US3722490A - Method of and apparatus for injecting fuel into a diesel engine - Google Patents

Method of and apparatus for injecting fuel into a diesel engine Download PDF

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Publication number
US3722490A
US3722490A US00872825A US3722490DA US3722490A US 3722490 A US3722490 A US 3722490A US 00872825 A US00872825 A US 00872825A US 3722490D A US3722490D A US 3722490DA US 3722490 A US3722490 A US 3722490A
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US
United States
Prior art keywords
plunger
fuel
engine
fuel injection
rack
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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
US00872825A
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English (en)
Inventor
A Nishina
M Yamaguchi
K Araya
A Enomoto
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Mitsubishi Heavy Industries Ltd
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Mitsubishi Heavy Industries Ltd
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    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M59/00—Pumps specially adapted for fuel-injection and not provided for in groups F02M39/00 -F02M57/00, e.g. rotary cylinder-block type of pumps
    • F02M59/44—Details, components parts, or accessories not provided for in, or of interest apart from, the apparatus of groups F02M59/02 - F02M59/42; Pumps having transducers, e.g. to measure displacement of pump rack or piston
    • F02M59/447—Details, components parts, or accessories not provided for in, or of interest apart from, the apparatus of groups F02M59/02 - F02M59/42; Pumps having transducers, e.g. to measure displacement of pump rack or piston means specially adapted to limit fuel delivery or to supply excess of fuel temporarily, e.g. for starting of the engine
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01L—CYCLICALLY OPERATING VALVES FOR MACHINES OR ENGINES
    • F01L13/00—Modifications of valve-gear to facilitate reversing, braking, starting, changing compression ratio, or other specific operations
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M45/00—Fuel-injection apparatus characterised by having a cyclic delivery of specific time/pressure or time/quantity relationship
    • F02M45/02—Fuel-injection apparatus characterised by having a cyclic delivery of specific time/pressure or time/quantity relationship with each cyclic delivery being separated into two or more parts
    • F02M45/04—Fuel-injection apparatus characterised by having a cyclic delivery of specific time/pressure or time/quantity relationship with each cyclic delivery being separated into two or more parts with a small initial part, e.g. initial part for partial load and initial and main part for full load
    • F02M45/06—Pumps peculiar thereto
    • F02M45/063—Delivery stroke of piston being divided into two or more parts, e.g. by using specially shaped cams
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M59/00—Pumps specially adapted for fuel-injection and not provided for in groups F02M39/00 -F02M57/00, e.g. rotary cylinder-block type of pumps
    • F02M59/38—Pumps characterised by adaptations to special uses or conditions
    • F02M59/42—Pumps characterised by adaptations to special uses or conditions for starting of engines
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01L—CYCLICALLY OPERATING VALVES FOR MACHINES OR ENGINES
    • F01L2760/00—Control of valve gear to facilitate reversing, starting, braking of four stroke engines
    • F01L2760/007—Control of valve gear to facilitate reversing, starting, braking of four stroke engines for starting two stroke engines

Definitions

  • ABSTRACT A fuel injection system for diesel engine effects a twostage fuel injection for starting the engine and a single stage fuel injection for operating the engine.
  • the present invention is directed to improvements in the fuel injection system of a diesel engine and, more particularly, it is concerned with a two-stage fuel injection for the start up of the diesel engine and a single stage fuel injection during normal operating conditions.
  • the present invention provides better starting characteristics than have been attainable in the past, especially at low temperatures.
  • the fuel injection is commenced when the piston in the compression stroke has reached a point several degrees to 3) below the top dead center, both during start up and normal running of the engine.
  • Such start up conditions are particularly noticeable in a antechamber type diesel engine in which the air is compressed in a main chamber by the upward or compression stroke of a piston and flows through a communication port into an antechamber with the disadvantage that throttling losses at the communication port in combination with low ambient temperature tend to cool the air inside the antechamber to such an extent that it is difficult to reach the ignition temperature even toward the end of the compression stroke.
  • the fuel is sprayed from a fuel injection pump through a nozzle into the antechamber from where it passes into the main chamber by way of the communication port.
  • the flow velocity of the air from the main chamber through the communication port is fairly high, it is extremely difficult for the fuel spray to pass in the opposite direction into the main chamber. Accordingly, as a rule, antechamber type engines have shown very poor starting characteristics at low temperatures.
  • Some diesel engines are designed with auxiliary fuel injection during an earlier stage of the compression stroke prior to the fuel injection which takes place as the piston reaches a point several degrees short of top dead center.
  • the total amount of fuel to be injected is substantially constant both at the start up and during operation of the engine.
  • Such a fuel injection system affords improved fuel combustion, enhanced efficiency, and easy control.
  • the present invention is directed to improvements in the fuel injection system for diesel engines to overcome the disadvantages of ordinary fuel injection while following a procedure which is different entirely from that of the auxiliary injection system. Therefore, in accordance with the present invention, during start up of the engine, a first stage fuel injection is carried out during the cycle of the piston within the chamber between a point near the end of the intake or expansion stroke and a point at the beginning of the compression stroke and, after the first stage fuel injection is terminated, a second stage fuel injection is performed toward the end of the compression stroke. After the engine reaches a predetermined number of revolutions per minute a change over in the fuel injection system is made and a single stage injection is carried out at a point substantially corresponding to the second stage of the fuel injection at start up.
  • a two stage fuel injection is employed, consequently, even if atmospheric pressure is low and the air is not adequately heated, the fuel delivered in the first stage injection is thoroughly mixed with the air and heated over a relatively extended period of time during the compression stroke, and the ignition lag is sufficiently shortened to ensure a positive ignition.
  • the second stage fuel injection provides a torque high enough to drive the engine and to start it in a fool proof manner.
  • the fuel is injected only at a point substantially corresponding to the second stage fuel injection during the start up.
  • the engine moves smoothly with an adequate supply of fuel which is neither too great or too small.
  • the rate of fuel injection during normal operation can be considerably reduced as compared with the amount employed during start up, thus precluding a drop in thermal efficiency.
  • FIG. 1 is a generally schematic vertical sectional view of a conventional fuel injection system for a diesel engine
  • FIG. 2 is a graph illustrating the operating principles of the present invention
  • FIG. 3 is a partial elevational view, partly in vertical section, of a fuel injection system for a diesel engine embodying the present invention
  • FIG. 4 is a view taken along line IV-IV of FIG. 3;
  • FIG. 5 is an enlarged view, partly in section, of a portion of the embodiment shown in FIG. 3;
  • FIG. 6 is a generally schematic view illustrating the operation of the present invention.
  • FIG. 7 is a graph illustrating the relationship of the operation of the apparatus illustrated in FIGS. 3 and 6 for carrying out the fuel injection during the start up and normal operation of the engine.
  • FIG. 8 is a schematic illustration of another embodiment of a portion of the apparatus set forth in FIG. 6.
  • a conventional antechamber type diesel engine is shown as comprising a piston a disposed within a main combustion chamber b with a communication port c disposed between the main combustion chamber and an antechamber d.
  • a fuel injection pump e delivers the fuel through a line 2 into a nozzle ffrom which it is sprayed into the antechamber d.
  • the fuel enters the main combustion chamber through the communication port c. The fuel is sprayed into the antechamber during the latter part of the compression stroke.
  • FIGS. 3 through 7 a main combustion chamber 1 of a diesel engine is shown with a piston 2 mounted for reciprocation within the chamber through an expansion or intake stroke and a compression stroke. At one end the main chamber 1 is in communication with a precombustion chamber or antechamber 4 through a port 3. 7
  • a nozzle needle valve 5 mounted within 2 nozzle 6.
  • a fuel injection conduit 7 connects the nozzle 6 with a fuel injection pump 8a.
  • the fuel injection pump 8a comprises a casing 8 having a longitudinally extending bore 8b. Fitted within the upper end of the bore, as shown in FIG. 3, is a valve housing 10 containing a valve 9 which is in communication with the bore 8b through the casing 8. Extending through the bore 812, from adjacent the end of the valve 9, is a plunger 12 which extends to the opposite end of the bore. The plunger is axially displaceable through the bore. Positioned below the plunger, at the lower end of the bore 8b, is a cam 13 which is arranged to revolve in synchronization with the piston 2 within the chamber 1. As the cam rotates, its surface contacts the lower end of the plunger 12 and causes the plunger to move upwardly and downwardly in controlling the fuel injection into the chamber of the diesel engine.
  • a rack 14 extends into the housing 8 intermediate its ends and is in meshed engagement with teeth on the circumference of the plunger 12. At its end spaced from the plunger, the rack 14 is connected to one end 1517 of a rockable fork lever 15 pivotally supported at 15a. The opposite end 15c of the fork lever 15 abuts against a sliding shaft 160 of a governor 16. An arm 15d projects outwardly from the fork lever adjacent the point 15a, and is connected at its outer or free end to a governor knob 18 through a spring 17.
  • a starting button 19 is mounteded'on the upper end of the casing 8. It is biased by a spring 19a into an inoperative position. Positioned at the lower end of the button is a rack pin 20 provided on the rack 14 and which is held in the inoperative position by a stop member 21.
  • the starting procedure is performed in the following manner.
  • the governor knob 18 With the engine in an inoperative state, the governor knob 18 is moved to the starting position, as shown in FIG. 6, and the starting button 19, as shown in FIG. 5, is displaced from its inoperative position shown by dotdash lines to the starting position shown in full lines.
  • the starting button 19 When the starting button 19 is depressed the rack pin 20 on the rack is released from the stop member 21 and shifts from the position it maintains during normal operating or shut down conditions to the starting position.
  • the rack pin As the rack pin is shifted the engagement of the rack with the plunger 12 causes the plunger to be rotated so that the upper part of its stepped portion 11 is moved adjacent to a fuel inlet port 22 into the bore 8b.
  • the timing employed in lifting the plunger with the first cam lobe 13a is set to extend from the terminal portion of the intake or expansion stroke to the beginning of the compression stroke, so that the fuel sprayed into the antechamber 4 during the first stage of the fuel injection procedure passes through the port 3 into the main combustion chamber 1, where it is thoroughly mixed with air and heated to an elevated temperature as the compression stroke continues.
  • the temperature (t,,,) of the gaseous mixture of air and fuel within the main combustion chamber 1 becomes higher than the temperature (t,) in the precombustion chamber or antechamber 4 and is readily ignitible.
  • a portion of the fuel supplied by the second stage injection flows into the main combustion chamber 1 through the port 3 at the point in the cycle where the flow velocity (w) is slightly reduced and is burned together with the gaseous mixture to provide the explosive force required for starting the engine and enabling it to be started with considerable ease.
  • the centrifugal force of a weight 16b mounted on the governor 16 causes the sliding shaft 16a of the governor to be displaced in the direction of the arrow shown in FIG. 6.
  • the rack 14 is shifted by means of the fork lever and the plunger is turned angularly about 180 so that the lower portion 11b of the cutaway step portion 11 of the plunger is disposed opposite the fuel inlet port 22.
  • the governor knob 18 can be moved to the operating position so that the plunger is rotated from the start up position with the lower part 11b in juxtaposition to the fuel inlet port 22.
  • the first stage fuel injection is completed in the early portion of the compression stroke when the flow rate through the port 3 is low and permits the introduction of an ample supply of the fuel into the main chamber and the ignition of the charge in the main chamber at a higher temperature than the temperature (t,,) of the compressed air in the antechamber 4. Therefore, better starting characteristics are available than those of direct injection type engines.
  • the upper portion of the plunger can be cut at an acute angle to the longitudinal axis of the plunger, as shown in FIG. 8, for attaining a similar effect to that provided by the stepped arrangement.
  • the range of the fuel injection timing for start up of the engine takes place between 300 124, particularly -270 154 (representing the angle of the crank) in the first stage of fuel injection and between 23 +2", particularly 1 8 3, in the second stage offuel injection.
  • a method of starting and operating a diesel engine comprising the steps of effecting a two-stage fuel injection, during starting of the engine, by initially injecting a portion of the fuel at a first point during the latter half of the suction stroke and the initial half of the compression stroke of each piston, and subsequently injecting an additional amount of the same fuel at a second point near the end of the same compression stroke of each piston; and when the engine has attained a selected operating speed, discontinuing injection of fuel at the first point and thereafter injecting the same fuel at only the second point, in each compression stroke, to effect only a single stage fuel injection during further operation of the engine. 7
  • Fuel injection apparatus for a diesel engine operable to effect a two-stage injection of a single fuel during starting of the engine and only a single-stage injection of the same fuel during running of the engine, said apparatus comprising, in combination, a casing having an axial bore therethrough; a valve at one end of said bore communicating with an engine combustion chamber; a fuel inlet port communicating radially with said bore intermediate the ends of said bore; a substantially cylindrical plunger reciprocable in said bore; driving means engaged with the outer end of said plunger to reciprocate said plunger to draw fuel into said bore through said inlet port and to eject fuel through said valve into the engine' combustion chamber; said plunger, in an injection stroke, blocking said fuel inlet port; the inner end of said plunger being higher at one end of a diameter than at the other end of said diameter; and rotating means operable to rotate said plunger between a starting position, in which said higher inner end controls said inlet port, and a running position, in which said lower inner end controls said inlet port; said driving mechanism effecting two reciprocations
  • a fuel injection apparatus including means operatively associated with said rotating means and operable, responsive to the engine attaining a predetermined running speed, to activate said rotating means to rotate said plunger from its starting 6.
  • said rotating means comprises a reciprocable rack meshing with gear teeth on said plunger; said operating means for activating said rotating means comprising a lever secured to and extending from said rack; and an engine speed responsive governor coupled to said lever to operate said rack to rotate said plunger.
  • said operating means comprises a rotatable cam cooperable with the outer end of said plunger and having two cam lobes, of different radial extent, for effecting the respective inward strokes of said plunger; said cam having respective cam surfaces interconnecting said cam lobes and controlling the outward movement of said plunger.
  • a fuel injection apparatus as claimed in claim 6, wherein said lever is pivoted intermediate its ends; and a manual control lever connected to said first-mentioned lever and operable to swing said first-mentioned lever to rotate said plunger from said starting position to said running position.
  • a fuel injection apparatus as set forth in claim 6, comprising a starting button mounted on said casing, a stop cooperating with said rack for holding said rack in the operating position, a rack pin mounted on said rack and secured in position by said stop in the operating position and reieasable by depressing said button, said rack pin effecting the movement of said rack to the starting position.
  • a fuel injection apparatus as set forth in claim 2, comprising an injection conduit connected at one end to said valve, a nozzle secured to the opposite end of said conduit, and a needle valve mounted within said nozzle for injecting the fuel into an engine chamber.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Fuel-Injection Apparatus (AREA)
US00872825A 1968-11-15 1969-10-31 Method of and apparatus for injecting fuel into a diesel engine Expired - Lifetime US3722490A (en)

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
JP43083391A JPS4940569B1 (ja) 1968-11-15 1968-11-15

Publications (1)

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US3722490A true US3722490A (en) 1973-03-27

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Application Number Title Priority Date Filing Date
US00872825A Expired - Lifetime US3722490A (en) 1968-11-15 1969-10-31 Method of and apparatus for injecting fuel into a diesel engine

Country Status (6)

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US (1) US3722490A (ja)
JP (1) JPS4940569B1 (ja)
DE (1) DE1957370A1 (ja)
FR (1) FR2023365B1 (ja)
GB (1) GB1285975A (ja)
SU (1) SU374858A3 (ja)

Cited By (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US4446830A (en) * 1983-01-10 1984-05-08 Ford Motor Company Method of operating an engine with a high heat of vaporization fuel
US20050061895A1 (en) * 2002-05-03 2005-03-24 Gunter Lewentz Fuel injection valve having a mechanical positive-control valve gear
US20160281632A1 (en) * 2013-08-30 2016-09-29 Yanmar Co., Ltd. Diesel Engine
US11131282B2 (en) * 2019-03-01 2021-09-28 Denso Corporation Fuel injection pump

Families Citing this family (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US5408061A (en) * 1993-11-30 1995-04-18 Inventio Ag Emergency stop switch

Family Cites Families (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE287366C (ja) *
DE640249C (de) * 1934-02-02 1936-12-28 Robert Bosch Akt Ges Verfahren zum Erleichtern des Anlassens von Einspritzdieselmotoren
US2159177A (en) * 1936-05-19 1939-05-23 Ricardo Harry Ralph Fuel injection pump for internal combustion engines
DE763377C (de) * 1943-01-19 1952-05-26 Bosch Gmbh Robert Kraftstoffeinspritzanlage fuer Brennkraftmaschinen
DE919789C (de) * 1944-03-03 1954-11-04 Ncr Co Papierwageneinstellvorrichtung fuer Buchungs- und aehnliche Maschinen
FR91309E (fr) * 1965-11-09 1968-05-24 Inst Francais Du Petrole Dispositif de double injection

Cited By (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US4446830A (en) * 1983-01-10 1984-05-08 Ford Motor Company Method of operating an engine with a high heat of vaporization fuel
US20050061895A1 (en) * 2002-05-03 2005-03-24 Gunter Lewentz Fuel injection valve having a mechanical positive-control valve gear
US7406953B2 (en) * 2002-05-03 2008-08-05 Siemens Aktiengesellschaft Fuel injection valve having a mechanical positive-control valve gear
US20160281632A1 (en) * 2013-08-30 2016-09-29 Yanmar Co., Ltd. Diesel Engine
US10012171B2 (en) * 2013-08-30 2018-07-03 Yanmar Co., Ltd. Diesel engine
US11131282B2 (en) * 2019-03-01 2021-09-28 Denso Corporation Fuel injection pump

Also Published As

Publication number Publication date
GB1285975A (en) 1972-08-16
FR2023365A1 (ja) 1970-08-21
DE1957370A1 (de) 1970-06-25
FR2023365B1 (ja) 1974-08-09
JPS4940569B1 (ja) 1974-11-02
SU374858A3 (ja) 1973-03-20

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