• 专利附录
  • 专利说明
  • 权利要求
  • 类似技术
  • 同族专利
  • 引用文献
  • 法律状态
  • 优先权
    • 专利摘要:

    公开号:SE1000743A1
    申请号:SE1000743
    申请日:2008-03-04
    公开日:2010-09-27
    发明作者:Sergi Yudanov
    申请人:Volvo Lastvagnar Ab；
    IPC主号:
    专利说明:

    2 the high pressure valve directly upstream of the nozzle, but this construction leads to increased leakage during control and poorer controllability of the injection at small injected amounts due to the concomitant increase in volume in the high pressure circuit discharged between injections. The prior art system shown in Fig. 1 consequently offers improved controllability of the injection with less leakage during control and is relatively simple due to the fact that the total number of AIV valves per motor is equal to the number of injectors plus one.
    However, in this prior art system, the total volume of fuel trapped between the nozzle and the AIV valves can be relatively large, depending on the specific design of the injector. For example, it is known to utilize the entire volume between the injectors as part of the return line to simplify the design and port interface of the constituent components.
    In this case, the total volume could fuel that can. escape through the nozzle into the engine's combustion chamber when the engine is switched off to be large enough to cause problems with the engine's startability, such as overpressure in the cylinders at the first ignition. This would also increase the total fuel consumption and emissions of unburned hydrocarbons.
    The use of automatic isolation valves increases the cost and complexity of a fuel injection system, as a third pressure is necessary as a reference for such a valve to operate and a suitable flow path, as well as additional seal, must be provided for this additional pressure.
    SUMMARY OF THE INVENTION An object of providing a fuel injection system which ensures a better start-up of the engine of the present invention is that and a reduced fuel leakage while keeping the cost and complexity of the system to a minimum. The object is achieved by the features of the independent claims. The other claims and the description show advantageous embodiments of the invention.
    According to a first aspect of the invention, there is provided a fuel injection system for an internal combustion engine, comprising an engine control system (EMS) 20, a return line 13 connected to a low pressure system 4 for fuel, a common rail unit 6 for storing and supplying a fuel with relative high pressure to an injector 7, and an automatic isolation valve 8 which is mounted between the common rail unit 6 and the injector 7. Said injector has a nozzle 11 for injecting fuel into the engine. A valve 10 operated by the EMS system 20 is mounted between the common rail unit 6 and the nozzle 11. A flood valve 12 operated by the EMS system 20 is connected with its inlet to an outlet of the valve 10 and with its outlet to the return line 13. A non-return valve 25 is provided between the nozzle 11 and the return line 13, the inlet of said non-return valve being connected to the inlet of the nozzle 11.
    In other embodiments, said non-return valve 25 may be connected with its inlet to the outlet of the overflow valve 12. The valve 10 may be electrically operated by the EMS system 20. The valve 10 may be controlled by an electrically operated pilot valve 9. The outlet of said pilot valve 9 may be connected to the outlet of said overflow valve 12. The valve 10 can be controlled by an electrically operated pilot valve 9, wherein the outlet of said pilot valve 9 can be connected to the outlet of said non-return valve 25.
    According to another aspect of the present invention, there is provided a fuel injection system for an internal combustion engine, comprising an engine control system (EMS) 20, a return line 13 connected to a low pressure system 4 for fuel, a common rail unit 6 for storing and supplying a fuel with relatively high pressure to an injector 7, an automatic isolation valve 8 mounted between the common rail unit 6 and the injector 7, and a nozzle 11 for injecting fuel into the 4 engine. A valve 10 is mounted between the common rail unit 6 and the nozzle 11 and is controlled by an electrically operated pilot valve 9. An electrically operated overflow valve 12 is connected with its inlet to the outlet of the valve 10 and with its outlet to the return line 13. The outlet of said pilot valve 9 is connected to the outlet of said valve 10.
    According to yet another aspect of the invention there is provided a vehicle comprising a fuel injection system as described above.
    BRIEF DESCRIPTION OF THE DRAWINGS Referring to the accompanying drawings, a more detailed description of embodiments of the invention is given below by way of example, the drawings showing: Fig. 1 shows a schematic illustration of an embodiment of a prior art fuel injection system.
    Fig. 2 shows a schematic illustration of a first embodiment of a fuel injection system according to the present invention.
    Fig. 3 shows a schematic illustration of a second embodiment of a fuel injection system according to the present invention.
    Fig. 4 shows a schematic illustration of a third embodiment of a fuel injection system according to the present invention.
    Fig. 5 shows a schematic illustration of a fourth embodiment of a fuel injection system according to the present invention.
    Fig. 6 shows a schematic illustration of a fifth embodiment of a fuel injection system according to the present invention.
    Fig. 7 shows a schematic illustration of a sixth embodiment of a fuel injection system according to the present invention.
    Fig. 8 shows a schematic illustration of a seventh embodiment of a fuel injection system according to the present invention.
    The drawings refer to identical or similar parts with identical reference numerals. The drawings are only schematic representations and are not intended to depict specific parameters of the invention. In addition, the drawings are intended to illustrate only typical embodiments of the invention and are, therefore, not to be construed as limiting the scope of the invention.
    DETAILED DESCRIPTION OF PREFERRED EMBODIMENTS OF THE INVENTION In one embodiment, shown in Fig. 2, a fuel injection system according to the present invention comprises a fuel tank 1, a feed pump 2, an isolation valve 3 and other associated components (a low pressure) forming a system (not shown). high pressure pump 5 which delivers pressurized fuel to a common rail unit 6, which supplies pressurized fuel to all injectors 7 of a multi-cylinder engine (not shown). An automatic isolation valve 8 is mounted between the common rail unit 6 and the injector 7, the latter comprising an electrically operated three-way pilot valve 9 which controls a hydraulically operated valve 10 located between the common rail unit and a nozzle 11, and an electrically operated, normally open, two-way overflow valve 12 located between the outlet of the hydraulically operated valve 10 and a return line 13.
    The nozzle 11 has a needle 14 which is biased with a return spring 15 against closing of the nozzle. The return spring is mounted in a spring chamber 16 which, if pressurized, will assist the spring 15 in biasing the needle 14 toward closing the nozzle. The outlet of the overflow valve 12 is connected to the return line 13. The injectors' return lines are connected to the low pressure system via a pressure regulator 19. A non-return valve 25 is mounted 6 between the outlet of the hydraulically operated valve 10 and the overflow valve 12 and is connected with its outlet to the inlet of the overflow valve. The outlet of the pilot valve 9 is connected to the inlet of the non-return valve 25. The operated valve 10 preferably has a hydraulically precision-fitted needle and forms an outlet chamber 22 and a control chamber 23 and is preferably biased towards its closed position by a spring means 24. The control chamber 23 of the valve 10 can be connected with the three-way pilot valve 9 to either the common rail unit 6 or the outlet of the valve 10, depending on commands from the EMS system 20. An engine control system (EMS) 20 controls the valves 9 and 12.
    The automatic isolation valve 8 is designed so that, when the valve is open, the surface of the valve subjected to the pressure from the fuel is large enough to keep the valve open to the force of the valve return spring when the pressure in the valve is anywhere from just below the feed pressure. system or above this level. If the engine is stopped and the supply pressure falls below a predetermined level, the automatic isolation valve and the surface of the valve exposed to the upstream pressure close if the valve becomes relatively small, so that a pressure above the supply pressure level is required to reopen the automatic isolation valve. The construction of such a valve is known in the art and is described, for example, in U.S. Pat. 6 189 517 Bl.
    Referring to Fig. 2, the fuel injection system of the present invention operates as follows: in a non-injection position, but with the engine running, the high pressure pump pressurizes the fuel to a certain level and maintains the isolation valve 8 open; the pressure upstream of the nozzle 11 this level in the common rail unit 6. The automatic corresponds to the pressure in the return line 13 as determined by the pressure regulator 19.
    This pressure typically exceeds the vapor pressure of the fuel at temperatures to which the hottest injector volume is exposed during use, so that no vapors with vapor are formed which can give rise to incorrect injection. valves 9 and 7 12 are not activated by the EMS system 20. The three-way pilot valve 9 connects, in its deactivated state, the common rail unit 6, via the open AIV valve 8, to the control chamber 23 of the hydraulically operated valve 10. The pressure from the common rail unit, together with the power from the spring device 24, keeps the valve 10 in its closed position. The overflow valve 12 is open and connects the outlet of the non-return valve 25 to the return line 13 and the low-pressure system 4 via the pressure regulator 19. The nozzle is closed by the return spring 15 of the needle.
    To start an injection, the EMS system applies control currents to the overflow valve 12 which closes it, and to the pilot valve 9, which disconnects the control chamber 23 of the hydraulically operated valve 10 from the common rail unit 6 and connects it to the inlet of the non-return valve 25.
    The pressure in the control chamber. 23 falls because the hydraulically operated valve 10 is still closed and the pressure downstream of this valve, at this moment, is not higher than the relatively low residual pressure determined by the regulator 19. This allows the common rail unit pressure, which acts on the valve from the outlet chamber 22 , open the valve 10 against the force of the spring means 24 and the decreasing pressure in the control chamber 23. The initial opening of the hydraulically operated valve 10 lets in fuel from the pressurized common rail unit 6 into the nozzle 11 and raises the pressure there above the nozzle opening pressure as defined of the force from the Needle 14 fuel injection begins. The volume of the spring chamber of the nozzle 11 of the nozzle return spring 15. opens the nozzle and 16 is selected to be large enough to allow full needle lift depending on the compressibility of the fuel. The flow through the nozzle into the engine combustion chamber generates a pressure drop across the valve 10 and thus a positive difference between the pressure in the outlet chamber 22 and the pressure in the control chamber 23, which opens the valve 10 fully and keeps it open as long as the pilot valve 9 is activated.
    To end the injection, the EMS system deactivates the pilot valve 9, which then disconnects the control chamber. 23 from downstream of the valve 10 and reconnects it to the common rail unit 6. The pressure in the control chamber 23 8 rises and forces, together with the spring device 24, the valve 10 downwards towards the closed position. During the closing period of the valve 10 and the corresponding reduction of its flow area, the fuel continues to be injected from the open nozzle and the pressure in the nozzle drops until the return spring 15 for the needle 14 downwards and closes the nozzle. The EMS system deactivates and then opens the overflow valve 12 to, through the non-return valve 25, relieve the nozzle from the relatively high residual pressure which may otherwise leak past the closed nozzle into the engine. The pressure in the nozzle is thus brought down to the level determined by the pressure regulator 19 and the system is returned to its initial position as depicted in Fig. 2.
    In an alternative embodiment of the invention, shown in Fig. 3, the spring chamber 16 of the nozzle 11 is connected to the outlet of the overflow valve 12.
    This allows the volume of the spring chamber and thus the dimensions of the injector to be reduced. This can also make the injector-to-injector performance smoother because the spring chamber pressures will then not be due to the leakage through the guide between the needle and the nozzle body, which varies with tolerance and wear in the guide. In this embodiment, however, there is a path for leakage from the low pressure system past the needle guide into the inlet of the nozzle 11 which, if the nozzle is not completely sealed in the needle seat, will allow a low viscosity fuel to leak into the combustion chamber. Despite this, it is unlikely that the leakage will be so significant that it gives rise to problems with the engine's startability, since the clearance in the control between needle and nozzle core is very small. If the fuel is DME, a very small lead even if the accumulation of liquid fuel in complete leakage will not cause the combustion chamber engine to cool down and the ambient temperature to be very low. Even at -30 ° C, DME is a gas at ambient pressure and gaps between the engine piston, piston rings and cylinder liner will, if the DME leak is small, prevent the pressure in the combustion chamber from building up to the point where the fuel would turn into liquid form. . The gaseous fuel that escapes through the cracks into the crankcase can be released to the environment via a special ventilation duct, which can also be equipped with a fan and / or a valve that can close the connection to the environment to allow closed crankcase ventilation when the engine is running .
    To further reduce the risk of DME leakage into the combustion chamber Fig. 4, the non-return valve 25 connected downstream of the overflow valve 12 uses an alternative embodiment of the invention, shown in with the spring chamber hydraulically connected to the inlet of the non-return valve. In this embodiment, the non-return valve also blocks the low-pressure leakage system - spring chamber 16 - nozzle control - nozzle inlet - combustion chamber, but at the expense of an increased volume containing fuel and which directly contributes to leakage due to pressure relief and / or gas formation via the incorrectly sealed nozzle seal.
    Connecting 9 to the overflow valve 12, while reducing the required flow capacity of the outlet of the pilot valve upstream side of the non-return valve 25 as described above, can make the speed of opening the hydraulically operated valve 10 slower at the beginning of the injection, compared to systems where the pilot valve 9 is connected downstream of the overflow valve. An alternative embodiment of the present invention, shown in Fig. 5, is designed to combine the leakage protection with the non-return valve 25 with a hydraulically operated valve 10 which opens faster. The faster opening of the hydraulically operated valve is accomplished by connecting the outlet of the pilot valve 9 to the downstream of the overflow valve 12. In this embodiment of the invention the check valve 25 still protects against leakage from the low pressure system through the closed pilot valve and control of the hydraulically operated valve needle into the nozzle 11, but must be able to let through a slightly higher flow, which can adversely affect its durability due to increased size and / or weight of the moving parts. A combination of a hydraulically operated valve which opens faster with an embodiment of the invention, shown in Fig. 6, where the outlet of the pilot valve 9 offers a non-return valve lower flow of another alternative is connected downstream of the overflow valve 12 and also downstream of the non-return valve 25. yet another embodiment, shown in Fig. 7, provides a less isolated volume in combination with a low flow check valve 25 and a hydraulically operated valve which opens faster, since the check valve is located upstream of the overflow valve 12 while connected downstream of the pilot valve outlet 9. is the overflow valve.
    An additional automatic isolation valve on an injector return line can also be used in the present invention, as shown for example in Fig. 8. In this embodiment, the AIV valve 18 will protect against leakage in from the low pressure system past the controls of the nozzle 11 and the hydraulically operated valve 10. , as well as ensuring a reduction of leakage in the event of a malfunction of a non-return valve 25.
    The non-return valve is designed to have a relatively small maximum flow area, typically 0.1 mmz, which makes it possible to use relatively small and therefore light moving parts and a slow speed for closing the valve and to provide reliable operation for a large number on this. achieve injector duty cycles.
    Placing the non-return valve upstream of the overflow valve as described allows direct connection of the injector's return line to the low pressure system for fuel supply. This reduces the total number of required AIV valves in the fuel injection system and thus simplifies it.
    As is known in the art: the larger the required flow area of a valve, in this specific application a non-return valve, and the greater the forces and the faster the required response time, the more difficult it is to achieve a long and leak-free life due to wear of the pass surfaces. In the present invention, there are generally all the prerequisites for reliable operation of the non-return valve which is mounted between the high-pressure volumes and the return line of the injector to prevent backflow from the former to the latter: first, the valve need not be quick-acting to close after each injection; the second 11 there is the negative pressure drop, which helps to close the contact pressure at the support surfaces, in fact never before the valve is closed and the pressure valve and which predominantly defines upstream if the valve is relieved to below its downstream pressure and, thirdly , the flow that must pass the valve out to the return line is relatively small.
    In the prior art, the flow to the return line is predominantly the volume displaced by the hydraulically operated valve at its opening, the leakage during control in the pilot valve, and the volume from pressure relief released when the pressure between the nozzle and the hydraulically operated valve relieved. In such a system, a typical return line flow could be as low as 1/30 of the volume injected under conditions of full load on the engine. The present invention can be configured to reduce the total leakage volume even further and thus allows the use of an even smaller non-return valve, thereby contributing to its better durability. The reduction of the total leakage volume in the present invention is due to the relief of the pressure from the rear of the hydraulically operated valve, through the pilot valve to downstream of the hydraulically operated valve and further into the combustion chamber, rather than out through the return line as in the prior art. of the pilot valve is connected to the outlet of the overflow valve.
    It is to be understood that the present invention is not limited to the embodiments described above and illustrated in the drawings, but will be understood by those of many modifications, and those skilled in the art will rather make modifications within the scope of the appended claims.
    权利要求:
    Claims (15)
    [1]
    A fuel injection system for an internal combustion engine, comprising an engine control system (EMS) (20), a return line (13) connected to a low pressure system (4) for fuel, and a common rail unit (6) for storing and supplying a fuel with relatively high pressure to an injector (7), said injector having a nozzle (11) for injecting fuel into the engine, a valve (10) operated by the EMS system (20) and mounted (11), an overflow valve (12) operated by the EMS system (20) and connected between the common rail unit (6) and the nozzle with its inlet to an outlet of the valve (10) and with its outlet (13), (25) provided between the nozzle (11) and the return line (13), the return line being characterized in that a non-return valve inlet of said non-return valve is connected to the inlet of the nozzle (11).
    [2]
    Fuel injection system according to claim 1, characterized in that the non-return valve (25) is connected with its inlet to the outlet of the overflow valve (12).
    [3]
    Fuel injection system according to one of Claims 1 to 2, characterized in that the valve (10) is electrically operated by the EMS system (20).
    [4]
    Fuel injection system according to any one of claims 1-2, characterized in that the valve (10) is controlled by an electrically operated pilot valve (9), the outlet of said pilot valve (9) being connected to the outlet of said overflow valve (12).
    [5]
    Fuel injection system according to claim 2, characterized in that the valve (10) is controlled by an electrically operated pilot valve (9), the outlet of said pilot valve (9) being connected to the outlet of said non-return valve (25). 10 15 20 25 30 13
    [6]
    A fuel injection system for an internal combustion engine, comprising an engine control system (EMS) (20), a return line (13) connected to a low pressure system (4) for fuel, and a common rail unit (6) for storing and supplying a fuel with relatively high pressure to an injector (7), said injector having a nozzle (11) for injecting fuel into the engine, a valve (10) mounted between the common rail unit (6) and the nozzle (11) and controlled of an electrically operated pilot valve (9), an electrically operated overflow valve (12) connected with its inlet to the outlet of the valve (10) and with its outlet to the return line (13), characterized in that the outlet of said pilot valve (9) is connected to the outlet of said valve (10).
    [7]
    Fuel injection system according to claim 6, characterized in that a non-return valve (25) is mounted between the nozzle (11) and the return line (13), wherein an inlet of said non-return valve (25) is connected to an inlet of the nozzle (11).
    [8]
    Fuel injection system according to claim 6, characterized in that a non-return valve (25) is mounted between the nozzle (11) and the return line (13), wherein an inlet of said non-return valve (25) is connected to an outlet of the overflow valve (12).
    [9]
    Fuel injection system according to any one of the preceding claims, characterized in that the nozzle (11) has a needle (14) which is biased towards closing the nozzle (11) by a force from pressure in a spring chamber (16), and that said spring chamber (16) is connected to the outlet of the overflow valve (12). 1-8, characterized in that the nozzle (11) has a needle (14) which is biased towards
    [10]
    Fuel injection system according to any one of the claims, closing the nozzle (11) with a force from pressure in a spring chamber (16), and that said spring chamber (16) is connected to the return line (13). 10 15 14
    [11]
    Fuel injection system according to one of the preceding claims, characterized in that an automatic isolation valve (18) is mounted between the return line (13) and the low-pressure system (4).
    [12]
    A fuel injection system according to any one of claims (19) is 1-10, characterized in that a pressure regulator is mounted between the return line (13) and the low pressure system (4).
    [13]
    Fuel injection system according to claim 11, characterized in that (19) is the isolation valve (18) and the low-pressure system (4). a pressure regulator mounted between the automatic
    [14]
    Fuel injection system according to one of the preceding claims, characterized in that an isolation valve (18) is installed between the common rail unit (6) and the injector (7).
    [15]
    Vehicle comprising a fuel injection system according to any one of the preceding claims.
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    法律状态:
    2019-10-29| NUG| Patent has lapsed|
    优先权:
    申请号 | 申请日 | 专利标题
    PCT/SE2008/000176|WO2009110820A1|2008-03-04|2008-03-04|Fuel injection system|
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