WO1998007979A1 - Kraftstoffeinspritzaggregat für dieselmotoren - Google Patents
Kraftstoffeinspritzaggregat für dieselmotoren Download PDFInfo
- Publication number
- WO1998007979A1 WO1998007979A1 PCT/AT1997/000189 AT9700189W WO9807979A1 WO 1998007979 A1 WO1998007979 A1 WO 1998007979A1 AT 9700189 W AT9700189 W AT 9700189W WO 9807979 A1 WO9807979 A1 WO 9807979A1
- Authority
- WO
- WIPO (PCT)
- Prior art keywords
- chamber
- bore
- nozzle
- pin
- pump piston
- Prior art date
Links
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
- F02M55/00—Fuel-injection apparatus characterised by their fuel conduits or their venting means; Arrangements of conduits between fuel tank and pump F02M37/00
- F02M55/001—Pumps with means for preventing erosion on fuel discharge
-
- 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
- F02M57/00—Fuel-injectors combined or associated with other devices
- F02M57/02—Injectors structurally combined with fuel-injection pumps
-
- 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
- F02M59/24—Varying fuel delivery in quantity or timing with constant-length-stroke pistons having variable effective portion of stroke
- F02M59/243—Varying fuel delivery in quantity or timing with constant-length-stroke pistons having variable effective portion of stroke caused by movement of cylinders relative to their pistons
Definitions
- the invention relates to a fuel injection unit for each cylinder of a diesel engine, consisting of a housing, a controllable piston pump and an adjoining injection nozzle with a nozzle chamber, the housing having a fuel supply chamber fed from the outside and a return opening leading to the outside, the piston pump has a pump piston sleeve with at least one control opening, which is mounted in a longitudinally displaceable manner and is guided on a stationary, coaxial pin, and wherein the pin contains a first longitudinal bore leading from the interior of the pump piston sleeve to the injection nozzle.
- the pump piston liner can be rotated, for example to control the injection quantity; to control the start of injection, it is also inevitably displaceable in the axial direction.
- a fuel inlet space which must be separated from the space above which contains the adjusting elements and lubricating oil.
- This seal is problematic since it must be absolutely leak-tight even when the fuel pressure is strongly pulsating when the delivery stroke is stopped. It therefore suffers from wear and from friction losses, which increase the actuating force.
- in the inlet space but also in the nozzle space underneath in places of low flow velocity form in closed pockets and in places of higher temperature, gas or air bubbles. The result is irregular pump delivery and therefore uneven engine running.
- This construction also requires impact protection to protect the inner wall of the housing from erosion.
- the invention is therefore based on the object of eliminating these deficiencies and improving the sealing and flow through a pump nozzle.
- the pump piston liner is tightly surrounded by a sealing sleeve, which forms a closed sealing space with the outer wall of the pump piston liner, into which the control opening opens at the top and a first transverse bore of the pump piston liner opens below; that for the second the pin has a second longitudinal bore, which is in flow connection on the one hand with the fuel supply space and on the other hand via the first transverse bore with the sealing space, and that thirdly the sealing space is in flow connection with the return opening via a second transverse bore and a third longitudinal bore in the pin .
- the fuel therefore flows from the fuel supply chamber through the second longitudinal bore in the pin and the sealing chamber into the working chamber in the pump piston liner.
- the fuel jet generated during the shutdown flows from the connection space via the second transverse bore and a third longitudinal bore in the pin to the return opening.
- This avoids the problematic seal between the pump piston liner and the housing and its function is taken over by the high-pressure seal between the inner surface of the pump piston liner and the journal.
- This is a cylinder surface of small diameter without sealing rings and with a long guide length, which is also hydrodynamically lubricated by a leakage flow that is not significant in terms of quantity. Therefore, the forces that arise are small.
- Another advantage is that there are no more dead areas on the flow path described there are steam or air bubbles.
- the fluctuating pressure in the return line can no longer exert disruptive forces on the displaceable pump piston liner.
- the third longitudinal bore in the pin opens into the nozzle space, which nozzle space is connected to the return through an opening in the housing (claim 2).
- the nozzle area is included in the fuel flow.
- the formation of steam or air bubbles is also prevented in this, and cooling is also provided, which counteracts the formation of steam bubbles.
- the pin is part of an intermediate plate which has a channel which establishes the connection between the fuel supply space and the second longitudinal bore of the pin (claim 3).
- the intermediate plate ensures a separation of the pump chamber and the nozzle chamber, which means that the nozzle chamber is also forced to flow through.
- the nozzle chamber consists of two spring chambers separated by a wall and the wall has a through hole, the third longitudinal hole opening into a spring chamber and the return opening being arranged at the highest point of the other spring chamber (claim 4), is for proper flow guidance taken care of and the absence of any pockets in which gas bubbles could collect. Because naturally the third longitudinal bore opens at the highest point of one spring chamber.
- the pump piston liner in the connection space is surrounded by a tubular throttle plate which has a throttle bore above the control opening (claim 5).
- a tubular throttle plate which has a throttle bore above the control opening (claim 5).
- the longitudinally displaceable and possibly also rotatable pump piston sleeve is supported on the intermediate plate by means of a plate spring (claim 6).
- a plate spring (claim 6).
- the low overall height of a disc spring allows the spigot to be given a large guide length with a low overall height.
- the inevitable connection between the pump piston liner and its adjusting means can be dispensed with, since the resetting takes place by spring force. This is also relevant to safety because the pump piston liner is returned to the lowest delivery position by spring force if the actuator fails.
- Fig. 1 A longitudinal section through a pump nozzle according to the invention
- Fig. 2 A detail from Fig. 1, enlarged
- Fig. 3 A cross section according to III-III in Fig. 2.
- the housing of a pump nozzle is designated 1. It consists of a pump housing 2 and a nozzle holder 3 screwed to it, the lower edge of which holds an injection nozzle 4.
- a piston pump 5 which is formed by a pump piston liner 6, which can be adjusted up and down and optionally also rotated.
- its upper part is provided with an adjustment toothing 7, in which a control rod 8 engages.
- control rod 8 is shifted normally to the image plane to adjust the delivery rate. ben and rotated to adjust the start of spraying about an axis normal to the image plane.
- control surface 9 which causes the pump piston liner to be raised and lowered via an angle lever 10.
- a plate spring 12 acts, which counteracts the lowering.
- the piston pump 5 also includes a pump piston 16, which is actuated in a known manner by a tappet, on which a camshaft (not shown) acts, and which has control surfaces in a known manner which, in cooperation with control openings 17, determine the start and end of the injection.
- a pin 20 projects with a very fine fit.
- This is either part of an intermediate plate 21 or firmly connected to this.
- the intermediate plate 21 is sealingly fitted into the housing 1 of the pump nozzle, more precisely: the nozzle holder.
- the housing 1, in particular the nozzle holder 3 has a fuel outlet 22 above the intermediate plate 21, or several such openings distributed over the circumference, which lead into an annular fuel supply chamber 23.
- at least one return opening 24 is arranged in the same way, through which non-injected fuel flows back into corresponding collecting channels, not shown, of the engine block.
- the return opening 24 leads out of a, in this case annular, nozzle space 25.
- the intermediate plate 21 and the lower part of the nozzle holder 3 form the nozzle chamber 25.
- a nozzle body 30 with an attachment 31 which forms a wall 32 with a through hole 33.
- the thickness of wall 32 differs over the circumference, at its thickest point it is penetrated by pressure bore 38 leading to nozzle body 30, to which fuel is supplied from working space 18 via first longitudinal bore 39 and a transverse offset 40.
- the pump piston liner 6 is surrounded over most of its length by a sealing sleeve 50 which, with a lower ring 51 and an upper ring 52, sits tightly on the outer wall of the pump piston liner 6 and thus forms a sealing space 53 with the latter.
- a first transverse bore 54 leads therein, which is connected to the fuel supply space 23 via an annular channel 55 and a channel 56 in the intermediate plate 21.
- a second longitudinal bore 57 is provided in the pin 20. It is a blind bore, the opening of which is either closed by a plug (not shown) or closed by being pressed into the intermediate plate 21.
- the control opening (s) also open into the sealing space 53.
- the pump piston liner 6 is further penetrated by a second transverse bore 58, which leads from the sealing space 53, possibly again via an annular channel 61, to a third longitudinal bore 59 in the pin 20. At 60, this opens into the first spring chamber 35.
- the pump piston liner 6 is still surrounded in the sealing space 53 by a tight-fitting tubular throttle plate 63, the throttle bore 64 of which breaks the energy of the fuel flowing through the control openings 17 during shutdown and thus protects the sealing sleeve 50 against erosion.
- the flow path of the fuel is thus the following: from the fuel inlet opening 22 into the fuel supply chamber 23, from there through the channel 56 into the second longitudinal bore 57; from the second longitudinal bore 57 through the first transverse bore 54 in the sealing chamber 53 and finally through the control openings 17 into the working space 18.
- This flow is brought about by the admission pressure produced by a fuel supply pump, not shown.
- excess fuel shoots back through the control openings 17 into the sealing chamber 53 and from there through the second transverse bore 58 into the third longitudinal bore 59.
Landscapes
- Engineering & Computer Science (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Mechanical Engineering (AREA)
- General Engineering & Computer Science (AREA)
- Fuel-Injection Apparatus (AREA)
Abstract
Description
Claims
Priority Applications (3)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
EP97935352A EP0920582A1 (de) | 1996-08-23 | 1997-08-20 | Kraftstoffeinspritzaggregat für dieselmotoren |
US09/242,773 US6102006A (en) | 1996-08-23 | 1997-08-20 | Fuel injection system for diesel motors |
JP10510167A JP2000516318A (ja) | 1996-08-23 | 1997-08-20 | ディーゼル機関のための燃料噴射アセンブリー |
Applications Claiming Priority (2)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
ATA1513/96 | 1996-08-23 | ||
AT0151396A AT409787B (de) | 1996-08-23 | 1996-08-23 | Kraftstoffeinspritzaggregat für dieselmotoren |
Publications (1)
Publication Number | Publication Date |
---|---|
WO1998007979A1 true WO1998007979A1 (de) | 1998-02-26 |
Family
ID=3515317
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
PCT/AT1997/000189 WO1998007979A1 (de) | 1996-08-23 | 1997-08-20 | Kraftstoffeinspritzaggregat für dieselmotoren |
Country Status (5)
Country | Link |
---|---|
US (1) | US6102006A (de) |
EP (1) | EP0920582A1 (de) |
JP (1) | JP2000516318A (de) |
AT (1) | AT409787B (de) |
WO (1) | WO1998007979A1 (de) |
Families Citing this family (2)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
CN202325957U (zh) * | 2011-10-20 | 2012-07-11 | 重庆红江机械有限责任公司 | 一种高压高喷射率单体式喷油泵 |
NL1041155B1 (nl) * | 2015-01-23 | 2017-01-05 | Johan Willem Maria Nooijen Paul | Dualfuel injector en methodes. |
Citations (3)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
GB545847A (en) * | 1939-12-21 | 1942-06-16 | Bolinder Munktell | Improvements in fuel pumps for internal combustion engines |
DE3325479A1 (de) * | 1982-07-14 | 1984-01-19 | Steyr-Daimler-Puch AG, 1011 Wien | Kraftstoff-einspritzaggregat fuer je einen zylinder eines dieselmotors |
DE3506081A1 (de) * | 1984-03-08 | 1985-09-19 | Steyr-Daimler-Puch Ag, Wien | Kraftstoff-einspritzaggregat fuer je einen zylinder eines dieselmotors |
Family Cites Families (2)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
US5299738A (en) * | 1992-09-16 | 1994-04-05 | Cummins Engine Company, Inc. | High pressure fuel injector with cushioned plunger stop |
JP3369015B2 (ja) * | 1994-12-15 | 2003-01-20 | 株式会社日本自動車部品総合研究所 | 内燃機関のコモンレール式燃料噴射装置 |
-
1996
- 1996-08-23 AT AT0151396A patent/AT409787B/de not_active IP Right Cessation
-
1997
- 1997-08-20 JP JP10510167A patent/JP2000516318A/ja not_active Ceased
- 1997-08-20 WO PCT/AT1997/000189 patent/WO1998007979A1/de not_active Application Discontinuation
- 1997-08-20 US US09/242,773 patent/US6102006A/en not_active Expired - Fee Related
- 1997-08-20 EP EP97935352A patent/EP0920582A1/de not_active Withdrawn
Patent Citations (4)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
GB545847A (en) * | 1939-12-21 | 1942-06-16 | Bolinder Munktell | Improvements in fuel pumps for internal combustion engines |
DE3325479A1 (de) * | 1982-07-14 | 1984-01-19 | Steyr-Daimler-Puch AG, 1011 Wien | Kraftstoff-einspritzaggregat fuer je einen zylinder eines dieselmotors |
DE3325479C2 (de) | 1982-07-14 | 1992-07-02 | Steyr-Daimler-Puch Ag, Wien, At | |
DE3506081A1 (de) * | 1984-03-08 | 1985-09-19 | Steyr-Daimler-Puch Ag, Wien | Kraftstoff-einspritzaggregat fuer je einen zylinder eines dieselmotors |
Also Published As
Publication number | Publication date |
---|---|
ATA151396A (de) | 2002-03-15 |
EP0920582A1 (de) | 1999-06-09 |
JP2000516318A (ja) | 2000-12-05 |
AT409787B (de) | 2002-11-25 |
US6102006A (en) | 2000-08-15 |
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