RU2384727C1 - Fuel feed control device - Google Patents

Abstract

FIELD: engines and pumps.

SUBSTANCE: invention relates to automotive engines, mainly to diesel engines. Proposed system comprises hydraulic-control nozzle with three idle aligned locking elements with their orifices hydraulically separated and independent control valves. The latter are arranged in separate control chambers. This system incorporates three independent intermediate control systems, each being communicated with its own independent high-pressure hydraulic accumulator. Note here that the sprayer has circular grooves between orifices of the 1^st, 2^nd and 3^rd levels that interact with circular ledges of appropriate locking elements. Proposed device comprises three independent fuel feed control units with different control programs that can move relative to shaped cams. Each of said control units consists of at least one shaped cam per a nozzle with at least one fuel feed cycle control program. Said cam interacts with master cam and plunger arranged on the platform, and cylinder mounted on the base furnished with hole. Note here that there is a spring arranged between said platform and base. Device additionally incorporates low pressure accumulator communicated with three independent nozzle control chambers and high-pressure fuel pump, and connected with electronic control unit.

EFFECT: higher efficiency, lower fuel consumption, fuel combustion monitoring and optimized fuel combustion.

6 cl, 8 dwg

Description

The invention relates to a device for controlling the supply of fuel for internal combustion engines - diesel engines, in stationary installations with diesel engines of high power, on mobile vehicles for heavy vehicles, on tractors with any type of transmission, in particular with electric transmission, for implementing a wide range of technologies in agriculture (plowing, threshing rolls with combines, stacking rolls with reapers), for road-building machines and technologies implemented with their help, in automobile and railway transport .

Closest to the proposed device is a device for controlling the supply of fuel to an internal combustion engine, selected as a prototype (US patent No. 6557779В2 dated 05/05/2003), including a nozzle containing an atomizer with openings, locking elements with independent control chambers connected via control valves with external volume and high-pressure accumulator with pressure control valve, high-pressure fuel supply system accumulator connected to the fuel tank and fuel m high pressure pump, and its pressure control valve is electrically connected to the electronic control unit.

The disadvantages of the device include:

- the device has a large fuel consumption for management;

- the device does not allow you to realize the ability to monitor the composition of the exhaust gases and provide, within the required limits, control the composition of the exhaust gases;

- does not allow to supply fuel with extreme repeatability, quickly and accurately due to the inertia of electromagnetic processes in control solenoids;

- the device does not allow to recover part of the energy for control back to the high pressure fuel pump;

- the device does not allow to fully realize the "rectangular" law of fuel injection due to the inertia of the electromagnetic valves and the presence of a large number of springs in the nozzle;

- the device does not allow to combine the advantages of the fuel supply system with high-pressure accumulators, ensuring constant pressure during fuel supply with the simplicity and reliability of mechanical systems;

- the device does not allow the use of more than two control units, for example, in the form of electrovalves.

The aim of the invention is to improve the dynamics of fuel supply and increase indicator efficiency, increase environmental requirements, as well as simplify, increase reliability and reduce the cost of fuel supply equipment.

This goal is achieved by the fact that in the fuel supply control device in an internal combustion engine including an injector containing an atomizer with openings, locking elements with independent control chambers connected via external volume control valves and a high pressure hydraulic accumulator to a pressure control valve, a pressure accumulator of the supply system high pressure fuel connected to the fuel tank and the high pressure fuel pump, and its pressure control valve is connected ele ctrically, with an electronic control unit, according to the invention, the nozzle is made hydraulically controlled with three non-spring coaxial locking elements made with hydraulic separation of holes and independent control valves located in separate control chambers, with three independent intermediate control chambers, each of which is connected to its independent high-pressure accumulator pressure, while in the sprayer there are made circular grooves between the holes of the first, second and t At several levels interacting with the annular protrusions of the corresponding locking elements, the device is equipped with three independent fuel supply control units with different control programs, arranged to move relative to the profiled cam, each of which consists of at least one profiled cam per nozzle with a program at least one fuel supply cycle interacting with the copier and plunger installed on the platform, a hydraulic cylinder installed on the base and with a hole, and a spring is installed between the platform and the base, the device is additionally equipped with a low-pressure accumulator hydraulically connected to three independent nozzle control chambers, as well as with the input of the high-pressure fuel pump and the electronic control unit.

The locking element of the first level of the holes is made in the form of a needle with an annular groove in the lower part, and the locking element of the second level of the holes is made in the form of a sleeve interacting with the annular groove of the needle, the locking element of the third level of the holes is made in the form of a third sleeve with an annular groove in the bottom parts from the inside interacting with the second sleeve, and from the outside interacting with the annular groove of the nozzle body. In this case, the fuel supply control units are mechanically connected to independent manual or automatic mechanisms for moving the fuel supply control units.

In this case, profiled cams with different programs are made on the camshaft with the possibility of their axial movement.

In this case, profiled cams are made with programs for homogeneous fuel injection.

In this case, the springs of the fuel supply control units are made with a constant compression force.

The implementation of the fuel supply control device, in which the nozzle is made hydraulically controlled with three springless locking elements and independent control valves, allows to provide:

- fuel supply to the cylinders with extreme repeatability;

- the rectangular law of fuel injection into the combustion chamber through the first, second, third levels of holes - according to the number of levels of holes - and at a constant pressure due to:

- reliable setting of three independent locking elements on the saddle during fuel cut-off;

- reliable setting of three independent locking elements against the stop when feeding (injecting) fuel into the combustion chamber of the cylinder.

The implementation of the fuel control device, in which the independent control valves are located in separate control chambers, with three independent intermediate control chambers, each of which is connected to its independent high-pressure accumulator, and the locking elements are made coaxially with the hydraulic separation of the holes of different levels, and in the spray made annular grooves between the holes of the first, second and third levels interacting with the annular protrusions respectively of locking elements, allows to provide:

- connection through independent control valves located in separate independent control chambers, the number of which is equal to the number of locking elements and equal to three, and independent control chambers above the locking elements with sub-plunger cavities of the fuel supply control units, in which a vacuum is created during injection;

- pressure drop in the independent three intermediate control chambers, each of which is connected by channels to the throttles with a high-pressure accumulator, due to the throttling of the fuel supplied to the independent intermediate chambers and due to the rarefaction in the independent chambers of the independent control valves, which is created in the fuel supply control units with injection;

- independence of control of each of the three locking elements: the needle, the first and second nozzle bushings with its independent control valve according to the scheme: one independent control chamber - one independent control valve - one independent locking element - one level of fuel injection holes;

- independent supply of fuel from the high-pressure accumulator to each of the three separate locking elements from above to control independent locking elements when they are installed on the nozzle seat and when the fuel supply is cut off, and a separate independent level of the holes is blocked when cutting off with its independent locking element through intermediate independent control chambers and closed independent control chambers of independent control valves in three chains: independent high-pressure accumulator st pressure - independent intermediate control chamber - independent control of the separate independent chamber the locking element - an independent locking member;

- independent fuel removal from the top of each of the three separate locking elements for controlling independent locking elements when they are fixed and when fuel is injected through several independent levels of openings, each separate independent level of openings being opened by its independent locking element, the fuel is removed to an external independent fuel supply control unit through open independent intermediate chambers and open independent control chambers of independent control valves in three chains: an independent control chamber above an independent locking element - an independent intermediate control chamber - an independent control chamber of a control valve - an independent external fuel supply control unit;

- fuel injection control through three levels of openings from three independent high-pressure accumulators when changing their pressure due to the so-called amplitude-pulse modulation (AIM) of hydraulic pressure, which, with three high-pressure accumulators of fuel supply, extends the capabilities of current monitoring of fuel combustion and control exhaust gases and the ability to control the composition of the exhaust gases when changing external conditions;

- independent fuel injection through three separate levels of injection holes;

- the implementation of injections through three levels of holes with overlapping injections in time;

- the implementation of injections through three levels of holes without overlapping injections in time;

- the use of a separate high pressure fuel supply accumulator for each level of the openings when the fuel injection is blocked over time.

The implementation of the fuel supply control device, which is equipped with three external independent fuel supply control units with different control programs, configured to move relative to the profiled cams, each of which consists of at least one profiled cam per nozzle with a program of at least one cycle fuel supply, interacting with a copier and a plunger mounted on the platform, a hydraulic cylinder mounted on the base with a hole, and between the platform and the base The spring is installed by means of this device, which ensures:

- injection control based on three external independent fuel control units, the implementation of which is simpler, more reliable and cheaper;

- programmed injection control based on three external independent fuel control units, three locking elements and three levels of injection holes and simultaneously independent or time-dependent injection control through each individual level of the holes;

- hydraulic connection of three sub-plunger cavities, three fuel control units and three independent chambers, three nozzle control valves during fuel shut-off and supply, and due to this an increase in the rate of change of control pressure of control valves and the implementation of a rectangular law of the beginning and end of injection, the same speed of three independent control valves and three independent locking nozzle elements: a needle and two coaxial bushings per feed cycle;

- creating, during injection, a vacuum in each of the three independent fuel supply control units by interacting in each fuel supply control unit, at least one profiled cam with a copier mounted on the platform and a plunger mounted on the platform and installed in a cylindrical body and spring tension, balancing the action of the profiled cam in this case, and then the vacuum in the independent control chamber over the independent control valve in order to open it, and one profile Rowan cam may implement one or more injections;

- creating, when the pressure is cut off, in each of the three independent fuel supply control units by interacting in each fuel supply control unit, at least one profiled cam with a copier mounted on the platform and a plunger mounted on the platform and installed in the hydraulic cylinder while compressing the spring balancing profiled cam action;

- creating pressure in each independent control chamber above the independent control valve to close it and supplying fuel under pressure to the low-pressure accumulator, moreover, the supply of fuel under pressure to the low-pressure accumulator can be realized by one shaped cam after one or several injections or several cams on one shaft implementing a single injection - fuel cut-off program for the injection-cut-off program for each of several cams;

- the minimum and maximum time interval between injections and the possibility of forming an injection torch during the combustion cycle;

- expanding the capabilities for monitoring the combustion process and controlling the composition of the exhaust gases due to pulse-width modulation in time (hereinafter PWM) of hydromechanical fuel injection control signals during injection through openings of three levels;

- the required starting and dynamic characteristics of the diesel engine due to PWM-based control over the injection time;

- diesel idling at low and medium loads;

- minimum fuel idle and partial engine operation modes due to PWM injection control time in combination with pressure AIM during injection control using three high-pressure accumulators;

- greater opportunities for monitoring fuel combustion and its optimization when changing current conditions during the operation of a diesel engine.

The implementation of the device, which is additionally equipped with a low-pressure battery, hydraulically connected to three independent nozzle control chambers, as well as with the input of the high-pressure fuel pump and the electronic control unit, allows to ensure:

- partial recovery of fuel energy spent on control during fuel supply by returning under fuel pressure from the sub-plunger cavity of the hydraulic cylinder of each of the three control units for supplying fuel to the high-pressure fuel pump;

- creating pressure in each independent control chamber of the control valves sufficient to prevent the formation of gas bubbles in it, and, therefore, reliable locking of the nozzle during fuel cut-off due to the reliable installation of independent locking elements on the nozzle seat and reliable installation of locking independent elements on the stop during injection fuel.

A device in which the locking element of the first level is made in the form of a needle with an annular groove in the lower part, and the locking element of the second level of the holes is made in the form of a sleeve interacting with the annular groove of the needle, the locking element of the third level of the holes is made in the form of a third sleeve interacting with the second sleeve, and from the outside interacting with the annular groove of the nozzle body:

- independent supply of fuel from an independent accumulator to the openings of the first, second and third levels from the bottom to provide injection.

The implementation of the device in which the fuel supply control units are connected mechanically with independent manual or automatic mechanisms for moving the fuel supply control units, allows to provide:

- change the duration of injection using manual control;

- changing the injection duration using automatic control and expanding the capabilities of injection control using the monitoring of exhaust gases and taking into account changing external conditions.

The implementation of the device, in which profiled cams with different programs are made on the camshaft with the possibility of their axial movement, allows you to provide:

- change the injection duration using automatic control by changing the injection programs, expanding the capabilities of injection control using monitoring of exhaust gases and taking into account changing external conditions.

The implementation of the device with a cam of such a profile, which provides a homogeneous injection, allows you to provide:

- good mixing of fuel with air for a longer period of time, if the injection is carried out at the BDC or at the moment of air inlet;

- less harmful emissions throughout the combustion process;

- the implementation of low load and low engine speeds.

The implementation of the device with springs with a constant compression force in the fuel supply control units allows you to provide:

- increase in indicator efficiency by reducing energy for compression of the springs when controlling the fuel supply;

- a wider range of control of the injection duration due to the PWM time of the injection process.

The device allows to increase the efficiency and reliability of fuel equipment, reduce its cost and replace more expensive counterparts.

The proposed control system is illustrated by the following drawings:

- figure 1 is a longitudinal section of a hydraulic nozzle for supplying fuel with three levels of holes for injection;

- figure 2 is a schematic representation of a first independent fuel control unit;

- figure 3 is a schematic illustration of a second independent fuel control unit;

- figure 4 is a schematic representation of a first independent fuel control unit;

- figure 5 is a block diagram of a device for implementing a fuel supply device;

- Fig.6, a is a diagram of the fuel supply when operating simultaneously all three independent high-pressure accumulators (hereinafter GA);

- 6, b is a diagram of the fuel supply during operation of only the first independent high pressure GA;

- Fig.6, in - diagram of the fuel supply during operation of only the second independent high pressure GA;

- 6, g is a diagram of the fuel supply during operation of only the third independent GA;

- 6, d is a diagram of the fuel supply during operation of all three independent high-pressure accumulators, as well as during operation of all three blocks for automatic movement of fuel supply control units (hereinafter referred to as BUT);

- Fig.7 - a pair of cams with different programs;

- Fig. 8 shows a diagram of fuel supply by a pair of switched cams.

In Fig.1 - hydraulic nozzle 1 (hereinafter nozzle) with a spray 2, the first 3, second 4 and third 5 levels of holes contains coaxial locking elements: needle 6, first sleeve 7, second sleeve 8. The first sleeve 7 is made with an annular protrusion 9 , which tightly enters the annular groove 10 of the spray 2 and separates the holes of the first 3 and the holes of the second level 4.

The second sleeve is made with an annular protrusion 11, which fits tightly into the annular groove 12 of the spray gun 2 and separates the injection holes of the second level 4 and the injection holes of the third level 5.

The nozzle is made with three independent control chambers for independent valves (hereinafter referred to as NKUNK): the first NKUNK 13 for controlling the needle 6, the second NKUNK 14 for controlling the first sleeve 7, the third NKUNK 15 for controlling the second sleeve 8.

In three NKUNK are placed: the first independent control valve (NUK) 16 for controlling the needle 6, the second NUK 17 for controlling the first sleeve 7, the third NUK 18 for controlling the second sleeve 8.

The nozzle includes three independent intermediate control chambers (hereinafter NPKU): the first NPKU 19 for controlling the needle 6, the second NPKU 20 for controlling the first sleeve 7, the third NPKU 21 for controlling the second sleeve 8.

The nozzle contains three independent control cameras for locking elements (hereinafter NKUZE): the first NKUZE 22 for controlling the needle 6, the second NKUZE 23 for controlling the first sleeve 7, and the third NKUZE 24 for controlling the second sleeve 8.

The first 19, second 20 and third 21 NPKU are hydraulically connected by channels (channels in figure 1 are not shown), respectively, with the first 22, second 23, third 24 NKUZE over the needle 6, the first sleeve 7, the second sleeve 8.

The first NKUNK 13 is connected by an independent channel 25 to the first fuel supply control unit BUT 45 (BUT 45 in FIG. 1), the second NKUNK 14 is connected by an independent channel 26 to the second fuel supply control unit BUT 60 (BUT 60 in FIG. 1 ), the third NKUNK 15 is connected by an independent channel 27 to the third fuel supply control unit BUT 74 (BUT 74 is not shown in FIG. 1).

The first NKUNK 13 is connected by a hydraulically independent channel 28 to the accumulator of the low-pressure nozzle (hereinafter GAF 91, not shown in FIG. 1), the second NKUNK 14 is connected by a hydraulically independent channel 29 to the GAF 91, the third NKUNK 15 is connected by a hydraulically independent channel 29 to the GAF 91.

The first NPKU 19 is connected by a high-pressure channel 31 with a throttle (a throttle is not shown in Fig. 1) and with the first high-pressure accumulator (hereinafter GA 94, not shown in Fig. 1), the second NPPU 20 is connected by a high-pressure channel 32 with a throttle (throttle on 1) and with the second high-pressure accumulator 97 (hereinafter GA 97, not shown in FIG. 1), the third NPKU 21 is connected by a channel 33 to the throttle (the throttle is not shown in Fig. 1) and to the third high-pressure accumulator 100 ( further GA 100, not shown in figure 1).

The high pressure channel 34 from the first independent GA 94 (not shown in FIG. 1) supplies high pressure under the needle 6 through the annular groove 35 in the needle 6, the axial channel 36, the radial holes 37, the annular groove 38, which is made in the lower part of the needle 6 for so that the upper part of the needle 6 had zero clearance with the first sleeve 7 to ensure complete independence of the control of the needle 6 during injection.

The high pressure channel 39 serves to supply fuel under the first sleeve 7 from the second independent HA (not shown in FIG. 1) through the annular groove 40 in the sleeve 7, the channel 41 in the first sleeve 7 to the annular groove 42 in the second sleeve 8, which is made in its lower part so that the upper first sleeve 7 has zero clearance with the second sleeve 8 to ensure complete independence of control of the first sleeve 7 during injection.

The high pressure channel 43 serves to supply high pressure from a third independent GA (not shown in FIG. 1) under the second sleeve 8 through an annular groove 44 in the nozzle body 1.

The first independent fuel control unit BUT 45 (FIG. 2, hereinafter BUT 45) includes a cam with a profile 46 located on the camshaft 47 with the possibility of axial movement to change the cam (not shown in FIG. 2). BUT 45 serves to control the needle 6. BUT 45 includes a platform 48 connected to a copier 49 and a plunger 50 located in the hydraulic cylinder 51 on the base 52 with an opening 53 therein. A spring 54 is fixed between the platform 49 and the base 52. The fuel is supplied to the BUT 45 and is diverted from the BUT 45 by the pipeline 55. The base 52 and the platform 48 are able to move along the splines 56 and 57, respectively.

The base 52 is connected by a rigid rod 58 with a block 59 for automatic or manual movement of the BUT 45.

When turning at an angle γ _G near the BDC (homogenization), fuel is injected to homogenize it and then burn when the fuel is ignited by compression; when turning through an angle γ _ГР , fuel is cut off and the energy of the fuel spent on control is recovered.

The total α = γ ₁ + γ ₂ + γ ₃ + γ ₄ + γ ₅ + γ ₆ is the angle of fuel supply during injection, conditionally divided into stages, without taking into account homogeneous injection, which is performed separately from the general one.

When the cam 46 is rotated by the angles γ ₁ and γ ₆ , fuel is injected through the holes of the first level 3, blocked by a needle 6; when the cam is rotated by an angle γ ₂ and an angle β> α, the fuel is cut off and the energy of the fuel spent on control is recovered.

The second independent control unit 60 (FIG. 3) (hereinafter BUT 60) includes a profiled cam 61 located on the camshaft 47 with the possibility of axial movement to change the cam (not shown in FIG. 3). BUT 60 serves to control the first sleeve 7. BUT 60 includes a platform 62 connected to a copier 63 and a plunger 64 located in the hydraulic cylinder 65 on the base 66 with an opening 67 therein. A spring 68 is fixed between the platform 62 and the base 66. The fuel is supplied to the BUT 60 and diverted from the BUT 60 by a pipe 69. The base 66 and the platform 62 can move along the splines 70 and 71, respectively. The base 66 is connected by a rigid rod 72 to the block 73 for automatic or manual movement BUT 60.

The total α = γ ₁ + γ ₂ + γ ₃ + γ ₄ + γ ₅ + γ ₆ is the angle of fuel supply during injection, conditionally divided into stages, without taking into account homogeneous injection, which is performed separately from the general one.

When the cam 61 is rotated through the angles γ ₂ and γ ₄ , fuel is injected through the holes of the first level 3, blocked by a needle 6; when the cam is rotated by an angle of γ ₂ and an angle of γ ₅ , fuel is cut off and the energy of the fuel spent on control is recovered.

The third fuel control unit 74 (FIG. 4, then BUT 74) includes a profiled cam 75 located on the camshaft 47 with the possibility of axial movement to change the cam (not shown in FIG. 4). BUT 74 serves to control the first sleeve 7. BUT 74 includes a platform 76 connected to a copier 77 and a plunger 78 located in the cylinder 79 at the base 80 with an opening 81 therein. A spring 82 is fixed between the platform 76 and the base 80. Fuel is supplied to the BHT 74 and removed from the BHT 74 by a pipe 83. The base 80 and the platform 76 are able to move along the splines 84 and 85, respectively. The base 80 is connected by a rigid rod 86 with a block 87 for automatic or manual movement of the BUT 74.

The total α = γ ₁ + γ ₂ + γ ₃ + γ ₄ + γ ₅ + γ ₆ is the angle of fuel supply during injection, conditionally divided into stages, without taking into account homogeneous injection, which is performed separately from the general one.

When the cam 75 is rotated through the angles γ ₃ + γ ₄ , fuel is injected through the openings of the first level 3, blocked by a needle 6; when the cam 75 is rotated through an angle of γ ₅ , the fuel is cut off and the energy of the fuel spent on control is recovered.

The fuel control device (Fig. 5) contains BUT 45, BUT 60 and BUT 74, which are connected by rigid mechanical rods 58, 73, 86, respectively, with blocks 59, 73, 87, and pipelines 55, 69, 83 with the nozzle 1 and its channels 25, 26, 27 (figure 1).

The channels for the removal of fuel 28, 29, 30 (Fig. 1) are connected by pipelines with non-return valves and throttles 88, 89, 90, respectively, with a GAF 91 with a pressure control valve 92 (hereinafter CRD 92) and a pressure sensor 93.

Channel 31 for supplying high-pressure fuel is connected to the GA 94, with the KRD 95 and the pressure sensor 96.

Channel 32 for supplying high-pressure fuel is connected to the GA 97, with the KRD 98 and the pressure sensor 99.

The channel 33 for supplying high pressure fuel is connected to the GA 100, with the KRD 101 and the pressure sensor 102.

The electronic control unit 103 (hereinafter BEU 103) is electrically connected to pressure sensors 93, 96, 99, 102 and pressure KRD 92, KRD 95, KRD 98, KRD 101 and automatic movement control units BUT 45, BUT 60, BUT 74, respectively : 59, 73, 87.

The fuel tank 104 is connected through a fuel priming pump 105, a filter 106 to a high pressure fuel pump 107 (high-pressure fuel pump 107), and through it to GA 94, GA 97, GA 100.

Figure 6, a shows a diagram of the fuel supply during operation simultaneously of all three independent high-pressure accumulators (hereinafter GA).

The first independent high-pressure accumulator GA 94 delivers fuel under the needle 6 through the channel 34 when fuel is injected through the openings of the first level 3, and the openings of the second 4 and third 5 levels are blocked by the protrusions 9 and 11 of the first 7 and second 8 bushings, which enter into the annular slots, respectively 10 and 12. GA 94 works completely independently of GA 97 and GA 100.

The second independent high-pressure accumulator GA 97 delivers fuel under the first sleeve 7 when fuel is injected through the openings of the second level 3. The openings of the first 3 and third 5 levels are blocked by the protrusions 9 and 11 of the first 7 and second 8 of the sleeve, which are included in the ring slots, respectively 10 and 12 GA 97 works completely independently of GA 94 and GA 100.

The third independent high-pressure accumulator GA 100 delivers fuel under the second sleeve 8 when fuel is injected through the holes of the third level 5, and the holes of the first 3 and second 4 levels are blocked by the protrusions 9 and 11 of the first 7 and second 8 of the sleeve, which are included in the ring slots, respectively 10 and 12. GA 100 works completely independently of GA 94 and GA 97. All three GAs work completely independently of each other.

The complete independence of injections through all three levels of openings 3, 4, 5 allows you to completely independently control the injection pressure in each of the levels and carry out the so-called amplitude-pulse modulation of injection pressure control (hereinafter referred to as AIM) and, therefore, automatically select control pressure injection depending on the composition of the exhaust gases when monitoring fuel combustion or when implementing a specific predetermined law of diesel power control, including laws of power boost awns.

Figure 6, b shows a diagram of the fuel supply during operation of only the first independent GA 94, while GA 97 and GA 100 are disabled.

In this case, the GA 94 (the first independent battery GA 94, Fig. 5) delivers fuel under the needle 6 when fuel is injected through the openings of the first level 3, and the openings of the second 4 and third 5 levels are blocked by annular protrusions 9 and 11 of the first 7 and second 8 of the sleeve. Injection is carried out only through a small number of holes 3 of the first level. The AIM pressure mode is implemented when the injection is controlled through GA 94. The idle mode is implemented.

Figure 6, in the diagram of the fuel supply during operation of only the second independent GA 97, while GA 94 and GA 100 are disabled.

In this case, the GA 97 (second independent battery GA 97, Fig. 5) delivers fuel under the first sleeve 7 when fuel is injected through the holes of the second level 4, and the holes of the first 3 and third 5 levels are blocked by annular projections 9 and 11. Injection is carried out only through more holes 4 of the second level. The AIM pressure mode is implemented when controlling the injection through GA 97. The operating modes for low loads are realized.

6, g shows a diagram of the fuel supply during operation of only the third independent GA 100.

In this case, the GA 100 (Fig. 5) delivers fuel under the second sleeve 8 when fuel is injected through the holes of the third level 5, and the holes of the first 3 and second 4 levels are blocked by the protrusions 9 and 11. The injection is carried out only through an even larger number of holes 5 of the third level . The AIM pressure mode is implemented when controlling injection through the GA 100. The operating modes for small and medium loads are realized.

Figure 6, e shows a diagram of the fuel supply during operation of all three independent hydraulic accumulators GA 94, GA 97, GA 100, as well as during operation of all three blocks for automatic movement of 59, 73, 87 BUT blocks respectively BUT 45, BUT 60, BUT 74.

Three GAs: GA 94, GA 97, GA 100 implement the AIM mode of pressure control when fuel is supplied through three levels of openings, respectively 3, 4, 5.

In addition, blocks BUT 45, BUT 60 and BUT 74 can automatically or manually, separately or all simultaneously move up or down relative to the profiled cams 46, 61, 75, respectively.

In this case, the cams 46, 61, 75 are involved in the management of a smaller amount of time than with the lower position BUT 45, BUT 60 and BUT 74.

Implemented the so-called pulse-width modulation of the control time (hereinafter PWM) injection.

At the same time, various modes are implemented from nominal to minimum loads and the monitoring capabilities are expanded during gas combustion, as well as the automatic adjustment of the fuel supply system to the optimal mode when the conditions change.

7 - shows a pair of cams 46 and 108 with different programs that can be switched when controlling the axial movement of the camshaft 47 to expand the monitoring capabilities of fuel combustion and automatically control it when changing external conditions.

On Fig - shows various injection programs that are implemented by different cams 46 and 108 through the first level of the holes 3 and their difference in time and volume of injected fuel, provided that the injections through the first level of the holes 3 have time intersections.

Consider the operation of the inventive device with conditional separation of the angular zone of injection into six parts α = γ ₁ + γ ₂ + γ ₃ + γ ₄ + γ ₅ + γ ₆ and the operation of independent fuel supply control units with overlapping cams 46, 61 and 75 .

When the cam 46 is rotated (FIG. 2) through the angles γ _G , γ ₁ , γ ₆ , fuel is injected into the combustion chamber (not shown in FIG. 1) through the first level of the openings 3 of the atomizer 2.

When the cam 46 is rotated through an angle of γ ₁ , a “pilot” injection is realized with the needle 6 independently controlled, when pressure is supplied through the holes of the first level 3. When the cam 46 is rotated γ _{6, the} last injection stage is realized through the holes of the first level 3 of the spray gun 2. When the cam 46 is rotated at an angle γ _G , injection is carried out at the BDC for weak homogenization of the fuel mixture before burning it.

After the injection with an angle of γ _G , at the BDC, fuel energy is recovered in the high-pressure fuel pump 107 (Fig. 5) during the rotation of the cam 46 at the angle γ _Gy and the fuel cut-off. Fuel homogenization is necessary for large diesel engines, with a large stroke of the pistons to improve the completeness of fuel combustion and improve the environmental performance of diesel engines, as well as at low engine speeds, at low and medium loads.

After the pilot injection (angle γ ₁ ) near TDC, after cam 46 is turned through angle γ ₂ , the fuel is cut off and the fuel energy is partially recovered in the high-pressure fuel pump 107.

After the end of the last injection, during the rotation of the cam 46 by an angle of γ _6, when the piston moves to the BDC, the fuel is cut off (angle β> α) and the fuel energy is partially recovered for control in the high-pressure fuel pump 107.

When the cam 61 is rotated (FIG. 3) by the angles γ ₂ , γ ₄ , fuel is injected into the combustion chamber through openings of the second level 4.

When the cam 61 is rotated through the angles γ ₃ , γ ₅ when the piston moves to the BDC, the fuel is cut off and the fuel energy partially spent on control is restored to the high-pressure fuel pump 107.

When the cam 75 is rotated (Fig. 4) by the angles γ ₃ + γ ₄ , fuel is injected into the combustion chamber through the openings of the third level 5. When the cam 75 is rotated by an angle

γ _5, when the piston moves to the BDC, the fuel is cut off and the fuel energy partially spent for control is recovered in the high-pressure fuel pump 107.

At the same time, independent injection control through openings of three levels allows for extreme repeatability of the injection.

In this case, the “pilot” injection is as close to the “main” one as possible (the main injection is conditionally divided into a number of stages, which are indicated by the angles γ ₂ -γ ₆ ), while in reality the “main” injection immediately follows the “pilot” one. Extreme repeatability of injections takes place.

Injection through the openings of the first level 3 (figure 1) is as follows.

A copier 49, rigidly connected to the platform 48, in cooperation with the cam 46 raises the platform 48 of the BUT 45 with a certain speed and acceleration due to the profile of the cam 46, the plunger 50, rigidly connected to the platform 48, moves in the hydraulic cylinder 51, a spring 54 is fixed, fixed between the base 52 and platform 48.

The spring 54 during tension stores potential energy, which during recovery is partially returned to the diesel through the energy of the fuel returned to the injection pump 107. When choosing a spring with a constant compressive (tensile) force, the energy expended in stretching the spring is minimized.

In the subplunger cavity of the cylinder 51, a vacuum is created. The first PUK 13 opens from the forces created by the vacuum under the plunger 50. Fuel enters the hydraulic cylinder 51 through the opening 53 in the base 52 through a pipe 55 from the channel 25 of the nozzle 1.

Since a vacuum is created in the sub-plunger cavity of the cylinder 51, a vacuum is created in the channel 25, the first NKUN 13 of the first NUK 16, in the channel 11, in the first NKUK 19, in the first control cavity 22 above the needle 3 with the first NUK 13 open. At the same time on the NUK 16 the force of the fuel pressure supplied from the first NPKU 19 through the channel 31 with the throttle acts from below. To the first NPPU 19, the fuel enters through the high-pressure channel 31 with a throttle (the throttle is not shown in FIG. 1) from the GA 94. The resulting force directed upward translates the first NUK 16 to its highest position.

Fuel enters the sub-plunger cavity of cylinder 51 through channel 25 and pipe 55 through a chain: channel 25 - first NUK 13 - NPKU19 13 - channel for supplying high pressure 31 with a throttle - ГА 94.

The pressure in the independent control chamber 19 above the needle 6 drops sharply when creating a vacuum in the cylinder 51.

Meanwhile, under the needle 6 through the high pressure channel 34, along the annular groove 35 and along the axial channel 36, fuel is supplied to the openings of the first level 3 under the pressure of the accumulator GA 94.

Due to the pressure difference above and below the needle 6, the needle 6 moves upward and reliably stops at the absence of springs springing the needle 6. Fuel is injected through the openings of the first level 3.

When the copier 49 reaches the upper point of the mechanical program of the profiled cam 46 when the latter is rotated, the plunger 50 momentarily stops and then, when the profiled cam 46 is rotated, it starts to move down due to the resulting force caused by the compressing spring 54. The resulting force changes its sign and direction.

At the moment the plunger stops, there is a sharp braking of the fuel supplied under the plunger 50 of the cylinder 51, a sharp increase in pressure in the subplunger cavity of the hydraulic cylinder 51, which leads to the instantaneous closure of the first NUK 16, overlapping the first NUK 16 of the hole in the channel between the NPCU 19 and NKUNK 13.

Further, the fuel from under the plunger cavity of the hydraulic cylinder 51 for BUT 45 is supplied under pressure, due to the force of the compressing spring 54, through the opening 53 of the base 52 through the pipeline 55 and channel 25 into the first NCCV 13 of the first NUK 16.

Then, through channel 28 and through pipeline 88 with a non-return valve and a throttle, pressurized fuel, which creates a compressing spring 54, enters GAF 91 with a pressure sensor 93 and KRD 92, which in turn sets the pressure value to a level that prevents accidental opening of the first NUK 16.

From GAF 91 fuel under pressure enters the high-pressure fuel pump 107 and through it to three independent batteries GA 94, GA 97, GA 100.

Partial recovery of fuel energy occurs when the profiled cam 46 is rotated by the angles γ _ГР , γ ₃ , β> α involved in the control of fuel supply at the stages γ _Г (injection for homogenization of the fuel mixture), pilot injection γ ₁ , the last γ ₆ injection.

The pressure value under which the fuel enters the GAF 91 is set by setting the valve 92 GAF 91 and is consistent with the tightening force of the spring 54 for BUT 45.

The tightening force of the spring 54 is chosen such that there are no fuel breaks along the channel between the first NKUNK 13 and the first NPCU 19 when cutting off and recovering fuel energy. When choosing a spring 54 with a constant compressive (tensile) force, the energy expended in stretching the spring is minimized.

When the first NUK 16 is closed, the fuel pressure in the control chamber 19 above and below the needle 6 becomes equal to each other and to the fuel pressure from GA 94.

Due to the differences between the areas above the needle 6 and the differential area under the needle 6, the resulting force acting downward reliably and almost instantly puts the needle 6 to the extremely low position by installing it on the nozzle seat 2. The openings of the first level 3 of the nozzle 2 are blocked by the needle 6. There is a cut-off fuel.

Thus, through the openings of the first level 3 of the atomizer 2, an injection is realized to homogenize the fuel at the BDC (angle γ _G ), the first is a pilot fuel injection (angle γ ₁ ), and the last fuel injection (angle γ ₆ ).

The “pilot” injection ends when the shaft rotates through an angle of γ ₁ completely independent of the operation of the profiled cams 61, 75. When the cam 46 is rotated through an angle of γ ₂ , fuel energy is recovered when the first independent BUT 45 is controlled. The cut-off is similar for other injection stages.

Homogeneous injection is necessary for the implementation of low and medium load modes, at low speeds, when the mixing of fuel and air occurs less intensively. Fuel is fed into the chamber before the actual initiation of the combustion process, for example at the BDC or at the air inlet into the cylinder. When the piston moves to TDC during compression or when the piston moves to BDC with air inlet and homogeneous injection, fuel and air mix well, which during combustion ensures complete combustion of the fuel and minimal emission of solid particles and nitrogen oxides.

When the cam 61 is rotated by the angles γ ₂ , γ ₄ , and the cam 75 by the angles γ ₃ , γ ₄ , an independent fuel injection occurs through the holes of the second 4 and third 5 levels. At the same time, at the stage of rotation through an angle of γ ₄ , a joint injection of fuel occurs through the openings of the second and third levels. The injection at the stage γ ₂ is “preliminary”, and the injection at the stages γ ₃ , γ ₄ is “main”.

The copiers 63 and 77, rigidly connected to the platforms 62 and 76, when interacting with the cams 63 and 77, respectively, raise the platforms 62 and 76 BUT 60 and BUT 74 with certain speeds and accelerations due to the profiles of the cams 61 and 75.

The plungers 64 and 78 are mixed, rigidly connected respectively to the platforms 62 and 76, in the hydraulic cylinders 65 and 79, mounted on the bases 66 and 80, the springs 68 and 82 are stretched, fixed between the bases 66 and 80 and the platforms 62 and 76.

The springs 68 and 82 during tension store potential energy, which during recovery is partially returned to the diesel via the energy of the fuel returned to the injection pump 107. When choosing springs 68 and 74 with a constant compressive (tensile) force, the energy expended in stretching the springs is minimized.

In the subplunger cavities of the hydraulic cylinders 65 (FIG. 2) and 79 (FIG. 3), a vacuum is created. The second NUK 17 and the third NUK 18 open from the forces created by vacuum under the plungers 64 and 78, respectively.

In the hydraulic cylinders 65 and 79, the fuel enters during rarefaction through the openings 67 and 81, the bases 66 and 80, respectively, through the pipelines 69 and 83 from the channels 26 and 27 of the nozzle 1.

Since rarefaction is created in the sub-plunger cavities of the cylinders 65 and 79, the vacuum is created respectively in the channels 26 and 27, the second NKUNK 14 of the second NUK 17, the third NKUNK 15 of the third NUK 18.

The vacuum is created in the second NPKU 20 and the third NPKU 21, connected by channels with the second NKUNK 14 and the third NKUNK 15, respectively.

The vacuum is created in the second 23 and third 24 control cavities over the first 4 and second 5 bushings ajar to the second NUK 17 and the third NUK 18.

At the same time, the second NUK 17 and the third NUK 18 are affected from below by the pressure forces of the fuel supplied from the second NPKU 20 and the third NPKU 21 through the channels (Fig. 1) 32 and 33 with inductors (the inductors in Fig. 3 and Fig. 4 are not shown).

To the second 20 and third 21 NPKU fuel enters through high pressure channels 32 and 33 with throttles (throttles in figure 1 are not shown) from independent GA 97 and GA 100.

The resulting force, directed upward, translates the second 17 and the third NUK 18 to its highest position.

Fuel is supplied to the sub-plunger cavities of hydraulic cylinders 65 and 79 through channels 26 and 27 and pipelines 69 and 83, respectively, in chains: channel 26 — second NKUNK 14 — NPKU 20 — channel for supplying high pressure 32 with a throttle — a second independent GA 97, as well as a chain channel 27 - the third NKUNK15 - NPKU21 - channel for supplying high pressure 33 with a throttle - GA 100.

The pressure in the NKUZE 23 and NKUZE24 over the first 7 and second 8 bushings, respectively, drops sharply when a vacuum is created in the hydraulic cylinders 65 and 79.

Meanwhile, under the first 7 bushing, high pressure channel 39 from GA 97, along the annular groove 40 in the first bushing 7, along the axial channel 41 in the first bushing 7 and along the annular bore 42 in the second bushing 8, fuel under pressure passes to the holes of the second level 4 from the second independent GA 97.

Similarly, under the second sleeve 8 through the high pressure channel 43, the annular groove 44 in the nozzle housing 1 receives fuel from a third independent GA 100.

Due to the pressure difference above and below the first sleeve 7, above and below the second sleeve 8, the bushings 7 and 8 are moved up and reliably stand in the absence of springs springing the needle 6, as well as the bushings 7 and 8. At the same time, the ring ledges 9 and 10 respectively, on the bushings 7 and 8 do not disengage from the annular grooves 11 and 12 of the atomizer 2 and isolate from each other at the time of injection of the holes of the second level 4 and the holes of the third level 5.

Independent fuel injections occur through the holes of the second level 4 and the holes of the third level 5 of the atomizer 2 of the nozzle 1.

When the copiers 63 and 77 reach the upper points of their mechanical programs on the profiled cams 61 and 75, respectively, when they are rotated to the corresponding angles, the plungers 64 and 78 momentarily stop and then when the profiled cams 61 and 75 are turned, they begin to move down under the action of the resulting forces for each of the plungers 64 and 78, due to the compressing springs 68 and 82.

The resulting forces acting on the plungers 64 and 78 change sign and direction.

In addition, at the moment of stopping the plungers 64 and 78, there is a sharp braking of the fuel supplied under the plungers 64 and 78 of the hydraulic cylinders 65 and 79, a sharp increase in pressure in the subplunger cavities of the hydraulic cylinders 65 and 79.

This leads to the instantaneous closing of the second NUK 17, the second NUK 17 blocking the openings in the channel between the NPKU 20 and NKUNK 14 (the channel in Fig. 1 is not indicated), and also leads to the instantaneous closing of the third NUK 18 and the holes in the channel between the NKPU 21 and NKUN 15 (the channel in figure 1 is not indicated).

Further, the fuel from under the plunger cavities of the hydraulic cylinders 65 and 78, respectively, for BUT 60 and BUT 74 is supplied under pressure, due to the forces of compressing springs 68 and 82, through the openings 67 and 81 of the bases 66 and 80, through pipelines 69 (Fig. 3) and 83 (figure 4), channels 26 and 27 in the second 14 and third 15 NKUNK second 17 and third 18 NUK.

Then, through channels 29 and 30 and through pipelines 89 and 90 with non-return valves and throttles (not shown in FIG. 5), fuel under pressure, which creates compressive springs 68 and 82, enters GAF 91 with pressure sensor 93 and KRD 92.

KRD 92 sets the pressure at a level that prevents the accidental opening of the second 17 and third 18 NUK. From GAF 91 fuel under pressure enters the high-pressure fuel pump 107 and through it to three independent batteries GA 94, GA 97, GA 100.

Partial recovery of fuel energy occurs when the profiled cam 61 for the BUT 60 is rotated by the angles γ ₃ , γ ₅ and when the profiled cam 75 for the BUT 60 is rotated by an angle of γ ₅ .

The pressure under which the fuel enters the GAF 91 is set by setting the valve 92 GAF 91 and is consistent with the tightening force of the spring 54 for BUT 60 and BUT 74 and is selected the same as for BUT 45.

The tightening force for springs 68 and 82 is chosen such that there are no fuel breaks during injection along the channel between the second NKUNK 14 and the second NKPU 20, as well as between the third NKUNK 15 and the third NKPU 21 when cutting off and recovering fuel energy in the injection pump 107.

When the second PUK 17 and the third NUK 18 are closed, the fuel pressure in the control chamber 23 above the first sleeve 7 and under the first sleeve 7 become equal to each other and the fuel pressure from the second independent GA 97. The pressure in the control chamber 24 above the second sleeve 8 and under the second sleeve 8 also become equal to each other and to the fuel pressure from the third independent GA 100.

Due to the differences in the areas above the first sleeve 7, above the second sleeve 8 and the differential platforms under the first sleeve 7 and under the second sleeve 8, the resulting forces acting on the first 7 and second 8 bushings reliably and almost instantly transfer the first sleeve 7 and the second sleeve 8 to extremely low position, installing them on the nozzle seat 2 of the nozzle 1.

The holes of the second level 4 and the third level 5 of the atomizer 2 are overlapped by the bushings 7 and 8. respectively. The fuel is cut off.

Thus, the fuel injection cycle is realized when the camshaft 47 is rotated through an angle α by at least three cams 46, 61, 75. In addition, each of the cams implements its own stages of the cycle, which is conditionally divided into six parts. The number of injection stages is determined by the specific type of diesel engine and its power.

The injection pressure is controlled independently during injection through each hole level by changing the corresponding settings of independent KRD: KRD 95 for controlling the needle 6, KRD 99 for controlling the first sleeve 7, KRD 101 for controlling the second sleeve 8.

In this case, amplitude-pulse pressure control is implemented, since the KRD 95, KRD 99, KRD 101 change only the pressure supplied to the nozzle 1 through channels 34, 39 and 43 of the nozzle 1, respectively.

The possibilities for automating the control of fuel supply and the possibility of controlling gases during fuel combustion increase due to the independence of the injection pressure control for each level of openings. In Fig. 6, a, b, c, d these possibilities are shown.

The device allows you to implement nominal modes or to implement forced modes when injecting fuel through all levels of the holes (Fig.6, a).

The device allows injection only through the first level of holes 3 (FIG. 6, b) or only through the second level of holes 4 (FIG. 6, c), or only the third level of holes 5 (FIG. 6, d).

Combinations in control are also possible when supplying fuel: first and third levels of holes; second and third levels of holes; first and third level holes.

A fuel supply device implements temporary injection control. The so-called pulse-width modulation is implemented when controlling the injection time.

When the bases BUT 45, BUT 60, BUT 74 are in the lowest position, the pulse duration t _γ1-6 is the largest ( _Fig.6 , a), and the maximum amount of fuel enters the combustion chamber.

When moving the BUT 45 along the guide slots 56 and 57 by moving the base 52 upward, connected by a rigid rod 58 to the block 59 for automatically or manually moving the BUT 45 relative to the fixed cam 46 on the camshaft 47, the interaction time of the copier 49 with the shaped cam 46 is reduced, therefore reduces the injection time through the holes 3 of the first level. When moving the BUT 60 along the guide slots 70 and 71 by moving the base 66 upward, connected by a rigid rod 72 to the block 73 for automatically or manually moving the BUT 60 relative to the fixed cam 61 on the camshaft 47, the interaction time of the copier 63 with the profiled cam 61 is reduced. injection time through openings of the second level 4.

When moving the BUT 74 along the guide slots 84 and 85 by moving the base 80 upward, connected by a rigid rod 86 to the block 87 for automatically or manually moving the BUT 74 relative to the stationary cam 75 on the camshaft 47, the interaction time of the copier 77 with the profiled cam 75 is reduced. injection time through holes 5 of the third level. Also decreases the amount of fuel (Fig.6, d), which is injected into the cylinders (cylinders are not shown in figure 1).

In this case, BUT 45, BUT 60, BUT 74 move upward either separately, either simultaneously, either manually or automatically.

In addition, the control can replace the cams that interact with the copier. FIG. 7 shows the possibility of replacing a cam 46 with one profile with a cam with another profile 108 for injecting fuel through the holes of the first level 3. The results of replacing the injection program are shown in FIG.

Thus, the fuel supply device allows fuel to be supplied independently through each of the three levels of the openings 3, 4, 5.

The device allows you to adjust the amount of fuel supplied through each separate independent level of the holes by changing the supply pressure from an independent GA for each level of holes 3, 4, 5.

The device allows you to adjust the amount of fuel supplied and changing the supply time for each individual level of holes 3, 4 or 5.

The device allows you to adjust the amount of fuel supplied by changing the programs of profiled cams, for example, cam 46 to cam 108 with a change in pressure from GA 94.

The proposed device for controlling the supply of fuel realizes the purpose of the invention, significantly expands the possibilities of supplying fuel.

The new device allows real monitoring of the combustion process, automatically adjusts the combustion process and fuel injection to the optimal one and, due to appropriate control actions, changes it when the combustion conditions change during the entire period of operation.

Claims (6)

1. A fuel supply control device in an internal combustion engine, including a nozzle containing an atomizer with openings, locking elements with independent control chambers connected via external volume control valves and a high pressure accumulator to a pressure control valve, a high pressure fuel supply system accumulator connected with a fuel tank and a high-pressure fuel pump, and its pressure control valve is electrically connected to the electronic control unit characterized in that the nozzle is made hydraulically controlled with three springless coaxial locking elements, made with hydraulic separation of holes and independent control valves located in separate control chambers, with three independent intermediate control chambers, each of which is connected to its own independent high pressure accumulator, in this case, annular grooves are made between the holes of the first, second and third levels interacting with face projections of the corresponding locking elements, the device is equipped with three independent fuel supply control units with different control programs, made with the ability to move relative to the profiled cams, each of which consists of at least one profiled cam to the nozzle with the program, at least one feed cycle fuel interacting with a copier and a plunger mounted on the platform, a hydraulic cylinder mounted on the base with a hole, and between the platform and the main A spring is installed, the device is additionally equipped with a low-pressure accumulator hydraulically connected to three independent nozzle control chambers, as well as with the input of the high-pressure fuel pump and the electronic control unit. 2. The device according to claim 1, characterized in that the locking element of the first level of holes is made in the form of a needle with an annular groove in the lower part, and the locking element of the second level of holes is made in the form of a sleeve interacting with the annular groove of the needle, the locking element of the third level of holes made in the form of a third sleeve with an annular groove in the lower part from the inside, interacting with the second sleeve, and from the outside interacting with the annular groove of the nozzle body. 3. The device according to claim 1, characterized in that the fuel supply control units are mechanically connected to independent manual or automatic mechanisms for moving the fuel supply control units. 4. The device according to claim 1, characterized in that the profiled cams with different programs are made on the camshaft with the possibility of their axial movement. 5. The device according to claim 1. characterized in that the profiled cams are made with programs for homogeneous fuel injection. 6. The device according to claim 1, characterized in that the springs of the fuel supply control units are made with a constant compression force.

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