EP2724013A2 - Fuel injection system - Google Patents

Fuel injection system

Info

Publication number
EP2724013A2
EP2724013A2 EP12743197.1A EP12743197A EP2724013A2 EP 2724013 A2 EP2724013 A2 EP 2724013A2 EP 12743197 A EP12743197 A EP 12743197A EP 2724013 A2 EP2724013 A2 EP 2724013A2
Authority
EP
European Patent Office
Prior art keywords
fuel
pressure
control
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
Application number
EP12743197.1A
Other languages
German (de)
French (fr)
Other versions
EP2724013B1 (en
Inventor
Gennaro Caputo
Pietro Scrocco
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.)
Wartsila Finland Oy
Original Assignee
Wartsila Finland Oy
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Wartsila Finland Oy filed Critical Wartsila Finland Oy
Publication of EP2724013A2 publication Critical patent/EP2724013A2/en
Application granted granted Critical
Publication of EP2724013B1 publication Critical patent/EP2724013B1/en
Active legal-status Critical Current
Anticipated expiration legal-status Critical

Links

Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/30—Controlling fuel injection
    • F02D41/38—Controlling fuel injection of the high pressure type
    • F02D41/3809—Common rail control systems
    • F02D41/3836—Controlling the fuel pressure
    • F02D41/3863—Controlling the fuel pressure by controlling the flow out of the common rail, e.g. using pressure relief valves
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M59/00—Pumps specially adapted for fuel-injection and not provided for in groups F02M39/00 -F02M57/00, e.g. rotary cylinder-block type of pumps
    • F02M59/02—Pumps specially adapted for fuel-injection and not provided for in groups F02M39/00 -F02M57/00, e.g. rotary cylinder-block type of pumps of reciprocating-piston or reciprocating-cylinder type
    • F02M59/025—Pumps specially adapted for fuel-injection and not provided for in groups F02M39/00 -F02M57/00, e.g. rotary cylinder-block type of pumps of reciprocating-piston or reciprocating-cylinder type characterised by a single piston
    • F02M59/027—Unit-pumps, i.e. single piston and cylinder pump-units, e.g. for cooperating with a camshaft
    • 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
    • F02M69/46—Details, component parts or accessories not provided for in, or of interest apart from, the apparatus covered by groups F02M69/02 - F02M69/44
    • F02M69/54—Arrangement of fuel pressure regulators
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/30—Controlling fuel injection
    • F02D41/38—Controlling fuel injection of the high pressure type
    • F02D41/3809—Common rail control systems
    • F02D2041/3881—Common rail control systems with multiple common rails, e.g. one rail per cylinder bank, or a high pressure rail and a low pressure rail
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D2200/00—Input parameters for engine control
    • F02D2200/02—Input parameters for engine control the parameters being related to the engine
    • F02D2200/06—Fuel or fuel supply system parameters
    • F02D2200/0602—Fuel pressure

Definitions

  • the invention relates to a fuel injection system of a reciprocating engine.
  • Fuel injection pumps are used in reciprocating engines for periodically injecting pressurized fuel into the fuel injector and further via the fuel injector into the engine cylinder.
  • the fuel injection pump comprises a fuel chamber in which a reciprocating plunger is arranged, the movement of which causes a pressure increase of the fuel.
  • the fuel injection pump contains at least one fuel port, through which fuel is introduced into the fuel chamber from an inlet chamber located externally thereof.
  • the plunger includes two control edges, the first of which defines the starting moment of the fuel injection and the second the ending moment.
  • the fuel pressure in the pressure chamber increases and pressurized fuel flows from the pressure chamber to the fuel line leading to the fuel injector.
  • the second control edge on the side of the plunger reaches the opening of the fuel port and uncovers the fuel channel, the pressure of the pressure chamber is released via the fuel port into the inlet chamber and the fuel flow into the fuel injector ends.
  • the second control edge is helical, whereby the ending moment of the fuel injection can be changed by rotating the plunger about its longitudinal axis.
  • An object of the present invention is to provide a fuel injection system with an improved injection pressure control.
  • the fuel injection system comprises fuel injectors for injecting fuel into engine cylinders, injection pumps for feeding fuel to the injectors, each injection pump comprising at least one pump element for pressurizing fuel to be injected.
  • Each injector is connected to a separate pump element by means of a fuel line.
  • a return line are connected to the fuel line, which return line is provided with a pressure control valve for controlling fuel pressure in the fuel line.
  • the fuel injection system is further provided with a control unit, which is configured to con- trol the pressure control valve.
  • the fuel injection system according to the invention provides a wide flexibility to control the injection pressure over the whole operating range of the engine. By fast and flexible control of the injection pressure, an accurate fuel injection rate shaping and low emission level and fuel consumption requirements can be achieved with very low impact on the injection system design, engine automation and cost. Additionally, the fuel injection system according to the invention can be applied to different types of two and four stroke diesel engines, which are provided with conventional fuel injection systems.
  • the drawing discloses a fuel injection system 1 for a reciprocating engine.
  • the engine can be a large diesel engine, either a two-stroke or a four-stroke engine.
  • Large reciprocating engine refers here to such engines that can be used for instance as main and auxiliary engines in ships or in power plants for production of heat and/or electricity.
  • the fuel injection system 1 can also be used in smaller die- sel engines.
  • the fuel injection system 1 comprises fuel injectors 2 for injecting fuel into the engine cylinders. Further, the fuel injection system 1 comprises fuel injection pumps 3 for feeding fuel to the injectors 2 through fuel lines 4. Each fuel injection pump 3 comprises at least one pump element 5 for pressurizing fuel to be injected.
  • the fuel injection pump 3 shown in the drawing comprises one pump element 5, but it may also comprise two or more pump elements.
  • the pump element 5 comprises a fuel chamber 6 in which a reciprocating plunger 7 is arranged.
  • the drawing shows only one fuel injector 2 and one fuel injection pump 3, alt- hough the fuel injection system 1 comprises a plurality of fuel injectors 2 and fuel injection pumps 3. Each fuel injector 2 is connected to its respective pump element 5 by means of the fuel line 4.
  • the fuel injection pump 3 is shown as a partial cross- sectional view in the drawing.
  • the plunger 7 reciprocates in the fuel chamber 6.
  • the reciprocation of the plunger 7 causes a pressurization of fuel in the fuel chamber 6.
  • the reciprocation of the plunger 7 is produced by means of a cam 8 of a rotatable camshaft 9.
  • the plunger 7 is pressed against the cam 8 with a spring (not shown).
  • the pump element 5 has one or more outlet ports 15 for removing pressurized fuel from the fuel chamber 6.
  • the fuel line 4 leading from the outlet port 15 to the fuel injector 2 is provided with a main flow valve 16 opening when the pressure in the fuel chamber 6 exceeds a certain limit value and closes when the pressure in the fuel chamber 6 decreases to below this limit value.
  • the main flow valve 16 is a check valve, i.e. it allows flow from the fuel chamber 6 towards the fuel injector 2, but prevents flow from the fuel injector 2 towards the fuel chamber 6.
  • a body part 17 is arranged around the pump element 5.
  • An inlet chamber 18 is arranged between the body part 17 and the pump element 5.
  • the inlet chamber 18 is annular.
  • the inlet chamber 18 is connected via a feed line 19 to a fuel source, such as a fuel tank 1 1.
  • the feed line 19 is provided with a pump 20 for feeding fuel from the fuel source into the inlet chamber 18.
  • the inlet chamber 18 is connected to the fuel chamber 6 via one or more fuel ports 21.
  • a fuel return line 22 leads from the inlet chamber 18 back to the fuel source 11.
  • the fuel return line 22 is provided with a regulation valve 30 for adjusting fuel pressure in the return line 22.
  • the plunger 7 comprises a first control edge 23 located at the side of the plunger 7. The first control edge 23 determines the starting moment of the fuel injection.
  • a second control edge 24 is also located at the side of the plunger 7.
  • the second con- trol edge 24 determines the ending moment of the fuel injection.
  • the second control edge 24 is below the first control edge 23.
  • the second control edge 24 is helical, whereby the ending moment of the fuel injection can be changed by rotating the plunger 7 about its longitudinal axis 25.
  • a longitudinal groove 26 extending in the direction of the longitudinal axis 25 of the plunger is arranged at the side of the plunger 7.
  • the injection pump 3 further comprises an actuator 27 for rotating the plunger 7 about its longitudinal axis and thus adjusting the ending moment of the fuel injection and the duration of the injection.
  • the actuator 27 comprises, for example, a toothed wheel arranged around the plunger rod and a toothed rack cooperating therewith. A longitudinal movement of the rack rotates the plunger 7 about its longitudinal axis 25.
  • Each injector 2 is fluidly connected to a separate pump element 5 by means of the fuel line 4.
  • a return line 10 is connected to each fuel line 4 for discharging fuel from the fuel line 4.
  • the return line 10 can be in flow communication with the fuel tank 1 1.
  • Each return line 10 is provided with a pressure control valve 12 for controlling fuel pressure in the fuel line 4.
  • the return line 10 is also provided with a delivery valve 13, which is installed downstream of the pressure control valve 12.
  • the de- livery valve 13 is a check valve, which is arranged to open when the pressure in the return line 10 between the pressure control valve 12 and the delivery valve 13 exceeds a certain limit value and close when the pressure decreases below this limit value.
  • the fuel line 4 is provided with a pressure sensor 14 for measuring fuel pressure in the fuel line 4.
  • the pressure sensor 14 is installed downstream of the branching point of the return line 10.
  • the fuel injection system 1 is provided with a control unit 29, which is configured to control the pressure control valves 12.
  • the measurement data of the pressure sensors 14 of fuel lines 4 are transmitted to the control unit 29.
  • the pressure con- trol valves 12 can be controlled by pulse width modulation (PWM) control, in which the control signal of the actuator of the pressure control valve 12 is produced by PWM technique.
  • PWM pulse width modulation
  • the average value of control voltage (or current) fed to the actuator is controlled by turning the switch between supply and the actuator on and off at a fast pace. The longer the switch is on compared to the off periods, the higher the power supplied to the actuator is.
  • PWM pulse width modulation
  • the control can be based on a closed loop or an open loop control.
  • the control unit 29 controls the operation the pressure control valve 12 based on the pressure measurement of the pressure sensor 14.
  • the control can be based on the measurement of the maximum pressure in the fuel line 4 during the injection event.
  • the control unit 29 compares the measured pressure value with a reference value and controls the pressure control valve 12 so that the measured pressure value approaches the reference value.
  • control unit 29 In the open loop control the control unit 29 is provided with a fuel pressure matrix which defines the reference values for the fuel pressure in the fuel line 4 and the corresponding pressure control valve 12 position.
  • the control unit 29 is configured to control the pressure control valve 12 based on the reference values of the fuel pressure value matrix.
  • the reference values for the fuel pressure are dependent on the engine control strategy.
  • the reference values can be defined as a parameter of, for example, a certain engine speed and/or load or emission level.
  • the operation of the fuel injection pump 3 is described in more detail in the following.
  • the camshaft 9 and the cam 8 rotate about the rotation axis 28 of the camshaft.
  • Fuel is fed by the pump 20 from the fuel tank 1 1 into the inlet chamber 18.
  • the plunger 7 When the plunger 7 is in its bottom dead centre, fuel flows from the inlet chamber 18 via the fuel port 21 into the fuel chamber 6.
  • the plunger 7 starts to move upwards, i.e. towards the top dead centre in the fuel chamber 6.
  • the first control edge 23 covers the opening of the fuel port 21.
  • the upwards moving plunger 7 pressurizes the fuel in the fuel chamber 6.
  • the control unit 29 controls the pressure control valve 12 so that the fuel pressure in the fuel line 4 can be adjusted.
  • the pressure control valve 12 is open, part of the fuel flows from the fuel line 4 through the pressure control valve 12 and the delivery valve 13 to the fuel tank 1 1.
  • control unit 29 compares the measured pressure value with a reference value and controls the pressure control valve 12 so that the measured pressure value in the fuel line 4 approaches the reference value.
  • control unit 29 controls the pressure control valve 12 on the basis on the reference values of the fuel pressure value matrix.
  • the fuel flow into the fuel line 4 and the fuel injector 2 continues until the second control edge 24 of the plunger 7 reaches the opening of the fuel port 21 and uncovers the opening.
  • the main flow valve 16 and the delivery valve 13 close.
  • the plunger 7 reaches its top dead centre and subsequently starts to move downwards in the fuel chamber 6.
  • the second control edge 24 again covers the opening of the fuel port 21.
  • the first control edge 23 reaches the opening of the fuel port 21 and uncovers the opening, and fuel flows via the fuel port 21 into the fuel chamber 6.
  • the plunger 7 reaches its bottom dead centre and stays there for a while, whereby fuel flows into the fuel chamber 18 via the fuel port 21.
  • the location of the second control edge 24 changes in relation to the opening of the fuel port 21.
  • the second control edge 24 of the plunger moving towards its top dead centre reaches the opening of the fuel port 21 earlier or later, and the fuel injection correspondingly ends earlier or later.
  • the ending moment of the fuel injection can be retarded or advanced.
  • the duration of the fuel injection can be changed by rotating the plunger 7 about its longitudinal axis 25.

Landscapes

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

Abstract

A fuel injection system (1) for a reciprocating engine, comprising fuel injectors (2) for injecting fuel into engine cylinders, injection pumps (3) for feeding fuel to the injectors (2), each injection pump comprising at least one pump element (5) for pressurizing fuel to be injected. Each injector (2) is connected to a separate pump element (5) by means of a fuel line (4). A return line (10) is connected to the fuel line (4), which return line (10) is provided with a pressure control valve (12) for controlling fuel pressure in the fuel line (4). The fuel injection system (1) is provided with a control unit (29), which is configured to control the pressure control valve (12).

Description

Fuel injection system
The invention relates to a fuel injection system of a reciprocating engine. Fuel injection pumps are used in reciprocating engines for periodically injecting pressurized fuel into the fuel injector and further via the fuel injector into the engine cylinder. The fuel injection pump comprises a fuel chamber in which a reciprocating plunger is arranged, the movement of which causes a pressure increase of the fuel. The fuel injection pump contains at least one fuel port, through which fuel is introduced into the fuel chamber from an inlet chamber located externally thereof. The plunger includes two control edges, the first of which defines the starting moment of the fuel injection and the second the ending moment. As the first control edge on the side of the plunger moving towards the top dead centre in the pressure chamber covers the opening of the fuel port, the fuel pressure in the pressure chamber increases and pressurized fuel flows from the pressure chamber to the fuel line leading to the fuel injector. As the second control edge on the side of the plunger reaches the opening of the fuel port and uncovers the fuel channel, the pressure of the pressure chamber is released via the fuel port into the inlet chamber and the fuel flow into the fuel injector ends. The second control edge is helical, whereby the ending moment of the fuel injection can be changed by rotating the plunger about its longitudinal axis.
An object of the present invention is to provide a fuel injection system with an improved injection pressure control.
According to the invention, this object is achieved as described in claim 1.
The fuel injection system according to the invention comprises fuel injectors for injecting fuel into engine cylinders, injection pumps for feeding fuel to the injectors, each injection pump comprising at least one pump element for pressurizing fuel to be injected. Each injector is connected to a separate pump element by means of a fuel line. A return line are connected to the fuel line, which return line is provided with a pressure control valve for controlling fuel pressure in the fuel line. The fuel injection system is further provided with a control unit, which is configured to con- trol the pressure control valve.
The fuel injection system according to the invention provides a wide flexibility to control the injection pressure over the whole operating range of the engine. By fast and flexible control of the injection pressure, an accurate fuel injection rate shaping and low emission level and fuel consumption requirements can be achieved with very low impact on the injection system design, engine automation and cost. Additionally, the fuel injection system according to the invention can be applied to different types of two and four stroke diesel engines, which are provided with conventional fuel injection systems.
In the following the invention will be described by way of an example with reference to the accompanying drawing, which shows schematically part of the fuel injection system according to an embodiment of the present invention. The drawing discloses a fuel injection system 1 for a reciprocating engine. The engine can be a large diesel engine, either a two-stroke or a four-stroke engine. Large reciprocating engine refers here to such engines that can be used for instance as main and auxiliary engines in ships or in power plants for production of heat and/or electricity. The fuel injection system 1 can also be used in smaller die- sel engines.
The fuel injection system 1 comprises fuel injectors 2 for injecting fuel into the engine cylinders. Further, the fuel injection system 1 comprises fuel injection pumps 3 for feeding fuel to the injectors 2 through fuel lines 4. Each fuel injection pump 3 comprises at least one pump element 5 for pressurizing fuel to be injected. The fuel injection pump 3 shown in the drawing comprises one pump element 5, but it may also comprise two or more pump elements. The pump element 5 comprises a fuel chamber 6 in which a reciprocating plunger 7 is arranged. For the sake of clarity, the drawing shows only one fuel injector 2 and one fuel injection pump 3, alt- hough the fuel injection system 1 comprises a plurality of fuel injectors 2 and fuel injection pumps 3. Each fuel injector 2 is connected to its respective pump element 5 by means of the fuel line 4. The fuel injection pump 3 is shown as a partial cross- sectional view in the drawing. As the engine runs, the plunger 7 reciprocates in the fuel chamber 6. The reciprocation of the plunger 7 causes a pressurization of fuel in the fuel chamber 6. The reciprocation of the plunger 7 is produced by means of a cam 8 of a rotatable camshaft 9. The plunger 7 is pressed against the cam 8 with a spring (not shown). The pump element 5 has one or more outlet ports 15 for removing pressurized fuel from the fuel chamber 6. The fuel line 4 leading from the outlet port 15 to the fuel injector 2 is provided with a main flow valve 16 opening when the pressure in the fuel chamber 6 exceeds a certain limit value and closes when the pressure in the fuel chamber 6 decreases to below this limit value. The main flow valve 16 is a check valve, i.e. it allows flow from the fuel chamber 6 towards the fuel injector 2, but prevents flow from the fuel injector 2 towards the fuel chamber 6.
A body part 17 is arranged around the pump element 5. An inlet chamber 18 is arranged between the body part 17 and the pump element 5. The inlet chamber 18 is annular. The inlet chamber 18 is connected via a feed line 19 to a fuel source, such as a fuel tank 1 1. The feed line 19 is provided with a pump 20 for feeding fuel from the fuel source into the inlet chamber 18. The inlet chamber 18 is connected to the fuel chamber 6 via one or more fuel ports 21. A fuel return line 22 leads from the inlet chamber 18 back to the fuel source 11. The fuel return line 22 is provided with a regulation valve 30 for adjusting fuel pressure in the return line 22. The plunger 7 comprises a first control edge 23 located at the side of the plunger 7. The first control edge 23 determines the starting moment of the fuel injection. A second control edge 24 is also located at the side of the plunger 7. The second con- trol edge 24 determines the ending moment of the fuel injection. The second control edge 24 is below the first control edge 23. The second control edge 24 is helical, whereby the ending moment of the fuel injection can be changed by rotating the plunger 7 about its longitudinal axis 25. A longitudinal groove 26 extending in the direction of the longitudinal axis 25 of the plunger is arranged at the side of the plunger 7.
The injection pump 3 further comprises an actuator 27 for rotating the plunger 7 about its longitudinal axis and thus adjusting the ending moment of the fuel injection and the duration of the injection. The actuator 27 comprises, for example, a toothed wheel arranged around the plunger rod and a toothed rack cooperating therewith. A longitudinal movement of the rack rotates the plunger 7 about its longitudinal axis 25.
Each injector 2 is fluidly connected to a separate pump element 5 by means of the fuel line 4. A return line 10 is connected to each fuel line 4 for discharging fuel from the fuel line 4. The return line 10 can be in flow communication with the fuel tank 1 1. Each return line 10 is provided with a pressure control valve 12 for controlling fuel pressure in the fuel line 4. The return line 10 is also provided with a delivery valve 13, which is installed downstream of the pressure control valve 12. The de- livery valve 13 is a check valve, which is arranged to open when the pressure in the return line 10 between the pressure control valve 12 and the delivery valve 13 exceeds a certain limit value and close when the pressure decreases below this limit value. The fuel line 4 is provided with a pressure sensor 14 for measuring fuel pressure in the fuel line 4. The pressure sensor 14 is installed downstream of the branching point of the return line 10. The fuel injection system 1 is provided with a control unit 29, which is configured to control the pressure control valves 12. The measurement data of the pressure sensors 14 of fuel lines 4 are transmitted to the control unit 29. The pressure con- trol valves 12 can be controlled by pulse width modulation (PWM) control, in which the control signal of the actuator of the pressure control valve 12 is produced by PWM technique. In PWM the average value of control voltage (or current) fed to the actuator is controlled by turning the switch between supply and the actuator on and off at a fast pace. The longer the switch is on compared to the off periods, the higher the power supplied to the actuator is. Alternatively, other control techniques can be used as well.
The control can be based on a closed loop or an open loop control. In the closed loop control the control unit 29 controls the operation the pressure control valve 12 based on the pressure measurement of the pressure sensor 14. The control can be based on the measurement of the maximum pressure in the fuel line 4 during the injection event. The control unit 29 compares the measured pressure value with a reference value and controls the pressure control valve 12 so that the measured pressure value approaches the reference value.
In the open loop control the control unit 29 is provided with a fuel pressure matrix which defines the reference values for the fuel pressure in the fuel line 4 and the corresponding pressure control valve 12 position. The control unit 29 is configured to control the pressure control valve 12 based on the reference values of the fuel pressure value matrix.
Both in the closed and open loop control the reference values for the fuel pressure are dependent on the engine control strategy. The reference values can be defined as a parameter of, for example, a certain engine speed and/or load or emission level. The operation of the fuel injection pump 3 is described in more detail in the following. As the engine runs, the camshaft 9 and the cam 8 rotate about the rotation axis 28 of the camshaft. Fuel is fed by the pump 20 from the fuel tank 1 1 into the inlet chamber 18. When the plunger 7 is in its bottom dead centre, fuel flows from the inlet chamber 18 via the fuel port 21 into the fuel chamber 6. The plunger 7 starts to move upwards, i.e. towards the top dead centre in the fuel chamber 6. The first control edge 23 covers the opening of the fuel port 21. Thereafter, the upwards moving plunger 7 pressurizes the fuel in the fuel chamber 6. Fuel flows through the outlet port 15 and the main flow valve 16 into the fuel line 4 and the fuel injector 2, when the fuel pressure in the fuel chamber 6 exceeds the opening pressure of the main flow valve 16. The control unit 29 controls the pressure control valve 12 so that the fuel pressure in the fuel line 4 can be adjusted. When the pressure control valve 12 is open, part of the fuel flows from the fuel line 4 through the pressure control valve 12 and the delivery valve 13 to the fuel tank 1 1.
In the closed loop control, the fuel pressure in the fuel line 4 measured by the pressure sensor 14. The control unit 29 compares the measured pressure value with a reference value and controls the pressure control valve 12 so that the measured pressure value in the fuel line 4 approaches the reference value. In the open loop control the control unit 29 controls the pressure control valve 12 on the basis on the reference values of the fuel pressure value matrix.
The fuel flow into the fuel line 4 and the fuel injector 2 continues until the second control edge 24 of the plunger 7 reaches the opening of the fuel port 21 and uncovers the opening. Thus the fuel pressure in the fuel chamber 6 is released via the longitudinal groove 26 on the side of the plunger 7 and the fuel port 21 into the inlet chamber 18. The main flow valve 16 and the delivery valve 13 close. The plunger 7 reaches its top dead centre and subsequently starts to move downwards in the fuel chamber 6. The second control edge 24 again covers the opening of the fuel port 21. Near the bottom dead centre the first control edge 23 reaches the opening of the fuel port 21 and uncovers the opening, and fuel flows via the fuel port 21 into the fuel chamber 6. The plunger 7 reaches its bottom dead centre and stays there for a while, whereby fuel flows into the fuel chamber 18 via the fuel port 21.
As the plunger 7 is rotated about its longitudinal axis 25, the location of the second control edge 24 changes in relation to the opening of the fuel port 21. Thus, the second control edge 24 of the plunger moving towards its top dead centre reaches the opening of the fuel port 21 earlier or later, and the fuel injection correspondingly ends earlier or later. Thus, the ending moment of the fuel injection can be retarded or advanced. The duration of the fuel injection can be changed by rotating the plunger 7 about its longitudinal axis 25.

Claims

1. A fuel injection system (1 ) for a reciprocating engine, comprising:
- fuel injectors (2) for injecting fuel into engine cylinders,
- injection pumps (3) for feeding fuel to the injectors (2), each injection pump (3) comprising at least one pump element (5) for pressurizing fuel to be injected, wherein each injector (2) is connected to a separate pump element (5) by means of a fuel line (4),
characterized in that a return line (10) is connected to the fuel line (4), which return line (10) is provided with a pressure control valve (12) for controlling fuel pres- sure in the fuel line (4), and that the fuel injection system (1 ) is provided with a control unit (29), which is configured to control the pressure control valve (12).
2. The fuel injection system according to claim 1 , characterized in that the fuel line (4) is provided with pressure sensor (14) for measuring fuel pressure in the fuel line (4).
3. The fuel injection system according to claim 2, characterized in that control unit (29) is configured to control the pressure control valve (12) based on the pressure measured by the pressure sensor (14).
4. The fuel injection system according to claim 3, characterized in that the control unit (29) is arranged to compare the measured pressure value with a reference value and to control the pressure control valve (12) so that the measured pressure value approaches the reference value.
5. The fuel injection system according to claim 3, characterized in that the control unit (29) is provided with a fuel pressure value matrix defining reference values for the fuel pressure in the fuel line (4), and that the control system (29) is configured to control the pressure control valve (12) based on the reference values. The fuel injection system according to any of the preceding claims, characterized in that the return line (10) is provided with a delivery valve (13) installed downstream of the pressure control valve (12), which delivery valve (13) is a check valve that is arranged to open when the pressure in the return line (10) exceeds a certain limit.
The fuel injection system according to any of the preceding claims, characterized in that the pressure control valve (12) is controlled by pulse width modulation control.
The fuel injection system according to any of the preceding claims, characterized in that the pump element (5) of the fuel pump comprises a fuel chamber (6) and a reciprocating plunger (7) arranged in the fuel chamber (6), an fuel port (21 ) and an outlet port (15) for fuel arranged in fluid communication with the fuel chamber (6).
The fuel injection system according to claim 8, characterized in that the plunger (7) comprises a first control edge (23) determining the starting moment of the fuel injection and a second control edge (24) determining the ending moment of the fuel injection.
EP12743197.1A 2011-06-23 2012-06-15 Fuel injection system Active EP2724013B1 (en)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
FI20115649A FI123271B (en) 2011-06-23 2011-06-23 Fuel injection systems
PCT/FI2012/050624 WO2012175800A2 (en) 2011-06-23 2012-06-15 Fuel injection system

Publications (2)

Publication Number Publication Date
EP2724013A2 true EP2724013A2 (en) 2014-04-30
EP2724013B1 EP2724013B1 (en) 2015-07-29

Family

ID=44206858

Family Applications (1)

Application Number Title Priority Date Filing Date
EP12743197.1A Active EP2724013B1 (en) 2011-06-23 2012-06-15 Fuel injection system

Country Status (5)

Country Link
EP (1) EP2724013B1 (en)
KR (1) KR101781791B1 (en)
CN (1) CN103620199B (en)
FI (1) FI123271B (en)
WO (1) WO2012175800A2 (en)

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EP2724013B1 (en) 2015-07-29
KR101781791B1 (en) 2017-09-26
WO2012175800A2 (en) 2012-12-27
FI123271B (en) 2013-01-31
CN103620199A (en) 2014-03-05
CN103620199B (en) 2016-05-04
FI20115649A0 (en) 2011-06-23
KR20140043127A (en) 2014-04-08
WO2012175800A3 (en) 2013-02-14

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