EP0946828A1 - Fuel injection system for an internal combustion engine - Google Patents
Fuel injection system for an internal combustion engineInfo
- Publication number
- EP0946828A1 EP0946828A1 EP98942475A EP98942475A EP0946828A1 EP 0946828 A1 EP0946828 A1 EP 0946828A1 EP 98942475 A EP98942475 A EP 98942475A EP 98942475 A EP98942475 A EP 98942475A EP 0946828 A1 EP0946828 A1 EP 0946828A1
- Authority
- EP
- European Patent Office
- Prior art keywords
- pressure
- additional liquid
- fuel
- injection system
- fuel injection
- 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
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
- F02M43/00—Fuel-injection apparatus operating simultaneously on two or more fuels, or on a liquid fuel and another liquid, e.g. the other liquid being an anti-knock additive
- F02M43/04—Injectors peculiar thereto
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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
- F02M43/00—Fuel-injection apparatus operating simultaneously on two or more fuels, or on a liquid fuel and another liquid, e.g. the other liquid being an anti-knock additive
Definitions
- the invention relates to a fuel injection system for an internal combustion engine according to the preamble of claim 1.
- Such fuel injection systems are known for example from DE 43 37 048 C2.
- a two-component nozzle is provided which serves for the stratified injection of fuel and an additional liquid, for example diesel fuel and water, in order to reduce the pollutant emissions of the internal combustion engine and, if necessary, to increase the efficiency.
- the so-called common rail technology is also implemented in the known injection system, in which all the injection nozzles that operate the internal combustion engine are supplied with fuel under high pressure from a common rail pressure accumulator.
- a complex and relatively expensive 3/2-way valve is used for each individual injector for metering the quantity of additional liquid, and a further 3/2-way valve is used for controlling the diesel injection quantity.
- the fuel supply from the common rail pressure accumulator to the injection nozzle is interrupted with the first 3/2 way valve and, at the same time, a pressure chamber surrounding the injection nozzle, in which fuel under high pressure is stored, by a corresponding position of the first 3 / 2 -way valve drained to the fuel low pressure side. Due to the pressure drop in the pressure chamber, a corresponding appropriate line pumped additional fluid into the pressure chamber, which displaces the corresponding fuel volume.
- the first 3/2-way valve is then brought back into a position which creates a connection between the common rail pressure accumulator and the pressure chamber in the injection valve.
- the further 3/2-way solenoid valve is provided, which is the rear of the nozzle needle, which is held in the closed position by a spring , either connects to the common rail pressure accumulator or to the low-pressure fuel side, thereby controlling the stroke of the valve needle, the opening and closing of the valve and thus the desired injection quantity.
- the known fuel injection system requires the two precisely working and therefore complex 3/2 control solenoid valves for each individual injector in order to be able to precisely dose both the desired amount of fuel and the required amount of additional liquid.
- the fuel injection system according to the invention has the characterizing features of patent claim 1 in order to simplify its construction and therefore to make it more economical to manufacture.
- the two complex and expensive 3/2-way solenoid control valves can be replaced by a single simpler and cheaper 2/2-way valve, because the quantity metering for the additional liquid is functional and constructive from the modules for fuel injection. tongue is separated.
- the advantages known from common rail technology for fuel injection can be exploited.
- a plurality of additional liquid lines, each leading to different two-substance nozzles, can extend from the pressure storage container, and only one valve unit can be provided in each case for charging an entire group of two-substance nozzles with additional liquid.
- FIG. 1 An embodiment of the fuel injection device according to the invention for internal combustion engines is shown in the drawing and is explained in the following description.
- the figure shows a schematic connection of an embodiment of the fuel injection system according to the invention with a pressure storage container for additional liquid.
- a high-pressure pump 1 supplies from a Tank 14 a common rail pressure accumulator 2 with fuel at a pressure level of approximately 1800 bar.
- a quantity-metering component must now be arranged, since the conventional injection pump, which was customary in the past, is due to the combination from common rail pressure accumulator 2 and the simpler high pressure pump 1 was replaced and the rail pressure is constantly available at a certain level.
- This task is performed in the arrangement according to the invention by a 2/2 directional control valve MV1.
- the exact amount is metered via the known (measured or controlled) pressure drop between the commom-rail pressure accumulator 2 and the combustion chamber of the internal combustion engine to be supplied by the two-substance nozzle 3 through an exact time window, the size of which depends on other influencing factors, via an electrical control which is not shown in the drawing.
- a small piston 3.3 is additionally provided on the blunt axial end of the nozzle needle (injector plunger) 3.1 facing away from the nozzle needle tip, which protrudes with its end facing away from the nozzle needle 3.1 into a space 3.6 which is connected via a line 4 directly to the common nozzle.
- Rail pressure accumulator 2 is connected and acted upon by the high pressure prevailing there becomes.
- the additional liquid is injected into the two-substance nozzle 3 from a pressure storage container 7 via a storage valve 10, which can open or close an additional liquid line 13 leading to a check valve 3.4 in the two-substance nozzle 3.
- the pressure storage container 7 is charged with additional liquid from a reservoir 12 via a check valve 11 from a pump 8.
- the pressure in the pressure storage container 7 is kept at a desired level via a pressure control valve 9.
- the common rail pressure accumulator 2 for the fuel and the pressure storage container 7 for the additional liquid are made in one piece in order to save space in the engine compartment of the internal combustion engine.
- the pump 8 for loading the pressure storage container 7 with additional liquid can be an electrically operated pump, for example a two-stage gear pump, which can deliver additional liquid up to a pressure level of approximately 50 bar.
- the pressure storage container 7 according to the invention for additional liquid can be used in engines with a very wide variety of cylinders and for injection systems with a wide variety of designs.
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- Engineering & Computer Science (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Mechanical Engineering (AREA)
- General Engineering & Computer Science (AREA)
- Fuel-Injection Apparatus (AREA)
Abstract
A fuel injection system with a common rail pressure accumulator (2) filled with fuel under high-pressure and a binary nozzle (3) for injecting two fluids, fuel and an additional liquid, into an internal combustion engine, has a 2/2-port valve (MV1) arranged in the injection pipe (6) between the common rail pressure accumulator (2) and a pressure chamber (3.5) that surrounds the needle (3.1) of the binary nozzle (3), as well as a pressure accumulating container (7) which contains an additional pressurised liquid for filling the additional liquid pipe (13) with a predeterminable amount of additional fluid through an intercalated valve (10). The pressure accumulating container (7) can in turn be filled by means of a pump (7) with additional fluid through a check valve and its inner pressure can be kept at a desired level by a pressure regulating valve (9). This makes it possible to replace the otherwise common, substantially more complex 3/2-port magnetic control valves by a single, more economical 2/2-port valve.
Description
Kraftstoffeinspritzanlage für eine Brennkraftmascliine
Fuel injection system for an internal combustion engine
Beschreibungdescription
Stand der TechnikState of the art
Die Erfindung geht aus von einer Kraftstoffeinspritzanlage für eine Brennkraftmaschine nach der Gattung des Patentanspruchs 1.The invention relates to a fuel injection system for an internal combustion engine according to the preamble of claim 1.
Derartige Kraftstoffeinspritzanlagen sind beispielsweise aus der DE 43 37 048 C2 bekannt. Dabei ist einerseits eine Zweistoffdüse vorgesehen, die der geschichteten Einspritzung von Kraftstoff und einer Zusatzflüssigkeit, beispielsweise Dieselkraftstoff und Wasser dient, um den Schadstoff usstoß der Brennkraftmaschine zu vermindern und gegebenenfalls den Wirkungsgrad zu erhöhen. Andererseits ist bei der bekannten Einspritzanlage auch die sogenannte Common-Rail-Technik verwirklicht, bei der sämtliche die Brennkraftmaschine bedienenden Einspritzdüsen mit unter Hochdruck stehendem Kraftstoff aus einem Common-Rail-Druckspeicher beschickt werden.Such fuel injection systems are known for example from DE 43 37 048 C2. On the one hand, a two-component nozzle is provided which serves for the stratified injection of fuel and an additional liquid, for example diesel fuel and water, in order to reduce the pollutant emissions of the internal combustion engine and, if necessary, to increase the efficiency. On the other hand, the so-called common rail technology is also implemented in the known injection system, in which all the injection nozzles that operate the internal combustion engine are supplied with fuel under high pressure from a common rail pressure accumulator.
Bei der bekannten Kraftstoffeinspritzanlage wird für jeden einzelnen Injektor zur Mengendosierung der Zusatzflüssigkeit ein aufwendiges und relativ teures 3/2 -Wegeventil sowie für die Steuerung der Dieseleinspritzmenge ein weiteres 3/2 -Wegeventil verwendet . Zum Vorlagern der Zusatzflüssigkeit wird dabei mit dem ersten 3/2 -Wegeventil die Kraftstoffzufuhr vom Common-Rail -Druckspeicher zur Einspritzdüse unterbrochen und gleichzeitig ein die Einspritzdüse umgebender Druckraum, in dem unter Hochdruck stehender Kraftstoff gelagert ist, durch eine entsprechende Stellung des ersten 3/2 -Wegeventils zur Kraftstoff-Niederdruckseite hin abgelassen. Durch den entstehenden Druckabfall im Druckraum wird über eine entspre-
chende Leitung Zusatzflüssigkeit in den Druckraum gefördert, die das entsprechende Kraftstoffvolumen verdrängt. Anschließend wird das erste 3/2 -Wegeventil wieder in eine Stellung gebracht, die eine Verbindung zwischen dem Common-Rail- Druckspeicher und dem Druckraum im Einspritzventil herstellt. Zur mengengenauen Dosierung der einzuspritzenden Kraftstoffmenge, die der vorgelagerten Zusatzflüssigkeit bei dem durch die nächste Ventilöffnung hervorgerufenen Ein- εpritzstoß folgen soll, ist das weitere 3/2 -Wege-Magnetventil vorgesehen, welches die Rückseite der Düsennadel, die von einer Feder in Schließstellung gehalten wird, wahlweise entweder mit dem Common-Rail-Druckspeicher oder mit der Kraftstoff-Niederdruckseite verbindet und dadurch zeitlich den Hub der Ventilnadel, das Öffnen und Schließen des Ventils und damit die gewünschte Einspritzmenge steuert.In the known fuel injection system, a complex and relatively expensive 3/2-way valve is used for each individual injector for metering the quantity of additional liquid, and a further 3/2-way valve is used for controlling the diesel injection quantity. To supply the additional liquid, the fuel supply from the common rail pressure accumulator to the injection nozzle is interrupted with the first 3/2 way valve and, at the same time, a pressure chamber surrounding the injection nozzle, in which fuel under high pressure is stored, by a corresponding position of the first 3 / 2 -way valve drained to the fuel low pressure side. Due to the pressure drop in the pressure chamber, a corresponding appropriate line pumped additional fluid into the pressure chamber, which displaces the corresponding fuel volume. The first 3/2-way valve is then brought back into a position which creates a connection between the common rail pressure accumulator and the pressure chamber in the injection valve. For precise metering of the quantity of fuel to be injected, which is to follow the upstream additional liquid during the injection burst caused by the next valve opening, the further 3/2-way solenoid valve is provided, which is the rear of the nozzle needle, which is held in the closed position by a spring , either connects to the common rail pressure accumulator or to the low-pressure fuel side, thereby controlling the stroke of the valve needle, the opening and closing of the valve and thus the desired injection quantity.
Prinzipiell benötigt die bekannte Kraftstoffeinspritzanlage für jeden einzelnen Injektor die beiden genau arbeitenden und damit aufwendigen 3/2 -Steuermagnetventile um sowohl die gewünschte Kraftstoffmenge als auch die erforderliche Menge an Zusatzflüssigkeit exakt dosieren zu können.In principle, the known fuel injection system requires the two precisely working and therefore complex 3/2 control solenoid valves for each individual injector in order to be able to precisely dose both the desired amount of fuel and the required amount of additional liquid.
Vorteile der ErfindungAdvantages of the invention
Die erfindungsgemäße Kraftstoffeinspritzanlage weist zur baulichen Vereinfachung und damit zur preisgünstigeren Herstellbarkeit die kennzeichnenden Merkmale des Patentanspruchs 1 auf . Dadurch können die beiden aufwendigen und teuren 3/2-Magnetsteuerventile durch ein einziges einfacheres und preiswerteres 2/2-Wegeventil ersetzt werden, weil die Mengendosierung für die Zusatzflüssigkeit funktioneil und konstruktiv von den Baugruppen zur Kraftstoffeinsprit-
zung getrennt ist . Durch Verwendung des erfindungsgemäßen Druckspeicherbehälters für Zusatzflüssigkeit können die aus der Common-Rail-Technik für die Kraftstoffeinspritzung bekannten Vorteile ausgenutzt werden. Insbesondere können vom Druckspeicherbehälter mehrere, jeweils zu unterschiedlichen Zweistoffdüsen führende Zusatzflüssigkeitsleitungen abgehen und es kann zur Beschickung einer ganzen Gruppe von Zwei- stoffdüsen mit Zusatzflüssigkeit jeweils nur eine einzige Ventileinheit vorgesehen sein.The fuel injection system according to the invention has the characterizing features of patent claim 1 in order to simplify its construction and therefore to make it more economical to manufacture. As a result, the two complex and expensive 3/2-way solenoid control valves can be replaced by a single simpler and cheaper 2/2-way valve, because the quantity metering for the additional liquid is functional and constructive from the modules for fuel injection. tongue is separated. By using the pressure reservoir for additional liquid according to the invention, the advantages known from common rail technology for fuel injection can be exploited. In particular, a plurality of additional liquid lines, each leading to different two-substance nozzles, can extend from the pressure storage container, and only one valve unit can be provided in each case for charging an entire group of two-substance nozzles with additional liquid.
Weitere Vorteile und vorteilhafte Ausgestaltungen des Gegenstands der Erfindung sind der Beschreibung, der Zeichnung und den Ansprüchen zu entnehmen.Further advantages and advantageous configurations of the object of the invention can be found in the description, the drawing and the claims.
Zeichnungdrawing
Ein Ausführungsbeispiel der erfindungsgemäßen Kraftstoffeinspritzeinrichtung für Brennkraftmaschinen ist in der Zeichnung dargestellt und wird in der nachfolgenden Beschreibung erläutert. Die Figur zeigt eine schematische Beschaltung eines Ausführungsbeispiels der erfindungsgemäßen Kraftstoffeinspritzanlage mit einem Druckspeicherbehälter für Zusatz- flüssigkeit .An embodiment of the fuel injection device according to the invention for internal combustion engines is shown in the drawing and is explained in the following description. The figure shows a schematic connection of an embodiment of the fuel injection system according to the invention with a pressure storage container for additional liquid.
Beschreibung des AusführungsbeispielsDescription of the embodiment
Bei dem in der Figur dargestellten Ausführungsbeispiel der erfindungsgemäßen Kraftstoffeinspritzanlage für eine Brennkraftmaschine zur bifluiden Einspritzung von Kraftstoff (in der Regel Dieselkraftstoff) und einer Zusatzflüssigkeit (in der Regel Wasser) versorgt eine Hochdruckpumpe 1 aus einem
Tank 14 einen Common-Rail-Druckspeicher 2 mit Kraftstoff auf einem Druckniveau von etwa 1800 bar. Zwischen dem Common- Rail-Druckspeicher 2 und einem von diesem über eine Einspritzleitung 6 mit Kraftstoff zu versorgenden Druckraum 3.5, der die Düsennadel 3.1 einer Zweistoffdüse 3 umgibt, muß nun ein mengendosierendes Bauelement angeordnet werden, da ja die früher übliche klassische Einspritzpumpe durch die Kombination aus Common-Rail-Druckspeicher 2 und der einfacheren Hochdruckpumpe 1 ersetzt wurde und der Raildruck auf einem gewissen Niveau ständig vorhanden ist . Diese Aufgabe übernimmt bei der erfindungsgemäßen Anordnung ein 2/2 -Wegeventil MV1. Dieses sollte als schnelles Magnetventil mit guter Reproduzierbarkeit und mehr oder weniger fließendem Übergang zwischen den beiden Extremstellungen ausgelegt sein, da eventuell ein zeitlich gestaltbarer Einspritzmengenverlauf benötigt wird. Die genaue Mengendosierung wird über den bekannten (gemessenen oder gesteuerten) Druckabfall zwischen dem Commom-Rail-Druckspeicher 2 und dem von der Zweistoffdüse 3 zu versorgenden Verbrennungsraum der Brennkraftmaschine durch ein genaues Zeitfenster, dessen Größe von anderen Einflußfaktoren abhängt, über eine elektrische Ansteuerung, die in der Zeichnung nicht dargestellt ist, ermöglicht .In the embodiment of the fuel injection system according to the invention for an internal combustion engine for bifluid injection of fuel (usually diesel fuel) and an additional liquid (usually water) shown in the figure, a high-pressure pump 1 supplies from a Tank 14 a common rail pressure accumulator 2 with fuel at a pressure level of approximately 1800 bar. Between the common rail pressure accumulator 2 and a pressure chamber 3.5 to be supplied with fuel via an injection line 6 and which surrounds the nozzle needle 3.1 of a two-substance nozzle 3, a quantity-metering component must now be arranged, since the conventional injection pump, which was customary in the past, is due to the combination from common rail pressure accumulator 2 and the simpler high pressure pump 1 was replaced and the rail pressure is constantly available at a certain level. This task is performed in the arrangement according to the invention by a 2/2 directional control valve MV1. This should be designed as a fast solenoid valve with good reproducibility and a more or less smooth transition between the two extreme positions, since a time-definable injection quantity curve may be required. The exact amount is metered via the known (measured or controlled) pressure drop between the commom-rail pressure accumulator 2 and the combustion chamber of the internal combustion engine to be supplied by the two-substance nozzle 3 through an exact time window, the size of which depends on other influencing factors, via an electrical control which is not shown in the drawing.
Der Aufbau und die Wirkungsweise der verwendeten Zweistoff- düse 3 ist abgesehen von kleineren Details aus dem Stand der Technik bekannt. Beim erfindungsgemäßen System ist jedoch zusätzlich an dem der Düsennadelspitze abgewandten stumpfen axialen Ende der Düsennadel (Injektorstößel) 3.1 ein kleiner Kolben 3.3 vorgesehen, der mit seinem der Düsennadel 3.1 abgewandten Ende in einen Raum 3.6 ragt, welcher über eine Leitung 4 direkt mit dem Common-Rail -Druckspeicher 2 verbunden ist und mit dem dort herrschenden Hochdruck beaufschlagt
wird. Dies hat zur Folge, daß zur Bewegung des Injektorstö- ßels 3.1 stets die im wesentlichen gleiche Widerstandskraft überwunden werden muß, da nun bedingt durch die konstanten Kolbenflächenverhältnisse und das Ausschalten der Einflüsse des Absolutdrucks im Common-Rail-Druckspeicher 2 nur ein konstanter Federdruck von einem Druckimpuls aus dem (veränderlichen) Raildruck überwunden werden muß. Damit stellen sich regeltechnisch willkommenere, annähernd konstante Schaltzeiten (Bewegungszeit des Injektorstößels) ein. Zur Belüftung des Raumes 3.2, der das stumpfe axiale Ende der Düsennadel 3.1 aufnimmt, und der gegen den Raum 3.6 hochdruckmäßig abgedichtet ist, ist eine zur Kraftstoff-Niederdruckseite hin führende Belüftungsleitung 5 vorgesehen.The structure and the mode of operation of the two-component nozzle 3 used, apart from minor details, is known from the prior art. In the system according to the invention, however, a small piston 3.3 is additionally provided on the blunt axial end of the nozzle needle (injector plunger) 3.1 facing away from the nozzle needle tip, which protrudes with its end facing away from the nozzle needle 3.1 into a space 3.6 which is connected via a line 4 directly to the common nozzle. Rail pressure accumulator 2 is connected and acted upon by the high pressure prevailing there becomes. The consequence of this is that to move the injector plunger 3.1, the essentially the same resistance must always be overcome, since now, owing to the constant piston area conditions and the switching off of the influences of the absolute pressure in the common rail pressure accumulator 2, only a constant spring pressure of one Pressure pulse from the (variable) rail pressure must be overcome. This results in more or less constant switching times (movement time of the injector tappet) that are more technically welcome. To ventilate the space 3.2, which receives the blunt axial end of the nozzle needle 3.1, and which is sealed against the space 3.6 with respect to high pressure, a ventilation line 5 leading to the fuel low-pressure side is provided.
Die Einspritzung von Zusatzflüssigkeit in die Zweistoffdüse 3 erfolgt aus einem Druckspeicherbehälter 7 über ein Einlagerungsventil 10, das eine zu einem Rückschlagventil 3.4 in der Zweistoffdüse 3 führende Zusatzflüssigkeitsleitung 13 öffnen oder schließen kann. Der Druckspeicherbehälter 7 wird über ein Rückschlagventil 11 von einer Pumpe 8 aus einem Vorratsbehälter 12 mit Zusatzflüssigkeit beschickt. Der Druck im Druckspeicherbehälter 7 wird über ein Druckregel- ventil 9 auf einem gewünschten Niveau gehalten.The additional liquid is injected into the two-substance nozzle 3 from a pressure storage container 7 via a storage valve 10, which can open or close an additional liquid line 13 leading to a check valve 3.4 in the two-substance nozzle 3. The pressure storage container 7 is charged with additional liquid from a reservoir 12 via a check valve 11 from a pump 8. The pressure in the pressure storage container 7 is kept at a desired level via a pressure control valve 9.
Bei dem in der Zeichnung gezeigten Ausführungsbeispiel sind der Common-Rail-Druckspeicher 2 für den Kraftstoff und der Druckspeicherbehälter 7 für die Zusatzflüssigkeit einstückig ausgeführt, um Platz im Motorraum der Brennkraftmaschine einzusparen.In the embodiment shown in the drawing, the common rail pressure accumulator 2 for the fuel and the pressure storage container 7 for the additional liquid are made in one piece in order to save space in the engine compartment of the internal combustion engine.
Vom Druckspeicherbehälter 7 aus können mehrere, jeweils zu unterschiedlichen Zweistoffdüsen führende Zusatzflüssigkeitsleitungen abgehen, die in der Zeichnung pauschal mit
"13'" bezeichnet sind. Zur Beschickung einer ganzen Gruppe von Zweistoffdüsen mit Zusatzflüssigkeit kann jeweils auch nur eine einzige Ventileinheit vorgesehen sein, die dann als entsprechendes Mehrwegeventil ausgestaltet sein muß. Ebenso können auch vom Common-Rail-Druckspeicher mehrere Injektoren über geeignete Ventileinheiten mit Kraftstoff beschickt werden.From the pressure storage tank 7, several additional liquid lines, each leading to different two-substance nozzles, can come out, which are shown in the drawing as a flat rate "13 '" are designated. To supply a whole group of two-substance nozzles with additional liquid, only a single valve unit can be provided, which must then be designed as a corresponding multi-way valve. Likewise, several injectors can also be supplied with fuel from the common rail pressure accumulator via suitable valve units.
Die Pumpe 8 zur Beschickung des Druckspeicherbehälters 7 mit Zusatzflüssigkeit kann eine elektrisch betriebene Pumpe, beispielsweise eine zweistufige Zahnradpumpe sein, die bis zu einem Druckniveau von ca. 50 bar Zusatzflüssigkeit fördern kann .The pump 8 for loading the pressure storage container 7 with additional liquid can be an electrically operated pump, for example a two-stage gear pump, which can deliver additional liquid up to a pressure level of approximately 50 bar.
Der erfindungsgemäße Druckspeicherbehälter 7 für Zusatzflüssigkeit ist bei Motoren mit unterschiedlichster Zylinderzahl und für Einspritzanlagen unterschiedlichsten Aufbaus einsetzbar.
The pressure storage container 7 according to the invention for additional liquid can be used in engines with a very wide variety of cylinders and for injection systems with a wide variety of designs.
Claims
Kraftstoffeinspritzanlage für eine Brennkraftmaschine mit einer Hochdruckpumpe (1) zur Förderung des Kraftstoffes, vorzugsweise Dieselkraftstoff, in eine Zweistoffdüse (3) sowie mit einer Fördereinrichtung zur Förderung einer über ein Rückschlagventil (3.4) geführten Zusatzflüssigkeit, vorzugsweise Wasser, in eine zu der Zweistoffdüse (3) führende Zusatzflüssigkeitsleitung (15) ,Fuel injection system for an internal combustion engine with a high-pressure pump (1) for conveying the fuel, preferably diesel fuel, into a two-substance nozzle (3) and with a conveying device for conveying an additional liquid, preferably water, via a non-return valve (3.4) into a two-substance nozzle (3 ) leading additional liquid line (15),
dadurch gekennzeichnet,characterized,
daß ein Druckspeicherbehälter (7) mit unter Druck stehender Zusatzflüssigkeit vorgesehen ist, der über ein Einlagerungs-Ventil (10) die Zusatzflussigkeitsleitung (13) mit einer jeweils vorgebbaren Menge an Zusatzflüssigkeit beschicken kann, der seinerseits mittels einer Pumpe (8) über ein Rückschlagventil (11) mit Zusatzflüssigkeit beschickt werden kann, und dessen Innendruck durch ein Druckregelventil (9) auf einem gewünschten Niveau gehalten werden kann.that a pressure storage tank (7) with pressurized additional liquid is provided, which can supply the additional liquid line (13) with a predeterminable amount of additional liquid via a storage valve (10), which in turn can be supplied by means of a pump (8) via a check valve ( 11) can be filled with additional liquid, and the internal pressure can be kept at a desired level by a pressure control valve (9).
Kraftstoffeinspritzanlage nach Anspruch 1, dadurch gekennzeichnet, daß die Pumpe (8) einen elektrischen Antrieb aufweist.Fuel injection system according to claim 1, characterized in that the pump (8) has an electric drive.
Kraftstoffeinspritzanlage nach Anspruch 1 oder 2, dadurch gekennzeichnet, daß die Pumpe (8) eine vorzugsweise zweistufige Zahnradpumpe ist.
Fuel injection system according to claim 1 or 2, characterized in that the pump (8) is a preferably two-stage gear pump.
4. Kraftstoffeinspritzanlage nach einem der vorhergehenden Ansprüche, dadurch gekennzeichnet, daß ein mit unter Hochdruck stehendem Kraftstoff gefüllter Common-Rail- Druckspeicher (2) vorgesehen ist, der eine zur Zweistoffdüse (3) führende Einspritzleitung (6) mit Kraftstoff beschicken kann.4. Fuel injection system according to one of the preceding claims, characterized in that a common rail pressure accumulator (2) filled with high-pressure fuel is provided, which can feed a fuel line leading to the two-substance nozzle (3) (6) with fuel.
5. Kraftstoffeinspritzanlage nach Anspruch 4, dadurch gekennzeichnet, daß der Druckspeicherbehälter (7) für Zusatzflüssigkeit und der Common-Rail -Druckspeicher (2) einstückig ausgeführt sind.5. Fuel injection system according to claim 4, characterized in that the pressure storage container (7) for additional liquid and the common rail pressure accumulator (2) are made in one piece.
6. Kraftstoffeinspritzanlage nach einem der vorhergehenden Ansprüche, dadurch gekennzeichnet, daß vom Druckspeicherbehälter (7) mehrere, jeweils zu unterschiedlichen Zweistoffdüsen führende Zusatzflüssigkeitsleitungen6. Fuel injection system according to one of the preceding claims, characterized in that from the pressure storage container (7) a plurality of additional liquid lines each leading to different two-substance nozzles
(13 ' ) abgehen.(13 ').
7. Kraftstoffeinspritzanlage nach Anspruch 6, dadurch gekennzeichnet, daß zur Beschickung einer ganzen Gruppe von Zweistoffdüsen (3) mit Zusatzflüssigkeit jeweils nur eine Ventileinheit vorgesehen ist.
7. Fuel injection system according to claim 6, characterized in that only one valve unit is provided for charging an entire group of two-substance nozzles (3) with additional liquid.
Applications Claiming Priority (3)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| DE19746491 | 1997-10-22 | ||
| DE19746491A DE19746491A1 (en) | 1997-10-22 | 1997-10-22 | Dual fluid injection system for diesel engine of vehicle |
| PCT/DE1998/001816 WO1999020890A1 (en) | 1997-10-22 | 1998-07-01 | Fuel injection system for an internal combustion engine |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| EP0946828A1 true EP0946828A1 (en) | 1999-10-06 |
| EP0946828B1 EP0946828B1 (en) | 2004-03-31 |
Family
ID=7846177
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| EP98942475A Expired - Lifetime EP0946828B1 (en) | 1997-10-22 | 1998-07-01 | Fuel injection system for an internal combustion engine |
Country Status (7)
| Country | Link |
|---|---|
| US (1) | US6142107A (en) |
| EP (1) | EP0946828B1 (en) |
| JP (1) | JP2001506728A (en) |
| KR (1) | KR20000069637A (en) |
| CN (1) | CN1109815C (en) |
| DE (2) | DE19746491A1 (en) |
| WO (1) | WO1999020890A1 (en) |
Families Citing this family (14)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| FR2791400B1 (en) * | 1999-03-22 | 2002-04-26 | Sofab | RESPIRATION PUMP |
| US7077101B2 (en) * | 2002-08-14 | 2006-07-18 | Electro-Motive Diesel, Inc. | Hybrid fuel injection system |
| DE10337893A1 (en) * | 2003-08-18 | 2005-03-17 | Daimlerchrysler Ag | Fuel injection system and method for injecting fuel |
| DE602004013423T2 (en) * | 2004-05-17 | 2009-06-04 | Ford Global Technologies, LLC, Dearborn | Kraftstoffverteilerkomponent |
| ATE498063T1 (en) * | 2006-09-25 | 2011-02-15 | Dgc Ind Pty Ltd | DUAL FUEL SYSTEM |
| MY147343A (en) * | 2006-09-25 | 2012-11-30 | Dgc Ind Pty Ltd | A dual fuel system |
| CA2635410C (en) * | 2008-06-19 | 2010-08-17 | Westport Power Inc. | Dual fuel connector |
| FI123513B (en) * | 2010-12-02 | 2013-06-14 | Waertsilae Finland Oy | Fuel supply unit, method for operating it and combustion engine |
| US9068539B2 (en) * | 2012-08-03 | 2015-06-30 | Caterpillar Inc. | Dual check fuel injector and fuel system using same |
| DE102012022498A1 (en) * | 2012-11-19 | 2014-05-22 | L'orange Gmbh | Dual fuel injector |
| US20160069310A1 (en) * | 2014-09-09 | 2016-03-10 | Avl Powertrain Engineering, Inc. | Fuel injector with diesel pilot injection |
| DE102016000761A1 (en) * | 2016-01-27 | 2017-07-27 | Roman TANIEL | Emulsifying system and emulsifying method |
| DE102016203027A1 (en) * | 2016-02-26 | 2017-08-31 | Bayerische Motoren Werke Aktiengesellschaft | Internal combustion engine |
| CN115305103A (en) * | 2022-06-30 | 2022-11-08 | 胡进 | Reaction device for enhancing apparent heat transfer coefficient in organic solid waste thermal cracking process |
Family Cites Families (6)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| DE3931456A1 (en) * | 1989-09-21 | 1991-04-04 | Bosch Gmbh Robert | INJECTION DEVICE FOR DIESEL ENGINES |
| US5355854A (en) * | 1993-03-12 | 1994-10-18 | Aubee Thomas A | Supplemental gaseous fuel system for a diesel engine |
| DE4337048C2 (en) * | 1993-10-29 | 1996-01-11 | Daimler Benz Ag | Fuel injection system for an internal combustion engine |
| DE19621297C1 (en) * | 1996-05-28 | 1997-12-04 | Man B & W Diesel Ag | Device for control and regulation of ignition oil injection in gas engine |
| DE19625698B4 (en) * | 1996-06-27 | 2005-09-22 | Robert Bosch Gmbh | Injection device for the combined injection of fuel and additional fluid |
| US5890459A (en) * | 1997-09-12 | 1999-04-06 | Southwest Research Institute | System and method for a dual fuel, direct injection combustion engine |
-
1997
- 1997-10-22 DE DE19746491A patent/DE19746491A1/en not_active Withdrawn
-
1998
- 1998-07-01 KR KR1019997005648A patent/KR20000069637A/en not_active Application Discontinuation
- 1998-07-01 EP EP98942475A patent/EP0946828B1/en not_active Expired - Lifetime
- 1998-07-01 DE DE59811107T patent/DE59811107D1/en not_active Expired - Lifetime
- 1998-07-01 US US09/331,477 patent/US6142107A/en not_active Expired - Fee Related
- 1998-07-01 JP JP52291899A patent/JP2001506728A/en active Pending
- 1998-07-01 CN CN98801554A patent/CN1109815C/en not_active Expired - Fee Related
- 1998-07-01 WO PCT/DE1998/001816 patent/WO1999020890A1/en not_active Application Discontinuation
Non-Patent Citations (1)
| Title |
|---|
| See references of WO9920890A1 * |
Also Published As
| Publication number | Publication date |
|---|---|
| US6142107A (en) | 2000-11-07 |
| KR20000069637A (en) | 2000-11-25 |
| CN1242819A (en) | 2000-01-26 |
| JP2001506728A (en) | 2001-05-22 |
| DE19746491A1 (en) | 1999-04-29 |
| CN1109815C (en) | 2003-05-28 |
| WO1999020890A1 (en) | 1999-04-29 |
| DE59811107D1 (en) | 2004-05-06 |
| EP0946828B1 (en) | 2004-03-31 |
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