WO1982003891A1 - Dispositif reglable d'injection de carburant pour moteurs utilisant deux carburants - Google Patents

Dispositif reglable d'injection de carburant pour moteurs utilisant deux carburants Download PDF

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Publication number
WO1982003891A1
WO1982003891A1 PCT/US1981/000618 US8100618W WO8203891A1 WO 1982003891 A1 WO1982003891 A1 WO 1982003891A1 US 8100618 W US8100618 W US 8100618W WO 8203891 A1 WO8203891 A1 WO 8203891A1
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WIPO (PCT)
Prior art keywords
fuel
rotor
nozzle
control
fuel injection
Prior art date
Application number
PCT/US1981/000618
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English (en)
Inventor
Alexandre Goloff
Original Assignee
Alexandre Goloff
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 Alexandre Goloff filed Critical Alexandre Goloff
Priority to PCT/US1981/000618 priority Critical patent/WO1982003891A1/fr
Publication of WO1982003891A1 publication Critical patent/WO1982003891A1/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
    • F02M43/00—Fuel-injection apparatus operating simultaneously on two or more fuels, or on a liquid fuel and another liquid, e.g. the other liquid being an anti-knock additive
    • 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
    • F02M59/20—Varying fuel delivery in quantity or timing
    • F02M59/36—Varying fuel delivery in quantity or timing by variably-timed valves controlling fuel passages to pumping elements or overflow passages
    • F02M59/366—Valves being actuated electrically
    • 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
    • F02B3/00—Engines characterised by air compression and subsequent fuel addition
    • F02B3/06—Engines characterised by air compression and subsequent fuel addition with compression ignition

Definitions

  • This invention relates generally to a fuel injection apparatus for controlling injections of two or more fuels into cylinders of an internal combustion engine and more particularly to means for individually adjusting the durations and timings of such injections relative to each other.
  • a conventional diesel engine generally employs a single fuel pump for communicating high- pressure fuel to each cylinder thereof.
  • the fuel lines for communicating the fuel to the cylinders are normally quite long, which renders it nearly impossible to accurately tailor the required fuel delivery rates, which control the heat addition rates, in order to minimize BSFC (Brake Specific Fuel Consumption) and the amount of noxious emissions in the exhaust gases.
  • the column of fuel in each line exhibits a "softness" that precludes precise fuel injection, even assuming movement of the plunger of the fuel pump at an optimum rate.
  • the recently-developed and well-known UFIS system functions to increase engine efficiency by electronically sensing operational parameters of the engine and control fuel injection in response thereto. Since this system can yield constant, rising, or decreasing fuel delivery rates, it is adaptable to different types of combustion chambers and can be optimized for a particular engine application to provide optimum engine performance. However, since a particular UFIS is designed for a specific engine application and for the injection of a single fuel, it normally cannot be adjusted to accomodate different and/or multiple fuels, for example, without extensive hardware changes.
  • Adjustment of the quantity or duration of the fuel injections, as well as the timing of the respective injections, is desirably effected without having to change "hardware" in the system.
  • the present invention is an improvement thereover in that applicant has now discovered that by applying his adjustment principles to main fuel injection, a highly flexible and efficient system can be provided.
  • the system is not only capable of individually controlling the duration and timing of pilot and main fuel injections, but is further capable of overlapping the injections of two fuels during operation of the engine to minimize the BSFC and noxious emissions problem.
  • Different types of fuels can be thus utilized without the need for changing "hardware" in the system and without resorting to sophisticated hardware, such as unit injectors.
  • the adjustment principles herein may be applied to closely controlling the duration and timing of the further injection of a fluidized chemical, such as ammonia, preferably during the expansion stroke of the engine, in relation to pilot and main fuel injection.
  • a fluidized chemical such as ammonia
  • the present invention is directed to overcoming one or more of the problems as set forth above. Disclosure of Invention
  • a fuel injection system having a source of first and second fuels, first and second nozzle means, first and second pump means for communicating the fuels to the respective nozzle means, first rotary means for controlling pressurization of the first fuel in the first pump means to start and stop ejection of the first fuel through the first nozzle means in response to continuous rotation of the first rotary means, second rotary means for controlling pressurization of the second fuel in the second pump means to start and stop ejection of the second fuel through the second nozzle means in response to continuous rotation of the second rotary means, and first adjustment means for infinitely adjusting the quantity of the first fuel injected through the first nozzle means under control of said first rotary means and the timing of such injection in relation to injection of the second fuel through the second nozzle means, further includes the improvement comprising second adjustment means for infinitely adjusting the quantity of the second fuel injected through the second nozzle means under control of the second rotary means and the timing of such injection in relation to the injection of the first fuel through the first nozzle means.
  • a third adjustment means is provided for infinitely adjusting the quantity of ammonia injected through a third nozzle means under control of a third rotary means and the timing of such ammonia injection in relation to the injections of the first and second fuels.
  • the fuel injection system of this invention is thus highly flexible in that it can provide pilot-
  • the system has the ability to alter the duration or quantity and timing of the respective fuel injections during operation of the engine and in such a manner that BSFC and noxious emissions are minimized.
  • the system can be adjusted in this manner to accomodate different types of fuels without the need for changing hardware employed therein.
  • the third adjustment means can be added to the system to control the duration and timing of ammonia injection in relation to the injection of the other fuels.
  • Figure 1 schematically illustrates a fuel injection system including a fuel injection apparatus embodiment of the present invention and suitably sectioned for clarification purposes;
  • Figure 2 is a partially sectioned view illustrating an adjustment means for adjusting the duration and timing of a fuel injection cycle, the view being taken in the direction of arrows II-II in Figure 1;
  • Figure 3 schematically illustrates an electronic drive means for continuously rotating a rotor employed in the fuel injection apparatus
  • FIGS. 7A-7C graphically illustrate constant, rising, and falling fuel delivery rates employed in a UFIS (Universal Fuel Injection System), respectively;
  • FIGS. 8A-8E graphically illustrate various fuel delivery rates that can be achieved by utilizing the fuel injection apparatus of this invention
  • Figure 9 graphically illustrates the fuel delivery rates of a UFIS system employing pilot-main fuel injection
  • FIGS 10A-10C graphically illustrate various fuel injection rates for the fuel injection apparatus of this invention, employing pilot-main fuel injection and/or overlapping fuel injections therein;
  • FIG. 11 schematically illustrates further modifications to the fuel injection apparatus.
  • Figure 1 illustrates a fuel injection system 10 comprising a fuel injection apparatus 11 for controlling the ejection of first and second fuels through first and second nozzles 12 and 13, respectively.
  • the first fuel may constitute a pilot fuel, when needed, which exhibits a relatively high cetane rating for quick ignition prior to injection of the main fuel.
  • a third nozzle 14 may be employed in certain engine applications wherein it proves desirable to inject ammonia or the like into a cylinder during the expansion stroke of an engine.
  • a standard fuel source 15 communicates with a high-pressure first fuel pump 16 via a conduit 17. During the suction stroke of the pump, the source will supply a pumping cavity 18 thereof with the first fuel under a pressure of from 275.8 to 413.7 kPa, for example.
  • the pump further includes a reciprocal plunger 19 adapted to be continuously reciprocated during engine operation by a lobe 20 of an engine-driven camshaft 21.
  • a common conduit 22 communicates pumping cavity 18 with a first rotor means 23 of fuel injection apparatus 11 and nozzle 12.
  • First rotor means 23 functions to control the pressurization of fuel in pumping cavity 18 to both start and stop ejection of the first fuel through first nozzle 12 in response to continuous rotation of the first rotor means.
  • First rotor means 23 comprises an upper portion of a rotor 24, rotatably mounted in a stationary housing partially shown at 25, and a circumferential groove 26 formed on the rotor to communicate with conduit 22.
  • Groove 26 continuously communicates the pressurized first fuel in conduit 22 through a first cross-port 27 and a longitudinal passage 28, both formed in the rotor.
  • Passage 28 communicates with a second cross-port 29 to communicate the first fuel to a circumferential groove 30 that is interrupted by a trapezoidal-shaped blocking shoulder 31.
  • a first adjustment means 32 functions to precisely and infinitely adjust, within predetermined ranges, the duration or quantity of the first fuel injected through first nozzle 12 and the timing of such injection in relation to the injection of the second fuel through second nozzle 13.
  • First adjustment means 32 comprises an annular control sleeve 33, mounted on an upper end of rotor 24 for both axial and rotational adjustment thereon. Referring to Figure 2, axial adjustment of control sleeve 33, relative to rotor 24, is effected by a first control means 34, that may include a pair of lever arms 35 secured to a rotationally adjustable shaft 36 pivotally mounted on stationary housing 25, secured on the engine block.
  • each lever arm 35 terminates at a ball 37 that engages within an annular groove 38 formed externally on control sleeve 33.
  • first control means 34 will function to closely control the quantity of the first fuel injected through nozzle 12 during engine operation, i.e., to lengthen or shorten the duration of such injection.
  • a second control means 39 of first adjustment means 32 functions to selectively adjust the timing of fuel injection through nozzle 12 relative to the injection of the second fuel through nozzle 13.
  • Second control means 39 includes a link 40 attached to control sleeve 33 by a ball and socket connection 41 to selectively rotate the control sleeve relative to rotor 24.
  • control means 34 and 39 can be actuated independently or simultaneously, as required during engine operation.
  • the respective control means may be actuated manually to place control sleeve 33 in the desired axial and rotational positions, as dictated by the characteristics of a specific fuel and previous experience with such fuel or actuated by standard mechanical or hydro-mechanical governors.
  • the selected adjustment of control sleeve 33 may be accomplished by standard solenoids 42 that are integrated into an electronic control system, such as the well-known EEC (Electronic Engine Control) system.
  • EEC Electronic Engine Control
  • UFIS logic system Universal Fuel Injection System
  • solenoids 42 may be utilized to closely control the actuation of solenoids 42 to effect the desired axial and rotational positions of control sleeve 33 in response to engine operating parameters.
  • the UFIS system with suitable modification as required for a particular engine application, will read-out and interpret engine operating data, such as engine speed, boost or manifold pressure, engine temperature, ambient temperature, altitude, load, etc.
  • the system is normally powered by the battery system of the vehicle and requires relatively low milliamperage for operational purposes.
  • a drive means 44 for continuously rotating rotor 24 during engine operation could comprise an electrical drive motor or a suitable mechanical power- takeoff from a drive shaft of the engine (not shown), as is also well known in the arts relating hereto. Since electronic control means 43 and drive means 44 do not, per se, form part of this invention and are well known in the art, further discussion thereof is deemed unnecessary for a full understanding and practicing of this invention.
  • First rotor means 23 controls the pressurization of the first fuel in pumping cavity 18 of first pump means 16 to start and stop ejection of the first fuel through first nozzle 12 in response to continuous rotation of rotor 24.
  • Nozzle 12 is conventional and has a standard check valve arrangement (not shown) incorporated therein which will open when subjected to this relatively high fuel pressure to commence fuel injection into a particular cylinder of the engine.
  • Blocking shoulder 31 is preferably trapezoidally-shaped and tapered in an axial direction, as shown in Figure 1, to provide an abrupt opening and closing of spill passage 46 and to provide the selectively varied quantity or duration of fuel injection as dictated by the axial position of control sleeve 33 on rotor 24.
  • the inlet to drain passage 46 is also preferably trapezoidally-shaped (not shown) to further aid in such abrupt control.
  • one aspect of this invention is the provision of a second adjusting means 32' for precisely and infinitely adjusting, within a predetermined range, the duration or quantity of the second fuel injected through second nozzle 13 and the timing of such injection in relation to the injection of the first fuel through nozzle 12.
  • fuel control system 10 will exhibit a high degree of versatility in that nozzle 12 could be used for pilot injection purposes, whereas nozzle 13 could be used for main fuel injection purposes.
  • the injection cycles through nozzles 12 and 13 can be overlapped to provide a wide variety of injection characteristics, such as graphically shown in Figures 8A-8E and in Figures lOA-lOC.
  • Second adjustment means 32* is identical in construction and arrangement to first adjustment means 32 ( Figure 2) and comprises a control sleeve 33' mounted on a lower end of rotor 24 for axial and rotational adjustment relative thereto, under control of its first and second control means 34 and 39.
  • Second adjustment means 32' is associated with a second rotor means 48, comprising a circumferential groove 49 that is interrupted by a trapezoidally- shaped blocking shoulder having leading and trailing edges 51 and 52, respectively.
  • a high-pressure second fuel pump 53 has a pumping cavity 54 that communicates with groove 49 via a conduit 55, a circumferential groove 56 formed on rotor 24, a first cross port 57, a longitudinal passage 58, and a second cross port 59.
  • Plugs 60 may
  • Second pump 53 is adapted to be supplied with the second fuel under a pressure of from 275.8 to 413.7 kPa, for example, by a second fuel source 63 (reservoir, transfer pump, etc.) and a conduit 64.
  • Conduit 64 will communicate with pumping cavity 54 during the suction stroke of pump 53, under control of a compression coil spring 65 that biases a plunger 66 of the pump downwardly during such suction stroke.
  • first and second adjustment means 32 and 32* can be infinitely adjusted within predetermined ranges during engine operation to closely and precisely control the relative durations of fuel injections through nozzles 12 and 13, as well as the relative timing of
  • Third adjustment means 32'' is identical in construction and arrangement to above-described adjustment means 32 and 32' ( Figure 2) and comprises a control sleeve 33' ' mounted on common rotor 24 for axial and rotational adjustment movements relative thereto.
  • Control sleeve 33' ' is associated with a third rotor means 68 that controls the duration or quantity of ammonia ejected through nozzle 14 and the timing of such ammonia injection in relation to the injections of the first and second fuels through nozzles 12 and 13, respectively.
  • Third rotor means 68 comprises a circumferential groove 69, interrupted by a trapezoidally-shaped blocking shoulder 70 having leading and trailing edges 71 and 72, respectively.
  • ZE OMPI a compression coil spring.
  • piston 76 When the pressure in a control chamber 78 exceeds a predetermined level, such as 2,000 kPa, piston 76 will be urged leftwardly in Figure 1 to open needle valve 75 for ammonia injection purposes, preferably during the expansion stroke of the engine.
  • Second fuel source 63 communicates the second fuel to a second pumping cavity 79 of pump 53, via a branch conduit 80.
  • plunger 66 will close-off the outlet from conduit 80 and will pump fuel from chamber 79 to control chamber 78, via a conduit 81.
  • a pressure regulating valve 82 can be placed in conduit 81 to limit the pressure in chamber 78 to 2,000 kPa, for example.
  • control chamber 78 The downstream side of control chamber 78 is connected to groove 69 via a conduit 83, a circumferential groove 84 formed on rotor 24, a first cross port 85, longitudinal passage 86, and a second cross port 87.
  • ammonia injection through nozzle 14 will start when leading edge 71 of blocking shoulder 70 covers a spill passage 46' * , formed in control sleeve 33" * , and will stop when trailing edge 72 of the blocking shoulder uncovers the spill passage to vent control chamber 78.
  • the rotation of rotor 24 by drive means 44 to start and stop ammonia injection is, of course, timed in relationship to the rotation of camshaft 21 and the reciprocation of plunger 66 of pump 53.
  • third adjustment means 32' ⁇ can be suitably actuated to vary the quantity or duration of ammonia injection as well as the timed relationship thereof, relative to the injection of the first and second fuels through nozzles 12 and 13, respectively.
  • a separate adjustment means is provided for selectively varying the durations and timings of the first and second fuel injections as well as the ammonia injection.
  • Figures 4-6 schematically illustrate modifications to fuel injection apparatus 11 wherein identical numerals depict corresponding constructions and arrangements.
  • Figure 4 schematically illustrates longitudinal fluid passages 28', 58 *, and 86', which are offset relative to each other radially, in contrast to corresponding passages 28, 58, and 86 of Figure 1.
  • the latter passages are defined out of a single, continuous bore formed centrally through rotor 24 and isolated relative to each other by sealing plugs 60.
  • cross port 57' of second rotor means 48 and cross ports 84 ' and 85' of third rotor means 68 are also repositioned to accomodate their connections with offset passages 58' and 86*, respectively.
  • FIGS. 5 and 6 schematically illustrate modifications to fuel injection apparatus 11 wherein only adjustment means 32 and 32' ' are utilized to selectively adjust the quantities or durations of injections of the first fuel and the ammonia through nozzles 12 and 14 and the timings of such injections
  • Second rotor means 48 has been modified to comprise a pair of rotor means 48* and 48' ' for starting and stopping the injection of the second fuel, respectively.
  • rotor means 48' ' comprises a separate rotor having its groove 49' ' suitably connected to groove 49* of rotor 48* by a conduit 88.
  • high pressure conduit 55 is connected directly to groove 49' of rotor 48' .
  • high pressure inlet conduit 55 connected to pumping cavity 54 of pump 53 ( Figure 1), is connected in parallel to grooves 49' and 49' ' of rotors 48' and 48' ', via a conduit 89.
  • circumferential groove 49' of rotor 48' is connected to a second spill passage 46' .
  • FIG 11 schematically illustrates further modifications to fuel injection system 10, wherein identical numerals depict corresponding constructions and arrangements.
  • additional blocking shoulders 31', 50', and 70' are formed on rotor 24, diametrically opposite to blocking shoulders 31, 50, and 70, respectively.
  • Blocking shoulders 31 and 31* for example, need not be fully symmetrical since the control function is solely performed by blocking shoulder 31, which should be accurately machined.
  • Blocking shoulder 31' may comprise a simple shoulder which has approximately the same area facing the inside diameter of sleeve 33 as that of blocking shoulder 31.
  • the minor side thrust which might be effected on the rotor, as generated by spill port 46, can be compensated for by suitably adjusting the relative size of blocking shoulder 31' and its relative circumferential location on the rotor.
  • blocking shoulder 31' will not effect a second pilot fuel injection during a particular injection cycle since its blocking position will happen 180 cam degrees after such injection or 360 crank degrees thereafter (assuming that cam shaft 21 rotates at one-half the speed of the crankshaft for a four cycle engine).
  • the respective cam followers are on the base circle of the cam and are not moving upwardly at all, and are thus not delivering fuel whereby the blocking position of second shoulder 31' has no effect.
  • Figure 1 further illustrates a system or shut-off means for automatically shutting-down the engine in the event of an electrical failure.
  • the system can comprise a solenoid-actuated needle valve 90 connected to main fuel nozzle 13 and/or pilot fuel nozzle 12.
  • Each valve includes a standard solenoid plunger 91 having a needle 92 secured thereto.
  • the solenoid is normally electrically energized to block communication of conduit 55 with the reservoir.
  • a compression coil spring 93 will function to open the valve and vent conduit 55 to prevent fuel ejection by nozzle 13, in the event of an electrical power failure deenergizing the solenoid of the valve.
  • the solenoid can be of the high inductance type (since response time is not critical) having a large number of turns and low amperage to provide the high ampere -turns needed to supply the relatively large force
  • valve 90 may be associated with pilot fuel nozzle 12 to prevent the engine from running on pilot fuel alone.
  • a rotary solenoid valve (not shown) could be incorporated into conduit 64, which communicates transfer pump 63 with pumping cavity 54 of pump 53. The latter valve could be electrically actuated to normally permit such communication and would be deactivated or closed to prevent such communication and a return of the fuel to the reservoir via the standard return check valve built into the transfer pump, in the event of an electrical failure.
  • a standard lube oil supply 94 can be added to the system, particularly when one or more of the fuels utilized lacks the desired lubricity, e.g., alchohol.
  • check valves 95, 96, and 97 have been added in spill passages 46, 46', and 46'*, respectively. The check valves will cooperate with standard check valves 98 and 99 and valve 82, respectively, to provide means for controlling the residual fuel pressures in the lines connected to the respective nozzles.
  • Fuel injection apparatus 11 of Figure 1 is particularly applicable to fuel control systems utilizing dual fuel injections through two or more nozzles and wherein it is desirable to closely control the durations and relative timings of such injections to minimize BSFC and/or noxious emissions.
  • first fuel source 15 may comprise an easily ignitable or high-cetane fuel for pilot injection
  • source 63 may comprise a less easily ignitable or relatively low-cetane fuel for main injection.
  • staged pilot-main injection sequence One purpose for this staged pilot-main injection sequence is to conserve petroleum-based fuels and to facilitate the use of other fuels, such as syncrudes, shale oil, methanol, other types of alchohols, mixtures of low- cetane fuels, etc.
  • rotor 24 can be continuously rotated by a mechanical drive means 44, preferably at a constant speed, to provide the sequential pilot and main fuel injections through nozzles 12 and 13, respectively.
  • Adjustment means 32 and 32' can be suitably actuated, as required during engine operation, to move control sleeves 33 and 33' to their desired axial and rotational positions relative to rotor 24, whereby the required durations and timings of the pilot and main injections can be effected.
  • FIGS 7A-7C graphically illustrate constant, rising, and falling fuel delivery rates, respectively, for a classical UFIS system.
  • R represents the rate of fuel injection
  • T represents the time period or duration of fuel injection.
  • Figure 8A graphically depicts fuel injection through only a nozzle 12 or 13 and the capability of fuel injection apparatus 11 to provide a constant delivery rate of one fuel, corresponding to Figure 7A for the UFIS system.
  • Figure 8B illustrates an overlapping of the injections of the first and second fuels F and F* through nozzles 12 and 13, respectively, and wherein the first fuel is injected for slightly more than one-half the total duration (T/2) and the second fuel is injected for slightly more than the remaining duration of fuel injection (T'/2)»
  • Figure 8C illustrates that by injecting both the first and second fuels F and F' at the same time, the fuel delivery rate can be doubled and that twice the amount of fuel can be delivered in the identical time periods or durations T and T' for the respective fuels.
  • both the first and second fuels will be injected only through the time period T/2.
  • the operator can accomplish the same with either the same or different fuels. If two different fuels are used ' with one having a high cetane rating, i.e., good ignition qualities, one fuel can then provide for the ignition of the other f el.
  • first fuel F is utilized as a true (high cetane) pilot fuel, it could be injected for a lesser time than T/2, resulting in a conservation of the high-cetane fuel
  • Figure 8D illustrates that first fuel F can be injected throughout the full duration T, whereas second fuel F' can be injected only during the second half of the full duration (T*/2) or any portion thereof, depending on the particular engine application.
  • This ability to closely control and overlap the fuel injections by proper adjustment of adjustment means 32 and 32* enables the operator, even during engine operation, to provide a generally rising fuel delivery rate 0-0 that is functionally the same as that shown in Figure 7B for the UFIS system.
  • the injection process can simply involve two nozzles or one nozzle fed by two separate fuel pumps through suitably arranged check valves and rotary controls, such as rotor means 23 and 48 ( Figure 1). If the first fuel constitutes an expensive, high- cetane fuel, and the second fuel constitutes a less expensive syncrude having poor ignition qualities, approximately thirty-three percent (33%) of the first fuel can be saved by injecting the second fuel for one- half the total duration of injection.
  • the second fuel can be ignited with a spark, such as methyl alcohol, then a spark or its
  • ⁇ -TEA ⁇ T equivalent can be added to the system to ignite the fuel, making it unnecessary to inject high-cetane fuel.
  • the first and second fuels could then comprise alcohol (s) or the first fuel could comprise alcohol whereas the second fuel could comprise a low-cetane syncrude.
  • the starting of the injections of the first and second fuels can occur simultaneously or nearly so with injection of the first fuel terminating at the halfway point of duration, for example, and the second or lower-cetane fuel continuing throughout the duration of fuel injection, as depicted in Figure 8E.
  • the general fuel delivery rate will thus approximate line P-P in Figure 8E, which functionally equates to the falling fuel delivery rate shown in Figure 7C for the UFIS system.
  • the first fuel could thus provide ignition for the second fuel, assuming that the first fuel has a higher cetane number for this purpose. If both of the fuels are alcohol based, then a spark or its equivalent would be required, as suggested above.
  • FIG 9 illustrates pilot-main fuel injection utilizing the UFIS system and wherein the same fuel F is used for both pilot and main injection.
  • fuel injection apparatus 11 is capable of using different fuels F and F* for the pilot and main injection and is further capable of varying and even overlapping the duration of pilot injection (t) relative to the duration of main injection (T), as shown in Figure 10A.
  • Figure 10B illustrates a form of pilot-main injection, utilizing fuel control apparatus 11, wherein the injection of the first or pilot fuel is terminated while the injection of the second or main fuel is starting. Assuming the same delivery rates for both pilot and main injection, the total delivery rate is double that of the individual pumps 16 and 53 ( Figure 1). Again, if the first fuel is classed as a high-cetane fuel and turns out to be a high-octane fuel, such as alchohol, then a spark or its equivalent will be required.
  • fuel injection apparatus 11 has application to systems employing in ⁇ line fuel pumps (pumps 16 and 53 in Figure 1), unit pumps, unit injectors, distributor pumps, and "common rail" systems.
  • the main reason therefor is that rotor 24 only controls the durations and timings of the respective injections downstream of the source of pressurized fuels.
  • pumps 16 and 53 could be combined with nozzles 12 and 13, respectively, to thus provide two separate unit injectors per cylinder.
  • One of the unit injectors could carry both control rotor 24 and associated hardware with a short fuel conduit connecting the two nozzles.
  • the basic system comprising rotor means 23 and 48, associated with adjustment means 32 and 32', may have the ammonia injection apparatus added thereto in applications wherein it -is desirable to minimize the concentrations of nitrogen oxides.

Abstract

Les systemes d'injection conventionnels pour les moteurs diese1 sont a l'origine de problemes d'emission et de BSFC (consommation specifique de carburant au frein). Le systeme UFIS (systeme universel d'injection de carburant) permet de reduire partiellement ces problemes en commandant electroniquement l'injection du carburant en reponse aux parametres de fonctionnement du moteur, mais est limite a l'utilisation d'un seul carburant et requiert des modifications importantes du materiel pour de differentes applications du moteur. Le systeme d'injection du carburant (10) de la presente invention permet d'obtenir un dispositif (11) pouvant commander le commencement et l'arret de l'injection de deux ou plusieurs carburants (F, F') de maniere sequentielle ou simultanee en reponse a la rotation continue d'un ou plusieurs rotors de commande (23, 48). Un dispositif de reglage (32, 32') est associe au rotor (23, 48) pour regler la quantite et/ou les durees des injections separees de carburant ainsi que leur synchronisation l'une par rapport a l'autre. Un autre rotor et un dispositif de reglage separes peuvent etre utilises pour commander la duree et la synchronisation de l'injection ulterieure d'un produit chimique a l'etat fluide, tel que de l'ammoniac, dans des applications du moteur dans lesquelles de hautes concentrations d'oxydes d'azote sont predominantes.
PCT/US1981/000618 1981-05-04 1981-05-04 Dispositif reglable d'injection de carburant pour moteurs utilisant deux carburants WO1982003891A1 (fr)

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Cited By (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
FR2536461A1 (fr) * 1982-11-23 1984-05-25 Deutsche Forsch Luft Raumfahrt Procede et dispositif d'injection de carburants alcools, en particulier avec des moteurs diesel a injection directe
FR2536462A1 (fr) * 1982-11-23 1984-05-25 Deutsche Forsch Luft Raumfahrt Dispositif d'injection pour carburants alcools, en particulier pour des moteurs diesel a injection directe
GB2147954A (en) * 1983-10-11 1985-05-22 Lucas Ind Plc Fuel pumping apparatus
US4530324A (en) * 1982-10-14 1985-07-23 Nissan Motor Company, Limited Fuel injection pump for an internal combustion engine
US5711270A (en) * 1996-01-15 1998-01-27 Man B&W Diesel A/S Method of controlling the fuel supply to a diesel engine which by high-pressure injection may be supplied with both fuel oil and fuel gas, and a high-pressure gas injection engine of the diesel type

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US4241714A (en) * 1979-06-25 1980-12-30 General Motors Corporation Solenoid valve controlled fuel injection pump
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US3405700A (en) * 1965-06-01 1968-10-15 Bosch Gmbh Robert Fuel injection pump
US3416506A (en) * 1965-09-14 1968-12-17 Sulzer Ag Apparatus for injection of fuel into piston-type internal combustion engines
US3435811A (en) * 1967-06-14 1969-04-01 Int Harvester Co Multiple injection fuel pump
US3851635A (en) * 1969-05-14 1974-12-03 F Murtin Electronically controlled fuel-supply system for compression-ignition engine
US4132201A (en) * 1973-10-03 1979-01-02 Eaton Corporation Metering valve for fuel injection
US3999529A (en) * 1975-05-19 1976-12-28 Stanadyne, Inc. Multiple plunger fuel injection pump
US4223642A (en) * 1976-12-15 1980-09-23 Yoshinori Okubo Method for improving the combustion efficiency of hydrocarbon fuel in the internal combustion engine
US4180039A (en) * 1977-05-12 1979-12-25 Nippon Soken, Inc. Fuel injection system for an internal combustion engine
US4241714A (en) * 1979-06-25 1980-12-30 General Motors Corporation Solenoid valve controlled fuel injection pump
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Publication number Priority date Publication date Assignee Title
US4530324A (en) * 1982-10-14 1985-07-23 Nissan Motor Company, Limited Fuel injection pump for an internal combustion engine
FR2536461A1 (fr) * 1982-11-23 1984-05-25 Deutsche Forsch Luft Raumfahrt Procede et dispositif d'injection de carburants alcools, en particulier avec des moteurs diesel a injection directe
FR2536462A1 (fr) * 1982-11-23 1984-05-25 Deutsche Forsch Luft Raumfahrt Dispositif d'injection pour carburants alcools, en particulier pour des moteurs diesel a injection directe
GB2147954A (en) * 1983-10-11 1985-05-22 Lucas Ind Plc Fuel pumping apparatus
US5711270A (en) * 1996-01-15 1998-01-27 Man B&W Diesel A/S Method of controlling the fuel supply to a diesel engine which by high-pressure injection may be supplied with both fuel oil and fuel gas, and a high-pressure gas injection engine of the diesel type

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