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WO2019126858A1 - Agencement pour un système d'injection de carburant pour moteurs diesel - Google Patents

Agencement pour un système d'injection de carburant pour moteurs diesel Download PDF

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Publication number
WO2019126858A1
WO2019126858A1 PCT/BR2018/050484 BR2018050484W WO2019126858A1 WO 2019126858 A1 WO2019126858 A1 WO 2019126858A1 BR 2018050484 W BR2018050484 W BR 2018050484W WO 2019126858 A1 WO2019126858 A1 WO 2019126858A1
Authority
WO
WIPO (PCT)
Prior art keywords
high pressure
cvu
fuel
pump
arrangement
Prior art date
Legal status (The legal status 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 status listed.)
Ceased
Application number
PCT/BR2018/050484
Other languages
English (en)
Inventor
Avelino Elias MARTINS DE SOUZA
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Robert Bosch Ltda
Original Assignee
Robert Bosch Ltda
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
Priority claimed from BR102017028267-8A external-priority patent/BR102017028267B1/pt
Application filed by Robert Bosch Ltda filed Critical Robert Bosch Ltda
Publication of WO2019126858A1 publication Critical patent/WO2019126858A1/fr
Anticipated expiration legal-status Critical
Ceased legal-status Critical Current

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
    • F02M55/02—Conduits between injection pumps and injectors, e.g. conduits between pump and common-rail or conduits between common-rail and injectors
    • 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
    • F02M55/04—Means for damping vibrations or pressure fluctuations in injection pump inlets or outlets
    • 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
    • F02M59/44—Details, components parts, or accessories not provided for in, or of interest apart from, the apparatus of groups F02M59/02 - F02M59/42; Pumps having transducers, e.g. to measure displacement of pump rack or piston
    • F02M59/46—Valves
    • F02M59/466—Electrically operated valves, e.g. using electromagnetic or piezoelectric operating means
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M63/00—Other fuel-injection apparatus having pertinent characteristics not provided for in groups F02M39/00 - F02M57/00 or F02M67/00; Details, component parts, or accessories of fuel-injection apparatus, not provided for in, or of interest apart from, the apparatus of groups F02M39/00 - F02M61/00 or F02M67/00; Combination of fuel pump with other devices, e.g. lubricating oil pump
    • F02M63/0012—Valves
    • F02M63/0014—Valves characterised by the valve actuating means
    • F02M63/0015—Valves characterised by the valve actuating means electrical, e.g. using solenoid

Definitions

  • This invention concerns an arrangement for a fuel injection system for diesel engines, more specifically for small scale diesel en gines.
  • the diesel engines which comprise an electronic injection system offer a superior level of emissions of pollutants (gases and particles) into the atmosphere through the optimization of the injection and, conse quently, the burning of fuel.
  • Document US 5.749.717 presents an example of a pump unit for the electronically controlled fuel injection systems of diesel engines.
  • This document of the state of the art comprises a solenoid valve coupled to one of its ends.
  • the pump unit is positioned in contact with a cam in the engine.
  • a high pressure pipe is responsible for the transference of fuel and connects the pump unit to the injector, which in turn is positioned on the cylinder head of the combustion engine, and is responsible for transporting the fuel.
  • a first objective of the arrangement for the fuel injection sys tem of this invention is to ensure a more stable response from the hy draulic system in terms of fuel injection, which is to say, less variation in the volume of fuel injected between each injection and less variation in the injection pressure in the combustion chamber of the engine.
  • a second objective of this invention is to provide a fuel injec tion system with flexibility of installation in engines with spatial limita tions.
  • the system is capable of converting a mechani cally controlled injection system into an electronically controlled injection system without major constructive alterations to the engine.
  • a third objective of this invention is to provide an arrangement for a fuel injection system capable of realizing an electronic injection of fuel with precise and flexible control of the BOI and DOI regarding the operational parameters of the engine.
  • the arrangement for a fuel injection system for diesel en gines of this invention comprises a mechanical pump, a first high pres sure pipe (Pump - CVU), a control valve unit (CVU), an electronic control unit (ECU), a second high pressure pipe (CVU-lnjector), an injector, where the pump connects with the CVU through the first high pressure pipe, the CVU connects with the injector through the second high pres sure pipe, and the ECU electronically controls the opening and closing of the CVU connection.
  • the length and diameter of the first high pressure pipe are dimensioned so that the loss of additional charge generated by the first high pressure pipe in the system is compensated by the stability gener ated by the volume of additional damping and by the reduction in the length of the second high pressure pipe.
  • the CVU itself comprises a low pressure fuel circuit and a high pressure fuel circuit.
  • the high pressure passage of the CVU connects to the second high pressure pipe through a snubber valve.
  • the CVU in the open position and with the downward movement allows for the filling of the high pressure circuit of the injection system through the opening between the valve and the body.
  • the CVU in the open position and with the upward movement of the piston enables the return of the volume transferred by the piston to the low pressure circuit in the direction of the tank.
  • the CVU in the closed position with the up ward movement of the piston isolates the high pressure circuit from the low pressure circuit, causing a rise in pressure in the high pressure cir cuit and achieving the opening pressure of the mechanical injector. As a consequence, the injection of diesel into the combustion chamber of the engine is begun.
  • Figure 1 - is a schematic diagram of the fuel injection system of this invention.
  • Figure 2 - is a frontal view of the fuel injection system of this invention.
  • Figure 3 - is a lateral cross-section view of the pump unit - CVU of the fuel injection system of the present invention.
  • Figure 4 - shows an example of the materialization of the in vention.
  • FIG. 1 presents a schematic diagram of the arrangement for a fuel injection system 1 in accordance with the present invention.
  • the system comprises a fuel tank 2, a pump 3, a control valve unit * (CVU - "Control Valve Unit") 4, an injector 5, an electronic control unit (ECU - "Electronic Control Unit”) 6 and a number of sensors 7, 8.
  • CVU Control Valve Unit
  • ECU Electronic Control Unit
  • the fuel tank 2 is responsible for storing the fuel and is con nected to the CVU 4 through a low pressure pipe system which com prises a fuel supply pipe 9, a fuel return pipe 10 and a supply/fuel return pipe 1 1.
  • the supply/fuel return pipe 1 1 is connected to the supply and return pipes 9, 10 by means of a Y-shaped connector 12.
  • the fuel supply pipe 9 comprises a fuel filter 13 and a retention valve 14 which allows for the flow of fuel only in the direction of the CVU.
  • the fuel return pipe 10 in turn, comprises a retention valve 15 which allows for the flow of fuel only in the direction of the fuel tank 2.
  • the flow of fuel in the low pressure pipe system occurs through gravity, without the need for the use of a pipe or other suction elements.
  • the system also comprises a low pressure short pipe 16, a high pressure first pipe 17 and a second high pressure pipe 18 which will be described below.
  • FIG. 2 shows a pipe unit - CVU - injector with the low pres sure 1 1 , 16 and high pressure pipes 17, 18.
  • the fuel supply/return pipe 1 1 is connected to a low pressure entrance present in the CVU through a first low pressure connection 19.
  • the low pressure short pipe 16 con nects the low pressure outlet of the CVU to the low pressure entrance of the pump through a second low pressure connection of the CVU 20 and a low pressure connection of the pump 21 respectively.
  • the first high pressure pipe 17 connects the high pressure outlet of the pump to the high pressure entrance of the CVU through a high pressure connection of the CVU 23 respectively.
  • the second high pressure pipe 18 connects the high pressure outlet of the CVU to the injector 5.
  • the second high pressure pipe 18 is connected to the injector 5 through a high pressure connection 24, while the connection with the CVU 4 is achieved through a snubber valve ("snubber valve”) 25.
  • snubber valve snubber valve
  • the CVU 4 of the present invention is not directly coupled to the pump 3 of the injection system, but rather to the pump 3 through the low pressure short pipe 16 and the high pressure short pipe 17.
  • This instal lation characteristic confers greater flexibility on the system for installa tion in small scale diesel engines which possess spatial limitations.
  • the pump units-CVUs for diesel engines known to the state of the art require a certain arrangement of the external characteristics of the engine, such as the physical space between the different elements, so that their in stallation is physically viable, since the positioning of the CVU is fixed in relation to the end of the pump unit.
  • the fuel in jection system 1 of the present invention can be installed in a greater range of engines when compared with conventional electronic injection systems.
  • Another advantage conferred by the use of the first high pres sure pipe 17 on the injection system 1 of the present invention is the possibility of reducing the length of the second high pressure pipe 18 due to the greater proximity of the CVU 4 to the injector 5.
  • the CVU 4 may be positioned closer to the injector 5 through variation in the length of the first and sec ond high pressure pipes 18, 17.
  • the reduction in the length of the second high pressure pipe 18 causes a reduction in the loss of charge and a reduction in the dead volume of the cited pipe leading to the generation of more stable pressure waves in the system during the injection.
  • more stable conditions of the opening and closing of the injector 5 are obtained, which is to say, less variation in the volume of fuel in jected between each injection and less variation in the pressure of injec tion in the combustion chamber of the engine.
  • the inclu sion of the first high pressure pipe 17 in the system 1 creates a dead volume which reduces the fall in pressure between the pump 3 and the CVU 4.
  • the inclusion of the first high pressure pipe 17 allows for a reduction in the length of the second high pressure pipe 18 with a consequent reduction in the loss of charge and an increase in the stability of the system.
  • the length and pressure of the first high pressure pipe 17 must be carefully dimensioned to compensate for this loss of additional charge.
  • This dimensioning must be realized in order that the loss of additional charge generated by the first high pressure pipe 17 is compensated by the stability generated by the additional damping vol ume and by the reduction in the length of the second high pressure pipe 18.
  • the cited dimensioning varies in accordance with the specifications of each engine.
  • the length of the second high pressure pipe 18 must be dimensioned in accordance with the external character istics of the engine and the length of the first high pressure pipe 17, run ning the lowest possible distance between the CVU 4 and the injector 5.
  • FIG. 3 presents details of the internal characteristics of the pump unit - CVU.
  • the CVU 4 presents an internal configuration similar to the CVUs known to the state of the art, comprising a valve body 26, a solenoid housing 27, a valve needle 28 and a valve spring 29, in addition to the high 23, 22 and low pressure 19, 20, 21 connections and the pre viously described snubber valve 25.
  • the solenoid housing 27 is cou pled to the side of the valve body 26 and comprises a coil and a magnetic nucleus (not shown).
  • the valve body 26 comprises a valve chamber 30, a low pressure fuel passage 31 and a high pressure fuel passage 32.
  • the valve chamber 30 is responsible for connecting the low pressure passage 31 to the high pressure passage 32 so that the fuel can flow freely between the passages 31 , 32 of the CVU 4.
  • the coil when ener gized by the ECU 6 through the terminals 33, moves the valve needle 28, which is responsible for closing and opening the connection 34 be tween the high pressure passage 32 and the valve chamber 30 to begin and end the injection of fuel respectively.
  • the activation of the solenoid controls the flow of fuel from the fuel tank 2 to the injector 5.
  • the functioning of the system as a whole will be explained in detail below.
  • the inside of the pump 3 comprises a high pressure fuel pas sage 35, a low pressure fuel passage 36, a high pressure chamber 37, a piston 38 and a piston coil 39.
  • the pump piston is responsible for var ying the internal volume of the high pressure chamber 37 through the action of a cam 40 present in the engine.
  • the cam 40 acts mechanically with a roller 41 present at one of the ends of the pump 3 which, in turn, moves the pump piston 38 in a direction opposite to that of the force applied by the coil 39.
  • the coil 39 present inside the pump 3 ensures the return of the piston 38 to the initial position after its movement by the cam 40 of the engine, also ensuring a permanent contact between the piston 30 and the roller 41. This effect results in greater stability in the pressure generated in the system and less wear of the components act ing in the movement of the piston 38.
  • the fuel present in the high pressure chamber 37 may occa sionally flow in an undesirable manner between the pump piston 38 and the pump body 42. This fuel is kept in a surplus fuel chamber (not shown) which is connected to the low pressure fuel passage of the pump 36. This passage 36 is responsible for returning the fuel from the high pres sure chamber 37 to the low pressure pipes of the injection system.
  • the high pressure fuel passage 35 present inside the pump connects the high pressure chamber of the pump 37 to the first high pressure pipe 17. While the first high pressure pipe 17 connects the high pressure passage of the pump 35, through a high pressure connection of the pump 22, to the high pressure passage of the CVU 32, through a high pressure connection of the CVU 23.
  • the second high pressure pipe 18 connects the high pressure passage of the CVU 32 to the injector 5.
  • the snubber valve 25 present between the high pressure passage of the CVU 32 and the second high pressure pipe 18 protects the system against disturbances generated by waves continuously pre sent in injection systems.
  • the snubber valve 25 acts as a restriction de vice which absorbs the energy of the waves generated by the opening and closing of the injector 5.
  • the valve 25 reduces the fluctuation in the pressure and, simultaneously, maintains a residual pressure on the inside of the second high pressure pipe 18.
  • the CVU 4 possesses two operating positions, one open po sition and one closed position.
  • the open position occurs when there is no tension being applied to the solenoid coil and, consequently, the valve needle 28 remains in an extended position due to the force applied by the valve coil 29.
  • the connection 34 between the high pres sure passage 32 and the valve chamber 30 is not blocked and the fuel may flow from the fuel tank 2 to the high pressure chamber of the pump 37 and vice-versa.
  • the solenoid coil is energized through the terminals 33 and the valve needle 28 is moved to the withdrawn position.
  • the CVU passes to the closed position, since the connection 34 between the high pressure passage 32 and the valve chamber 30 is blocked and the fuel is prevented from returning to the tank 2.
  • the pressure generated by the movement of the piston 38 is sent to the second high pressure pipe 18 and to the injector 5, positioned in the engine cylinder and partially inserted in the fuel chamber of the cyl inder.
  • the injector 5 which is activated by the pressure of the fuel, opens and the fuel is injected into the fuel cham ber of the engine.
  • the fuel injection ends when the ECU 6 stops energizing the solenoid and the connection 34 between the high pressure passage 32 and the valve chamber 30 is opened again. This allows for the return of the fuel through the supply/return pipe 1 1 , causing a fall in pressure in the second high pressure pipe and resulting in the closure of the injector 5.
  • the BOI and DOI of the injection are independent of the ac tion of the cam 40 on the pump piston 38. These parameters are defined by the ECU 6 through the activation of the CVU 4.
  • the series of sensors 7, 8 of the system is responsible for obtaining important information about the parameters which influence the BOI and DOI of the injection.
  • the principal parameters in question are the volume of air admitted, the temperature of the air admitted, the position of the crankshaft, the position of the cam and the torque de mand. Other parameters also influence the BOI and DOI of the injection, but in a less significant manner, resulting in mere adjustments to their controls.
  • Figure 4 shows an example of the materialization of the cou pling of the fuel injection system of this invention in a small scale diesel engine. From the figure it is possible to observe the constructive ad vantages of the fuel injection system of the present invention.
  • the flexi bility of the positioning of the CVU 4 in the vicinity of the engine allows for the installation of the pump unit- CVU of this invention even when the space available is limited or the spatial arrangement of the external structure of the engine is unusual.
  • ECU electronice control unit

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

Abstract

L'invention concerne un agencement pour un système d'injection de carburant pour moteurs diesel qui comprend un injecteur (5), une unité de soupape de commande (CVU) (4), qui est reliée à l'injecteur (5) par l'intermédiaire de la seconde pompe haute pression (18), une unité de commande électronique (ECU), qui commande électroniquement l'ouverture et la fermeture de la connexion (34) de la CVU, et une pompe (3), la pompe (3) étant reliée à la CVU (4) par l'intermédiaire d'un premier tuyau haute pression (17).
PCT/BR2018/050484 2017-12-27 2018-12-27 Agencement pour un système d'injection de carburant pour moteurs diesel Ceased WO2019126858A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
BR102017028267-8A BR102017028267B1 (pt) 2017-12-27 Arranjo para sistema de injeção de combustível de motores a diesel
BRBR1020170282678 2017-12-27

Publications (1)

Publication Number Publication Date
WO2019126858A1 true WO2019126858A1 (fr) 2019-07-04

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Family Applications (1)

Application Number Title Priority Date Filing Date
PCT/BR2018/050484 Ceased WO2019126858A1 (fr) 2017-12-27 2018-12-27 Agencement pour un système d'injection de carburant pour moteurs diesel

Country Status (1)

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WO (1) WO2019126858A1 (fr)

Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPS6011670A (ja) * 1983-06-29 1985-01-21 Hino Motors Ltd デイ−ゼル機関の燃料噴射装置
GB2193262A (en) * 1986-08-01 1988-02-03 Lucas Ind Plc Valve assembly
WO1991012421A1 (fr) * 1990-02-07 1991-08-22 Mitsubishi Jidosha Kogyo Kabushiki Kaisha Dispositif d'injection de carburant
US5749717A (en) 1995-09-12 1998-05-12 Deisel Technology Company Electromagnetic fuel pump for a common rail fuel injection system
US20040076530A1 (en) * 2000-12-07 2004-04-22 Spoolstra Gregg R. Pump system with high pressure restriction

Patent Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPS6011670A (ja) * 1983-06-29 1985-01-21 Hino Motors Ltd デイ−ゼル機関の燃料噴射装置
GB2193262A (en) * 1986-08-01 1988-02-03 Lucas Ind Plc Valve assembly
WO1991012421A1 (fr) * 1990-02-07 1991-08-22 Mitsubishi Jidosha Kogyo Kabushiki Kaisha Dispositif d'injection de carburant
US5749717A (en) 1995-09-12 1998-05-12 Deisel Technology Company Electromagnetic fuel pump for a common rail fuel injection system
US20040076530A1 (en) * 2000-12-07 2004-04-22 Spoolstra Gregg R. Pump system with high pressure restriction

Also Published As

Publication number Publication date
BR102017028267A2 (pt) 2019-07-16

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