EP0793777B1 - Systeme d'injection de carburant pour moteur a combustion interne et procede d'injection de carburant - Google Patents

Systeme d'injection de carburant pour moteur a combustion interne et procede d'injection de carburant Download PDF

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Publication number
EP0793777B1
EP0793777B1 EP96934346A EP96934346A EP0793777B1 EP 0793777 B1 EP0793777 B1 EP 0793777B1 EP 96934346 A EP96934346 A EP 96934346A EP 96934346 A EP96934346 A EP 96934346A EP 0793777 B1 EP0793777 B1 EP 0793777B1
Authority
EP
European Patent Office
Prior art keywords
fuel injection
fuel
internal combustion
combustion engine
injection valve
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
Application number
EP96934346A
Other languages
German (de)
English (en)
Other versions
EP0793777A1 (fr
Inventor
Peter Romann
Klaus-Henning Krohn
Jörg Lange
Christof Vogel
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.)
Robert Bosch GmbH
Original Assignee
Robert Bosch GmbH
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 Robert Bosch GmbH filed Critical Robert Bosch GmbH
Publication of EP0793777A1 publication Critical patent/EP0793777A1/fr
Application granted granted Critical
Publication of EP0793777B1 publication Critical patent/EP0793777B1/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
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/30—Controlling fuel injection
    • F02D41/3094—Controlling fuel injection the fuel injection being effected by at least two different injectors, e.g. one in the intake manifold and one in the cylinder
    • 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
    • F02M53/00—Fuel-injection apparatus characterised by having heating, cooling or thermally-insulating means
    • F02M53/04—Injectors with heating, cooling, or thermally-insulating means
    • F02M53/06—Injectors with heating, cooling, or thermally-insulating means with fuel-heating means, e.g. for vaporising
    • 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 invention is based on a fuel injection arrangement for an internal combustion engine of the genus Claim 1 and a method for fuel injection according to the genus of claim 5 or Claim 6.
  • Fuel injection arrangement for an internal combustion engine known, in which several in a common housing Passages are provided, in each of which one, in total but two or more electromagnetic Fuel injection valve devices are arranged. Between every two neighboring ones Fuel injector devices is one device to form a magnetic shield.
  • the Fuel injection arrangement is designed so that with the fuel injection valve devices arranged in a housing fuel is sprayed in two directions can, in the direction of two intake valves one Cylinder of the internal combustion engine.
  • Cylinder-running intake pipe ends with two Branch channels, whose access to the cylinder through the Inlet valves is opened or closed. On Branch channel can be through an upstream of the intake valve arranged closing device can be closed.
  • only one branch channel is supplied with fuel, so that fuel is only in the intake valve Cylinder is injected. Open the inlet valves and close synchronously according to the rotary movement of the Crankshaft of the internal combustion engine.
  • the one in the common Housing arranged fuel injector devices are completely identical.
  • a multi-point injection is already known from US Pat. No. 5,146,897 with several fuel injectors for Injecting fuel into a multiple cylinder comprehensive internal combustion engine known.
  • the Fuel injection arrangement provides that with at most two fuel injectors in four Inlet channels are injected in the direction of several Cylinder run. So the number is at most an injection valve a cylinder of the internal combustion engine assigned. To different load states of the Internal combustion engine can with this fuel injector assembly not be responded to because of the excitement of the Fuel injection valves are carried out synchronously.
  • This valve is not a Fuel injection valve in the known sense, but by a Shut-off valve in the heater supply line.
  • the valve When the valve is opened there is only a refill of the Supply line and a subsequent supply of Fuel channels within the heater, but none Spraying fuel into the intake pipe or the Combustion chamber of an internal combustion engine.
  • the heater is separate from the valve. Through the There is a large volume between the supply line the valve and the heater. With one Arrangement cannot be an exact evaporation of the Fuel that is fed through the supply line will achieve, since the fuel is not metered can be. Evaporation occurs when the valve is closed not finished yet. Rather, the in the Fuel line still pending in the supply line Heating device sucked and evaporated.
  • the disadvantage of the valve is that there is no fuel at all is available for evaporation, since this is only relative must bridge large volumes of the supply line.
  • a heater attachment for a fuel injector with which evaporation or atomization of fuel is already made from DE 44 12 448 A1 known.
  • This known heater attachment can be pressure-tight put the nozzle head of a fuel injector become.
  • the heater attachment it is a so-called column heater, in which profiled Evaporator contact plates and PTC heating elements sandwiched are arranged so that a variety of Evaporator rooms (columns) results. If you populate them Fuel injectors with such heater adapters that as an open column heater with good heat transfer are built up, so are significant reductions in Emissions of unburned hydrocarbons from Cold start and in the warm-up phase of the internal combustion engine when operating the heater compared to fuel injectors achievable without heater attachment. This is especially true in the With regard to the realizable in the near future, stricter emission limits in the USA and Europe from great importance.
  • the fuel injection arrangement according to the invention with the characterizing features of claim 1 has the advantage that in a simple way Fuel injection system is created with both during a cold start and in the warm-up phase Internal combustion engine through the use of a Evaporator device / a heater a very good Fuel processing with low exhaust gas values takes place as also in the other operating states of the internal combustion engine still a very good quality of fuel processing is maintained, with no additional Loads on the internal combustion engine arise.
  • the heater attachment form a column heater in which a variety of Evaporator rooms is formed.
  • the column heater can be in advantageously profiled contact plates and Have heating elements that are arranged in a sandwich. Both PTC or NTC elements can be used as heating elements also porous material or whisker material or Serve heating layers on ceramic substrates.
  • Fuel injectors are aligned so that the dispensed fuel vapor or sprayed fuel aim directly at the at least one inlet valve and thus an undesirable wetting of the wall of the Intake pipe is avoided.
  • Another advantage is that no elaborate and vulnerable mechanics necessary to switch on a heater fuel injectors are used, which have a very long life and are sufficient are tried and tested.
  • the method for fuel injection according to the invention with the characterizing features of claim 5 and the Claim 6 has the advantage that in all operating states the internal combustion engine a very good fuel preparation is guaranteed.
  • Fuel injection valve with the evaporator device or the heater attachment is operated and that Fuel injector without heater only at full load in Operation and otherwise out of order takes place a point in time at which the exhaust gases are processed serving catalyst its conversion temperature has reached a switchover of the fuel injection valves.
  • the two fuel injectors are therefore in the Usually operated one after the other, whereby for unsteady load changes the exception can occur that the two fuel injectors by Switch off the fuel injector with heater attachment can also be operated simultaneously.
  • FIG. 1 An embodiment of the invention is in the drawing shown in simplified form and in the following Description explained in more detail.
  • the drawing shows one schematic representation of a fuel injection arrangement for an internal combustion engine in the area of intake manifold and Cylinder head of the internal combustion engine.
  • the invention relates to a fuel injection arrangement two fuel injectors 1 per combustion chamber one Internal combustion engine, in particular a mixture-compressing spark ignition internal combustion engine.
  • a corresponding fuel injection arrangement partially and shown simplified.
  • Fuel injection valves 1 are dispensed with because of them
  • the fuel injection arrangement comprises essentially two fuel injectors 1a and 1b, the on a suction pipe designed as a single suction pipe 3, the leads to a combustion chamber 4 of the internal combustion engine, immediately before at least one inlet valve 5 this Combustion chamber 4 are arranged.
  • a combustion chamber 4 of the internal combustion engine immediately before at least one inlet valve 5 this Combustion chamber 4 are arranged.
  • the intake air provided for the internal combustion engine, taking control of the amount of air over a not shown throttle upstream of the Fuel injection valves 1 takes place in the individual intake pipe 3.
  • the fuel injectors 1a and 1b are so on attached and aligned the individual suction pipe 3 that the fuel to be sprayed off essentially directly on the Inlet valve 5 aims, and not on the walls of the Single intake pipe 3 or a cylinder head 7, in which the Inlet valve 5 is arranged and with which the individual intake pipe 3 is firmly connected. It is also conceivable that instead of of one intake valve 5 two intake valves 5 in Cylinder head 7 are provided per combustion chamber 4. Then be as fuel injectors 1 so-called two-jet valves for Come into play. On the individual suction pipe 3 are for safe Inclusion of fuel injectors 1a and 1b nozzle 9 formed with through openings 10, in which the Project fuel injectors 1a and 1b. For one effective sealing between the Fuel injectors 1a and 1b and the nozzle 9 provide sealing rings 12, z. B. O-rings.
  • the two fuel injectors 1a and 1b differ mainly in one point, namely one of the two fuel injection valves 1b has one heater attachment 14 designed as an evaporator device, the z. B. at the downstream end of the Fuel injector 1b is attached.
  • the Heater attachment 14 projects at least partially into the Single intake pipe 3, so that the seal with the Sealing ring 12 on the individual intake pipe 3 above the Heater attachment 14 can be done.
  • the evaporator device 14 can also be used on another, not shown Place of the fuel injector 1b. Otherwise, the two fuel injection valves 1a and 1b be constructed identically.
  • the fuel injector 2a is without Heater adapter closer to the cylinder head 7 and thus also closer provided to the inlet valve 5; but also is one Arrangement conceivable in which the fuel injection valve 1b attached with heater attachment 14 near the inlet valve 5 while the fuel injector 1a is without Heater attachment is arranged further away. Since the Fuel injection mainly over time Fuel injection valve 1a is carried out in the Drawing shown arrangement is particularly suitable and meaningful. To the installation space for that Fuel injector 1b with heater attachment 14 are none made such high demands. By suitable The choice of material or dimensioning of the wall thicknesses should do that Fuel injector 1b with heater attachment 14 opposite the individual suction pipe 3 be heat decoupled.
  • the heater attachment 14 of the one fuel injector 1b is only shown schematically and will not be described in more detail here described, for this already known arrangements can be used as they are e.g. B. in DE-OS 44 12 448th are listed.
  • the Heater attachment 14 is a so-called.
  • Column heater with profiled evaporator contact plates and heating elements are sandwiched.
  • a A variety of evaporator rooms formed in it enables a very good heat transfer and a very good one Fuel processing through the evaporation of the Fuel.
  • the evaporator structure has, for example PTC or NTC elements, i.e. resistance heating elements with positive or negative temperature coefficients, where the evaporator structure is housed in a housing.
  • the heating elements can also be made porous by use Materials, whisker or sintered material, in the form of Wire coils or heating layers on ceramic substrates be trained.
  • the fuel injection through the fuel injection valve 1a toward the intake valve 5 therefore usually begins until immediately when turning off the e Br a nnscherinspritzventils 1b.
  • the duration of the activation of the fuel injection valve 1b and thus of the fuel evaporation in the fuel injection valve 1b when the internal combustion engine is cold started will be 60 to 90 seconds.
  • only unheated fuel is sprayed off via the fuel injection valve 1a.
  • the switching of the operation of the two fuel injection valves 1 can be carried out according to different criteria. B. could be reached when the exhaust gas treatment catalyst (not shown) has reached its conversion temperature.
  • the electronic control unit 16 is supplied with countless measured values, converted into electrical signals, of operating parameters of the internal combustion engine, for example the speed, the load in accordance with the angle of rotation of the throttle element, the oxygen concentration in the exhaust pipe, the conversion temperature of the catalytic converter and others, which are evaluated very quickly and by a corresponding control to switch the fuel injection valves 1 as desired.
  • the fuel injection valve 1 a can be equipped with additional measures, such as, for. B. in a known manner with a gas enclosure or an upstream atomizing sieve.

Landscapes

  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Fuel-Injection Apparatus (AREA)
  • Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)

Claims (7)

  1. Dispositif d'injection de carburant pour un moteur à combustion interne comprenant au moins une chambre de combustion (4) et au moins une tubulure d'aspiration (3) aboutissant à cette chambre de combustion (4) et au moins une soupape d'admission (5) entre la chambre de combustion (4) et la tubulure d'admission (3), et
    deux injecteurs de carburant (1a, 1b) associés à chaque chambre de combustion (4), indépendamment du nombre de soupapes d'admission (5),
    caractérisé en ce que
    les injecteurs (1a, 1b) débouchent dans la tubulure d'aspiration (3), l'un (1b) des deux injecteurs (1a, 1b) comportant une installation de vaporisation (14) réalisée sous la forme d'un prolongement chauffant, à l'extrémité aval de cet injecteur (1b) pour éjecter ou souffler de la vapeur de carburant et le fonctionnement respectif des deux injecteurs (1a, 1b) est commandé suivant les paramètres de fonctionnement du moteur à combustion interne par un appareil de commande électronique (16),
    et après avoir atteint la température de conversion de l'un des catalyseurs servant au traitement des gaz d'échappement, on commute pour qu'ensuite seul l'injecteur (1a) sans installation de vaporisation continue de fonctionner.
  2. Dispositif selon la revendication 1,
    caractérisé en ce que
    le prolongement chauffant (14) a la forme d'un dispositif de chauffage à fente dans lequel sont formées un grand nombre de chambres de vaporisation.
  3. Dispositif selon la revendication 1,
    caractérisé en ce que
    l'injecteur (1a) sans installation de vaporisation est installé dans la tubulure d'aspiration (3) en aval de l'injecteur (1b) équipé de l'installation de vaporisation (14).
  4. Dispositif selon Tune quelconque des revendications 1 ou 3,
    caractérisé en ce que
    les deux injecteurs (1a, 1b) sont alignés pour que la vapeur de carburant émise ou le carburant éjecté arrivent directement sur au moins Tune des soupapes d'admission (5) et non sur la paroi de la tubulure d'admission (3).
  5. Procédé d'injection de carburant à l'aide d'un dispositif d'injection de carburant pour un moteur à combustion interne comprenant au moins une chambre de combustion (4) et au moins une tubulure d'admission (3) aboutissant à cette chambre de combustion (4), un injecteur (1) débouchant au moins dans cette tubulure d'aspiration,
    l'injection de carburant dans la chambre de combustion (4) respective se faisant par deux injecteurs (1a, 1b) et
    l'un des deux injecteurs (1b) est équipé dune installation de vaporisation (14) pour éjecter ou souffler de la vapeur de carburant, notamment avec un dispositif d'injection de carburant selon Tune des revendications 1 à 4,
    caractérisé en ce que
    l'injecteur (1b) équipé d'un prolongement chauffant (14) générant la vapeur de carburant, fonctionne au démarrage à froid du moteur à combustion interne pendant 60 à 90 secondes puis on commute les deux injecteurs (1a, 1b),
    la commande des deux injecteurs (1a, 1b) étant assurée par un appareil de commande électronique (16) suivant les différents paramètres de fonctionnement du moteur à combustion interne et
    ensuite seul l'injecteur (1a) sans installation de vaporisation continue de fonctionner.
  6. Procédé selon la revendication 5,
    caractérisé en ce que
    la commutation du fonctionnement d'un injecteur de carburant (1a, 1b) vers l'autre se fait lorsque le catalyseur, servant au traitement des gaz d'échappement, est à sa température de conversion.
  7. Procédé d'injection de carburant à l'aide d'un dispositif d'injection pour un moteur à combustion interne comprenant au moins une chambre de combustion (4) et au moins une tubulure d'aspiration (3) aboutissant à cette chambre de combustion, et dans laquelle débouche un injecteur de carburant (1),
    l'injection de carburant dans chaque chambre de combustion (4) se faisant par l'intermédiaire de deux injecteurs (1a, 1b) et
    l'un des deux injecteurs (1b) étant équipé dune installation de vaporisation (14) pour éjecter ou souffler du carburant,
    notamment à l'aide d'un dispositif d'injection de carburant selon l'une des revendications 1 à 4,
    caractérisé en ce que
    l'injecteur (1b) équipé du prolongement chauffant (14) générant la vapeur de carburant, fonctionne au démarrage à froid du moteur à combustion interne pendant 60 à 90 secondes et si la demande de carburant est plus importante, l'autre injecteur (1a) fonctionne simultanément,
    l'injecteur (1b) générant la vapeur de carburant débitant une plus grande quantité de carburant que l'autre injecteur (1a) et
    la commande des deux injecteurs (1a, 1b) à l'aide d'un appareil de commande électronique (16) se fait selon les différents paramètres de fonctionnement du moteur à combustion interne et
    ensuite, seul l'injecteur (1a) sans installation de vaporisation continue de fonctionner.
EP96934346A 1995-09-26 1996-08-08 Systeme d'injection de carburant pour moteur a combustion interne et procede d'injection de carburant Expired - Lifetime EP0793777B1 (fr)

Applications Claiming Priority (3)

Application Number Priority Date Filing Date Title
DE19535744 1995-09-26
DE19535744A DE19535744A1 (de) 1995-09-26 1995-09-26 Brennstoffeinspritzanordnung für eine Brennkraftmaschine und Verfahren zur Brennstoffeinspritzung
PCT/DE1996/001487 WO1997012146A1 (fr) 1995-09-26 1996-08-08 Systeme d'injection de carburant pour moteur a combustion interne et procede d'injection de carburant

Publications (2)

Publication Number Publication Date
EP0793777A1 EP0793777A1 (fr) 1997-09-10
EP0793777B1 true EP0793777B1 (fr) 2002-03-20

Family

ID=7773199

Family Applications (1)

Application Number Title Priority Date Filing Date
EP96934346A Expired - Lifetime EP0793777B1 (fr) 1995-09-26 1996-08-08 Systeme d'injection de carburant pour moteur a combustion interne et procede d'injection de carburant

Country Status (5)

Country Link
US (1) US5850822A (fr)
EP (1) EP0793777B1 (fr)
JP (1) JPH10510029A (fr)
DE (2) DE19535744A1 (fr)
WO (1) WO1997012146A1 (fr)

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US20090241905A1 (en) * 2006-03-29 2009-10-01 Denso Corporation Mount structure of fuel injection valve and fuel injection system
US20080060619A1 (en) * 2006-09-13 2008-03-13 Allston Brian K Fuel vapor generator for enhanced cold starting of an internal combustion engine
EP1953379B1 (fr) * 2007-02-01 2012-12-19 Yamaha Hatsudoki Kabushiki Kaisha Véhicule
JP2010138828A (ja) * 2008-12-12 2010-06-24 Nikki Co Ltd Ｌｐｇインジェクタ及びｌｐｇ噴射装置
DE102010064159A1 (de) * 2010-12-27 2012-06-28 Robert Bosch Gmbh Einspritzvorrichtung, Brennkraftmaschine und Verfahren zum Betrieb einer Einspritzvorrichtung
JP2014001691A (ja) * 2012-06-19 2014-01-09 Nippon Soken Inc 内燃機関の制御装置
KR101405224B1 (ko) * 2012-12-17 2014-06-10 현대자동차 주식회사 유체가열장치 및 이를 이용한 차량의 연료 시스템
CN103953473A (zh) * 2014-05-20 2014-07-30 赵永胜 一种汽油发动机低温预热装置
WO2022048770A1 (fr) * 2020-09-04 2022-03-10 Toyota Motor Europe Système et procédé pour une homogénéisation air/carburant améliorée
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Also Published As

Publication number Publication date
EP0793777A1 (fr) 1997-09-10
DE19535744A1 (de) 1997-03-27
WO1997012146A1 (fr) 1997-04-03
US5850822A (en) 1998-12-22
DE59608922D1 (de) 2002-04-25
JPH10510029A (ja) 1998-09-29

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