valve can be conveyed via the proposed device, the mechanical position of the piston 1 also being superior to the electronically controlled state by means of the control edge in this case too.
- the control is electronically controlled in the normal operating state.
- the same or an additional computer or computing element can be used as for the injection device described at the beginning.
- a plunger actuated or operated directly by the piston 2 in order to transmit the movement of the piston 2 to the valve. It is understood that when using the proposed device for controlling the valve movement, the control edge 11 of the piston 1 corresponds in its design to the special requirements for the valve control.
Landscapes
- Engineering & Computer Science (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Mechanical Engineering (AREA)
- General Engineering & Computer Science (AREA)
- Fuel-Injection Apparatus (AREA)
Applications Claiming Priority (2)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
DE19516686A DE19516686A1 (de) | 1995-05-06 | 1995-05-06 | Kraftstoffeinspritzvorrichtung |
DE19516686 | 1995-05-06 |
Publications (3)
Publication Number | Publication Date |
---|---|
EP0742365A2 true EP0742365A2 (fr) | 1996-11-13 |
EP0742365A3 EP0742365A3 (fr) | 1997-08-27 |
EP0742365B1 EP0742365B1 (fr) | 2001-01-10 |
Family
ID=7761260
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
EP96107096A Expired - Lifetime EP0742365B1 (fr) | 1995-05-06 | 1996-05-06 | Dispositif d'injection de combustible |
Country Status (4)
Country | Link |
---|---|
EP (1) | EP0742365B1 (fr) |
DE (2) | DE19516686A1 (fr) |
DK (1) | DK0742365T3 (fr) |
ES (1) | ES2154361T3 (fr) |
Cited By (2)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
GB2316981A (en) * | 1996-09-10 | 1998-03-11 | Lucas Ind Plc | Fuel pump for engine |
CN101532451B (zh) * | 2007-11-05 | 2012-01-11 | 德尔福技术控股有限公司 | 流体泵 |
Families Citing this family (1)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
DE10155718C2 (de) * | 2001-11-13 | 2003-09-18 | Hermann Golle | Einspritzsystem für Dieselmotoren |
Citations (5)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
JPS59126062A (ja) * | 1982-12-31 | 1984-07-20 | Hino Motors Ltd | ユニツトインジエクタにおける噴射時期制御装置 |
US4467963A (en) * | 1982-04-02 | 1984-08-28 | The Bendix Corporation | Single dump single solenoid fuel injector |
US4759330A (en) * | 1985-03-30 | 1988-07-26 | Nippondenso Co., Ltd. | Fuel injection control apparatus for use in an engine |
DE3916516A1 (de) * | 1989-05-20 | 1990-11-22 | Bosch Gmbh Robert | Einspritzpumpe fuer brennkraftmaschinen |
DE4100832A1 (de) * | 1991-01-14 | 1992-07-16 | Bosch Gmbh Robert | Einspritzpumpe fuer dieselmotoren |
Family Cites Families (1)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
EP0037296B1 (fr) * | 1980-03-31 | 1986-11-12 | Automobiles Peugeot | Dispositif de mesure du volume de carburant injecté dans un moteur thermique à alimentation par injection |
-
1995
- 1995-05-06 DE DE19516686A patent/DE19516686A1/de not_active Ceased
-
1996
- 1996-05-06 DE DE59606286T patent/DE59606286D1/de not_active Expired - Fee Related
- 1996-05-06 DK DK96107096T patent/DK0742365T3/da active
- 1996-05-06 EP EP96107096A patent/EP0742365B1/fr not_active Expired - Lifetime
- 1996-05-06 ES ES96107096T patent/ES2154361T3/es not_active Expired - Lifetime
Patent Citations (5)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
US4467963A (en) * | 1982-04-02 | 1984-08-28 | The Bendix Corporation | Single dump single solenoid fuel injector |
JPS59126062A (ja) * | 1982-12-31 | 1984-07-20 | Hino Motors Ltd | ユニツトインジエクタにおける噴射時期制御装置 |
US4759330A (en) * | 1985-03-30 | 1988-07-26 | Nippondenso Co., Ltd. | Fuel injection control apparatus for use in an engine |
DE3916516A1 (de) * | 1989-05-20 | 1990-11-22 | Bosch Gmbh Robert | Einspritzpumpe fuer brennkraftmaschinen |
DE4100832A1 (de) * | 1991-01-14 | 1992-07-16 | Bosch Gmbh Robert | Einspritzpumpe fuer dieselmotoren |
Non-Patent Citations (1)
Title |
---|
PATENT ABSTRACTS OF JAPAN vol. 008, no. 249 (M-338), 15.November 1984 & JP 59 126062 A (HINO JIDOSHA KOGYO KK), 20.Juli 1984, * |
Cited By (2)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
GB2316981A (en) * | 1996-09-10 | 1998-03-11 | Lucas Ind Plc | Fuel pump for engine |
CN101532451B (zh) * | 2007-11-05 | 2012-01-11 | 德尔福技术控股有限公司 | 流体泵 |
Also Published As
Publication number | Publication date |
---|---|
ES2154361T3 (es) | 2001-04-01 |
DE59606286D1 (de) | 2001-02-15 |
EP0742365B1 (fr) | 2001-01-10 |
DE19516686A1 (de) | 1996-11-07 |
EP0742365A3 (fr) | 1997-08-27 |
DK0742365T3 (da) | 2001-04-23 |
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