EP2602470B1 - Moteur à combustion interne avec un système de carburant - Google Patents

Moteur à combustion interne avec un système de carburant Download PDF

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Publication number
EP2602470B1
EP2602470B1 EP12008126.0A EP12008126A EP2602470B1 EP 2602470 B1 EP2602470 B1 EP 2602470B1 EP 12008126 A EP12008126 A EP 12008126A EP 2602470 B1 EP2602470 B1 EP 2602470B1
Authority
EP
European Patent Office
Prior art keywords
fuel
valve
combustion engine
pressure
chamber
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.)
Active
Application number
EP12008126.0A
Other languages
German (de)
English (en)
Other versions
EP2602470A2 (fr
EP2602470A3 (fr
Inventor
Gerhard Osburg
Clemens Klatt
Tobias Leopold
Michael Dietenberger
Wolfgang Layher
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.)
Andreas Stihl AG and Co KG
Original Assignee
Andreas Stihl AG and Co KG
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Application filed by Andreas Stihl AG and Co KG filed Critical Andreas Stihl AG and Co KG
Publication of EP2602470A2 publication Critical patent/EP2602470A2/fr
Publication of EP2602470A3 publication Critical patent/EP2602470A3/fr
Application granted granted Critical
Publication of EP2602470B1 publication Critical patent/EP2602470B1/fr
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Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B15/00—Engines characterised by the method of introducing liquid fuel into cylinders and not otherwise provided for
    • 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
    • F02M1/00—Carburettors with means for facilitating engine's starting or its idling below operational temperatures
    • F02M1/16—Other means for enriching fuel-air mixture during starting; Priming cups; using different fuels for starting and normal operation
    • 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
    • F02M37/00—Apparatus or systems for feeding liquid fuel from storage containers to carburettors or fuel-injection apparatus; Arrangements for purifying liquid fuel specially adapted for, or arranged on, internal-combustion engines
    • F02M37/0011—Constructional details; Manufacturing or assembly of elements of fuel systems; Materials therefor
    • F02M37/0023—Valves in the fuel supply and return system
    • 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
    • F02M37/00—Apparatus or systems for feeding liquid fuel from storage containers to carburettors or fuel-injection apparatus; Arrangements for purifying liquid fuel specially adapted for, or arranged on, internal-combustion engines
    • F02M37/0011—Constructional details; Manufacturing or assembly of elements of fuel systems; Materials therefor
    • F02M37/0023—Valves in the fuel supply and return system
    • F02M37/0029—Pressure regulator in the low pressure fuel system
    • 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
    • F02M37/00—Apparatus or systems for feeding liquid fuel from storage containers to carburettors or fuel-injection apparatus; Arrangements for purifying liquid fuel specially adapted for, or arranged on, internal-combustion engines
    • F02M37/0047—Layout or arrangement of systems for feeding fuel
    • F02M37/007—Layout or arrangement of systems for feeding fuel characterised by its use in vehicles, in stationary plants or in small engines, e.g. hand held tools
    • 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
    • F02M37/00—Apparatus or systems for feeding liquid fuel from storage containers to carburettors or fuel-injection apparatus; Arrangements for purifying liquid fuel specially adapted for, or arranged on, internal-combustion engines
    • F02M37/04—Feeding by means of driven pumps
    • F02M37/16—Feeding by means of driven pumps characterised by provision of personally-, e.g. manually-, operated pumps
    • 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
    • F02M37/00—Apparatus or systems for feeding liquid fuel from storage containers to carburettors or fuel-injection apparatus; Arrangements for purifying liquid fuel specially adapted for, or arranged on, internal-combustion engines
    • F02M37/04—Feeding by means of driven pumps
    • F02M37/18—Feeding by means of driven pumps characterised by provision of main and auxiliary pumps
    • 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
    • F02M37/00—Apparatus or systems for feeding liquid fuel from storage containers to carburettors or fuel-injection apparatus; Arrangements for purifying liquid fuel specially adapted for, or arranged on, internal-combustion engines
    • F02M37/20—Apparatus or systems for feeding liquid fuel from storage containers to carburettors or fuel-injection apparatus; Arrangements for purifying liquid fuel specially adapted for, or arranged on, internal-combustion engines characterised by means for preventing vapour lock
    • 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
    • F02M69/10—Low-pressure fuel-injection apparatus ; Apparatus with both continuous and intermittent injection; Apparatus injecting different types of fuel peculiar to scavenged two-stroke engines, e.g. injecting into crankcase-pump chamber

Definitions

  • the invention relates to an internal combustion engine with a fuel system of the type specified in the preamble of claim 1.
  • a fuel system which can be used for example for diesel engines.
  • the fuel system has a first supply line, in which a delivery pump is arranged and a second supply line, in which a fuel pump is arranged. Both leads supply fuel to a plurality of fuel valves. Downstream of the fuel valves, a pressure regulator is arranged. The pressure regulator thereby limits both the fuel pressure generated with the fuel pump and with the delivery pump at the fuel valves.
  • the invention has for its object to provide an internal combustion engine with a fuel system of the generic type, in which a good starting of the internal combustion engine is achieved.
  • vapor bubbles in fuel systems with a fuel valve, the formation of vapor bubbles in the fuel system and in the injection valve can make it very difficult or impossible to start the internal combustion engine.
  • the formation of vapor bubbles is particularly problematic in fuel systems that operate at very low pressure, which may for example be only one or more tenths bar or a few bar above the ambient pressure.
  • the pressure in such a fuel system may be, for example, about 100 mbar above ambient pressure. If the fuel valve heats up too much, vapor bubbles may form in the fuel valve.
  • the formation of vapor bubbles is particularly problematic when the engine is turned off and nachloomt, since then no promotion of cooling air more.
  • the feed pump is arranged in a supply line to the fuel chamber of the fuel valve and promotes the fuel into the fuel chamber of the fuel valve.
  • the fuel space is connected to a relief line in which a first valve is arranged. The fact that the fuel space of the fuel valve is purged, it is ensured that steam bubbles are flushed out in the fuel valve. At the same time, flushing the fuel valve with fuel easily achieves effective cooling of the fuel valve which prevents re-vaporization.
  • About the first Valve located in the relief line can maintain a desired pressure in the fuel system during operation.
  • a purging of the fuel chamber in the injection valve can be provided at a considerably higher pressure than the operating pressure in the fuel system.
  • an effective rinsing of possibly present in the fuel chamber gas bubbles is possible and a new vapor bubble formation can be prevented.
  • a simple structure results from the fact that the supply line in which the feed pump is arranged in the flow path of a pump chamber of the fuel pump to the fuel chamber.
  • the feed pump can therefore be arranged in an already existing supply line of the fuel system. Downstream of the fuel pump , a pressure regulator is arranged.
  • the supply line, in which the feed pump is arranged connects a control chamber of the pressure regulator with the fuel chamber.
  • the pressure regulator for limiting the pressure applied to the pump for flushing the fuel valve pressure does not limit, so that via the feed pump, a significantly higher fuel pressure can be generated in the fuel system than the usually prevailing in operation fuel pressure.
  • the supply line is a bypass line to the fuel pump and connects the fuel tank with the fuel chamber. Due to the arrangement of the fuel pump in a bypass line to the fuel pump, the spatial arrangement of the feed pump relative to the fuel pump and the internal combustion engine can be chosen relatively freely.
  • the first valve is actuated in response to a pressure, so it is opened or closed depending on the pressure.
  • the pressure above which the first valve opens is advantageously higher than the operating pressure in the fuel system.
  • a limited overpressure in the fuel system relative to the normal operating pressure can be established via the feed pump. This prevents a new vapor bubble formation in the fuel valve or fuel system.
  • the valve can in particular depending on the pressure in the fuel chamber or in dependence of the Open differential pressure between fuel chamber and fuel tank.
  • the valve is actuated as a function of a temperature.
  • the temperature may be, for example, a temperature of the fuel valve or the internal combustion engine.
  • the valve opens or closes as a function of the rotational speed of the internal combustion engine. It is particularly provided that the valve is closed above a predetermined speed, so that the first valve is closed during normal operation and is open only during the startup process. It can also be provided that the first valve is closed in the first detected combustion.
  • the first combustion can be detected, for example, based on the rotational speed of the internal combustion engine.
  • the speed at which the valve is closed may be a speed that is reached as soon as the engine is started, but which is below the idle speed of the engine. Alternatively or additionally, it may be provided that the valve is actuated in a time-controlled manner.
  • the first valve closes advantageous after the expiration of a predetermined period of time, which may for example correspond to the time for one or more Anwerfhübe. This flushes the fuel system during the startup process.
  • a predetermined period of time which may for example correspond to the time for one or more Anwerfhübe. This flushes the fuel system during the startup process.
  • the different parameters for actuating the first valve can be suitably combined.
  • valve is a pressure relief valve opening in the relief direction.
  • the pressure-holding valve operates mechanically, so that no further devices are necessary for controlling the pressure-holding valve.
  • the first valve opens only in the discharge direction and in the opposite direction to the discharge direction, ie in the flow direction from the fuel tank to the fuel chamber, opening in the opposite direction is prevented, for example, when in the fuel tank, a higher pressure than in the fuel chamber. This is particularly the case with fuel systems in which the fuel tank is pressurized.
  • the first valve is an electrically operated valve.
  • the internal combustion engine has in particular a control device which actuates the first valve.
  • a second valve is arranged in a bypass line to the first valve.
  • the second valve is a pressure-holding valve, while the first valve is an electrically operated valve. Via the pressure-maintaining valve arranged in the bypass line, it is possible to ensure that the pressure in the fuel system does not increase inadmissibly, independently of the parameters used to actuate the first valve.
  • the feed pump can be manually driven, mechanically driven, electrically driven or pneumatically driven.
  • the mechanical drive is advantageously via the internal combustion engine.
  • the pneumatic drive is advantageously carried out via the fluctuating pressure in the internal combustion engine, in particular in a crankcase of the internal combustion engine.
  • Fig. 1 shows an embodiment of a hand-held implement a cut-off machine 1.
  • the fuel system according to the invention in other hand-held implements such as brushcutters, chainsaws, blowers or the like. Can be used.
  • the cut-off machine 1 has a housing 2, in which an internal combustion engine 12 is arranged. On the housing 2, a boom 3 is set, at the free end of a blade 4 is mounted. The cutting disc 4 is partially covered by a protective cover 5. The cutting disk 4 is driven in rotation by the internal combustion engine 12.
  • An upper handle 6 and a handle tube 7 are used to guide the abrasive cutter 1.
  • the handle tube 7 engages over the housing 2 on the front side facing the cutting disc 4.
  • the upper handle 6 is formed on a hood 8 of the housing 2.
  • a throttle lever 10 and a throttle lock 11 are pivotally mounted.
  • an air filter cover 9 is arranged.
  • the abrasive grinder 1 has a plurality of feet 13, with which the grinder 1 can be placed on a base.
  • Fig. 2 shows the internal combustion engine 12 in detail.
  • the internal combustion engine 12 is a single-cylinder engine and designed in the embodiment as a two-stroke engine.
  • the internal combustion engine 12 has a crankcase 14, in which a crankshaft 80 is rotatably mounted about an axis of rotation 15.
  • a cylinder 16 is fixed, in which a in Fig. 2 schematically shown piston 21 is reciprocally mounted in the direction of a cylinder longitudinal axis 29.
  • the piston 21 rotatably drives the crankshaft 80 via a connecting rod, not shown.
  • the piston 21 defines a combustion chamber 22 formed in the cylinder 16.
  • the internal combustion engine 12 has an intake passage 30, which opens with an inlet 17 on the cylinder 16.
  • the inlet 17 is slit-controlled by the piston 21 and opened in the region of the top dead center of the piston 21 to the crankcase interior 31. To the combustion chamber 22, the inlet 17 is always closed. A portion of the intake passage 30 is guided in a throttle body 27, in which a throttle element, in the embodiment, a pivotally mounted throttle valve 28, is arranged. The throttle valve 28 is actuated by the throttle lever 10 and serves to control the amount of supplied combustion air.
  • a holder 24 is fixed, which has a receptacle 25 for the in Fig. 5 shown fuel valve 26 has.
  • the holder 24 has a fuel channel 61, via which the fuel metered by the fuel valve 26 is supplied into the crankcase interior 31.
  • the holder 24 is partially enclosed by an air guide member 83 which directs air from a fan housing to the holder 24 and so to cool the fuel valve 26 contributes.
  • the crankcase 14 also has a mounting opening 23, in which a sensor, in particular a pressure sensor, a temperature sensor or a combined pressure-temperature sensor can be arranged.
  • the crankcase interior 31 is connected to the combustion chamber 22 in the region of the bottom dead center of the piston 21 via at least one overflow channel 19.
  • a single overflow channel 19 is provided, which is divided into several branches and opens with several overflow windows 20 into the combustion chamber 22.
  • the transfer ports 20 are slit-controlled by the piston 21 and opened in the region of the bottom dead center of the piston 21. From the combustion chamber 22, an outlet 18, likewise slit-controlled by the piston 21, leads.
  • combustion air is supplied into the crankcase interior 31 via the intake passage 30.
  • the fuel / air mixture formed in the crankcase interior 31 flows in the region of the bottom dead center of the piston 21 via the or the overflow 19 in the combustion chamber 22 a.
  • the fuel / air mixture is compressed in the combustion chamber 22 and ignited in the region of top dead center of the piston 21 by a spark plug, not shown. Due to the combustion in the combustion chamber 22, the piston 21 is accelerated in the direction of its bottom dead center.
  • the outlet 18 is opened by the piston 21, the exhaust gases flow out of the combustion chamber 22 via the outlet 18.
  • fresh air / fuel mixture flows out of the crankcase interior 31 via the overflow windows 20.
  • FIG. 3 an exhaust muffler 82 is arranged on the internal combustion engine 12 into which the exhaust gases flow via the outlet 18.
  • Fig. 3 also shows the arrangement of the air guide member 83 on the crankcase 14.
  • the air guide member 83 is disposed immediately below an inlet stub 84 of the engine 12. In the inlet port of the intake passage 30 is guided to the inlet 17.
  • Fig. 3 Also shows, has the power grinder 1 a tank housing 81, which is separated from the engine 12 via a vibration gap 85.
  • the oscillation gap 85 is from an in Fig. 3 not shown elastic intake manifold bridged, in which the intake passage 30 is guided over the vibration gap 30.
  • the vibration gap 85 is also bridged by a plurality of anti-vibration elements, which are also not shown.
  • a fuel tank 32 is formed in the tank housing 81 a fuel tank 32 is formed.
  • a pump housing 51 of a fuel pump 34 (FIG. Fig. 4 ) held.
  • a feed pump 69 is integrated, which is designed as a manual feed pump and which has a pump bellows 77 which is to be operated by the operator.
  • the pumping bellows 77 protrudes from the housing 2 so that it is easily accessible by the operator.
  • the engine 12 has a controller 78 which controls the fuel valve 26, namely, the amount of fuel to be supplied and the timing when the amount of fuel is to be supplied.
  • the controller 78 also controls the ignition timing.
  • Other electrical components of the abrasive grinder 1 can be controlled by the controller 78.
  • Fig. 4 schematically shows the fuel system of the internal combustion engine 12.
  • a suction head 33 which is connected via a fuel line 68 with the fuel pump 34 formed in the pump housing 51.
  • the fuel pump 34 sucks fuel via a suction valve 37 into a pump chamber 38.
  • the pump chamber 38 is delimited by a pump diaphragm 39 whose rear side is connected to the crankcase interior 31 via an impulse line 40. Due to the fluctuating pressure in the crankcase interior 31, which results from the reciprocating motion of the piston 21, the pump diaphragm 39 is moved, thereby delivering fuel to a pressure valve 41.
  • the suction valve 37 and the pressure valve 41 are formed as check valves.
  • the fuel passes into a storage space 52, which is connected via an inlet valve 42 to a control chamber 43 of a pressure regulator 35.
  • the pressure regulator 35 is formed in the pump housing 51. However, it may also be provided a separate housing for the pressure regulator 35.
  • the inlet valve 42 has a valve needle 86, which via a lever 45 with a control chamber 43 limiting Regulating membrane 44 is connected.
  • a rear space 47 is formed on the side of the control diaphragm 44 facing away from the control chamber 43.
  • the control membrane 44 may, as shown in the embodiment, be biased by a spring 46.
  • the spring 46 is advantageously designed as a compression spring and arranged in the rear space 47.
  • the rear space 47 is advantageously acted upon via an opening 48 with a reference pressure.
  • the reference pressure is advantageously the ambient pressure. If the pressure in the control chamber 43 is lower than the desired pressure of the fuel system, the control diaphragm 44 is deflected in the direction of the control chamber 43 and thereby opens via the lever 45, the inlet valve 42. The pressure rises to the on the spring stiffness of the control diaphragm 44th and the spring 46 set pressure of the fuel system, the control diaphragm 44 is returned to its initial position, thereby closing the inlet valve 42.
  • the control chamber 43 is connected via a feed line 50 with a damping chamber 53 of a pressure damper 36.
  • the control chamber 43 may also be connected via the supply line 50 directly to the fuel valve 26.
  • the fuel enters via a arranged in the control chamber 43 fuel strainer 49 in the supply line 50 a.
  • the pressure damper 36 has a damping diaphragm 54, which limits the damping chamber 53.
  • a rear space 56 is formed, in which a spring 55 is arranged.
  • the spring 55 biases the damping membrane 54 in the desired position.
  • the damping diaphragm 54 can also be held in the desired position due to their inherent elasticity.
  • the rear space 56 is acted upon via an opening 57 with a reference pressure.
  • the reference pressure is advantageously the ambient pressure.
  • the supply line 50 passes through the pressure damper 36 to the fuel valve 26th
  • the fuel valve 26 is connected to the fuel tank 32 via a relief line 58.
  • a first valve 73 is arranged, which is formed in the embodiment as a mechanically acting pressure relief valve.
  • the first valve 73 has a valve member which is acted upon by a spring. If the pressure upstream of the first valve 73 increases above a predetermined pressure, this opens first valve 73.
  • the first valve 73 opens when the pressure difference between the fuel valve 26 and the fuel tank 32 exceeds a constructively predetermined value, which is defined by the spring of the first valve 73. If the pressure in the fuel tank 32 is greater than the pressure in the fuel valve 26, the first valve 73 remains closed. This may be the case when the fuel tank 32 is pressurized.
  • the first valve 73 thus blocks in the flow direction from the fuel tank 32 to the fuel valve 26. A flow of fuel from the fuel tank 32 to the fuel valve 26 is thereby prevented.
  • the fuel system has the feed pump 69, which is arranged in the feed line 50 downstream of the control chamber 43 and upstream of the pressure damper 36.
  • the terms “downstream” and “upstream” refer to the direction of flow of the fuel in the fuel system, and the feed pump 69 is manually operated by the operator Fig. 3
  • the interior of the pumping bellows 77 is connected to the supply line 50 via an inlet valve 74.
  • the pump bellows 77 can also be connected directly to the control chamber 43 via the inlet valve 74.
  • the inlet valve 74 opens in the flow direction to the pump bellows.
  • the feed pump 69 has an outlet valve 75, which is arranged between the pump bellows 77 and the feed line 50 and which opens in the flow direction from the pump bellows to the feed line 50.
  • the flow path in which the inlet valve 74 is arranged branches off from the supply line 50 upstream of a check valve 76, and the flow path in which the outlet valve 75 is arranged opens into the supply line 50 downstream of the check valve 76.
  • the pump bellows 77 thereby bypasses
  • the nonreturn valve 76 opens in the flow direction from the control chamber 43 to the pressure damper 36.
  • the check valve 76 ensures that pumped via the feed pump 69, pressurized fuel from the supply line 50 can not flow back into the control chamber 43.
  • Fig. 5 shows the configuration of the holder 24, the pressure damper 36 and the fuel valve 26 in detail.
  • the supply line 50 is partially bounded by the damping diaphragm 54 of the pressure damper 36.
  • the rear space 56 of the pressure damper 36th has one or more connection openings 63 which connect different areas of the rear space 56 with each other.
  • the opening 57 is covered by a cover 64, which is designed to be permeable to air.
  • the cover 64 is advantageously a screen, in particular a sintered metal screen.
  • the fuel valve 26 has a housing 67 in which a fuel chamber 62 is formed.
  • the fuel chamber 62 has a metering orifice 87, which is opened and closed by the fuel valve 26, which is designed as an electromagnetic valve, and which connects the fuel chamber 62 with the fuel channel 61 in the holder 24, which opens into the crankcase interior 31.
  • the holder 24 has a seal 65 which seals the holder 24 relative to the crankcase 14.
  • the fuel passes through an inlet opening 66 in the fuel chamber 62 in the housing 67.
  • the inlet opening 66 is located in front of the cutting plane in Fig. 5 and is therefore shown in dashed lines.
  • the connection opening of the fuel chamber 62 with the discharge line 58 is not in the cutting plane. This connection opening is not shown.
  • the pump 69 Before starting the internal combustion engine 12, the pump 69 is advantageously actuated by the operator by compressing the pump bellows 77 several times. As a result, the feed pump 69 presses fuel via the supply line 50 into the fuel chamber 62 of the fuel valve 26. As soon as the pressure difference upstream from the first valve 73 and upstream of the valve 73, ie between the fuel chamber 62 and the fuel tank 32, is reached, the valve 73 and opens The fuel flows via the discharge line 58 back into the fuel tank 32. The feed pump 69 sucks fuel via the control chamber 43 of the pressure regulator 35 and the fuel pump 34 from the fuel tank 32 at. The funded via the feed pump 69 fuel flushes the fuel system.
  • the fuel pump 34 and the pressure regulator 35 are, like the Fig. 3 shows, arranged at a relatively great distance from the engine 12, so that excessive heating and thus vapor bubble formation is avoided in these components.
  • Fig. 6 shows an embodiment of a fuel system in which instead of the manually operated feed pump 69, an electrically operated feed pump 59 is provided.
  • the feed pump 59 is connected to a power source 88, which may be, for example, a battery or a rechargeable battery of the cutting grinder 1, a generator driven by the internal combustion engine 12, or another source of power supplied by the engine 12.
  • the feed pump 59 is controlled by the control device 78 of the internal combustion engine 12.
  • the control device 78 can control the operation of the feed pump 59, for example as a function of a pressure or a pressure difference, depending on a temperature, for example the temperature of the fuel valve 26 or the internal combustion engine 12, depending on the rotational speed of the engine 12 or time-dependent so that the feed pump 59 over a predetermined period of time from the startup of the engine 12 is running. It can be provided that the delivery pump 59 reacts to a pressure or a temperature in a time-dependent manner. A combination of the mentioned parameters can be used to control the feed pump 59. In normal operation, ie after the starting process, after the warm-up of the internal combustion engine 12, after a predetermined operating time or the like., The first valve 60 is advantageously closed. The first valve 60 can also be closed, for example, when the first combustion of the internal combustion engine 12 is detected after the start, for example by evaluating the speed curve of the internal combustion engine 12.
  • a first valve 60 which is an electrically operated valve.
  • the valve 60 is advantageously also controlled by the control device 78.
  • the valve 60 can be controlled as a function of a pressure, in particular as a function of the pressure in the fuel chamber 62 or in the feed line 50.
  • the valve 60 may also be controlled as a function of the pressure difference between the fuel chamber 62 and the fuel chamber 32.
  • the first valve 60 advantageously opens when a predetermined pressure or a predetermined pressure difference is exceeded, so that the fuel pressure in the fuel system is limited.
  • a control in dependence of a temperature, in particular the temperature of the fuel valve 26 can be provided.
  • valve 60 closes when the fuel valve 26 has fallen below a predetermined temperature. This may be the case, for example, if the fuel valve 26 has been sufficiently cooled by flushing with fuel. It can also be provided to close or open the valve 60 as a function of the rotational speed of the internal combustion engine and / or time-controlled.
  • the feed pump 59 advantageously operates when the internal combustion engine 12 is put into operation, that is to say when starting, in order to remove vapor bubbles formed in the fuel system, in particular in the fuel chamber 62 of the fuel valve 26. When starting while the feed pump 59 is advantageously in operation and the first valve 60 is open. In operation, the feed pump 59 is then turned off and the first valve 60 is closed.
  • the feed pump 59 and the valve 60 can also be used to flush the fuel valve 26 during operation.
  • the valve 60 is advantageously opened so that the fuel system is flushed with the fuel pumped by the fuel pump 34.
  • the feed pump 59 may additionally be put into operation to assist the fluctuating crankcase pressure driven fuel pump 34 when the fuel flow rate through the valve 60 exceeds the delivery rate of the fuel pump 34.
  • Fig. 7 are also an electrically actuated feed pump 59 and an electrically operated first valve 60 is provided.
  • the feed pump 59 and the valve 60 may, as in Fig. 6 shown by the in Fig. 7 Control device 78, not shown, may be controlled.
  • the feed pump 59 is in the embodiment according to Fig. 7 arranged in a supply line 72 which connects the fuel tank 32 with the fuel chamber 62 in the fuel valve 26.
  • the supply line 72 thus represents a bypass line to the fuel pump 34 and the pressure regulator 35.
  • a check valve 90 may be provided upstream of the mouth of the supply line 72 into the supply line 50. The check valve 90 prevents the feed pump 59 can promote fuel in the control chamber 43.
  • the supply line 72 may also be connected directly to the fuel chamber 62.
  • Fig. 8 is in the supply line 50 from the control chamber 43 to the fuel chamber 62 of the fuel valve 26 ( Fig. 5 ) arranged a feed pump 79 which acts pneumatically.
  • the feed pump 79 is formed in correspondence to the manual feed pump 69 and has an inlet valve 74, an outlet valve 75 and a check valve 76.
  • a diaphragm 91 is provided, the rear side of which is connected to the crankcase interior 31 and thereby pressurized with the crankcase the diaphragm 91 is moved as a function of the fluctuating pressure in the crankcase interior 31, thus conveying fuel to the fuel valve 26.
  • a bypass line 70 is provided to the first valve 60 in the discharge line 58.
  • a second valve 71 is arranged, which is formed in the embodiment as a mechanically acting pressure relief valve.
  • the first valve 60 is advantageously used by the control device 78 (FIG. Fig. 3 ). Regardless of the driving of the first valve 60, the second valve 71 opens when the pressure difference between the fuel valve 26 and the fuel tank 32 exceeds a predetermined value. As a result, an impermissible pressure on the fuel valve 26 can be prevented.
  • a manually operated feed pump 69 is arranged, the in Fig. 4 shown delivery pump 69 corresponds.
  • a first, controlled by a control device 78 valve 60 is arranged.
  • the internal combustion engine 12 is started up, that is to say during the starting process, it is possible to ensure via the first valve 60 that the fuel valve 26 is flushed. This is advantageously done by the operator activating the feed pump 69. Should the operator not operate the feed pump 69, the fuel is delivered by the fuel pump 34.
  • starting of the internal combustion engine 12 can be made possible even in the case of a faulty operation, that is to say when the delivery pump 69 is not actuated by the operator.
  • more time is needed in a misoperation to start because the purging of the fuel system and the fuel valve 26 takes more time.
  • a delivery pump 89 is provided in the supply line 50, which is mechanically driven by the crankshaft 80 of the internal combustion engine 12.
  • the feed pump 89 has, like the manual feed pump 69, an inlet valve 74, an outlet valve 75 and a check valve 76.
  • a piston 92 is provided, which is reciprocated by the crankshaft 80. This can be done for example via a cam control.
  • the coupling of the rotational movement of the crankshaft 80 to the reciprocating motion of the piston 92 may be accomplished in any known manner.
  • the rotational movement of the crankshaft 80 is coupled via a coupling to the piston 92, so that the feed pump 89 can be taken out of operation by opening the clutch.
  • a valve 73 which is a mechanical pressure relief valve.
  • the pressure in the fuel system downstream of the fuel pump is advantageous in all embodiments low and is only a few bar or one or more tenths bar above ambient pressure.
  • the pressure is in the order of about 100 mbar above ambient pressure.

Landscapes

  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Fuel-Injection Apparatus (AREA)

Claims (12)

  1. Moteur à combustion interne avec un système de carburant, étant précisé que le système de carburant comprend une soupape de carburant (26), que la soupape de carburant (26) comporte une enveloppe (67) dans laquelle est formé un espace de carburant (62), que le système de carburant comporte une pompe de carburant (34) qui amène du carburant dans l'espace de carburant (62) à partir d'un réservoir de carburant (32), et que le système de carburant comporte une pompe d'alimentation (59, 69, 79, 89) pour l'amenée forcée de carburant dans le système de carburant,
    caractérisé en ce que la pompe d'alimentation (59, 69, 79, 89) est disposée dans une conduite d'amenée (50, 72) menant à l'espace de carburant (62) de la soupape de carburant (26), et amène le carburant dans l'espace de carburant (62), en ce que l'espace de carburant (62) est relié à une conduite de décharge (58) dans laquelle est disposée une première soupape (60, 73), en ce que la conduite d'amenée (50) dans laquelle est disposée la pompe d'alimentation (59, 69, 79, 89) se trouve sur la trajectoire d'écoulement qui va d'un espace de pompe (38) de la pompe de carburant (34) jusqu'à l'espace de carburant (62), et en ce qu'un régulateur de pression (35) est disposé en aval de la pompe de carburant (34), et en ce que la conduite d'amenée (50) relie une chambre de régulation (43) du régulateur de pression (35) à l'espace de carburant (62).
  2. Moteur à combustion interne selon la revendication 1,
    caractérisé en ce que la première soupape (60, 73) est actionnée en fonction d'une pression.
  3. Moteur à combustion interne selon la revendication 2,
    caractérisé en ce que la première soupape (60, 73) est actionnée en fonction de la pression dans l'espace de carburant (62).
  4. Moteur à combustion interne selon la revendication 2,
    caractérisé en ce que la première soupape (60, 73) est actionnée en fonction de la différence de pression entre l'espace de carburant (62) et le réservoir de carburant (32).
  5. Moteur à combustion interne selon l'une des revendications 1 à 4, caractérisé en ce que la première soupape (60) est actionnée en fonction d'une température.
  6. Moteur à combustion interne selon l'une des revendications 1 à 5, caractérisé en ce que la première soupape (60) est actionnée en fonction de la vitesse du moteur à combustion interne (12).
  7. Moteur à combustion interne selon l'une des revendications 1 à 6, caractérisé en ce que la première soupape (60) est actionnée de manière temporisée.
  8. Moteur à combustion interne selon l'une des revendications 2 à 4, caractérisé en ce que la première soupape (73) est une soupape de maintien de pression qui s'ouvre dans le sens de décharge, étant précisé que ladite première soupape (73) obture dans le sens opposé au sens de décharge.
  9. Moteur à combustion interne selon l'une des revendications 2 à 7, caractérisé en ce que la première soupape est une soupape à actionnement électrique.
  10. Moteur à combustion interne selon la revendication 9,
    caractérisé en ce que le moteur à combustion interne comporte un dispositif de commande (78) qui actionne la première soupape (60).
  11. Moteur à combustion interne selon la revendication 9 ou 10,
    caractérisé en ce qu'une seconde soupape (71) est disposée dans une conduite de dérivation (70) vers la première soupape (60), étant précisé que la seconde soupape (71) est avantageusement une soupape de maintien de pression.
  12. Moteur à combustion interne selon l'une des revendications 1 à 11, caractérisé en ce que la pompe d'alimentation (59, 69, 79, 89) est apte à être entraînée manuellement ou est entraînée par voie mécanique par l'intermédiaire du moteur à combustion interne (12), par voie électrique ou par voie pneumatique.
EP12008126.0A 2011-12-07 2012-12-05 Moteur à combustion interne avec un système de carburant Active EP2602470B1 (fr)

Applications Claiming Priority (1)

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DE102011120465A DE102011120465A1 (de) 2011-12-07 2011-12-07 Verbrennungsmotor mit einem Kraftstoffsystem

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EP2602470A2 EP2602470A2 (fr) 2013-06-12
EP2602470A3 EP2602470A3 (fr) 2014-12-10
EP2602470B1 true EP2602470B1 (fr) 2016-06-29

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US (1) US9534528B2 (fr)
EP (1) EP2602470B1 (fr)
CN (1) CN103174566B (fr)
DE (1) DE102011120465A1 (fr)

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Also Published As

Publication number Publication date
EP2602470A2 (fr) 2013-06-12
US20130340722A1 (en) 2013-12-26
CN103174566A (zh) 2013-06-26
US9534528B2 (en) 2017-01-03
EP2602470A3 (fr) 2014-12-10
CN103174566B (zh) 2017-06-13
DE102011120465A1 (de) 2013-06-13

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