US3547091A - Supercharged fuel injection internal combustion engine - Google Patents

Supercharged fuel injection internal combustion engine Download PDF

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Publication number
US3547091A
US3547091A US744799A US3547091DA US3547091A US 3547091 A US3547091 A US 3547091A US 744799 A US744799 A US 744799A US 3547091D A US3547091D A US 3547091DA US 3547091 A US3547091 A US 3547091A
Authority
US
United States
Prior art keywords
control
piston
combustion engine
pressure
fuel injection
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Expired - Lifetime
Application number
US744799A
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English (en)
Inventor
Ortwin Peyker
Udo Hickmann
Wilhelm Marx
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Kloeckner Humboldt Deutz AG
Original Assignee
Kloeckner Humboldt Deutz AG
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Priority claimed from DE19671576315 external-priority patent/DE1576315A1/de
Application filed by Kloeckner Humboldt Deutz AG filed Critical Kloeckner Humboldt Deutz AG
Application granted granted Critical
Publication of US3547091A publication Critical patent/US3547091A/en
Anticipated expiration legal-status Critical
Expired - Lifetime legal-status Critical Current

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Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D1/00—Controlling fuel-injection pumps, e.g. of high pressure injection type
    • F02D1/02—Controlling fuel-injection pumps, e.g. of high pressure injection type not restricted to adjustment of injection timing, e.g. varying amount of fuel delivered
    • F02D1/025—Controlling fuel-injection pumps, e.g. of high pressure injection type not restricted to adjustment of injection timing, e.g. varying amount of fuel delivered by means dependent on engine working temperature
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D1/00—Controlling fuel-injection pumps, e.g. of high pressure injection type
    • F02D1/02—Controlling fuel-injection pumps, e.g. of high pressure injection type not restricted to adjustment of injection timing, e.g. varying amount of fuel delivered
    • F02D1/06—Controlling fuel-injection pumps, e.g. of high pressure injection type not restricted to adjustment of injection timing, e.g. varying amount of fuel delivered by means dependent on pressure of engine working fluid
    • F02D1/065—Controlling fuel-injection pumps, e.g. of high pressure injection type not restricted to adjustment of injection timing, e.g. varying amount of fuel delivered by means dependent on pressure of engine working fluid of intake of air
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D1/00—Controlling fuel-injection pumps, e.g. of high pressure injection type
    • F02D1/02—Controlling fuel-injection pumps, e.g. of high pressure injection type not restricted to adjustment of injection timing, e.g. varying amount of fuel delivered
    • F02D1/08—Transmission of control impulse to pump control, e.g. with power drive or power assistance
    • F02D1/12—Transmission of control impulse to pump control, e.g. with power drive or power assistance non-mechanical, e.g. hydraulic

Definitions

  • a control device For use in connection with a fuel pump equipped internal combustion engine, a control device which includes hydraulically operable adjusting means adapted to be connected to a fuel pump for adjusting the delivery thereof, control means associated with said adjusting means for controlling the hydraulic actuation thereof, and exhaust gas temperature responsive means operatively connected to said control means for actuating the same in response to the ascertained exhaust gas temperature exceeding an admissible maximum value.
  • FIG. 1 shows a device according to the invention, in which a differential piston and the control piston are in alignment with FIG. 2 shows a device according to the invention, in which the differential piston and the control piston are laterally offwith a means for preventing overheating conditions is, in con formity with the invention, characterized by adevice for controlling the quantity of the injectedfuel in conformity with the exhaust gas temperature in such a way that the latter never exceeds the maximum admissible temperature.
  • the device of FIG. 1 primarily comprises a housing I in which on the left-hand side there is guided a differential piston 2 whereas on the right-hand side adjacent thereto, there is guided a control piston 3.
  • the device shown in FIG. 1 furthermore comprises an exhaust gas temperature control member 4 which is filled with mercury steam, and acts upon said control piston 3.
  • the device of FIG. I furthermore comprises a spring loaded diaphragm 5 acting upon the control piston 3 and responsive to changes in the charging air pressure.
  • the reduced end of the differential piston 2 protrudes from the housing 1 and serves for a positive connection with the delivery adjusting member of the nonillustrated fuel injection pump, and more specifically only in the direction which brings about a reduction in. the delivery.
  • the differential piston .2 is by means of a control spring 6 held in abutment with the delivery adjusting member, whereas the spring 6 presses the control piston- 3 against the adjusting members 4and 5.
  • the control piston 3 is provided with a groove 7 which is continuously filled with oil under pressure. As will be seen from the drawing, the groove 7 is in continuous communication with a chamber 8 associated with the smaller actuating surface 2a of the differential piston 2.
  • the control piston 3 is furthermore provided with a groove 9 which communicates with the discharge passage 10.
  • That portion of the control piston 3 which is located between the grooves 7 and 9 is adapted in cooperation with the control bore 11 in housing 1 and in conformity with the movements of the feelers 4 and 5 to control the admittance of oil under pressure from the groove 7 to the working chamber 12 of the differential piston 2-said chamber 12 being associated with the larger actuating surface 2b of differential piston 2-and the discharge from chamber 12 to the discharge passage 10.
  • the diaphragm 5 is actuated upon bythe pressure of the charged air through the opening 13 in the housing I.
  • the supply of oil under pressure is effected through passage 15.
  • the device illustratediin FIG. 1 operates in the following manner: When the device occupies the position shown in the drawing, oil continuously flows in the direction of the arrows shown therein from the groove 7 in a throttled condition through a control bore II into the working chamber 12. At the same time from the working chamber 12 oil flows in throttled condition to the discharge passage 10. If now, for instance, the exhaust temperature increases, the control piston 3 is displaced toward the left against the thrust of spring 6. As a result thereof, the oil flowing into the chamber 12 is .throttled to a greater extent whereas the oil flowing out of the chamber 12 is throttled to a lesserdegree. In this way, chamber 12 will be relieved, whereas the pressure in chamber 8 will increase somewhat more.
  • Differential piston 2 will thus move in the rightward direction with regard to the drawing, thereby reducing the fuel supply to the engine.
  • the spring '6 is loaded further whereby the control piston 3 is moved back.
  • the two pistons 2 and 3 will thus adjust themselves for a new starting position which has been reached as soon as a balance of forces has, been established between the spring 6 and the feeler 4.
  • the diaphragm 5 which is under the continuous influence of the pressure of the charging air and is under the load of a spring 14 is intended to reduce the fuel supply when the charged air pressure increases. This downward control becomes effective only from a charging air pressure determined by the strong spring 14 and in the same direction as the exhaust temperature feeler 4.
  • FIG. .2 shows a device according to the invention in which the differential piston 16 and the control piston 17 are laterally offset with regard to each other, said piston 16 and 17 being coupled to each other by a lever 18 and a spring 19.
  • both adjusting directions may be selected by a corresponding displacement of the pivot point of lever 18.
  • a turning off direction is obtained which is opposite to the turning off direction of FIG. I.
  • the device of FIG. 2 operates in a manner similar to that described in FIG. 1.
  • FIG. 3 shows a four-cylinder combustion engine 20.
  • the exhaust gases of this machine or engine pass through a manifold 21 or gas collecting tube 21 to a gas turbine 22 which drives a turbocompressor 23.
  • the combustion air suctioned off by this compressor 23 through a filter 24 is forwarded by way of a collector conduit 25 to the machine or engine and from the collector conduit 25 in a manner not visible in the drawing there are branch conduits leading to each individual inlet valve.
  • a double lever 28 journaled rotatably at one end of the pump 26 has effect upon a projecting end of the fuel quantity adjusting member 27 of the fuel injection pump 26.
  • the other end of the lever 28 is pivoted to engage against the adjusting or differential piston 2 of the arrangement or construction according to FIG. 1.
  • H0. 4 makes apparent the attachment of the differential adjusting arrangement according to FIG. 2 on the same combustion engine or machine as described with FIG. 3.
  • the embodiment or arrangement according to FIG. 2 correspondingly is connected with the exhaust collecting conduit 21 of the machine by way of conduit 32 and with the collecting conduit 25 for the combustion air by way of the conduit 33.
  • a control device for limiting flow of fuel to an internal combustion engine to avoid overheating of said engine in which said engine includes a fuel pump having a delivery adjusting member to limit flow of fuel from the pump, a manifold for passage of exhaust gases, and a source of charging air for combustion, said control device comprising a fluid actuated member connected to said delivery adjusting member to move said adjusting member to limit flow of fuel to said engine, a control valve movable to admit fluid under pressure to operate said fluid actuated member, a temperature responsive member and a pressure responsive member each operable independently to move said control valve to admit fluid under pressure to said fluid actuated member, said temperature responsive member being responsive to exhaust gas temperature in excess of a given maximum value to move said control valve, said pressure responsive member being responsive to pressure of said charging air in excess of a given maximum value to move said control valve, said temperature responsive and pressure responsive members operating in parallel either separately or together to move said control valve so that either excessive exhaust gas temperature or excessive charging air pressure will move said control valve to cause movement of said fluid actuated member and
  • a control device in which said temperature responsive member and said pressure responsive member are in engagement with said control valve, and said pressure responsive member is movable relatively to said temperature responsive member.
  • control device which said control valve is a piston valve and said temperature responsive and pressure responsive members are coaxial with and in engagement with said valve.
  • control valve is a piston valve and said temperature responsive member is an expansible member coaxial with and in engagement with said valve, said pressure responsive member including a diaphragm actuated member surrounding said tempera- 0 ture responsive member and in engagement with said control valve.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Output Control And Ontrol Of Special Type Engine (AREA)
  • High-Pressure Fuel Injection Pump Control (AREA)
US744799A 1967-07-22 1968-07-15 Supercharged fuel injection internal combustion engine Expired - Lifetime US3547091A (en)

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
DE19671576315 DE1576315A1 (de) 1967-07-22 1967-07-22 Aufgeladene Einspritzbrennkraftmaschine

Publications (1)

Publication Number Publication Date
US3547091A true US3547091A (en) 1970-12-15

Family

ID=5678828

Family Applications (1)

Application Number Title Priority Date Filing Date
US744799A Expired - Lifetime US3547091A (en) 1967-07-22 1968-07-15 Supercharged fuel injection internal combustion engine

Country Status (3)

Country Link
US (1) US3547091A (enrdf_load_stackoverflow)
FR (1) FR1574477A (enrdf_load_stackoverflow)
GB (1) GB1232291A (enrdf_load_stackoverflow)

Families Citing this family (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US4020814A (en) * 1975-05-30 1977-05-03 Hewitt John T Diesel engine control means

Also Published As

Publication number Publication date
FR1574477A (enrdf_load_stackoverflow) 1969-07-11
GB1232291A (enrdf_load_stackoverflow) 1971-05-19

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