JPH0658219A - Joint rail - Google Patents

Abstract

PURPOSE: To have optimal pressure rise and final pressure drop by providing a body for receiving fuel from a fuel source and a transverse threaded passage for achieving constant pressure distribution of discharged high pressure fuel. CONSTITUTION: An elongated central chamber 152B for receiving a high pressure fuel and a metal body 150 having one or more side chambers 152A, 152C for discharging the high pressure fuel are provided. An inlet mount 162 of the metal body 150 is connected to a conduit 80 for receiving the fuel from a solenoid valve 14A to the central chamber 152B of a common rail. An inlet mount 164 receives the fuel from a solenoid valve 14B through a conduit 132 to the central chamber 152B. A side wall 158 has fuel discharge mounts 166A-166F. An opposite side wall 158 has other fuel discharge mounts 168A-168F. Thus, it is possible to reduce the pressure damage in a central passage of the rail caused by pump strokes and reflective waves.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a high pressure joint rail fuel injection system for injecting a predetermined amount of high pressure fuel into a cylinder of a diesel engine.

[0002]

2. Description of the Related Art Conventional fuel injection systems employ a jerk type fuel system for pressurizing fuel and injecting it into a cylinder of a diesel engine. According to this, the pump element is activated by a cam driven by the engine to pressurize the fuel to a sufficiently high pressure to open the pressure activated injection valve of the fuel injection nozzle. In configurations such as fuel systems with electromagnetic unit injectors, the plunger is activated by a cam driven by the engine to pressurize the fuel in the combustion chamber when the solenoid is energized and the solenoid valve is closed. Metering and timing are achieved by signals from an electronic or electronic control module with controlled starting and controlled pulses. In another form of such a fuel system, the fuel is pressurized in a common rail by an electronic or mechanical pumping device and then dispensed to an electromagnetic nozzle, which nozzle delivers the pressurized fuel into an engine cylinder. To jet. Both the electronic pump and the electromagnetic nozzle are controlled by electronic control module signals.

[0003]

One problem with using a shared rail is that it is about 20.00 in a diesel engine.
This means that the pressure will be as high as 0 psi. Another problem is that in known fuel injection systems, there is controlled durability and disconnection of fuel injection pressure. Conventional fuel injectors or systems generally increase the pressure to a maximum and then decrease on the curve of injection pressure vs. time,
Draw a slightly curved triangular curve. This pressure-time relationship results in only a slight supply of vaporized fuel in the engine cylinder due to the low injection pressure initially. When the pressure curve reaches a certain level, the pressure leads to better vaporization and delivery. When the pressure is reduced from the peak pressure, the reduced pressure again provides slight vaporization and delivery, and the engine emits high particulate emissions and smoke.

One design objective for fuel injectors has been to overcome by ensuring that the right angle array of pressure-versus-time curves has a high optimum pressure rise from the beginning, reducing the times of bad vaporization and bad injection. It provides vaporization and a sharp final pressure drop to reduce unburned fuel.

The following US patents are examples of conventional fuel injection nozzles. No. 4,527,737, No. 4,550,875, No. 4,603,671, No. 3,331,327, and No. 4,509,691,
A high voltage common rail is also disclosed in U.S. Pat. No. 4,777,921. For the literature on electromagnetic fuel injection pumps, see SAE Technical Paper Series No. 88.
No. 0,421 described as "EMI-series-electromagnetic fuel injection pump" (published by International Congress & Exposition, Detroit, Michigan, 1
Published February 29-March 4, 1988). Other references include SAE Technical Paper Series No. 840,
No. 273 (published by the same company, issued February 27-March 2, 1984), No. 850,453 "Electronic Fuel Injection System for Diesel Engines" (issued February 25, 1985), No. 810. No. 258 "Electronic Fuel Injection Device for Controlled Combustion of Diesel Engine" (issued February 23, 1981), No. 861,098 "EECIV Full Authority Diesel Fuel Internal Combustion Control" (issued August 4, 1986), and There is British Patent Application No. GB-2118624A.

[0006]

SUMMARY OF THE INVENTION It is an object of the present invention to provide an improved high pressure joint rail fuel injector. In the preferred embodiment, the device comprises a novel electromagnetic injector having a needle valve with an inner end attached to a spring cage. It has a pressure assisted at the closure and slowed down at the opening by the stagnant or stagnant pressure held in the balance chamber inside the spring cage.

Fuel is conveyed to the injector at the solenoid activated valve. The high pressure fuel biases the needle valve toward the open portion. When the injector solenoid is de-energized, the solenoid valve stops the fuel pressure approaching the needle and the pressure drops in the nozzle by the nozzle flowing into the engine combustion chamber. At the end of injection, the high pressure fuel portion is bypassed to the balance chamber, assisting the spring and forcing the needle valve towards its closed position.

Pressure assistance to the needle valve lid can be adjusted by adjusting the size of the orifice between the upper and lower chambers of the spring cage to limit fuel through the orifice to a predetermined pressure for assistance. An orifice of a certain size in the lower balance chamber will delay the next injection at the needle opening to assist engine demand.

The present invention comprises a novel multi-element fuel pump. Four pump elements are mounted around a camshaft with a pair of protrusions arranged 180 degrees apart. When the camshaft rotates 90 °, the first pair of opposed pumping means move to the position of discharge movement,
The other two pump means are in the suction movement state. As the camshaft continues to rotate, the two pairs of pumping elements will oscillate, releasing fuel towards the corresponding solenoid valve assembly. In one embodiment, the pump is activated by two solenoid valve assemblies in response to an electrical signal from the electronic control module. In another embodiment, the pump element is mechanically activated.

Two forms of joint rail are disclosed herein. In both forms, the joint rail has an integral metal housing with a rectangular shape. The fuel is pumped in one direction into the common rail and out to the injector at a right angle. One common rail is used in engines with V-shaped cylinders and has a central chamber for fuel and two lateral chambers for fuel to exit the electromagnetic injector. The central chamber is connected to the lateral chamber via a lateral hole. This helps reduce the pressure breakdown in the central passage of the rail caused by pump strokes and reflected waves and provides constant pressure and constant fuel distribution in the side chambers. In a diesel engine with linearly arranged cylinders, the common rail has a central chamber and side chambers connected by lateral holes.

The pressure in the common rail is monitored by the electronic control module via a pressure sensor mounted on the common rail. The electronic control module maintains the required pressure in the rail by adjusting the signal to the solenoid valve assembly.

One embodiment of the present invention is a high pressure common rail for use in a diesel fuel injection system having an elongated central chamber for receiving high pressure fuel and one or more side chambers for discharging high pressure fuel. A body and a constant pressure fuel of the high pressure fuel that is discharged from the side chamber by connecting the central chamber to the side chamber to reduce the pump stroke effect and the waveform reflection effect of the high pressure fuel contained in the central chamber. A high pressure joint rail having a lateral threaded passage providing distribution.

According to another embodiment of the present invention, there is provided a fuel pump for diesel engine fuel injection means comprising a body for receiving fuel from a fuel source and a rotatable body supported within the body for rotation about an axis. A camshaft,
A camshaft having a pair of cam projections including a first cam projection and a second cam projection that is separated from this by 180 ° and rotates in an annular passage around the rotation axis of the camshaft; At least one pair of reciprocable pump elements mounted on the body perpendicular to the axis of rotation of the camshaft, each pump element including an elongated plunger having an axial passageway; A second end, a structure slidably mounted on the plunger, and tappet means connecting a camshaft to the structure, the first end connected to the liquid fuel source, and the structure An expandable chamber is formed at the second end of the axial passage and is movable to increase or decrease the volume of the chamber depending on the direction of relative movement of the structure and the plunger, and when the chamber volume is increased, the fuel is Accepted by A combustion pump comprising a pump element from which fuel is exhausted when the chamber volume is reduced, and means for fluidly connecting the pump element to a fuel injection means through which high pressure fuel passes in response to rotation of a camshaft. . Another embodiment of the present invention is an electromagnetic jet injector for supplying fuel to an internal combustion engine, which has an upper portion and a lower portion, and further is an internal passage means for receiving high pressure fuel. An injector body having the internal passage having one end and a second end at the bottom for passing high pressure fuel from the passage; and the passage through an annulus where the high pressure fuel is pressure balanced. A first end of the passage having the pressure balanced annulus operable between a solenoid energized position conveyed to and a solenoid deenergized position where the annulus prevents high pressure fuel from passing through the passage. A first solenoid-activated valve mounted slidably on the needle and a needle valve movable within the body to control the pressurized fuel flow through the second end of the passage, the solenoid activation valve comprising: When in the solenoid energized position Pressurized fuel through the second end of the passage when movable in a first direction in an open position through which pressurized fuel passes through the second end of the passage and when the solenoid activation valve is in the solenoid de-energized position. A needle valve movable in a second direction opposite to the above to a closed position to prevent passage of the needle valve, and a needle valve in the body in fluid communication with the passage near the second end of the passage. A spring cage that forms a seat for biasing the needle valve in the second direction and that has an upper balance chamber, a lower balance chamber, and a first orifice of a predetermined size therebetween. Pressurized fuel is placed in the spring cage to bias the needle valve in the second direction to the closed position when slidably mounted on the lower portion and the solenoid activation valve is in the solenoid de-energized position. To communicate and get a sharp jet Adjustment movable second has taken a pressure balance having a means for action to
A valve, maintaining a retained fuel pressure in the spring cage when the solenoid actuated valve is in the solenoid de-energized position,
This provides a predetermined interior of the lower balance chamber in fluid communication with means for slowing the movement of the needle valve in the first position toward the open position when the solenoid actuating valve is next in the solenoid energized position. And a second orifice of a size.

Yet another embodiment is a high pressure common rail fuel injection device for injecting a predetermined amount of high pressure fuel into a cylinder of a diesel engine, the first main body receiving fuel from a fuel source, and rotating about an axis. It is supported by the first body as much as possible, has a first cam protrusion and a second cam protrusion that is offset by 180 °, and is rotatable in an annular passage around the rotation axis of the cam shaft. A rotatable camshaft having a pair of cam projections, and at least one pair of reciprocable pump elements mounted in the first body perpendicular to the axis of rotation of the camshaft. The pump element has an elongated plunger having an axial passage and is slidably mounted on the plunger to form a expandable chamber at the first and second ends and the second end of the axial passage. Placed structure A structure is placed on the plunger so as to be movable to increase or decrease the volume of the chamber depending on the direction of relative movement of the structure and the plunger there,
Tappet means connecting a camshaft to the structure,
A first end connected to a liquid fuel source, the fuel being internally received when the chamber volume is increased and the fuel being discharged therefrom when the chamber volume is reduced. A pump element, means for fluidly connecting the pump element to a common rail means for passing pressurized fuel in response to rotation of the camshaft, and a longitudinal central chamber for receiving pressurized fuel from the first body; A second chamber having one or more side chambers for discharging pressurized fuel,
Joint rail means including a body and said side chamber for reducing pump stroke effects and wavy reflection effects in pressurized fuel and for providing a constant pressure and fuel distribution in the fuel discharged from said side chamber. A transverse threaded passage connecting said central chamber to said central chamber, means for fluidly connecting a common rail means to a fuel injection means for passing pressurized fuel in response to rotation of a camshaft, and an upper portion and a lower portion, and An injector body having internal passage means having a first end at the top for receiving high pressure fuel and a second end at the bottom for passing high pressure fuel from the passage; A fuel injection means including a solenoid energizing position in which high pressure fuel is conveyed to the passage through a pressure balanced annulus and a solenoid deenergizing position in which the annulus prevents high pressure fuel from passing to the passage. A first valve solenoid activation the which is slidably mounted on the first end of the passage having a pressure annulus a balance operable between a second of said passages
A needle valve movable within the injector body to control the flow of pressurized fuel through the end, the pressurized fuel passing through the second end of the passage when the solenoid actuated valve is in the solenoid energized position; Said opening toward a closed position which is movable in a first direction of an open position and which blocks pressurized fuel from passing through a second end of said passage when said solenoid activation valve is in said solenoid de-energized position. A needle valve that is movable in a second direction opposite to the above, and a seat for the needle valve is formed in the injector body near the second end of the passage so that the needle valve is in fluid communication with the passage. A spring cage that is biased in the second direction and has an upper balance chamber, a lower balance chamber, and a first orifice having a predetermined size therebetween, and a spring cage slidably mounted on the lower portion of the injector main body. And the solenoid start valve When the pressurized fuel is communicated into the spring cage to bring the spring cage in the solenoid de-energized position and biasing the needle valve in the second direction to the closed position to obtain a sharp injection. The second
A pressure balancing adjustable second valve having means for actuating to open the valve, maintaining a resident fuel pressure in the spring cage when the solenoid actuated valve is in the solenoid de-energized position; This provides a predetermined interior of the lower balance chamber in fluid communication with means for slowing the movement of the needle valve in the first position toward the open position when the solenoid actuating valve is next in the solenoid energized position. And a second orifice of a size.

Further objects and advantages of the present invention will be apparent from the description below.

[0016]

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENT A preferred fuel injection system 10 is an electronically controlled pump 12 and solenoid valve systems 14A and 14B.
It consists of a common rail device 16 and an electromagnetic ejection device 18. The fuel is sent from the fuel supply unit 20 to the solenoid valve devices 14A and 14B via the conduit 22. The two valve devices 14A, 14B have the same structure, and their functions differ in fluid connection with the pump 12.

As shown in FIG. 4, the solenoid valve 14A has a main body 28. This body 28 is a half body 30A, 3
It has a longitudinal passage 30 containing 0B. Side passage 3
2 directly intersects with the passage 30 and intersects with the passage 30. One end 34 of the passage 32 is enlarged in diameter. Fuel inlet mount 36
Is attached to the enlarged diameter end 34. A pair of fasteners 38,
40 fastens the mounting body 36 to the body 28. The fitting 36 has a roadway 42 that receives fuel from the conduit portion 22A (FIG. 1).

Referring to FIGS. 4, 5A and 5B, an electromagnetically actuated solenoid 44 is mounted on the body 28 and is connected to a control valve 46. The control valve 46 is slidably disposed in the passage 32 so as to reciprocate. The control valve 46 has an annular groove 48 at a position away from the outer end. Expanded end 3
The bottom of 4 is provided with a tapered portion to provide a seat 52 for the end 52 of the control valve 46.

The solenoid 44 is activated to move the control valve 46 between the closed position shown in FIG. 5A and the open position shown in FIG. 5B. In the closed position, valve end 52 engages seat 50 to prevent fluid flow between passageways 42,32. On the other hand, in the open position, the control valve 46 abuts the mounting body 36 to open the fluid flow between the passage 32 and the pair of passages 52A and 52B in the mounting body 36 with respect to the passage 42. In both the closed position (FIG. A) and the open position (FIG. B) there is a fluid connection between the halves 30A, 30B of the passage 30.

In FIG. 4, the body 28 has an internal passage 56 that defines an extension of the passage 30. The body also has a second passage 58 that intersects the passage 56 at a right angle. The mounting body 60 mounted on the main body 28 is the second passage 5
8 has an internal passage 62 forming an extension at one end. The second mounting body 64, which is mounted on the opposite side of the mounting body 60, has an internal passage 66 which forms an extension of the end of the passage 58.

In FIG. 1, conduit 68 forms a fluid connection between mount 60 and pump 12, and another conduit 70 forms a fluid connection between mount 64 and pump 12.

In FIGS. 1, 4 and 5, a nut 72 is mounted on the end of the main body 28. This nut 72
Has an interior chamber 74. A mounting body 76 with a screw is mounted on the nut 72. The mount 76 has a passage 78 connected to the conduit 80 of FIG. The internal chamber 7
A cup-shaped member 82 is placed on the surface 4. The member 82 has an inner cylindrical inner wall and an opening 84 communicating with the passage 30B. This opening 84 forms a valve seat 85 for a slidably mounted hollow check valve 86. The check valve 86 has a conical end 88 which abuts the valve seat 85 and extends from the passage 30 to the interior chamber 74.
The fluid flow to is closed. The check valve 86 includes a spring 90.
Is mounted, and the spring 90 biases the check valve 86 toward the closed position.

As shown in FIG. 5, the check valve 86 has a quadrangular cross section and is slidably mounted in a cup-shaped member 82 which is a cylindrical integral wall member with a conical end 88 having a valve seat. 85
Allows fluid flow from the passage 30 to the interior chamber 74 as it leaves.

1 and 4, when the solenoid 44 is energized, it pulls the control valve 46 back out of the mounting body 36, closing the fluid flow in passages 32 and 42. The control valve 46 has an annular shoulder 94. A washer 96 is placed on the shoulder portion 94. A return spring 98 is arranged between the washer 96 and the retainer 100 and biases the control valve 46 toward the mounting body 36 toward the open position of the control valve.

In operation, when control valve 46 is seated in the closed position, fluid flow is blocked between passage 30 and conduit 22A (FIG. 1). When the check valve 86 is opened, fuel flows from the pump 12 through the passages 30A, 30B into the conduit 80 (FIG. 1). Fuel flows through passage 30A when control valve 46 moves upwards and mount 36 engages the valve open position, and exits conduit 22A when check valve 86 is closed.

The second solenoid valve device 14B in FIG.
Has the same structure as the solenoid 14A and has the solenoid 110 mounted on the main body 112. Body 112
A nut 114 is mounted on one end of the nut 114, and the nut 114 has an internal passage 116. One end of the passage 116 is connected to the pump 12 by a fitting 118 and a conduit 120. The opposite end of the internal passage 116 is connected to the pump 12 in the same manner as described above by a fitting 122 and a conduit 124.

The main body 112 has an internal passage 126 having one end communicating with the internal passage 116 and the other end communicating with the mounting body 128. Check valve 130 includes means for opening and closing fuel flow from body 112 to conduit 132. The conduit 132 is connected to the common rail 16. The fuel is the fuel supply unit 20.
From via conduit 134.

Solenoid 110 moves control valve 111 to control the fluid flow between internal passage 116 and conduit 134, as control valve 46 controls the flow between passage 30 and conduit 22A. Fuel exits the conduits 80, 132 to the common rail 16.

Referring to FIGS. 1, 6 and 6A, the joint rail 16 has a relatively flat metal body 150. The main body 150 includes a central chamber 152B and a lateral chamber 15B.
2A and 152C. Body 150 is end wall 1
54, 156 and a rectangular cross section surrounded by side walls 158, 160. The end walls 154, 156 have a pair of inlet fittings 162, 164. The inlet fitting 162 is connected to the conduit 80 and is connected to the solenoid valve device 1
Fuel is being received from 4A into the central chamber 152B of the common rail. Further, the inlet fitting 164 is the solenoid valve device 1
4B is adapted to receive fuel entering central chamber 152B via conduit 132. The side wall 158 has fuel exhaust fittings 166A-166F and the opposite side wall 16
0 has additional fuel exhaust fittings 168A-168F.

The lateral chambers 152A, 152C are lateral holes 1
It communicates with the central chamber 152B through 65A to 165F. These holes 165A-165F create a constant pressure and perfect pressure distribution in the lateral chambers and reduce pressure fluctuations that occur in the central chamber due to pumping strokes and reflected pressure waves.

The number of fuel exhaust fittings 165, 166, 168 or the number of lateral holes varies depending on the engine application. For example, in the case of a 6-cylinder engine, the joint rail 16
Has 6 ejection fittings and 3 holes (arranged as in FIG. 6A) or 6 fittings and 6 holes (arranged as in FIG. 6B).

Fuel exhaust fittings 166A-166F, 16
Each of 8A-168F is connected by means such as conduit 170 to an electromagnetic injector exemplified by ejection device 18.

Each wall 154 has an outlet 172. A fitting 174 is mounted on the outlet opening and is connected by a conduit 176 to an adjustable open valve 178. This valve 1
78 holds pressure within chamber 152A and relieves pressure in chamber 152A when a predetermined maximum pressure level is exceeded.

A pressure transducer 180 is also mounted on end wall 154 and is connected to an electronic control module 440 which monitors the pressure in chamber 152C.

Referring to FIGS. 1, 2 and 3, the fuel pump 12 has a housing 200. A camshaft 202 is mounted on this housing. This camshaft 202 is attached to the engine 2 by a mechanical connection 204.
06 (FIG. 3). The camshaft 202 has two similar protrusions 2 mounted 180 degrees apart.
08 and 210 are included. Four pumps 212, 214, 216, 218 having the same structure are mounted on the housing, and are separated from each other by 90 ° about the rotation axis of the camshaft. Taking the pump 212 as a representative example, it has a mounting flange 220 located in an opening 222 in the pump housing 200. The flange 220 includes a fixture 228 having an inner passage 230,
A plunger 252 having an inner passage 260 communicating with the inner passage 230. Tappet bushing 2
40 is slidably mounted on the inner end of the pump housing opening 222. A tappet roller 244 is rotatably mounted on a pin 246 carried by the tappet bushing 240. The roller 244 is rotatably engaged with the camshaft 202, and the tappet bushing 24
0 is movable in the opening 222 according to the position of the camshaft 202.

The bushing 250 is the tappet bushing 2
Mounted on the top of 40 and in contact with the spring biasing member 270. The other end of the spring member 270 has a mounting flange 220.
Is engaged with. The spring biasing member 270 is a bushing 2
50 and tappet bushing 240 together with camshaft 20
The roller 244 rotates on the two cam protrusions 208 and 210 when the cam shaft rotates.

Looking at the pump 218, the plunger 252
Is slidably mounted in the bushing hole 245 to form a pump chamber 256. The pump chamber 256 expands and contracts depending on the position of the tappet on the camshaft 202. Plunger 252 has an internal passage 260 for passing fuel toward or away from pump chamber 256. This arrangement is such that when the tappet roller 244 rides on one of the camshaft protrusions 208 or 210, the tappet roller 2
44 moves bushing 240 toward plunger 252 to reduce the size of plunger chamber 256, thereby carrying high pressure fuel through passageway 230.
When the camshaft 202 rotates and the tappet roller 244 rides on the back side of any shaft protrusion, one end of the spring biasing member 270 engaging the bushing 240 forces the bushing 240 toward the camshaft 202. To enlarge the pump chamber 256. As the pump chamber 256 expands, it creates a low pressure zone which causes passage 23 in the plunger 252.
Fuel is drawn into chamber 256 through 0.

Thus, when the camshaft 202 rotates, the fuel is drawn into the pump chambers of the pumps 212 and 216 and, at the same time, the fuel is discharged from the pump chambers of the pumps 214 and 218. When the camshaft 202 continues to rotate, fuel is drawn into the pump chambers of the pumps 214 and 218, and the pump 2
It is delivered from the pump chambers 12, 216. This provides a balanced pumping action of the pump elements and reduces bending stresses on the camshaft 202.

A ball type check valve 242 is positioned close to the lower end of the plunger 252, and the pump chamber 2
It is opened and closed by the pressure in 56. When the bushing 250 moves downward in the fuel intake stroke, the check valve 24
2 is away from the valve seat, plunger 252 and bushing 2
Fuel leaks that occur between 50 and 50 are absorbed into the system and the required fuel return to the outer line is reduced. During the pumping stroke of the bushing, the pressure in chamber 256 seats the check valve closing the fuel supply to the plunger-pushing interface.

In FIG. 1, the pumps 212 and 216 are connected to the solenoid valve device 14B by conduits 124 and 120, respectively.
Touching. Similarly, pumps 214 and 218 connect to solenoid valve device 14A by conduits 70 and 68, respectively. The pumps 212, 216, 214, 218 provide fuel to the common rail 1 depending on whether the control valves 46, 111 in the solenoid valve assemblies 44, 110 are open or closed.
6 or the fuel is circulated to the fuel supply conduit.

The solenoids on the solenoid valve assemblies 44, 110 are energized or deenergized and controlled by the electronic control module 440. This module 440 monitors the pressure in the common rail 16 by means of a pressure transducer 180. Thus the pressure in the common rail 16 can be preset at all engine speeds by setting the correct elements for the electronic control module.

Referring to FIGS. 7, 7A, 7B, 7C, 7D and 7E, a standard electromagnetic ejector 18 has a body 300. The main body 300 includes a nut 302 screwed to the upper end and a holding cap 30 attached to the lower end.
4 and. An electromagnetic actuating solenoid 306 is attached to the nut 302. The solenoid 306 has an armature 308 located within the chamber 310 and is sealed to the nut 302 by an O-ring 312.

The armature 308 of the solenoid 306 is connected to the elongated valve 314. This valve 314 is in chamber 3
It extends through 16 to the nut. The valve 314 is slidably mounted in a hole 318 in the body 300. The valve 314 has an elongated interior passage 320 and a lateral passage 322 having an end communicating with the chamber 316. The chamber 316 then communicates with the passage 324 of the mount 326 (see FIG. 7E).

Referring to FIGS. 7A and 7B, the valve 314 has an annular groove 328. An annular holding plate 330 is attached to the annular groove, and the holding plate 330 has a thickness smaller than the width of the groove. A shim 332 is placed near the holding plate.

The thickness of the retaining plate is used to regulate the movement of the valve 314 by allowing movement of the valve 314 only to the extent that the ends of the groove 328 and retaining plate 330 permit. FIG. 7A shows that the valve 314 is in the lowest position and the holding plate 330
7B, the valve 314 is in the upper position and is in abutment with the lower edge of the retaining plate 330.

The valve 314 has an annular shoulder 334 located within the chamber 316. A return spring 336 (FIG. 7) is placed in the chamber, and one end of the return spring 336 is in contact with the nut 302. On the other hand, the other end of the spring 336 abuts a spring seat 335 and is seated on a shoulder 334 to bias the valve 314 toward the retaining cap 304.

The valve 314 has an annular passage 340 near its lower end. The body 200 has an inner passage 342 that communicates with the passage 340. The main body 30 has a threaded fixture 344.
It is placed at 0. The body has an inlet passage 346 leading to the passage 342. Passageway 342 communicates with conduit 170 (FIG. 1) and receives fuel from common rail 16.

The body 300 also has a transport passage 348 with an inlet opening 350 terminating in a hole 318.
The position of the inlet opening 350 is where fluid is blocked through the opening 350 when the valve 314 is in the lowest position. The valve 314 opens the fluid connection between the annular passage 340 and the inlet opening 350 when in the upper position.

In FIG. 7, the main body 300 is further provided with the passage 3
Has 60. This passage 360 is formed by the passages 361, 36.
The bottom of body 300 is connected to hole 318 via A small chamber 362 defines the lower end of valve 314 and hole 31.
8 is formed between the bottom of the chamber 8 and the chamber 362 to bring about the movement of the valve and through the passages 360, 361, 363.
It provides a space that provides fluid communication between the 20 and the chamber 370.

Internal chamber 370 with large retaining cap 304
have. The chamber 370 has a bottom opening 372. Chamber 370 is provided with an elongated spray tip 374, the lower end of which extends through opening 372. Further, the outer end of the spray tip has an opening 376 for passing fuel through an engine cylinder (not shown).

The spray tip 374 has an elongated, slightly tapered passage 378. The lower end of the passage 378 allows fuel to pass through to the opening 376. The upper end of passage 378 has an enlarged diameter 380 that is in fluid connection with passage 382 in spray tip 374. Expanded portion 380 is tapered and terminates in a cylindrical hole 384, which extends through the upper end of spray tip 374.

A needle valve 386 is mounted in the passage 378. The lower end 390 of the needle valve 386 is tapered and seats in a tapered seat 392 in the spray tip 374 to open and close fuel flow through the opening 376. The upper end of the needle valve 386 has a narrow end 394.
The spring seat 396 has a hole 398 which receives the narrow end 394 of the needle valve 386. Spring seat 39
6 is movable within the chamber 406 and defines the movement of the needle valve 386 between the open and closed positions of the valve. Spring seat 3
96 has a raised midsection 400 to limit needle valve movement.

Referring to FIGS. 7, 7C and 7D, the spring cage 402 is mounted within the chamber 370. The cage 402 has a wall 404 separating a lower balance chamber 406 and an upper balance chamber 408. The upper end of the coil spring 410 in the lower chamber 406 engages the wall 404 and the lower end engages the spring seat 396, forcing the spring seat 396 and the needle valve 386 towards the closed position of the needle valve. The lower end of the coil spring 412 in the upper chamber 408 engages the wall 404. The upper chamber 40
A valve 414 is mounted on the valve 8 and engages the upper end of the spring 412. The valve 414 has a circular portion 418.
And a tapered portion 416 seated on the seat 417 of the main body 300. The upper portion of the valve 414 is a hole 4 in the main body 300.
50 and has an internally threaded portion 452.

The lower end of the piston / screw means 420 is engaged with the valve 414 via the screw portion 419. This means 42
0 has a fixing nut 422 that fixes the adjustment height to the valve 414. Piston / screw means 420
Is adjusted to maintain a pre-set spacing 423 at the lower end of valve 314 when the valve is lifted to the upper position by energizing solenoid 306. When the solenoid 306 is de-energized, the valve 314 is lowered by the spring 336 which causes the piston and screw means 42 to move.
0 and valve 414 are not seated on seat 417
6 down to allow fuel to enter the chambers 408, 406 from the passages 430, 421 via the orifices 424.

The spring cage 402 has an upper end in the passage 348,
The lower end has a passage 382 and a passage 430 communicating with the spray tip 374. In addition, the cage 402 has a lateral orifice 441. This orifice 441
Extends from the lower chamber 406 to the outer spring cage 402,
The cage 402 communicates with the inside of the retaining cap 304 to the chamber 370.

Referring to FIG. 1, during operation of the engine, fuel from a fuel supply unit 20 such as a fuel tank is electronically supplied at a predetermined pressure by a supply pump (not shown) through solenoid valve devices 14A and 14B. Controlled pump 1
Up to 2 are supplied. Each opposing pair of pumps 21 of the pump means 12 when the camshaft 202 is rotated.
2, 214, 216, 218 draw fuel into each pump chamber and then the corresponding solenoid valve device 14A or 14B
Fuel up to.

Fuel from the pumps 212, 214, 216, 218 passes through the solenoid valve devices 14A, 14B and is recirculated to the fuel supply section 20 depending on the positions of the solenoid control valves 46, 111. For example, the solenoid valve assembly 14A is electronically controlled.
When energized by a pulsed signal from module 440, solenoid armature 44 (FIG. 4) pulls control valve 46 to the closed position, and fuel pumped through passageway 30 passes check valve 86 (FIG. 4). ) Is opened and fuel is passed to the common rail 16 through the mounting body 76.

Next, two solenoid valve devices 14A, 14
B is energized and associated with the timing of the opposing pump.

When the solenoids of the solenoid valve assemblies 14A, 14B are de-energized, the pumping process ends and the control valve 46 forced, for example by the spring 98, opens the tapered seat 50 and the fuel passage 30A opens into the passage 42. It then returns to the fuel tank, causing a pressure drop in passage 30B, which causes spring 90 to seat valve 86, stopping fuel flow from the pump to the rail.

Fuel coming from the solenoid valve assemblies enters the common rail central chamber 152B via either fitting 162 or 164 depending on which solenoid valve assembly is in pump mode. Fuel is stored in the common rail at a predetermined pressure regulated by the electronic control module 440 command. Electronic control module 440 monitors the common rail pressure with pressure transducer 180 and adjusts the signal to the solenoid valve assembly with its preset input data to achieve the required common rail pressure.

High pressure fuel from the central passageway of the common rail is routed through laterally threaded holes 165A-165F to the side chamber 15.
Enter into 2A and 152C. These laterally perforated orifices limit the pump stroke effect and reflect the fuel wave so that all of these side passages have a constant high pressure along the side passage and all through corresponding outlet fittings. The same fuel pressure distribution for the electromagnetic injectors.
This joint rail structure shown in FIG. 6A is used in a diesel engine with cylinders arranged in a V-shape. The number of lateral perforated passages is equal to half the number of lateral fuel outlet fittings.

FIG. 6B shows a common rail with one central passage 504B and only one side passage 504A for use with a linear cylinder arrangement in a diesel engine. Fuel enters this rail via fixtures 508, 518 mounted on opposite sides of central passage 504B. The side passage 504A has a pressure transducer 506 mounted on one end and a release valve 516 mounted on the other end. The number of lateral perforated passages 512A-512F is equal to the number of lateral fuel outlet fittings.

The number of common rail fuel outlet fittings can vary depending on the number of diesel engine cylinders in which this system is used.

Fuel from the common rail is conveyed to each electromagnetic injector contained in the injector body via a fixture 344. Fuel flow stops in the injector solenoid valve annular passage 340 which has a normally closed opening 350. When solenoid 306 is energized by a signal from electronic control module 440, armature 308 and valve 314 are lifted, opening 350, passages 348, 421, 430, 38.
Open the fuel flow through 2,378. The solenoid valve is pressure-balanced by the upper and lower sides of the annular passage 340.

Pressurized fuel continues down to spray tip 374. Fuel pressure acts against the tapered portion of needle valve 386. The fuel pressure raises the needle valve and causes pressurized fuel to be jetted into the fuel chamber of the engine through the spray opening means 376.

When the solenoid 306 is energized and the valve 314 is lifted, the piston 420 is adjusted to form a small gap 423 at the upper end of the valve 314, which causes the valve 414 to move to the tapered seat 416 on the tapered seat 417 of the body. It sits and blocks fuel from entering the passages 421, 418 and allows it to enter the spring cage upper chamber 408.

When the solenoid 306 is deenergized, the ejection stroke ends, and the solenoid valve 314 is moved downward by the spring 336 to close the opening 350. The fuel through the spray opening 376 causes a fuel pressure drop in the chambers 378 and 380 and the spring 410 seats the needle valve 386 on the seat 392 to close the fuel through the spray opening 376 (FIG. 7).

At the same time, when the solenoid valve 314 descends,
The lower end of the solenoid valve reduces the distance 423 to reduce the valve 414.
To open the pressurized fuel from the passages 421 and 418 to the chamber 40.
Pour to 8. Pressurized fuel flows through the orifice 424 to the seat 39
6, into chamber 406 at the top, and spring 410 helps to close the needle valve prematurely, providing a sharp jet end. This orifice 424 has a large pressure seat 396
Is applied to the top of the needle to help close the needle valve.

The pressure in chamber 406 is maintained at a predetermined level by sizing the orifice 440 in the sidewall of chamber 406. This surplus pressure needs to delay the opening of the needle valve at the time of the next jet, depending on the demand of the engine.

Although the present invention has been described in detail with reference to the drawings, these are merely examples and are not limiting in any way.

[Brief description of drawings]

FIG. 1 illustrates a high pressure joint rail fuel injection system or joint injection scheme of a preferred embodiment of the present invention;

FIG. 2 is a cross-sectional view of a preferred fuel pump device,

3 is a longitudinal cross-sectional view of the preferred fuel pump device shown in FIG.

FIG. 4 shows a preferred solenoid valve device,

5 is a cross-sectional view taken along line FIG5-Tig5 of FIG. 4, 5A is an enlarged cutaway view of the solenoid valve in the closed position for supplying fuel to the common rail, and 5B is a bypass for returning fuel to the tank. Enlarged cutaway view of the solenoid valve in the open position,

FIG. 6 is a side view of the preferred joint rail of FIG. 1, 6A is 1
6B is a cross-sectional view of a preferred joint rail having one central passage and two lateral passages; 6B is a cross-sectional view of a joint rail having one central passage and one lateral passage;

FIG. 7 is a longitudinal sectional view of a preferred electromagnetic injector, 7A.
7B is an enlarged cross-sectional view showing the opening and closing of the inlet of the injected fuel discharge passage by the injector solenoid valve, 7C and 7D are views showing the opening and closing of the fuel passage to the balance chamber, and 7E is taken along line 7E-7E of FIG. FIG.

[Explanation of symbols]

10: Fuel injection device 12: Pump 14A, 14B: Solenoid valve device 16: Rail 18: Electromagnetic ejection device 20: Fuel supply unit 28: Main body 36: Fuel inlet mounting body 44: Solenoid 46: Control valve 48: Annular groove 60: Mounting body 64: Second mounting body 74: Internal chamber 76: Mounting body with screw 82: Cup-shaped member 86: Check valve 98: Return spring 100: Retina 110: Solenoid 111: Control valve 112: Main body 118, 122, 128 : Mounting body 130: Check valve 150: Metal body 152A, 1
52C: Side chamber 152B: Central chamber 178: Release valve 180: Pressure converter 200: Housing 202: Camshaft 206: Engine 212, 214, 216, 218: Pump 222: Opening 244: Tappet roller 252: Plunger 256 : Pump chamber 300: Main body 306: Electromagnetic start solenoid 310: Chamber 314: Valve 316: Chamber 322: Lateral passage 326: Mounting body 328: Annular groove 330: Annular holding plate 362, 37
0: Chamber 374: Spray tip 386: Needle valve 402: Cage 406: Lower balance chamber 408: Upper balance chamber 420: Piston screw means 424: Orifice 440: Electronic control module 504A, 504B: Passage

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[Procedure amendment]

[Submission date] July 29, 1993

[Procedure Amendment 1]

[Document name to be amended] Statement

[Name of item to be corrected] Brief description of the drawing

[Correction method] Change

[Correction content]

[Brief description of drawings]

FIG. 1 illustrates a high pressure joint rail fuel injection siltem or joint injection scheme, which illustrates a preferred embodiment of the present invention.

FIG. 2 is a cross-sectional view of a preferred fuel pump device,

3 is a longitudinal cross-sectional view of the preferred fuel pump device shown in FIG.

FIG. 4 shows a preferred solenoid valve device,

5 is a schematic diagram of FIG. 5-Fig. A sectional view taken along line 5,

FIG. 6 is an enlarged cross-sectional view of a solenoid valve in a closed position for supplying fuel to a common rail;

FIG. 7 is an enlarged cross-sectional view of a solenoid valve in an open position for bypassing fuel back to the tank.

8 is a side view of the preferred joint rail of FIG. 1,

FIG. 9 is a cross-sectional view of a preferred joint rail having one central passage and two lateral passages.

FIG. 10 is a cross-sectional view of a joint rail having one central passage and one side passage,

FIG. 11 is a longitudinal sectional view of a preferred electromagnetic injector,

FIG. 12 is an enlarged cross-sectional view showing opening and closing of an inlet of an injected fuel discharge passage by an injector solenoid valve.

FIG. 13 is an enlarged cross-sectional view showing opening and closing of an inlet of an injected fuel discharge passage by an injector solenoid valve.

FIG. 14 is a diagram showing opening and closing of a fuel passage to a balance chamber,

FIG. 15 is a view showing opening and closing of a fuel passage to a balance chamber,

16 is an enlarged view taken along line 7E-7E in FIG.

[Explanation of reference numerals] 10: Fuel injection device 12: Pumps 14A, 14B: Solenoid valve device 16: Rail 18: Electromagnetic ejection device 20: Fuel supply unit 28: Main body 36: Fuel inlet attachment body 44: Solenoid 46: Control valve 48 : Annular groove 60: mounting body 64: second mounting body 74: internal chamber 76: mounting body with screw 82: cup-shaped member 86: check valve 98: return spring 100: retainer 110: solenoid 111: control valve 112: body 118, 122, 128: Mounting body 130: Check valve 150: Metal body 152A,
152C: Side chamber 152B: Central chamber 178: Release valve 180: Pressure converter 200: Housing 202: Camshaft 206: Engine 212, 214, 216, 218: Pump 222: Opening 244: Tappet roller 252: Plunger 256 : Pump chamber 300: Main body 306: Electromagnetic start solenoid 310: Chamber 314: Valve 316: Chamber 322: Lateral passage 326: Mounting body 328: Annular groove 330: Annular holding plate 362, 370: Chamber 374: Spray tip 386: Needle Valve 402: Cage 406: Lower balance chamber 408: Upper balance chamber 420: Piston screw means 424: Orifice 440: Electronic control module 504A,
504B: passage

[Procedure Amendment 2]

[Document name to be corrected] Drawing

[Correction target item name] All drawings

[Correction method] Change

[Correction content]

[Figure 1]

[Figure 5]

[Fig. 2]

[Figure 3]

[Figure 6]

[Figure 7]

[Fig. 12]

[Figure 4]

[Figure 8]

FIG. 11

[Fig. 13]

FIG. 15

[Figure 9]

[Figure 10]

FIG. 16

FIG. 14

─────────────────────────────────────────────────── ─── Continuation of the front page (51) Int.Cl. ⁵ Identification code Office reference number FI technical display location F02M 59/06 9248-3G 63/02 Z 7825-3G

Claims (16)

[Claims] 1. A high pressure joint rail for use in a diesel fuel injection system, the body having an elongated central chamber for receiving high pressure fuel and one or more lateral chambers for discharging high pressure fuel; said central chamber. To the side chamber to reduce the pump stroke effect and corrugation reflection effect of the high pressure fuel contained in the central chamber and thereby provide a constant pressure fuel distribution for the high pressure fuel discharged from the side chamber. A high-voltage joint rail with a threaded passage. 2. The shared rail of claim 1, wherein each chamber has a rectangular shape. 3. The combined rail of claim 1, wherein high pressure fuel is received in the central chamber from a first direction and discharged from one or more side chambers in a second direction perpendicular to the first direction. 4. A shared rail according to claim 1, wherein there is a central chamber and one lateral chamber on either side thereof. 5. The joint rail of claim 1, further comprising pressure adjustment means mounted on the joint rail for monitoring pressure within the joint rail and maintaining a desired pressure therein. . 6. A fuel pump for diesel engine fuel injection means, comprising: a main body for receiving fuel from a fuel source; a rotatable camshaft supported in the main body so as to be rotatable about an axis; A camshaft having a pair of cam projections including a cam projection of the second cam and a second cam projection that is separated from the cam projection by 180 ° and rotates in an annular passage around the rotation axis of the camshaft; At least a pair of reciprocable pump elements mounted on the body perpendicular to the axis of rotation of the shaft, each pump element including an elongated plunger having an axial passageway; and a first end and a second end. An end, a structure slidably mounted on the plunger, and tappet means connecting a camshaft to the structure, the first end connected to the liquid fuel source, and the structure An expandable chamber is formed at the second end of the axial passage and is movable to increase or decrease the volume of the chamber depending on the direction of relative movement of the structure and the plunger, and when the chamber volume is increased, the fuel is A pump element for receiving fuel from the chamber when the volume of the chamber decreases and the fuel is discharged therefrom, and a means for fluidly connecting the pump element to a fuel injection means through which high pressure fuel passes in response to rotation of the camshaft. Consisting of a fuel pump. 7. The fuel pump according to claim 6, wherein the cam protrusion is arranged perpendicularly to the rotation axis of the cam shaft. 8. The pair of plunger actuating pump elements are arranged perpendicular to the axis of rotation of the camshaft.
Fuel pump. 9. The fuel pump according to claim 6, wherein the pump element is arranged such that fuel is received from the liquid fuel source and discharged through the same passage to the fuel injection means. 10. The fuel from the first pair of pump elements when the fuel is received by the second pair of pump elements, and the second fuel when the fuel is received by the first pair of pump elements. A first and a second pair of reciprocable pump elements arranged such that they can be alternately discharged from a pair of pump elements, whereby these first and second pairs of pump elements are of a discharge stroke. The fuel pump of claim 9, providing a balanced pumping action on the camshaft for the duration. 11. A further conditioned delivery of fuel to and from the first pair of pump elements and then to and from the second pair of pump elements and to and from the second pair of pump elements. 11. The fuel pump of claim 10 including solenoid activated valve means holding a quantity of fuel. 12. The fuel pump of claim 6, wherein the pump element is electromagnetically driven. 13. The fuel pump of claim 6, wherein the pump element is mechanically driven. 14. The tuck valve further positioned near the second end of the plunger to absorb fuel leakage between the plunger and the body.
Fuel pump. 15. An electromagnetic jet injector for supplying fuel to an internal combustion engine, comprising: an upper portion and a lower portion, further comprising an internal passage means at the upper end for receiving high pressure fuel and the passage. An injector body having the internal passage having a lower second end for passing high pressure fuel from the solenoid, and the solenoid delivering high pressure fuel to the passage through a pressure balanced annulus A first end of the passage is slidably mounted at the first end of the passage having the pressure balanced annulus operable between a biased position and a solenoid de-energized position where the annulus prevents high pressure fuel from passing through the passage. A solenoid activated first valve and a needle valve movable within the body for controlling pressurized fuel flow through the second end of the passage, the solenoid activated valve being in the solenoid biased position. When said passage The pressurized fuel passes through the second end of the passageway and is movable in the first direction in the open position and the pressurized fuel passes through the second end of the passage when the solenoid activation valve is in the solenoid de-energized position. A needle valve movable in a second direction opposite to the above toward a closed position to prevent the needle valve in the body near the second end of the passage in fluid communication with the passage; A spring cage that forms a seat, biases the needle valve in the second direction, and has an upper balance chamber, a lower balance chamber, and a first orifice of a predetermined size between the upper balance chamber and the lower balance chamber; A pressurizing fuel in the spring cage to bias the needle valve in the second direction to a closed position when the solenoid actuated valve is slidably mounted on the solenoid actuated valve in the solenoid de-energized position. To get a sharp and sharp injection A second pressure-balancing adjustable valve having means for maintaining a retained fuel pressure in the spring cage when the solenoid actuating valve is in the solenoid de-energized position, and A predetermined size in the lower balance chamber in fluid communication with means for slowing the movement of the needle valve in the first position toward the open position the next time the solenoid actuating valve reaches the solenoid energized position. A jet injection device comprising two orifices. 16. A high-pressure common rail fuel injection device for injecting a predetermined amount of high-pressure fuel into a cylinder of a diesel engine, the first main body receiving fuel from a fuel source, and the first main body so as to be rotatable about an axis. A pair of cams supported by one main body, having a first cam protrusion and a second cam protrusion deviated by 180 °, and rotatable in an annular passage around the rotation axis of the cam shaft. A rotatable camshaft having a protrusion, and at least one pair of reciprocable pump elements mounted in the first body perpendicular to the axis of rotation of the camshaft, each pump element being axial. A structure having an elongated plunger having a passageway and slidably mounted on the plunger to form a expandable chamber at a first end and a second end and a second end of the axial passageway. And with the structure A structure mounted on the plunger so as to be movable so as to increase or decrease the volume of the chamber depending on the direction of relative movement of the plunger, and tappet means connecting a cam shaft to the structure. At least a pair of pumps, the first end of which is connected to a liquid fuel source, the fuel being received therein when the chamber volume increases and the fuel being discharged therefrom when the chamber volume decreases. An element, means for fluidly connecting a pump element to a common rail means for passing pressurized fuel in response to rotation of said camshaft, a longitudinal central chamber for receiving pressurized fuel from a first body, Joint rail means comprising a second body having one or more lateral chambers for discharging fuel, and for reducing pump stroke effects and wavy reflection effects in pressurized fuel and said lateral sides A laterally threaded passage that connects the central chamber to the side chamber to provide a constant pressure and fuel distribution in the fuel discharged from, and for passing pressurized fuel in response to rotation of the camshaft. Means for fluidly connecting the common rail means to the fuel injection means, and an upper and a lower portion, and further an internal passage means for passing the high pressure fuel from the first end at the upper portion for receiving high pressure fuel and the passage A fuel injection means including an injector body having the internal passage having a second end at the lower portion; and a solenoid for delivering high pressure fuel to the passage through a pressure balanced ring. A first end of the passage is slidably mounted on the first end of the passage having the pressure balanced annulus operable between an energized position and a solenoid de-energized position where the annulus prevents passage of high pressure fuel to the passage. Placed Soleno A first valve for id activation and a needle valve movable within the injector body to control the pressurized fuel flow through the second end of the passage, the solenoid activation valve being in the solenoid energized position. Pressurized fuel is passed through the second end of the passage when movable in a first direction to an open position through which pressurized fuel passes through the second end of the passage and when the solenoid start valve is in the solenoid de-energized position. A needle valve that is movable in a second direction opposite to the above to a closed position that prevents passage of the needle, and a seat for the needle valve in the injector body near the second end of the passage. A spring cage that biases the needle valve in the second direction in fluid communication with the passage and that has an upper balance chamber, a lower balance chamber, and a first orifice of a predetermined size therebetween. Sliding on the lower part of the main body of the injection device The solenoid actuated valve is in the solenoid de-energized position and biases the needle valve in the second direction to bring the spring cage to a closed position to provide pressurized fuel to the spring to obtain a sharp injection. A pressure balancing adjustable second valve having means for actuating to open the second valve when in communication with the cage; and wherein the solenoid actuating valve is in the solenoid de-energized position. , For maintaining a stagnant fuel pressure in the spring cage, thereby slowing the movement of the needle valve in the first position toward the open position when the solenoid actuated valve next reaches the solenoid energized position. A second orifice of a predetermined size in the lower balance chamber in fluid communication with the means.