WO1991008387A1 - Dispositif et methode pour modifier le reglage d'injection de carburant - Google Patents

Dispositif et methode pour modifier le reglage d'injection de carburant Download PDF

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Publication number
WO1991008387A1
WO1991008387A1 PCT/SE1990/000783 SE9000783W WO9108387A1 WO 1991008387 A1 WO1991008387 A1 WO 1991008387A1 SE 9000783 W SE9000783 W SE 9000783W WO 9108387 A1 WO9108387 A1 WO 9108387A1
Authority
WO
WIPO (PCT)
Prior art keywords
recess
rotational speed
fuel injection
timing
channel
Prior art date
Application number
PCT/SE1990/000783
Other languages
English (en)
Inventor
Nils Olof HÅKANSSON
Original Assignee
Ab Volvo
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 Ab Volvo filed Critical Ab Volvo
Priority to EP91900065A priority Critical patent/EP0504198B1/fr
Priority to DE69016457T priority patent/DE69016457T2/de
Publication of WO1991008387A1 publication Critical patent/WO1991008387A1/fr

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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
    • F02D1/16—Adjustment of injection timing
    • F02D1/18—Adjustment of injection timing with non-mechanical means for transmitting control impulse; with amplification of control impulse
    • F02D1/183—Adjustment of injection timing with non-mechanical means for transmitting control impulse; with amplification of control impulse hydraulic

Definitions

  • This invention relates to a method and a device for varying the timing of fuel injection, which device is intended to be connected to the fuel injection pump of an engine and by means of which the timing of the fuel injection is variable as a function of the rotational speed of the engine.
  • the timing of fuel injection at different rotational speeds for a diesel engine is the main factor that determines the degree of harmful emissions of exhaust gases from the engine.
  • the largest amount of nitrous oxides are produced at a relatively low rotational speed, when the combustion chamber has a relatively high temperature and the dwell time is quite large at that temperature, whereas the level of unburned hydrocarbons is highest at a high rotational speed, when the temperature in the combustion chamber is relatively low and the dwell time for the combustion is relatively low.
  • the main object of this invention is to provide a device for varying the timing of the fuel injection which eliminates existing disadvantages that are known in connection with the use of devices in accordance with the above, known type.
  • said rotational speed sensing device is located within said housing, co- rotating with one of said rotating parts, that said rotational speed sensing means comprises at least one balance member which is, at least radially, movably arranged within a recess, that a channel opens up into said recess, which channel communicates with said pressurized hydraulic fluid, that said recess communicates with a drainage channel and that said balance member comprises means which, dependent on the rotational speed will influence the flow through said channel, in accordance with the following claim 1.
  • Fig. 1 shows a preferred embodiment of the device for varying the timing of fuel injection in accordance with the invention, in a cross sectional view
  • Fig. 2 shows a first table representing the torque from an engine in relation to the rotational speed and a second table representing the characteristics of the control mechanism of the device in relation to the rotational speed.
  • the device for varying the timing of fuel injection which is shown in the figure presents a housing 1 in which an input shaft 3 and an output shaft 2 are rotatably arranged in bearings.
  • the input shaft 3 has an outer connection 31 which via a tooth-wheel (not shown) for which there is a hole 32 for an attachment screw, is intended to be powered by the crank shaft of a turbocharged diesel engine.
  • the output shaft 2 is intended to be connected to the fuel injection pump of the engine for powering it.
  • the two power-transmitting shafts 2, 3 are non-rotatably interconnected to each other by means of a power-transmitting device 5.
  • This device 5 interacts with each one of the shafts by means of angled splines 6, 7.
  • These angled splines 6, 7 are positioned in counteracting directions, so that an axial displacement of the power transmitting device 5 results in an angular re-positioning ⁇ between the shafts 2, 3.
  • This adjustment of the angle ⁇ leads to a change of the timing of fuel injection.
  • the angle of the splines is chosen to be so low that it is self braking during power-transmission.
  • the housing 1 is intended to be fitted on the engine by means of the flange 16. In order to ensure a sealed fitting thereof, there is a circular recess 17 on that side which is intended to face the engine, which recess is intended for an 0-ring (not show ). At one of its ends the housing 1 has inwardly directed flanges and at its other end it has a lid 12 acting as a axial bearing, in order to position the rotating parts therein. Furthermore, the housing 1 presents two input channels 10, 11 and one output channel 15 for input and output of oil respectively. This oil is partly intended to lubricate the contact surface between the inner surface 13 of the housing 1 and the peripheral surfaces of the rotating shafts 2, 3 but also for the axial displacement of the power- ransmitting device 5, which will be explained more in detail below.
  • One of the channels 10 leads to a peripherally positioned ring channel 33 of the input shaft 3. From this ring channel the oil is delivered further in an axial direction. In one of the directions this stream only provides lubrication and then disappears from the housing and returns to the engine. The oil which moves in the other direction will, amongst others, pass through the junction between the input shaft and the output shaft 2, to be able to move further inwardly in a radial direction towards the common recess which is delimited by the input shaft 2 and the output shaft 3. Said force transmitting device 5 is positioned within this latter recess.
  • the force transmitting device has an outwardly directed seal 51 which sealingly contacts the inner surface of the output shaft 3. Further, there is a bushing 4, arranged in said recess, which bushing has an axially inwardly directed rear end surface 44 determining one of the extreme positions of the force transmitting device 5.
  • the bushing 4 has a ring element 41 which is the support for a spring 45 which is encapsulated within the force-transmitting device 5. The object of this spring 45 is to act upon the force-transmitting device 5 with a continuous force which is directed to the right hand ⁇ :de of the shown figure.
  • the ring element 41 acts as an inner seal (supplementing seal 51) which seals against the oil that passes via the central whole 52. The oil that leaks through via the ring element 41 and via the outer way 34, is drained off through a hole 38 in the input shaft 3 and corresponding hole in the tooth wheel.
  • the output shaft 2 has, at its inner axial end, surface distance elements 81.
  • a tie-rod 9 is centrally located, whose function is to axially keep the input and the output shaft 3, 2 together as well as the parts 4, 5 which are positioned therebetween.
  • the rod 9 is attached by means of clamping partly in the central hole 36 of the input shaft and partly in the central hole 27 of the output shaft.
  • the output shaft 2 has two peripheral ring channels 20 and 28 respectively.
  • the first of these ring channels 20 is directly in connection with one of the channels 11 in the housing 1 and is accordingly directly supplied with oil. From this first ring channel 20 there is a radially extending hole 29 through which the oil can pass into said recess. From this recess it can communicate with the other ring channel 28 via a number of axial holes 21 and a number of radial holes 22 respectively, wherein each radial hole 22 is in communication with one axial hole 21. Furthermore, a certain amount of oil can be supplied by means of axial leakage between the housing 1 and the output shaft 2.
  • a number of similar radial holes 23 are arranged in an offset manner, (45° in the preferred embodiment) in relation to the first mentioned radial holes 22.
  • a pin 83 Within each one of these latter radial holes 23 is a pin 83.
  • the pin 83 is attached to a transversely directed cylindrical body 84.
  • the cylindrical body 84 which supplies an additional load, is positioned in a recess 24 that extends in an axial direction. This latter recess 24 has a diameter which essentially exceeds the diameter of the cylindrical body 84.
  • the channels are preferably arranged as axially directed grooves, which have their starting point somewhere beyond that place where the cylindrical body is arranged and which grooves then enlarge in a direction towards the outer end of the pin 83.
  • the pin 83 forms a sealing plug within the channel 23 when the cylindrical body 84 is positioned in its most peripheral position, whereas it provides large flow channels when the cylindrical body 84 is positioned in its inner most (most central) position.
  • the number of radial holes is eight (four 22 + four 23). Accordingly, the number of axial holes 21 is four.
  • the figure does not show this preferred embodiment but shows an output shaft 2 having six radial holes (three 22 + three 23) and three axial holes 21.
  • the readjustment of the angle between the input shaft and the output shaft is carried out in the following manner.
  • the force- transmitting device 5 is pushed as far as possible to the right by means of the force from the spring 45.
  • the angular difference between the input shaft 3 and the output shaft 2 is then zero.
  • the engine is started and oil pressure is built up and via channels 10, 11, is supplied to the housing 1 of the device for varying the timing of fuel injection.
  • the oil will not only lubricate all desired surfaces, but will also pass into the inner recess, via the junction 25/35 and the channel 29.
  • the oil can pass through the output shaft 2 in order to leave the housing 1 via the channel 15, by first passing the axial hole 21, and the radial channel 22 in order to reach the ring channel 28, from which it can freely flow through channels 23 into the recesses 24 which are communicating with the drainage hole 15.
  • the centrifugal force acting on the cylindrical body will start to balance the force which acts on the body due to the oil pressure via the ring channel 23.
  • a successively increased rotational speed now implies a successively increased pressure within the housing 1, approximately proportional to the square of the number of revolutions.
  • the force-transmitting device 5 will successively start to move to the left in the figure.
  • This movement of the piston is feasible, despite small piston areas, thanks to obtaining very short intervals of off loading of the torque (torque) shortly after each occasion of fuel injection.
  • This successive movement of the piston 5 results in, by means of said splines 6, 7, a successive change of the angular position between the shafts 2, 3 whereby a corresponding elastic rotational displacement of the rod 9 arises. Movement of the piston will take place until the piston reaches the second end position, i.e. until it contacts the end surface 44 of the bushing 4.
  • the angular difference between the input shaft 3 and the output shaft 2 is now maximal.
  • table 1 there is shown a diagram in which the x-axis relates to the rotational speed of the engine and the y-axis relates to the torque.
  • the plotted graph shows typical torque/rotational speed characteristics for a diesel engine.
  • Underneath said first diagram there is a second diagram where the x-axis also relates to the rotational speed of the engine having the same scale as the first diagram.
  • the Y-axis describes in this second diagram the angular position between the input shaft 3 and the output shaft 2.
  • the graph which is plotted shows how in a preferred embodiment it has been chosen to dimension the device in order to obtain most favourable emissions possible from an engine having torque/rotational speed characteristics according to diagram 1.
  • the angular difference between the two shafts is kept at a zero level (a) from starting up of the engine to a rotational speed which slightly exceeds the maximum torque. From this point the successive displacement of the angle between the input shaft and the output shaft will start to take place.
  • This successive increase of the angular difference is proportional to the rotational speed (almost linear) and accordingly it takes place in a continuous manner when the rotational speed increases continuosly, until the maximum angular difference (b) has been reached. In a preferred embodiment this latter transitional point is reached shortly before the rotational speed reaches the point when the engine has its maximum effect.
  • a progressive or linear spring, one or two springs, etc) of the spring 45 the length of the spring, the maximum space for movement of the body 5, etc.
  • the pretensioning of the spring 45 is appropriately varied by having different bushings 4 locating the ring element 41 at different heights.
  • the length of the stroke is appropriately varied by adaption of the thickness of the rear piece (44-42) of the bushing 4 and/or the thickness of the distance element 81.
  • the figure shows that the output shaft 2 is arranged with balance means 83, 84.
  • the skilled man will realize that the device can be adapted to have the balance means 83, 84 arranged on the input shaft 3 or on the piston 5.
  • the body 84 can then be made larger; to have oval or rectangular cross sectional areas instead of circular; to change the main direction of the channel 23 and the recess 24 respectively, (i.e. to not have them totally radial and axial respectively), etc.
  • the invention is not limited to its use in connection with diesel engines, but could also used together with for instance hesselman engines, etc.
  • the device could also be used the other way around, so that an early injection is obtained at an interval of a rotational speeds that is lower (n o -ni).

Landscapes

  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • High-Pressure Fuel Injection Pump Control (AREA)
  • Fuel-Injection Apparatus (AREA)
  • Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)
  • Output Control And Ontrol Of Special Type Engine (AREA)

Abstract

La présente invention décrit un dispositif et une méthode pour modifier le réglage d'injection de carburant dans un moteur à combustion. Ce dispositif comprend une structure (1) dans laquelle sont disposés coaxialement deux arbres (2, 3) joints en torsion au moyen de cannelures (6, 7) ainsi qu'un élément transmetteur de force (5). Lorsque ce dernier est déplacé sous l'influence d'un fluide hydraulique contenu dans ladite structure, les positions angulaires des arbres (2, 3) se trouvent réajustées. La structure (1) contient en outre un détecteur de rotations (83, 84) qui peut se déplacer en sens radial à l'intérieur d'une cavité (24), laquelle communique avec un fluide hydraulique sous pression. Le détecteur (83, 84) règle le débit du fluide au travers de la cavité (24) en fonction du nombre de rotations. Cette méthode vise à modifier le réglage d'injection de carburant à trois différents intervalles de vitesse de rotation.
PCT/SE1990/000783 1989-11-30 1990-11-28 Dispositif et methode pour modifier le reglage d'injection de carburant WO1991008387A1 (fr)

Priority Applications (2)

Application Number Priority Date Filing Date Title
EP91900065A EP0504198B1 (fr) 1989-11-30 1990-11-28 Dispositif pour modifier le reglage d'injection de carburant
DE69016457T DE69016457T2 (de) 1989-11-30 1990-11-28 Vorrichtung zum einstellen des kraftstoffeinspritz- zeitpunktes.

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
SE8904048-9 1989-11-30
SE8904048A SE465134B (sv) 1989-11-30 1989-11-30 Insprutningsomstaellare

Publications (1)

Publication Number Publication Date
WO1991008387A1 true WO1991008387A1 (fr) 1991-06-13

Family

ID=20377652

Family Applications (1)

Application Number Title Priority Date Filing Date
PCT/SE1990/000783 WO1991008387A1 (fr) 1989-11-30 1990-11-28 Dispositif et methode pour modifier le reglage d'injection de carburant

Country Status (5)

Country Link
EP (1) EP0504198B1 (fr)
AT (1) ATE117766T1 (fr)
DE (1) DE69016457T2 (fr)
SE (1) SE465134B (fr)
WO (1) WO1991008387A1 (fr)

Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE752266C (de) * 1936-05-10 1953-03-02 Saurer Ag Adolph Regelvorrichtung zum Verstellen des Einspritzzeitpunktes der Einspritzpumpe von Brennkraftmaschinen
DE1947618A1 (de) * 1968-09-28 1970-04-23 Fiat Spa Einspritzpumpe fuer Brennkraftmaschinen
EP0042368A1 (fr) * 1980-06-13 1981-12-23 Friedmann & Maier Aktiengesellschaft Dispositif de réglage du début de refoulement du combustible d'une pompe d'injection pour des moteurs à combustion interne
DE3332636A1 (de) * 1982-10-14 1984-04-19 Nissan Motor Co., Ltd., Yokohama, Kanagawa Vorrichtung zur einstellung der treibstoffeinspritzfolge fuer eine treibstoffeinspritzpumpe

Patent Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE752266C (de) * 1936-05-10 1953-03-02 Saurer Ag Adolph Regelvorrichtung zum Verstellen des Einspritzzeitpunktes der Einspritzpumpe von Brennkraftmaschinen
DE1947618A1 (de) * 1968-09-28 1970-04-23 Fiat Spa Einspritzpumpe fuer Brennkraftmaschinen
EP0042368A1 (fr) * 1980-06-13 1981-12-23 Friedmann & Maier Aktiengesellschaft Dispositif de réglage du début de refoulement du combustible d'une pompe d'injection pour des moteurs à combustion interne
DE3332636A1 (de) * 1982-10-14 1984-04-19 Nissan Motor Co., Ltd., Yokohama, Kanagawa Vorrichtung zur einstellung der treibstoffeinspritzfolge fuer eine treibstoffeinspritzpumpe

Also Published As

Publication number Publication date
ATE117766T1 (de) 1995-02-15
DE69016457D1 (de) 1995-03-09
SE465134B (sv) 1991-07-29
EP0504198B1 (fr) 1995-01-25
EP0504198A1 (fr) 1992-09-23
SE8904048D0 (sv) 1989-11-30
DE69016457T2 (de) 1995-07-13
SE8904048L (sv) 1991-05-31

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