KR100793999B1 - Injector optimized construction combined with liquefied petroleum injection cut-sol - Google Patents

Abstract

An optimized injector structure combined integrally with an LPI(Liquefied Petroleum Injection) cut-sol is provided to optimize starting, accelerating, and decelerating ability by forming a lower end part of the injector to become an optimized shape in order to reduce friction of the cut-sol using many experimental values. For injector structure combined integrally with an LPI cut-sol(30) including an injector(10) injecting gas, an injector housing(20) fixing the injector to a cylinder, and an icing tube(40), a plunger(50), a valve seat(60), and an icing tip(70) which consist of a fuel passage part at an end of the injector; optimized injector structure combined integrally with the liquefied petroleum injection cut-sol has characteristics that diameter of the icing tube and diameter of the valve seat are different from each other. The diameter of the icing tube is 1.0Phi, the diameter of the valve seat is 1.2Phi, and the diameter of the icing tip is 1.0Phi.

Description

Elpii Injector Optimized Construction Combined with Liquefied Petroleum Injection Cut-Sol}

1 is a graph showing the startability of the conventional cut-sol integrated injector structure.

Figure 2 is a graph showing the acceleration and deceleration of the conventional cutsol integrated injector structure.

3 is a view showing the configuration of a cutsol integrated injector.

4 is a view showing the specifications of the various injectors to be applied to the experiment according to an embodiment of the present invention.

FIG. 5 is a diagram of detecting each characteristic by using the injector shown in FIG. 4. FIG.

6a to 6d show the startability of the injectors shown in FIG. 4.

7a to 7d show the acceleration and deceleration of the injectors shown in FIG. 4.

      <Description of Symbols for Main Parts of Drawings>

10: injector 20: injector housing

30: cut sole 40: cut sole

50: Planar 60: valve seat

70: Icing Tips

The present invention relates to an optimal structure of an LPI cut-sol integrated injector, and in particular, the optimum values for startability, acceleration and deceleration at low temperatures by adjusting the shapes and characteristics of the planar, valve seat and icing tip constituting the end of the injector. The present invention relates to an LPI cutsol integrated injector optimum structure.

The LPI (Liquefied Petroleum Injection) system, which has been recently developed and applied, is a technology that injects fuel by cylinder using an injector by liquefying liquefied petroleum gas (LPG) fuel under high pressure. This LPI system is a multi point injecter type (MPI) method such as gasoline engine, which greatly improves fuel economy and output / acceleration performance. Compared with the existing LPG vehicle mixer (MIXER), the LPI system is characterized by the fact that the most important feature of the engine is the direct injection of fuel into a high pressure liquid using an injector. As a result, the LPI system is no longer required for existing engine devices such as carburetors and mixers, while dramatically improving power and acceleration performance, fuel economy, and exhaust gas, and also fundamentally improving existing quality problems such as poor start-up in winter. I was.

In order to satisfy the ULEV emission regulation, the injector structure applied to the LPI system has been recently developed with a cutsol-integrated injector specification to cut the emission inhibiting element due to the injector leak by attaching a cutsol to the end of the injector.

However, the above-mentioned cutsol integrated injector can prevent the deterioration of emission caused by attaching the cutsol to the lower part of the injector, but the cutsol acts as a resistance element because the fuel from the injector must be injected again into the inmani through the cutsol area. Done. Accordingly, a vehicle to which the cutsol integrated injector is applied has a problem in that startability, acceleration, and deceleration at low temperatures are rapidly deteriorated.

1 and 2 are graphs showing low temperature startability, acceleration, and deceleration in a vehicle to which a conventional cutsol integrated injector is applied.

Referring to FIGS. 1 and 2, the vehicle to which the conventional cutsol integrated injector is applied has a cutsol specification at the rear end of the injector to add resistance to the fuel injection line, thereby deteriorating startability, acceleration, and deceleration. . In particular, in the case of low temperature, the vehicle employing the conventional cutsol integrated injector has a serious problem of the non-production level as shown in the graph.

SUMMARY OF THE INVENTION An object of the present invention is to solve the above problems, by adopting a specific structure of some of the integrated structure of the cutsol of the LPI injector LPI cutsol integrated injector optimal structure to ensure that the startability, acceleration and deceleration has an optimal state To provide.

In order to achieve the above object, the LPI cut-sol integrated injector optimal structure according to an embodiment of the present invention, the injector for gas injection, the injector housing for fixing the injector to the cylinder, the cut-sol to control the gas injection of the injector, at the end of the injector In the structure of a cutsol integrated injector including an icing tube, a planar, a valve seat, and an icing tip forming a passage of fuel, the diameters of the icing tube and the valve seat are configured to have different diameters.

The diameter of the icing tube is set to 1.0φ, the diameter of the valve seat is set to 1.2φ diameter of the icing tip is 1.0φ.

The planar shape is characterized in that the lead is connected to the protrusion and the outer wall of the icing tip to the center of the protrusion protruding from the center portion in a circular arrangement.

The injector has a start time of 3.96 seconds at a test temperature of -14.27 ° C., RPM (Revolutions Per Minute) drop amount at acceleration, and RPM drop amount at deceleration is 450 to 500.

The above and other objects and features and advantages of the present invention will become more apparent from the following detailed description taken in conjunction with the accompanying drawings. Hereinafter, exemplary embodiments of the present invention will be described in detail with reference to the accompanying drawings.

3 is a view schematically showing the structure of a cutsol integrated injector.

Referring to FIG. 3, the structure of the cutsol integrated injector includes an injector 10 for gas injection from an upper side, an injector housing 20 for fixing the injector 10 to a cylinder (not shown), and gas injection of the injector 10. Cut sol 30 to adjust the, the injector 10 is configured to include the icing tube 40, the planar 50, the valve seat 60, the icing tip 70 to form a passage of the fuel at the end.

Figure 4 is a view showing a variety of structures to be applied to the experiment of the LPI cut-sol integrated injector.

Referring to Figure 4, specification A is the seat position is located at the bottom of the injector, the diameter of the icing tube 40 1.8φ, the diameter of the valve seat 60 1.8φ and the diameter of the icing tip 70 It is set to Fig. 1.8φ, the planar shape is in the form of a protrusion projecting in the cross shape.

Specification B is the seat position is located at the bottom of the injector, the diameter of the icing tube 40 is set to 1.0φ, the diameter of the valve seat 60 is set to 1.2φ and the diameter of the icing tip 70 is set to 1.0φ The flanza shape is a projection protruding in a cross shape.

Specification C is the seat position is located at the bottom of the injector, the diameter of the icing tube 40 is set to 1.0φ, the diameter of the valve seat 60 is 1.2φ and the diameter of the icing tip 70 is set to 1.0φ The planar shape has a shape in which a lead connected to the protrusion and the outer wall of the icing tip 70 is arranged around the protrusion protruding from the center.

Specification D is the seat position is located at the bottom of the injector, the diameter of the icing tube 40 is set to 1.8φ, the diameter of the valve seat 60 is 1.2φ and the diameter of the icing tip 70 is set to 1.0φ The planar shape has a shape in which a lead connected to the protrusion and the outer wall of the icing tip 70 is arranged around the protrusion protruding from the center.

FIG. 5 shows experimental results of experiments on starting, acceleration and deceleration using the four types of cutsol integrated injectors shown in FIG. 4.

Referring to FIG. 5, in specification A, the start time is 2.67 at the test temperature of -14.92 ° C., there was no revolution (per revolution) drop amount during acceleration, and the water temperature for solving the acceleration problem is required to be −14.92 ° C. When decelerating, the water temperature is 35 ℃ and the time required is 145 seconds.

In specification B, the starting time was 2.92 at the test temperature of -14.92 ° C, the revolutions per minute (RPM) drop amount was about 50 RPM intermittently, and the water temperature for solving the acceleration problem was -14.92 ° C, similar to the specification A. If necessary, the RPM drop amount is 500 ~ 600 when deceleration, the water temperature is 40 ℃ when the deceleration problem is solved, the time required is 165 seconds.

In Specification C, the start time was 3.96 at test temperature of -14.27 ° C, there was no Revolutions Per Minute drop during acceleration, and the water temperature needed to solve the acceleration problem was -14.27 ° C, and the RPM drop at deceleration. Is 450 ~ 500, and when solving the deceleration problem, the water temperature is 16.5 ℃ and the time required is 90 seconds.

In specification D, the start time is 3.2 at test temperature -15.84 ° C, there was no Revolutions Per Minute drop during acceleration, and the water temperature required to solve the acceleration problem was -15.84 ° C, and the RPM drop during deceleration Is 500 ~ 550, and when solving the deceleration problem, the water temperature is 45 ℃ and the time required is 165 seconds.

Starting and acceleration and deceleration of the injector according to such a specification will be described in more detail with reference to FIGS. 6A to 7D.

6A to 6D are diagrams showing startability of a vehicle employing the LPI cut-sol integrated injector.

Referring to FIG. 6A, specification A is measured with a startup time of 2.67 seconds, indicating that there is a slight feeling of RPM during startup.

Referring to FIG. 6B, specification B is measured to have a startup time of 2.92 seconds, and appears to have a slight RPM jam at startup.

Referring to FIG. 6C, the specification C measures a startup time of 3.96 seconds, and there is no sense of RPM during startup.

Referring to FIG. 6D, the specification D is measured to have a startup time of 3.21 seconds, and it appears that there is a slight feeling of RPM during startup.

7A to 7D are graphs showing acceleration and deceleration of a vehicle employing the LPI cut sole integrated injector.

Referring to FIG. 7A, the specification A shows that there is no RPM drop upon acceleration, and the RPM drop during deceleration is measured at about 500 to 550.

Referring to FIG. 7B, the specification B has no RPM drop during acceleration, but intermittent drops occur at about 50 RPM, and during deceleration, the RPM drop is measured at about 500 to 550.

Referring to FIG. 7C, the specification C shows that there is no RPM drop upon acceleration, and the RPM drop is measured at about 450 to 500 when decelerating.

Referring to FIG. 7D, the specification D shows that there is no RPM drop upon acceleration, and the RPM drop is measured about 500 to 550 when decelerating.

As shown in the experimental results, the optimum diameter of the fuel passage such as the icing tube of the cutsol injector is 1.0φ, the valve seat is 1.2φ, the icing tip is 1.0φ.

As described above, the optimum structure of the LPI cut sole integrated injector according to the embodiment of the present invention is to produce the optimal structure of the lower end of the injector that can attenuate the portion that the cut sole acts as a resistance using a plurality of experimental values This makes it possible to optimize startability, acceleration and deceleration.

In addition, preferred embodiments of the present invention are disclosed for the purpose of illustration, those skilled in the art will be able to make various modifications, changes, additions, etc. within the spirit and scope of the present invention, such modifications and modifications belong to the scope of the claims You will have to look.

Claims (4)

An injector for gas injection, an injector housing for fixing the injector to the cylinder, a cutsol for controlling the gas injection of the injector, an icing tube, a planar, a valve seat and an icing tip forming a passage of fuel at the injector end. In the structure of the cutsol integrated injector, Optimum structure of the LPI cut sole integrated injector, characterized in that the diameter of the icing tube and the valve seat has a different diameter. The method of claim 1, The diameter of the icing tube is 1.0φ, the diameter of the valve seat is 1.2φ diameter of the Icing tip is set to 1.0φ LPI cut sole integrated injector optimum structure. The method of claim 1, The planar shape is Optimum structure of LPI cut-sol injector, characterized in that the lead is connected to the outer wall of the protrusion and the icing tip in a circular arrangement around the protrusion protruding from the center. The method of claim 1, The injector is The start time is 3.96 seconds at test temperature -14.27 ℃, RPM (Revolutions Per Minute) drop amount during acceleration is O, and RPM drop amount during deceleration is 450 ~ 500, the optimum structure of the LPI cut-sol integrated injector.

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