WO2010082217A1 - Système d'injection de carburant pour un moteur à combustion interne - Google Patents

Système d'injection de carburant pour un moteur à combustion interne Download PDF

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Publication number
WO2010082217A1
WO2010082217A1 PCT/IN2009/000713 IN2009000713W WO2010082217A1 WO 2010082217 A1 WO2010082217 A1 WO 2010082217A1 IN 2009000713 W IN2009000713 W IN 2009000713W WO 2010082217 A1 WO2010082217 A1 WO 2010082217A1
Authority
WO
WIPO (PCT)
Prior art keywords
high pressure
fuel
pump
injection system
pressure
Prior art date
Application number
PCT/IN2009/000713
Other languages
English (en)
Inventor
George Anthony
Original Assignee
Bosch Limited
Robert Bosch Gmbh
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 Bosch Limited, Robert Bosch Gmbh filed Critical Bosch Limited
Publication of WO2010082217A1 publication Critical patent/WO2010082217A1/fr

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
    • 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
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/30—Controlling fuel injection
    • F02D41/38—Controlling fuel injection of the high pressure type
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/30—Controlling fuel injection
    • F02D41/38—Controlling fuel injection of the high pressure type
    • F02D41/40—Controlling fuel injection of the high pressure type with means for controlling injection timing or duration
    • F02D41/406—Electrically controlling a diesel injection pump
    • 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
    • F02M59/02—Pumps specially adapted for fuel-injection and not provided for in groups F02M39/00 -F02M57/00, e.g. rotary cylinder-block type of pumps of reciprocating-piston or reciprocating-cylinder type
    • F02M59/10—Pumps specially adapted for fuel-injection and not provided for in groups F02M39/00 -F02M57/00, e.g. rotary cylinder-block type of pumps of reciprocating-piston or reciprocating-cylinder type characterised by the piston-drive
    • F02M59/102—Mechanical drive, e.g. tappets or cams
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/30—Controlling fuel injection
    • F02D41/38—Controlling fuel injection of the high pressure type
    • F02D41/3809—Common rail control systems
    • F02D41/3836—Controlling the fuel pressure
    • F02D41/3845—Controlling the fuel pressure by controlling the flow into the common rail, e.g. the amount of fuel pumped
    • 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
    • F02M2200/00—Details of fuel-injection apparatus, not otherwise provided for
    • F02M2200/24—Fuel-injection apparatus with sensors
    • 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
    • Y02T10/40—Engine management systems

Definitions

  • the invention relates to a fuel injection system for an internal combustion engine.
  • the patent US 6,659,086 discloses one such fuel injection system.
  • the fuel injection system disclosed in the state of the art has for each cylinder of the engine, one fuel pump, one fuel injector and a line connecting the fuel pump and the fuel injector.
  • the fuel pump has a pump piston guided in a cylinder bore and driven in a reciprocating motion by a cam of a cam shaft of the engine.
  • the pump piston compresses the fuel in a pump chamber and delivers the fuel at a high pressure to the fuel injector.
  • the fuel injector has a valve body in which a piston like injection valve member is guided displacably in a bore.
  • the valve body in its end region towards the combustion chamber of the cylinder of the engine has injection openings through which the fuel is injected into the combustion chamber.
  • the fuel injection system in the prior art has a disadvantage that the fuel injector can not inject the fuel during non-delivery phase of the fuel pump.
  • the fuel is supplied to the fuel injector by the fuel pump only during the compression cycle of the fuel pump which is also referred as delivery phase. Further disadvantage is that for each cylinder of the engine, a separate high pressure pump is necessary.
  • Figure 1 shows a schematic view of the fuel injection system according to a first embodiment
  • Figure 2 shows a second embodiment of the invention
  • Figure 3 shows a cross section of a high pressure pump of the fuel injection system according to the invention
  • Figure 4 shows a cross section of another embodiment of a high pressure pump of the fuel injection system according to the invention
  • Figure 5 shows graphs of the pressure in a high pressure line of the fuel injection system according to the invention
  • FIG. 1 shows a schematic view of a fuel injection system according to a first embodiment of the invention.
  • the fuel injection system in the figure 1 comprises of a high pressure pump 10, a fuel injector 12 and an electronic control unit (ECU) 22.
  • a high pressure line 14 connects the high pressure pump 10 to the fuel injector 12.
  • the high pressure pump 10 has a primary inlet 16, a pressure sensor 18 and a pressure control valve 20 which can be a solenoid valve.
  • the pressure sensor 18 and the solenoid valve 20 are connected to the ECU 22 through the lines 26 and 24 respectively.
  • the high pressure pump 10 receives the fuel through the primary inlet 16 supplied from a fuel tank 32.
  • the pressure sensor 18 which is mounted either on the high pressure pump 10 or in the high pressure line 14 is continuously monitored by the ECU 22.
  • the solenoid valve 20 is operated by the ECU 22 to maintain a given pressure in the high pressure line 14.
  • the high pressure pump 10 receives the fuel at a lower pressure from the fuel tank 32 and delivers the fuel at high
  • the fuel injector 12 has an injection control valve 30 which is controlled by the
  • the ECU 22 Whenever the fuel is to be injected into the combustion chamber which is not shown, the ECU 22 operates the injector control valve 30 which will open a valve member located in the fuel injector 12 at the end which inside the combustion chamber. The opening of the valve member of the fuel injector 12 will result in the injection of fuel into the combustion chamber. The timing of the fuel injection and the amount of the fuel injected is controlled by the ECU 22.
  • FIG 1 the fuel injection system has only one fuel injector 12.
  • Figure 2 shows a second embodiment of the invention wherein the fuel injection system has a single high pressure pump 10 delivering fuel to two fuel injectors 12 in a two cylinder engine. The two fuel injectors 12 are connected to the high pressure pump 10 through separate high pressure lines 14. AU the other components of the fuel injection system are the same.
  • FIG. 3 shows a cross section of the high pressure pump 10 which has a pump housing 50.
  • the high pressure pump 10 is disposed radially to a cam 52 driven by a cam shaft 54.
  • the high pressure pump 10 has a piston 56 positioned radially relative to the cam 52, moving reciprocatively in a cylinder bore 58 and working on the fuel in a pump chamber 60.
  • the high pressure pump 10 receives the fuel at a low pressure from the fuel tank 32 through a primary inlet 16.
  • the primary inlet 16 is connected on the other end to a secondary inlet 62 which opens into the pump chamber 60.
  • the pump chamber 60 is connected to the fuel outlet which is not shown, through a check valve
  • the pump chamber 60 is provided with a return path 70 which is controlled by a valve member 72.
  • the valve member 72 is operated by a solenoid of the solenoid valve 20 which is controlled by the ECU 22.
  • the return path 70 returns the fuel to primary inlet 16 when a given pressure is reached in the high pressure line 14.
  • the piston 56 moves inside the cylinder bore 58 radially towards and away from the cam shaft 54 alternatively.
  • the spring 76 pulls the piston 56 radially towards the cam shaft 54.
  • the secondary inlet 62 is opened to the pump chamber 60.
  • the pressure in the pump chamber 60 decreases because of the piston 56 moving towards the cam shaft 54.
  • the difference in the pressure in the pump chamber 60 and the fuel outlet causes the check valve 64 to close.
  • the solenoid valve 20 is closed by the ECU 22. The opening of the secondary inlet 62 to the pump chamber 60 will cause the fuel to flow into the pump chamber 60.
  • the piston 56 Upon reaching the nearest point to the cam shaft 54, the piston 56 starts moving radially away from the cam shaft 54 because of the rotation of the cam 52. As the piston 56 moves away from the cam shaft 54, the piston 56 closes the secondary inlet 62. The fuel in the pump chamber 60 is compressed. This will increase the pressure in pump chamber 60 and the check valve 64 opens. The piston 56 causes the compression in the pump chamber 60 and the fuel rushes through the outlet which is not shown, under high pressure to the fuel injectors 12 through the high pressure line 14.
  • the ECU 22 has the pressure values computed and stored in a lookup table, required to be maintained in the high pressure line 14 for different engine parameters like engine speed, engine load etc.
  • the pressure required in the high pressure line 14 can also be computed dynamically by the ECU 22 based on engine parameters. And the amount of fuel that needs to be injected into the combustion cylinders is dependent on the engine parameters.
  • the ECU 22 keeps monitoring the pressure in the high pressure line 14 by means of the pressure sensor 18, with reference to a computed value. When the pressure in the high pressure line 14 reaches the computed value, the
  • ECU 22 opens the solenoid valve 20 so that fuel will start flowing to the primary inlet
  • the pressure in the high pressure line 14 is always maintained at a computed value so that the fuel is always available in the high pressure line 14 for the fuel injectors 12 to inject the fuel into the combustion chamber.
  • the fuel injectors 12 can inject the fuel in the combustion chamber even during non delivery phase of the high pressure pump 10.
  • FIG 4 shows another embodiment of the high pressure pump 10.
  • the pressure control valve 220 is also an inlet valve of the pump.
  • the pressure control valve 220 has a valve member 222 which closes and opens the inlet passage 202 for the pump chamber 60.
  • the valve member 222 is biased in the closing direction by a spring 224 which is located in the pump chamber 60.
  • the valve member 222 can be' moved in the opening direction against the force of the spring 224 by energizing of the solenoid via a rod 226.
  • the solenoid is not energized and the valve member 222 opens the inlet passage 202 to the pump chamber 60 due to the low pressure in the pump chamber 60.
  • the valve member 222 closes the inlet passage 202 and the check valve 64 is opened.
  • the fuel in the pump chamber 60 flows through the fuel outlet into the high pressure line 14.
  • ECU 22 energizes the solenoid in the pressure control valve 220.
  • the solenoid in the pressure control valve 220 opens the valve member 222 so that the fuel in the pump chamber 60 flows to the primary inlet 16 through the inlet passage 202.
  • Figure 5 shows the graphs of the pressure in the high pressure line 14 with respect to the cam motion.
  • the Y axis on the left hand side represents the cam lift in millimetres, and Y axis on the right side represents the pressure in the high pressure line 14 in bars.
  • the X axis represents the angular motion of cam, in degrees.
  • the graph 300 shows the cam profile i.e. cam lift versus cam angular motion.
  • the graphs 302, 306, 310 and 314 show different pressure levels in the high pressure line 14 versus the cam motion.
  • the 304, 308 and 312 represent the different pressure values computed by the ECU 22 based on engine parameters, which are used to cut off the fuel supply to the high pressure line 14. Here three fuel cut off points are shown only as examples. But based on the engine parameters, the ECU 22 can set different fuel cut off points under different conditions.
  • the points 316 and 318 are shown as example injection points where the fuel injectors 12 inject the fuel into the combustion chamber of the engine, 316 being the pilot injection and the 318 being the main injection. Based on the pump size and engine requirement multiple injections are possible.
  • the ECU 22 would compute the pressure to be maintained in the high pressure line 14 and this value is taken as fuel cut off point. From the graphs it is observed that as the cam lift increases the pressure in the high pressure line 14 keeps increasing. The ECU 22 keeps monitoring the pressure sensor 18 to find the pressure in the high pressure line 14. Once the pressure in the high pressure line 14 reaches the fuel cut off point, for example 304, the solenoid valve 220 is operated so that the valve member 222 opens. The remaining fuel from the pump chamber 114 returns to the primary inlet 16. At this point, if the fuel injector 12 does not inject the fuel into the combustion cylinder, the pressure in the high pressure line 14 is maintained except for a small leakage from fuel injector 12 to the return path which is not shown. This is shown by slight slanting of the lines 302, 306, 310 and 314.
  • the fuel injector 12 injects the fuel at point 316, as pilot injection, into the combustion chamber, the pressure reduces in the high pressure line 14. And with main injection 318 the pressure comes down further. In the next cycle of the cam rotation the pressure in the high pressure line is restored.
  • the fuel injection system maintains a given pressure in the high pressure line so that the fuel injectors can inject the fuel into the combustion cylinders at any time. This is achieved by having a pressure sensor mounted either on the high pressure pump or in the high pressure line and always monitoring the pressure sensor for a given pressure.
  • the electronic control unit operates the pressure control valve of the high pr-essure pump to maintain a given pressure in the high pressure line.
  • the fuel injection system has a single high pressure pump delivering fuel to a plurality of fuel injectors. This will reduce the cost of the fuel injection system.
  • the fuel injection system has plurality of fuel injectors connected to the high pressure pump through a separate high pressure line. This will maintain same pressure in all the high pressure lines.
  • the fuel injection system has an option of mounting a pressure sensor on the high pressure pump or on the high pressure line. This will provide flexibility for mounting the pressure sensor.

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

La présente invention concerne un système d'injection de carburant. Le système d'injection de carburant comprend une pompe haute pression (10), un injecteur de carburant (12) et un bloc de commande électronique ECU (22). Une conduite haute pression (14) relie la pompe haute pression (10) à l'injecteur de carburant (12). La pompe haute pression (10) est équipée d'un capteur de pression (18) et d'un robinet pressostatique, c'est-à-dire une électrovanne (20). Le capteur de pression (18) et l'électrovanne sont reliés au bloc de commande électronique (22) par l'intermédiaire de conduites (26) et (24), respectivement. La pompe haute pression (10) reçoit le carburant par l'orifice d'amenée (16) lequel carburant provient du réservoir de carburant (lequel n'est pas illustré dans le dessin). Le capteur de pression (18) qui est monté soi sur la pompe haute pression (10) soit sur la conduite haute pression (14) est surveillée en continu par le bloc de commande électronique (22). L'électrovanne (20) est actionnée par le bloc de commande électronique (22) afin de maintenir une pression donnée dans la conduite haute pression (14). La pompe haute pression (10) reçoit le carburant à une pression inférieure et fournit le carburant à une pression élevée.
PCT/IN2009/000713 2008-12-11 2009-12-09 Système d'injection de carburant pour un moteur à combustion interne WO2010082217A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
IN3100/CHE/2008 2008-12-11
IN3100CH2008 2008-12-11

Publications (1)

Publication Number Publication Date
WO2010082217A1 true WO2010082217A1 (fr) 2010-07-22

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Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP2634407A1 (fr) * 2012-02-29 2013-09-04 Volvo Car Corporation Système de détermination de positionnement d'arbre à cames
EP2719887A1 (fr) * 2012-10-12 2014-04-16 Continental Automotive GmbH Pompe d'injection de carburant

Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US6394072B1 (en) * 1990-08-31 2002-05-28 Yamaha Hatsudoki Kabushiki Kaisha Fuel injection device for engine
US20020170291A1 (en) * 2000-10-05 2002-11-21 Takashi Shirakawa Control of turbocharger
US6659086B2 (en) 2001-03-21 2003-12-09 Robert Bosch Gmbh Fuel injection apparatus for internal combustion engines
EP1788231A1 (fr) * 2005-11-16 2007-05-23 Hitachi, Ltd. Pompe haute pression pour carburant

Patent Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US6394072B1 (en) * 1990-08-31 2002-05-28 Yamaha Hatsudoki Kabushiki Kaisha Fuel injection device for engine
US20020170291A1 (en) * 2000-10-05 2002-11-21 Takashi Shirakawa Control of turbocharger
US6659086B2 (en) 2001-03-21 2003-12-09 Robert Bosch Gmbh Fuel injection apparatus for internal combustion engines
EP1788231A1 (fr) * 2005-11-16 2007-05-23 Hitachi, Ltd. Pompe haute pression pour carburant

Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP2634407A1 (fr) * 2012-02-29 2013-09-04 Volvo Car Corporation Système de détermination de positionnement d'arbre à cames
EP2719887A1 (fr) * 2012-10-12 2014-04-16 Continental Automotive GmbH Pompe d'injection de carburant

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