EP2098719B1 - Moteur à combustion interne diesel - Google Patents

Moteur à combustion interne diesel Download PDF

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Publication number
EP2098719B1
EP2098719B1 EP09154073A EP09154073A EP2098719B1 EP 2098719 B1 EP2098719 B1 EP 2098719B1 EP 09154073 A EP09154073 A EP 09154073A EP 09154073 A EP09154073 A EP 09154073A EP 2098719 B1 EP2098719 B1 EP 2098719B1
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EP
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Prior art keywords
fuel
combustion engine
internal combustion
diesel
fact
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EP09154073A
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German (de)
English (en)
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EP2098719A1 (fr
Inventor
Alois Dotzer
Georg Gruber
Thomas Kaiser
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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
    • F02M47/00—Fuel-injection apparatus operated cyclically with fuel-injection valves actuated by fluid pressure
    • F02M47/02—Fuel-injection apparatus operated cyclically with fuel-injection valves actuated by fluid pressure of accumulator-injector type, i.e. having fuel pressure of accumulator tending to open, and fuel pressure in other chamber tending to close, injection valves and having means for periodically releasing that closing pressure
    • F02M47/027—Electrically actuated valves draining the chamber to release the closing pressure
    • 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

Definitions

  • the invention relates to a diesel engine-operated internal combustion engine according to the preamble of claim 1.
  • the invention has for its object to design a diesel engine operated internal combustion engine, which is operated with vegetable oil, so that the cold start problem can be greatly reduced or even eliminated.
  • a diesel engine-powered internal combustion engine having the features of claim 1.
  • the usual injectors can not be used because they are not able to do so are to interrupt the fuel flow under a pressure of more than 1,000 bar.
  • new injectors are used, which have a servo-control, in which the high pressure of the upcoming fuel is also used for closing the valve.
  • These new injectors have a nozzle needle with control piston, a chamber filled with fuel chamber volume into which the nozzle needle dips, a filled with tax fuel valve control chamber into which the control plunger dips, a fuel supply, which is connected to the chamber volume and an inlet throttle to the valve control chamber, and a fuel return, which communicates via an outlet throttle and a drain valve with the valve control chamber.
  • the nozzle needle Since in modern high-pressure injectors the nozzle needle is controlled exclusively hydraulically via the valve chamber, it must be ensured that the pilot fuel is in a state that corresponds to that of diesel fuel even at low temperatures. In contrast, if the pilot fuel is too viscous, the valve needle can not open and no injection can take place. If, however, it is possible to lift the valve needle and open the injection nozzle, the fuel is almost at the pressure of the high pressure pump at the opening and can be easily injected into the combustion chamber even in the viscous state.
  • the high-pressure fuel supply usually splits within the injector into a strand to the chamber volume and into a string to the valve chamber.
  • the control fuel supplied to the valve space is practically completely discharged again via the fuel return and is not supplied to the combustion chamber via the chamber volume. Consequently, in order to solve the cold start problem, it is only necessary to heat up this pilot fuel which is to be discharged again, but not the fuel intended for the injection. Previous less successful attempts to solve this problem, however, have always focused on heating the fuel intended for injection.
  • control fuel is heated by the solenoid of the control valve.
  • the drain throttle is responsible. This constriction normally ensures that the pressure applied to the open injection nozzle does not flow via the outlet throttle into the leakage chamber and thus into the fuel return.
  • the outlet throttle prevents the pressure in the valve control chamber, which holds the control piston and the valve needle in the lower closed position, from being opened to open the injector. The opening of the valve and the injection of fuel is thus impossible.
  • this area By heating this area can be targeted the vegetable oil, which serves only as a pilot fuel, are brought to a temperature in which the function of the outlet throttle is guaranteed.
  • the heating of this relatively small area can be done very quickly and with little energy.
  • the heating could be done for example via a component within the injection nozzle. It would even be conceivable to use a component which actually fulfills a completely different function as a heating element.
  • the heater is particularly advantageous designed as an external heating. It must be made by this no particularly critical interventions on the injection nozzle itself. Also, the injector can be retrofitted in a very simple manner so that they can be operated not only with diesel fuel, but also with vegetable oil.
  • the inlet throttle is arranged in the same area in which the outlet throttle is located.
  • the inlet throttle can also lead to cold start problems, but this is by far not as critical as the outlet throttle.
  • a small heating device can eliminate any problems caused by both throttles.
  • the external heating therefore has a glow plug.
  • the glow plug is attached via a sleeve to the injection nozzle.
  • This sleeve can be made of a solid part, but also designed as a screw sleeve in the form of an open ring. In any case, ensure that the sleeve is in intimate and large-area contact with the outer wall of the injector.
  • the sleeve should be made of a material with high strength. At the same time, however, it should be noted that the material has a good thermal conductivity to the heat energy from the glow plug as efficiently as possible to bring into the injector.
  • an electrical heating ring is provided. These heating rings are also available as standard components. They are heated electrically directly. Using the heating ring, the heat energy can be more effectively introduced exactly into the region of the injection nozzle in which the outlet throttle is located.
  • the injection nozzle is heated in the region of the outlet throttle by an induced eddy current.
  • an induced eddy current This has the advantage that no heat has to be transferred to the injection nozzle, but can be generated directly in the injection nozzle.
  • a coil placed annularly around the injection nozzle is provided for this purpose. An alternating current is applied to the coil. The penetration depth of the induced eddy current depends on the frequency of the applied alternating current.
  • the heater is operable before the start of the internal combustion engine. This means that, for example, via a control device that controls the starting process, the heating is activated, even before the actual starting process is initiated with the activation of the starter. In this way, during the start-up process, low-viscosity vegetable oil is already available at the outlet throttle, so that problem-free injection of the fuel into the combustion chamber can take place.
  • the invention is applicable to the so-called electro-magnetic injection nozzles, in which the fuel return is controlled by an electro-magnetic valve.
  • electro-magnetic valve In their function very similar to the new piezo-electrically operated injectors are constructed. These much faster switchable injectors also have a control piston, a valve control chamber and an outlet throttle. Again, there is the same cold start problem as in the electro-magnetic injection nozzles.
  • the invention is therefore also very advantageous to the new piezoelectric injectors applicable, in which the fuel return is controlled by a piezoelectric valve.
  • the illustrated injection nozzle is designed as an electro-magnetic injector 1.
  • the injector 1 a number of cavities are provided, which are all in communication with each other.
  • the leakage chamber 4 is connected directly to the return line 7 in the fuel tank.
  • Below the leakage chamber 4 is the valve control chamber 5 (see Fig. 2 ). This is connected via the outlet throttle 2 with the leakage chamber 4.
  • the valve control chamber 5 is connected to the high-pressure inlet 8. Also communicates with the high-pressure inlet 8, the chamber volume 6 in conjunction.
  • the injector 1 When the injector 1 is open, the contents of the chamber volume 6 are injected via the injection holes 9 into the combustion chamber (not shown here).
  • an electro-magnetic valve for closing the outlet throttle 2.
  • This electro-magnetic valve has a solenoid 13, a valve spring 12, an armature spring 11 and the armature 15.
  • the valve ball 16 On the lower plate of the armature 15, the valve ball 16 is mounted for closing the outlet throttle 2.
  • the outlet throttle 2 forms a drain valve together with the magnetic valve.
  • the magnet coil 13 is connected to the connection socket 14. Via the connection socket 14, an electrical control unit is connected, with which the electrical pulses necessary for the proper operation of the injector 1 are generated.
  • the nozzle needle 19 In the lower part of the injector 1 is the nozzle needle 19, with which the chamber volume 6 is closed against the injection holes 9. At the top, the nozzle needle 19 continues via the pressure shoulder 18 into the control piston 17. The upper end face of the control piston 17 forms the lower boundary wall of the valve control chamber fifth
  • a heating ring 20 which heats the area in which the outlet throttle 2 and the inlet throttle 3 are located.
  • a heating wire 21 bent in upright loops extends. The electrical connection for this heating wire 21 is not visible in the illustration.
  • the injector 1 is in the closed state.
  • the solenoid 13 is not energized and the valve spring 12 pushes the armature 15 in its lowest position.
  • the valve ball 16 closes the outlet throttle 2.
  • About the high-pressure inlet 8 and the inlet throttle 3 prevails in the valve control chamber 5 of the pressure applied to the high-pressure inlet 8.
  • This pressure also acts on the upper face of the control piston 17.
  • the same pressure prevails in the chamber volume 6.
  • the pressure of the vegetable oil acts on the pressure shoulder 18.
  • the pressure at an angle of approximately 45 degrees to the direction of movement of the nozzle needle 19 acts is the force acting on the nozzle needle 19 is less than the force exerted by the pressure in the valve control chamber 5 on the nozzle needle 19.
  • the force of the nozzle spring 10 is still added.
  • the magnetic coil 13 is de-energized again.
  • the valve spring 12 now pushes the armature 15 back into its lower position, in which the valve ball 16 closes the outlet throttle 2.
  • the pressure applied to the high-pressure inlet 8 builds up very quickly in the valve control chamber 5 again.
  • the control piston 17 and the associated nozzle needle 19 are pressed down again and close the spray holes 9. Thus no vegetable oil from the chamber volume 6 more escape into the combustion chamber.
  • the power supply of the heating ring 20 can be switched off.
  • the injector 1 is at a temperature level at which also inflowing vegetable oil immediately upon entering the high-pressure inlet 8 assumes the temperature that is necessary for trouble-free operation.
  • a glow plug 25 is used for heating the injector 1 before starting. These glow plugs are commonly used for Starting from diesel engines used are highly heat resistant and achieve a long service life.
  • a threaded bushing 23 is provided, into which the glow plug 25 is screwed.
  • the inner surface of the threaded bushing 23 corresponds as closely as possible to the outer surface of the glow plug 25, so that the largest possible intensive contact between the two components is established. The heat from the glow plug 25 is transferred very efficiently to the threaded bushing 23 in this way.
  • the heating sleeve 22 is connected.
  • the connection of the two components is advantageously carried out via a weld or a braze.
  • the heating sleeve 22 can either also be connected via a soldering process with the injector 1 or it is designed as an open sleeve and is clamped by means of screws on the injector. Again, it is important to achieve an intimate contact between the heating sleeve 22 and the lateral surface of the injector 1, so that a good heat transfer can take place.
  • the upper part of the injector 1 is usually located between the valve levers and the distance between the valve levers is relatively small, it must be ensured, in particular with a screwed heating sleeve, that the heating sleeve 22 does not rotate due to the vibrations acting on it.
  • the threaded bush 23 could come with the glow plug 25 in the region of the moving valve lever. This twisting would therefore result in high damage.
  • the locking pin 24 is mounted in a fixed opening, for. B in a screw in the head of the internal combustion engine, immersed. A rotation of the heating sleeve 22 is no longer possible.
  • piezoelectric injectors have also recently been on the market.
  • a piezo control module is used here, which is composed of a plurality of stacked piezoelectric plates.
  • valve control chamber is also present here.
  • the pressure in this valve control chamber which in turn is responsible for the movement of the nozzle needle, is also controlled here via an outlet throttle and an inlet throttle. Since the same cold start problem occurs with these piezoelectric injectors, remedying the critical area can also be remedied here.
  • the inventive diesel engine internal combustion engine can therefore be operated with piezoelectric injectors.

Landscapes

  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Physics & Mathematics (AREA)
  • Fluid Mechanics (AREA)
  • Fuel-Injection Apparatus (AREA)
  • Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)
  • Output Control And Ontrol Of Special Type Engine (AREA)

Claims (12)

  1. Moteur à combustion interne entraîné par un moteur diesel comportant au minimum un injecteur (1) pour l'injection de carburant issu d'huile végétale au moyen d'un pointeau d'injection (19) à piston pilote (17), une chambre remplie de carburant pilote (6) dans laquelle plonge le pointeau d'injection (19), une chambre de commande de soupape (5) remplie de carburant dans laquelle plonge le piston pilote (17), une arrivée de carburant (8) reliée à la chambre (6) et à la chambre de commande de soupape (5) par un restricteur d'arrivée (3) et un retour de carburant (7) communiquant avec la chambre de commande de soupape (5) par l'intermédiaire d'un restricteur de sortie (2) et d'une soupape d'évacuation (2,16), caractérisé par le fait que la chambre de commande de soupape (5) présente au minimum un réchauffeur (20, 21; 22-25) du carburant pilote communiquant avec le retour de carburant (7) et que le carburant disponible pour l'injection dans la chambre (6) n'est pas réchauffé.
  2. Moteur à combustion interne entraîné par un moteur diesel selon la revendication 1, caractérisé par le fait que le réchauffeur (20, 21; 22-25) est exclusivement prévu pour la zone où est placé le restricteur de sortie (2).
  3. Moteur à combustion interne entraîné par un moteur diesel selon la revendication 2, caractérisé par le fait que le réchauffeur (20, 21; 22-25) est un élément réchauffeur extérieur.
  4. Moteur à combustion interne entraîné par un moteur diesel selon la revendication 2, caractérisé par le fait que le restricteur d'arrivée (3) est également placé dans la zone réchauffée.
  5. Moteur à combustion interne entraîné par un moteur diesel selon la revendication 3, caractérisé par le fait que le réchauffeur extérieur (22-25) présente une bougie de préchauffage (25).
  6. Moteur à combustion interne entraîné par un moteur diesel selon la revendication 5, caractérisé par le fait que la bougie de préchauffage (25) est fixée à l'injecteur (1) par un manchon (22).
  7. Moteur à combustion interne entraîné par un moteur diesel selon la revendication 6, caractérisé par le fait que le manchon (22) est réalisé en matière à haute résistance présentant une bonne conductivité thermique.
  8. Moteur à combustion interne entraîné par un moteur diesel selon la revendication 3, caractérisé par le fait que le réchauffeur externe (20, 21) présente une bague de chauffage électrique (20).
  9. Moteur à combustion interne entraîné par un moteur diesel selon la revendication 2, caractérisé par le fait qu'une bobine annulaire placée dans l'injecteur (1) crée un écoulement tourbillonnaire.
  10. Moteur à combustion interne entraîné par un moteur diesel selon la revendication 1, caractérisé par le fait que le réchauffeur (20, 21; 22-25) est fonctionnel avant le démarrage du moteur à combustion interne.
  11. Moteur à combustion interne entraîné par un moteur diesel selon la revendication 1, caractérisé par le fait que le retour de carburant est commandé par une soupape électromagnétique (2, 13, 15, 16).
  12. Moteur à combustion interne entraîné par un moteur diesel selon la revendication 1, caractérisé par le fait que le retour de carburant est commandé par une soupape piézo-électrique.
EP09154073A 2008-03-07 2009-03-02 Moteur à combustion interne diesel Active EP2098719B1 (fr)

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
DE102008013129A DE102008013129A1 (de) 2008-03-07 2008-03-07 Dieselmotorisch betriebene Brennkraftmaschine

Publications (2)

Publication Number Publication Date
EP2098719A1 EP2098719A1 (fr) 2009-09-09
EP2098719B1 true EP2098719B1 (fr) 2010-03-24

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EP09154073A Active EP2098719B1 (fr) 2008-03-07 2009-03-02 Moteur à combustion interne diesel

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EP (1) EP2098719B1 (fr)
AT (1) ATE462078T1 (fr)
DE (2) DE102008013129A1 (fr)

Families Citing this family (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
FI123449B (fi) * 2011-04-12 2013-05-15 Waertsilae Finland Oy Järjestely ja menetelmä polttoaineen lämpötilan säätämiseksi vähintään yhdessä polttoaineen ruiskutussuuttimessa
GB2491147B (en) * 2011-05-24 2017-07-05 Gm Global Tech Operations Llc Fuel injection system comprising fuel injectors linked in series
DE102013005508A1 (de) * 2013-04-02 2014-10-02 regineering GmbH Verfahren zum Starten einer dieselmotorisch betriebenen Brennkraftmaschine
GB2528981B (en) 2014-08-08 2021-03-31 Rklab Ag Injecting apparatus and method of using an injecting apparatus
DE102017010382A1 (de) 2017-11-09 2019-05-09 Daimler Ag Verfahren zum Betreiben einer Kraftstoffversorgungseinrichtung
GB2587015B (en) * 2019-09-13 2021-12-08 Delphi Tech Ip Ltd Fuel injector

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CH552750A (de) * 1971-12-21 1974-08-15 Lacrex Brevetti Sa Vorrichtung zur kraftstoffvorwaermung, insbesondere zum starten des motors, in einem einspritzmotor.
DE2646069A1 (de) * 1976-10-13 1978-04-27 Daimler Benz Ag Kraftstoffeinspritzventil
US4870943A (en) * 1986-07-01 1989-10-03 Bradley Curtis E Thermal liquid pump
US6102303A (en) * 1996-03-29 2000-08-15 Siemens Automotive Corporation Fuel injector with internal heater
DE20014907U1 (de) * 2000-08-30 2000-12-28 Andrae Matthias Vorrichtung zum Erwärmen von Pflanzenöl als Kraftstoff für den Betrieb von Dieselmotoren
DE10045753A1 (de) * 2000-09-15 2002-03-28 Daimler Chrysler Ag Verfahren zum Betreiben einer selbstzündenden Brennkraftmaschine
DE20102592U1 (de) * 2001-02-14 2001-06-21 Hartinger Werner Einspritzdüsenvorheizung für Pflanzenölbetrieb
DE10340159A1 (de) * 2003-09-01 2005-04-07 Audi Ag Kraftstoff-Hochdruckeinspritzsystem als Common-Rail Einspritzsystem
DE102004055575A1 (de) * 2004-11-18 2006-05-24 Robert Bosch Gmbh Verfahren und Vorrichtung zur Leckageprüfung eines Kraftstoffeinspritzventils einer Brennkraftmaschine
AT502683B1 (de) * 2006-04-03 2007-05-15 Bosch Gmbh Robert Verfahren zur vorwärmung von einspritzinjektoren von brennkraftmaschinen
US7516733B2 (en) * 2006-12-05 2009-04-14 Ford Global Technologies, Llc System and method for reducing power consumption when heating a fuel injector

Also Published As

Publication number Publication date
ATE462078T1 (de) 2010-04-15
DE502009000006D1 (de) 2010-05-06
EP2098719A1 (fr) 2009-09-09
DE102008013129A1 (de) 2009-09-24

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