WO1978000007A1 - Systeme d'injection directe de carburant - Google Patents

Systeme d'injection directe de carburant Download PDF

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Publication number
WO1978000007A1
WO1978000007A1 PCT/US1978/000009 US7800009W WO7800007A1 WO 1978000007 A1 WO1978000007 A1 WO 1978000007A1 US 7800009 W US7800009 W US 7800009W WO 7800007 A1 WO7800007 A1 WO 7800007A1
Authority
WO
WIPO (PCT)
Prior art keywords
injection
valve
pressure
fuel
spool
Prior art date
Application number
PCT/US1978/000009
Other languages
English (en)
Inventor
W M Pfeiffer
Original Assignee
W M Pfeiffer
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
Application filed by W M Pfeiffer filed Critical W M Pfeiffer
Publication of WO1978000007A1 publication Critical patent/WO1978000007A1/fr

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Classifications

    • 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
    • F02M47/00—Fuel-injection apparatus operated cyclically with fuel-injection valves actuated by fluid pressure
    • F02M47/02—Fuel-injection apparatus operated cyclically with fuel-injection valves actuated by fluid pressure of accumulator-injector type, i.e. having fuel pressure of accumulator tending to open, and fuel pressure in other chamber tending to close, injection valves and having means for periodically releasing that closing pressure
    • F02M47/027—Electrically actuated valves draining the chamber to release the closing pressure
    • 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
    • F02M63/00—Other fuel-injection apparatus having pertinent characteristics not provided for in groups F02M39/00 - F02M57/00 or F02M67/00; Details, component parts, or accessories of fuel-injection apparatus, not provided for in, or of interest apart from, the apparatus of groups F02M39/00 - F02M61/00 or F02M67/00; Combination of fuel pump with other devices, e.g. lubricating oil pump
    • F02M63/02—Fuel-injection apparatus having several injectors fed by a common pumping element, or having several pumping elements feeding a common injector; Fuel-injection apparatus having provisions for cutting-out pumps, pumping elements, or injectors; Fuel-injection apparatus having provisions for variably interconnecting pumping elements and injectors alternatively
    • F02M63/0225—Fuel-injection apparatus having a common rail feeding several injectors ; Means for varying pressure in common rails; Pumps feeding common rails
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B2275/00—Other engines, components or details, not provided for in other groups of this subclass
    • F02B2275/14—Direct injection into combustion chamber
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/10—Internal combustion engine [ICE] based vehicles
    • Y02T10/12—Improving ICE efficiencies

Definitions

  • This invention relates to control of fuel injection in internal combustion engines, especially diesel. More particularly, it relates to a common-rail, closed dif ⁇ ferential needle, hydraulically operated injection valve system for fuel flow control.
  • Final metering of fuel into the engine is determined by con ⁇ trolling the length of the injection period, this being accomplished by the high pressure as it varies the en ⁇ gine speed. As speed and pressure increase; injection duration decreases the so-called torque control.
  • the prior art AMBAC solenoid is single wound and acts electrically in only one direction, return action being by spring. It can be used only on signal to be ⁇ gin an injection period, apparently playing no part in the duration.
  • the single-wound solenoid operates through a diaphragm and push rod to open or unseat a ball-type check valve.
  • the prior art AMBAC system also employs an hydraul ⁇ ic imbalance-operated valve, the imbalance being created by the solenoid-operated check on the valves. It is used to control high pressure from a high pressure common rail system to operate a hydraulic ram which forces fuel from the fuel source system into the injection valve for injection into the engine.
  • This valve in itself Is non-adjustable, and in itself cannot control final me ⁇ tering or duration, this function being performed by the pressure variations in the high pressure system.
  • my invention involves a single-pump fuel injection system
  • the pump is of the positive displacement type capable of pro ⁇ viding sufficient cooling flow against the required rel ⁇ atively high pressure suitable for proper Injection.
  • the pump of my system may be driven by an associated engine or by other means.
  • a common rail manifold connected to the pump discharge is also joined to a plurality of injection valve assemblies and pressur ⁇ ized to injection pressure by a pressure-regulating relief valve located at the manifold end opposite the inlet. Overflow from this valve may be piped back to a reservoir. Equal pressure is employed at each valve inlet, with minimum injection lag resulting.
  • the injection valves of the system of the invention are of the closed, differential needle, hydraulic-op ⁇ erated type, modified according to the invention so that they may be both opened and closed by hydraulic pres ⁇ sure.
  • This modification makes the spring chamber func ⁇ tion as a pressure chamber.
  • the injection valve spring helps close the valve at the end of injection. Adjust ⁇ ments may be made to obtain the proper rate of inject ⁇ ion and valve balance for best efficiency.
  • An important feature of my invention comprises electrically operated sliding spool valves which cause the mechanical motion of the injection valve needle by controlling the hydraulic pressure balance conditions exerted on the valve needle.
  • Each of the spool valves of the invention consists of two sections, the spool having three lands and two undercut sections.
  • One sec ⁇ tion controls a by-pass flow from the spring chamber of the injection valve by opening or closing a port leading to a by-pass manifold.
  • the other section re ⁇ ceives injection pressure from the high pressure system and passes it through a combination port-orifice into the injection valve spring chamber.
  • the by-pass port of the first section remains open, permitting flow from the spring chamber, and the port-orifice is in the orifice condition by means of the spool land forming a restriction. Flow through this orifice causes a pressure drop in the spring chamber and allows injection pressure on the valve needle to open the valve for injection.
  • One advantage of my invention is the possibility of using a common low pressure by-pass manifold to re ⁇ ceive fuel by-passed by the spool valve and connect with the overflow return line from the high-pressure mani ⁇ fold.
  • Double-wound solenoids may be employed to actuate the spool valve spools in both directions. Solenoid plungers may be used as extensions of the valve spools and equipped so as to hold the spools In their shifted positions. Also, by means of a travel adjustment, spool travel may be set, acting as an orifice size adjustment and rate of injection adjustment.
  • the two oppositely wound solenoid coils may be terminated at three exter ⁇ ior connectors in such a way as to provide positive bi ⁇ directional valve spool motions as each coil may be commonly connected to one of three terminals, and this terminal connected by wiring to a suitable electric power source through an on-off control switch.
  • the other two ends of the two coils may be separately connected to the other two terminals, and these terminals connect ⁇ ed by wiring to proper respective terminals on a timer.
  • the preferred timer de ⁇ vice is mechanically driven by and timed to the engine of my injection system and includes two sets of contacts mounted on suitable bases, with one set to control start of injection and the other to control the end of injection.
  • Each set contains a separate contact for each Injection valve of the engine, and these contacts are connected by wiring to corresponding terminals on the aforesaid solenoids.
  • Included may be a rotating con ⁇ tact or brush for use in energizing the solenoids in se ⁇ quence.
  • One set of contacts amy be made variable in relation to the other set so that the length of the injection period may be varied, thereby achieving control of me ⁇ tering and engine speed.
  • Normal shutdown may be accomplished by an on/off switch.
  • Emergency shutdown may be accomplished by a manual control on a pressure relief valve to dump off the in ⁇ jection pressure in the high pressure manifold.
  • a var ⁇ iable speed type governor to throttle the engine.
  • This governor employs a fulcrum lever to articulate a mov ⁇ able contact disc in a timer.
  • the governor is thus en ⁇ abled to read the engine speed and automatically set the fuel delivery for the particular engine speed read.
  • This especially when combined with my system of meter ⁇ ing, which is accomplished by electrical control of duration of injection, permits the air-fuel ratio to be strictly and easily adjusted on the engine inframe at any and all engine RPM points by matching the fuel delivery curve to a volumetric efficiency curve, there ⁇ by insuring peak torque with a minimum of pollutants and substantially no smoke.
  • signal source 118 Includes as basic components there ⁇ of a rotatable contact plate 120, for injection dura ⁇ tion control, a grounding bush rotor 122 and a stat ⁇ ionery contact plate 124 timed to the engine.
  • the setting of throttle 108 controls the operation of the governor.
  • the brushes complete the circuit to open the coil in the solenoids such as the one depicted in Figs 2 and 3.
  • One set of double windings (64 of Figs 2 and 3) is to pull the valve into position.
  • the stationary contact plate 124 which is timed to the engine via the cam ⁇ shaft gives a constant beginning of injection by pull ⁇ ing the valve to open the port or a constant ending by pushing the valve to close the port.
  • the other plate 120 rotatable, lags behind.
  • a second brush contacts the other plate and de-energizes the opposing set of windings, causing the solenoid to go in the other direction.
  • Contact plates 120 and 124 are adjustable at the initial timing.
  • the spool valve-solenoid arrangement such as shown in Fig 4 controls the pressure so that the high pressure source is tapped off, with the spool valve, which is electrically controlled by the solenoid, going down as pressure comes in via lower lines 98 and 78 and then back through by-pass inlet port 76 and line 96 into chamber 86 as by-pass outlet port 74 connected to by ⁇ pass manifold 32 of Fig 1 is closed.
  • By-pass outlet port 74 is opened when the orifice formed near 80 becomes o- pen as the spool valves turn and go up, thus providing an exit for pressure in the injection valve, as In Fig 4, thereby dropping the pressure therein so that the constant high pressure opens the valve and injects fuel to the engine exactly as needed in a controlled manner as the needle valve 94 moves.
  • An impulse source to begin and end injections the duration being variable by a movable set of contacts. Beginning and ending of injection may be either constant- variable or vice-versa.
  • Hail pressure is dictated by setting a compound pressure relief valve. 4.
  • a double wound solenoid enables positive elec ⁇ trical action in either of both directions upon sig ⁇ nals for a definite beginning and ending of the injec ⁇ tion period. It is mechanically connected to and op ⁇ erates an associated spool valve.
  • An electrically operated solenoid valve with two sections or chambers. One section starts or stops fuel flow into a by-pass manifold, and the second sec ⁇ tion restricts or opens an orifice, creating a pressure drop or pressure balance on an Injection valve needle, thereby opening and closing it for injection. Because the valve spool travel is adjustable, it regulates the size of the orifice, the rate of pressure drop, the valve opening and the rate of injection.

Landscapes

  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Physics & Mathematics (AREA)
  • Fluid Mechanics (AREA)
  • Fuel-Injection Apparatus (AREA)

Abstract

La pression d'injection est produite par une pompe (16) et un regulateur de pression (28) et le carburant sous pression est distribue par une tuyauterie commune (20) a chaque valve d'injection d'un moteur. Les valves (22) sont des valves a pointeau du type differentiel, a commande hydraulique, dont l'ouverture et la fermeture, definissant la periode d'injection, sont produites par equilibre ou absence d'equilibre des pressions exercees sur le piston du pointeau. Les conditions d'equilibre sont gouvernees par le debit du carburant a travers les lumieres et orifices (72, 74, 78, 102) de vannes electro-magnetiques a tiroir (52) et par un dispositif temporisateur (38, 40) actionne par un moteur, qui determine le debut et la fin de la periode d'injection. Un courant controle de derivation provenant des vannes (52) peut etre recueilli par une tuyauterie basse pression pour retour au reservoir avec le surplus provenant d'un tuyauterie a haute pression (20).
PCT/US1978/000009 1977-06-03 1978-06-01 Systeme d'injection directe de carburant WO1978000007A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
US80314477A 1977-06-03 1977-06-03
US803144 1977-06-03

Publications (1)

Publication Number Publication Date
WO1978000007A1 true WO1978000007A1 (fr) 1978-12-07

Family

ID=25185689

Family Applications (1)

Application Number Title Priority Date Filing Date
PCT/US1978/000009 WO1978000007A1 (fr) 1977-06-03 1978-06-01 Systeme d'injection directe de carburant

Country Status (2)

Country Link
EP (1) EP0007330A1 (fr)
WO (1) WO1978000007A1 (fr)

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP0228578B1 (fr) * 1985-12-02 1991-09-25 Marco Alfredo Ganser Dispositif d'injection de combustible pour moteur à combustion interne

Citations (11)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US2579723A (en) * 1947-10-28 1951-12-25 United Aircraft Corp Magnetic device
US2842334A (en) * 1954-03-15 1958-07-08 Gen Motors Corp Control device
US3004720A (en) * 1958-09-24 1961-10-17 Bosch Gmbh Robert Fuel injection valve arrangement
US3415487A (en) * 1966-05-16 1968-12-10 North American Plastics Magnetic control valve with concentric coils
US3450353A (en) * 1966-10-20 1969-06-17 Bosch Gmbh Robert Electromagnetically actuated fuel injection valve for internal combustion engines
US3587547A (en) * 1969-07-09 1971-06-28 Ambac Ind Fuel injection system and apparatus for use therein
US3851635A (en) * 1969-05-14 1974-12-03 F Murtin Electronically controlled fuel-supply system for compression-ignition engine
US3961644A (en) * 1972-09-22 1976-06-08 Robert Bosch G.M.B.H. Flat seat valve, in particular, for the control of fuel metering devices
US3980058A (en) * 1973-03-28 1976-09-14 Nissan Motor Co., Ltd. Fuel feed control system of internal combustion engine
US4065096A (en) * 1976-07-01 1977-12-27 Graham-White Sales Corporation Solenoid-actuated valve
US4066046A (en) * 1974-07-29 1978-01-03 Mcalister Roy E Method and apparatus for fuel injection-spark ignition system for an internal combustion engine

Patent Citations (11)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US2579723A (en) * 1947-10-28 1951-12-25 United Aircraft Corp Magnetic device
US2842334A (en) * 1954-03-15 1958-07-08 Gen Motors Corp Control device
US3004720A (en) * 1958-09-24 1961-10-17 Bosch Gmbh Robert Fuel injection valve arrangement
US3415487A (en) * 1966-05-16 1968-12-10 North American Plastics Magnetic control valve with concentric coils
US3450353A (en) * 1966-10-20 1969-06-17 Bosch Gmbh Robert Electromagnetically actuated fuel injection valve for internal combustion engines
US3851635A (en) * 1969-05-14 1974-12-03 F Murtin Electronically controlled fuel-supply system for compression-ignition engine
US3587547A (en) * 1969-07-09 1971-06-28 Ambac Ind Fuel injection system and apparatus for use therein
US3961644A (en) * 1972-09-22 1976-06-08 Robert Bosch G.M.B.H. Flat seat valve, in particular, for the control of fuel metering devices
US3980058A (en) * 1973-03-28 1976-09-14 Nissan Motor Co., Ltd. Fuel feed control system of internal combustion engine
US4066046A (en) * 1974-07-29 1978-01-03 Mcalister Roy E Method and apparatus for fuel injection-spark ignition system for an internal combustion engine
US4065096A (en) * 1976-07-01 1977-12-27 Graham-White Sales Corporation Solenoid-actuated valve

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP0228578B1 (fr) * 1985-12-02 1991-09-25 Marco Alfredo Ganser Dispositif d'injection de combustible pour moteur à combustion interne

Also Published As

Publication number Publication date
EP0007330A1 (fr) 1980-02-06

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