DE3038804A1 - FUEL FEEDING SYSTEM FOR A PRINTING ENGINE - Google Patents

Description

_ _1O _ 3Ö388Q4

Description ·

The invention relates to a fuel supply system for a Internal combustion engine with a fuel injector. through which the fuel is fed into the combustion chamber of the engine. In particular The invention relates to a fuel supply system for an internal combustion engine with fuel injection valves and a control system that tracks the timing of fuel injection and the amount of fuel injected Controls fuel according to engine operating conditions.

Fuel supply systems for direct or indirect injection of the fuel into the engine cylinders under considerably high pressures are provided in diesel engines, where the fuel injectors are sufficient Must be able to withstand pressure and an injection pump is also necessary, which puts the fuel under pressure. These Fuel injection pumps are generally provided with means for delivering fuel to the engine cylinders and successively distribute the high pressure fuel to the injectors on the relevant engine cylinders at certain angular positions of the crankshaft.

However, since the injection pump is mechanically related to the Engine rotation is actuated, a significant effort is required to determine the timing of fuel injection to be changed while the engine is running. With "such fuel Fine injection pumps, it is also technically very difficult to automatically dispense the fuel at the desired time and to be injected in the desired amount, especially during the time when the engine is moving from the cold to the high-temperature State is coming. A high degree of accuracy is required in the manufacture of the fuel injection pumps

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adjust the fuel fine injection quantity to the injection time. Therefore, fuel injection pumps are expensive and lead to difficulties in maintenance.

Furthermore, both gasoline and diesel engines are subject to this strict exhaust gas regulations, while at the same time for reasons of "economy" better utilization of the fuel is required. It is understood that these requirements are met by fuel supply systems that depend on mechanically operated fuel injection pumps, can only be met to a limited extent.

In contrast, the invention provides a fuel supply system Created for an internal combustion engine, which is characterized by: a feed pump for discharging the fuel from a fuel source, a pressure pump that pressurizes the fuel from the feed pump, a Accumulation device for storing the fuel from the pressure pump, a standing in fluid connection with the accumulation device fuel injection valve, which in the open State enters the fuel into the cylinder in the form of a spray, a pressure sensor that monitors the fuel pressure detected in the accumulation device and emits a signal indicative of this, a ^ control valve for the amount of fuel in fluid communication with the accumulation device and by that in the accumulation device located fuel is omitted according to its operation, and a control circuit that the operation of the control valve according to the signal from the pressure sensor.

In such a fuel supply system, the pressure in the accumulator is reduced due to the control valve for the amount of fuel set to a certain value and thus a control of the fuel injection pressure to a target value

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performed. If the control valve is operated via a signal from an engine load sensor, which detects the position of an accelerator pedal or the amount of air sucked in is modified, the pressure Control in the accumulator according to the engine load, i.e. the fuel injection pressure increases with increasing engine load at. As a result, the amount of fuel injected is increased without lengthening the injection duration, with the injection valve does not need to be made larger.

In summary, the invention provides a fuel supply system created for an engine, comprising: a piston pump that takes the fuel from a feed pump Pressure sets, an accumulation means for storing the fuel from the piston pump, in fluid communication with the accumulation device standing fuel injection valve, which the fuel from the accumulation device is supplied, a pressure sensor that detects the fuel pressure in the accumulation device and emits a signal indicative of this, a control valve for the amount of fuel, which is in fluid communication with the The accumulation device is stationary and through which the fuel stored in the accumulation device is dispensed and a control circuit that controls the operation of the control valve controls according to the signal from the pressure sensor, so that the fuel injection quantity and the injection timing can be effectively controlled to optimal values in each case.

Embodiments of the invention are described below with reference to the drawing, in which the same parts or elements are the same Wear reference symbols, explained in more detail. Show it:

Fig. 1 is a schematic, partially sectioned view of a power unit constructed according to the invention

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Substance feed system in an internal combustion engine with Compression ignition,

FIG. 2 is a sectional view of an embodiment of one used for the system of FIG. 1 Control valve for the "amount of fuel,

FIG. 3 is a sectional view similar to FIG. 2 with an illustration another embodiment for the control valve,

Fig. 4 is a sectional view of an embodiment of one used in the system of Fig..1 Fuel injector,

5 shows a schematic, partially sectioned view similar to FIG. 1 of a further embodiment of a fuel supply system constructed according to the invention for a gasoline engine,

6 is a sectional view of a further embodiment for a fuel injector,

Fig. 7 is a partially sectional view showing a modification of the valve shown in Fig. 6;

FIG. 8 is a partially sectioned view similar to FIG. To illustrate a further modification of the valve shown in Fig. 6, and

FIG. 9 is a sectional view showing a further modification of the valve according to FIG. 6.

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description

1 shows an embodiment of a fuel supply system according to the invention (without reference symbols) in an internal combustion engine with compression ignition (diesel engine). The engine comprises an engine block 1 in which one or more cylinders C or C. to C. are formed. In each cylinder C, a piston 2 is arranged so as to be movable up and down, which piston 2 forms a combustion chamber 3 with the cylinder head. The combustion chamber 3 communicates via an injection opening 5 with a swirl chamber 4 into which a fuel injection valve (6a) projects in order to inject the fuel into the swirl chamber 4. A fuel injection valve 6a to 6d is provided for each cylinder C _{1 to C.} The detailed structure of the fuel injection valve is explained below. A glow plug 7 likewise protrudes into the swirl chamber 4. An air intake passage 9 communicates with the combustion chamber via an intake valve 8. 3 in connection to lead air into the combustion chamber 3.

In addition to the fuel injection valve 6 , the fuel supply system comprises a fuel supply pump 10 which works in a timed relation to the engine in order to discharge the fuel from a fuel supply, for example a tank. The pump 10 is connected to a piston pump 11 via a fuel temperature sensor 46 (which will be described in more detail below), and this sensor 46 is electrically connected to the control circuit 16. The fuel from the tank is first pressurized to a certain level and then compressed to high pressure. The piston pump 11 is in fluid communication with an accumulator 13 which has the task of temporarily storing the fuel from the piston pump 11 in order to increase the pressure of the fuel therein. The pressure in the accumulator 13 is controlled by an electromagnetically actuated fuel quantity regulating valve 12. The one under high pressure

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Fuel from the accumulator 13 is fed to the injectors 6a to 6d supplied to the relevant cylinders C- to C. The pressure of the fuel supplied to the injection valve 6 is controlled by the control valve 12, which again works as a function of a signal from the control circuit 16, which will be discussed in more detail below and through which the fuel injection quantity, which is fundamentally dependent on the Depends on the opening time of the fuel injection valve, by increasing or decreasing the fuel supply or fuel injection pressure is modified to the To improve the accuracy of the fuel supply control. · The regulating valve 12 is located in an unspecified one Fuel return line through which the under high Pressurized fuel in the accumulator 13 to the intake side or an unspecified fuel line upstream is bypassed by the piston pump 11 to reduce the return flow rate of the flow through the return flow line To control fuel.

The accumulator 13 comprises a piston 15 which is biased by a spring 14 so that the pressure of the in a Piston chamber 15a located fuel by the pressure force the spring 14 is controlled. Therefore, when the pressure in the piston chamber 15a rises, the spring 14 is compressed, in order to increase the pressure of the fuel supplied to the injection valve 6. In other words, assuming the outlet pressure of the piston pump 11 remains constant as the opening width of the control valve increases 12 the return amount of fuel through the return line increases with the result that the pressure in the accumulator or the fuel injection pressure drops. If, on the other hand, the Opening width of the control valve.12 decreases, the increases Pressure in the accumulator 13. It goes without saying that the fuel injection quantity from the injection valve 6 increases with the increase in the Fuel injection pressure increases relatively when the injection

130017/0847

> r.ii :: -. duration is constant. A potentiometer 23 or

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130017/0847

ORIGINAL INSPECTED

■ ". '"-; ■ .- ΐ: ϊ - ■ "...";;, ^ - <.-. ■ -5 :. "-..-": ", -.» .r ,. ■■ .j -.;: ·· ■ ". ^ ■:., *. ■ - '. prevented and the MWC · 'control circuit ^ "· is" electrically linked 1.6. "Die'Spule · ¹ · T7' is of 'a' permanent magnets 22 surrounded *; If dahe'r -de-r ^ iSpüle "17 '" of "the control circuit" ■ * ■■ · 16 is a "controlled-eiekti' ischer current is supplied, moves the ^sich-: T7 sink' relative to Perman entmagrieten- 22 corresponding to the strength of the electrical current carried, the effective opening "area" of the valve opening roder; des'-ICraft-- 's'töf ßauslasses · 20.''■ * proportional · to be controlled J An unspecified' fuel outlet is in fluid connection with the 'accumulator'.'- .. · ■ '■ - · *''·"' - '·

Fig. 4 shows in detail the construction of buckets embodiment 'for the fuel injection valve 6. In the plug-in housing 25 is "■ a nozzle holder" 27, in which a nozzle needle 26 is slidably received. The nozzle needle 26 "has a conical section 28 at its outer end. The nozzle holder 27 has' a fuel passage 29 on y- ^: der- the Kriaftst'off from the -KoIberikammer 1Sa- of the accumulator 13 is' supplied '. One end of the passage 29 lies opposite the “conical section — via nozzle needle 26 and ^f 'can be closed by' this. The 'transit the passage 29 flowing fuel is therefore of a "nozzle opening 30 at lifting of the nozzle needle · - \ ^26;. AuSges'tossen The nozzle needle 26 is connected via a rod 32 - with an armature · (movable ilis'en'kerh ) - 33 in ^r connection ", which is moved by an electromagnetic coil 34 when energized or de-energized. The coil 34 is ~ Uri angeordnet- to the armature 33 $ · -Spülte the electrically join with the control circuit T5 ^i? 'S-ie ^ ba.-lde "t part' of a not further indicated ¹ elektromagnetx'äcüeii actuating element? A coil - or return spring -81 'actual provided - "uiri the' nozzle needle 26 to the '' ■ - bias the bottom or in the closing of the fuel passage 29th

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ORIGINAL! HSPECTED

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the valve 6 is eiekfcrontagni ^ ^ eh ^ S ^ Hle: * * .. 34oSicpiaie · or "-C on / off of ^{Iiripulssignäle;} DER Sfce ^ exScnäLtting ¹ '· ^t: 6 ühü eye £ ± t .. - ■:. Will / will · ■■ the ^r sink "3-4. '' Örreeffe ^ tüntdi'e püsennadel :. 2.6./ " _r ^ '

Via the connecting rod 32 ·. against iditei ^ or tensioning force · the '.?; Pull spring 31 upwards * •• Di ^ iAußwätfesbe.w.eigiang, defc "; ·. ■ · -:?: Nozzle needle · 26 Wdiifd-" by deti-on ■ "'their -konisehien ^.: Abfechnitt -. The injection + - '·' * ".-; - ·· valve 6 therefore opens so that fuel injection takes place . -When the eldktroitiagniSLtisicheferSpiLile--", ... Jet needle 26 through, the motorcycles $! EdeJE 3.1. Pushed down ...- down and thus the · = «fuel injection: end tJ- L-

It should be noted that the "traffic jam" ss usuncpT 6 Teirie "! Multitude: ^{receives signals 1} , which" according to Fig. "1r-di'e. Engine operating states "reproduce /, uffi die Kraf.tstö £ feiifspjritz quantity'i.aind: - den," - JEin-.
injection time "according to the engine operating times - ·.
in a suitable way "to" konstantiöriii .. Ih connection 'daittlfc-is: a. Acceleration sensor "42. Provided * ,; de'r'.the.'opening width ·
or angular position from an accelerator pedal. '4 * 3, detected. ■ · Öas?.' Signal 'from this acceleration sensor 42 increased or decreased
the basic quantity of fuel injected., There & .. further, i'st
a sensor 44 ^; for detection "of the> angle of rotation ^ .- the
the top dead center and * the: lfotor.H speed; ahl
see, and this Se'hsor gives a .Signal from _r -.umrdeii "EirisprXtz -, -, time to control the fuel. ' The! AS reference symbol ■ _ "■ 45 relates to a temperature sensor · .fmr. the Maj-örk'ühlmit.tel, '\ * who has the task, the'"Kraf ^ tbf fe-in's; ^ risi ^ m" en * g: e. ^;
Engine operation at low temperature to -removable
to enlarge. ■ The Bezu'gazÄ-ibh & n -46-bötrif-f! T "one: '
sensor for Kraf tstof ϊ, so the '^ - ausgälegt-''' iLstc% Däs; s '_- sr · χ "."''·-' ■■ the control circuit 16 supplies a signal _e twa the fuel 3riisd1iflus.smerige correspond'ndi
:.:> difiz-xeren- ·; ■ d.-h / dia 'Kraftstaffdütofehflussöteöge "

130017/0847 '

ORIGINAL INSPECTED

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130Öif / Q84f ORIGINAL INSPECTED

further increase in pressure to a value close to the specific injection pressure takes place. The reason for this is that the fuel injection pressure is higher than the pressure in the combustion chamber must be in which, due to the higher compression ratio, a considerably high pressure of e.g. 20 to 25 atm prevails. The fuel under high pressure is stored in the accumulator 13, the stored pressure value or the fuel injection pressure by the electromagnetic control valve 12 for the fuel amount is controlled. At the same time, the stored pressure in the accumulator 13 is used as the output signal of the potentiometer 23 of the control circuit 16 fed as feedback, so that it can determine whether the injection, pressure at each Fuel injection is in accordance with the target value or not. Depending on this determination, a modification signal from the control circuit 16 to the electromagnetic actuated control valve 12 supplied to the fuel flow rate to be modified by the control valve 12.

It goes without saying that the fuel injection amount from Injection valve on the valve opening duration and the injection pressure depends on the valve 6 and therefore the increase in the fuel injection quantity is very dependent on an increase in the injection pressure and an increase in the pulse width for the fuel injection will. It goes without saying that the increase in the fuel injection quantity can only come about if the injection duration is extended at constant injection pressure will; in this case, however, the injection duration or the permeability must be considerably increased of the injection valve - in order to obtain an increase in the injection quantity. This leads to problems by making it impossible to stop the fuel injection ■ half of an optimal crankshaft rotation angle range. The control accuracy in a lower fuel injection quantity at a large

130017/0847

measured injector are affected.

With a fuel supply system according to the invention on the other hand, the pressure stored in the accumulator 13 increase relative to the engine loads and therefore the increase in the fuel injection quantity takes place in a precise manner, without the need for a considerable increase in the duration of the injection. Consequently, a certain Fuel quantity entered specifically at a required time in all engine operating states Further, the fuel injection amount becomes accurate by the feedback control of the fuel injection pressure controlled. This reduces fuel consumption, results in a highly sensitive increase in the amount of fuel injection even in 'transitional operating states of the engine and improves the acceleration behavior.

Although the principle according to the invention is based on diesel engines and the like. Applicable, it is understood that it can also be used in compression ignition engines with Fuels are operated, the main component of which is methanol enriched with light diesel oil.

It follows that by the invention the time of Fuel injection and the amount of fuel injected can be controlled very precisely and with high sensitivity, which is a significantly improved Engine performance and fuel consumption behavior results. These controls are carried out electronically without being dependent on conventional mechanical measures, so that the effort for mechanical adjustments is not necessary. This improves productivity and makes it easier the maintenance of such fuel supply systems at the same time Reduction in manufacturing costs.

130017/0 847

2038804

FIG. 5 shows a further embodiment of a fuel supply system according to the invention in an internal combustion engine with the engine block 1 ignited by a spark plug. The engine block 1 has one or more cylinders C or C ₁ to C ₄ . A piston 2 is arranged to be movable up and down in the cylinder C and forms the combustion chamber 3 with the cylinder head. A spark plug 47 is provided so that its electrodes protrude into the combustion chamber 3. Furthermore, the fuel injection valve 6 protrudes into the combustion chamber 3. The combustion chamber 3 communicates via the intake valve with an intake passage or an intake manifold through which the air is introduced into the combustion chamber 3. A throttle valve 48 is rotatably provided in the inlet passage 49 and operatively connected to an accelerator pedal, not shown, so that it moves together with the accelerator pedal.

When a layer filling of the injected fuel during the compression stroke near the top dead center position in the arrangement shown of the one protruding into the combustion chamber 3 Injection valve 6 takes place, the throttle valve 46 can be omitted in order to achieve a sufficient To draw the amount of air into the combustion chamber 3. The fuel injection valve 6 can be in the intake passage (inlet sver divider) 49 are arranged directly upstream of the throttle valve 46, so that the fuel of the Combustion chamber 3 after opening the inlet valve 8 is fed. In this case, the throttle valve 46 has to. Control of the amount of air / fuel mixture arranged will. The spark plug 4 is designed so that its ignition point is basically in the same way as in conventional gasoline engines by the ignition signals from the Control circuit 16 is controlled. The control circuit receives a variety of signals from the various sensors for detecting engine operating conditions and creates an optimal ignition timing according to the

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Engine operating conditions that change over time, so that the fuel injected by the injector 6 (e.g. gasoline) is ignited and burned near top dead center on the compression stroke.

The reference numeral 50 relates to a sensor for detecting the amount of intake air flowing through the intake passage 49, which changes according to the opening width of the throttle valve 48. The base amount for fuel injection is determined by the signal from this sensor 50 increased or decreased. Because here the fuel injection occurs at the optimal point in time between the middle and last Period of the compression stroke takes place ', the piston pump 11 sets the fuel to a certain pressure close to the Fuel injection pressure higher than the pressure in the combustion chamber at that time.

From the above, therefore, it follows that in the fuel supply system shown in FIG. 5, a desired amount of fuel can be safely injected at a required time and in all engine operating conditions and the fuel injection amount through the feedback control the fuel injection pressure can be precisely controlled. In addition, there is an increase in the amount of fuel with high responsiveness even in a transient operating condition of the engine. By igniting the so. . Injected fuel by means of the spark plug 47 can be a stable and effective combustion of the fuel take place even with a very lean air / fuel mixture. As a result, the fuel consumption and acceleration behavior of the engine significantly improved.

According to the invention, the injection time and the The amount of fuel delivered by the injector 6 is very accurate and highly responsive to the engine operating conditions controlled what the Mo ± orbetriebs-

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3O308Ö4

behavior and fuel efficiency is significantly improved. Since the above-mentioned controls are electronic without dependence on conventional mechanical means * - follow is the effort of mechanical tuning measures not required, which increases both productivity and maintenance of the fuel supply system at the same time facilitates a reduction in its manufacturing cost.

6 shows a further exemplary embodiment for a fuel injection valve 6 based on a helical solenoid (hereinafter referred to as helenoid). The injection valve 6 comprises a housing 67 in which a valve holder 60 and a helenoid holder 66 are coaxial with one another are arranged. The housing 67 has a fluid inlet 64 which is in fluid communication with the accumulator 13 stands, while a fluid outlet 64 is formed on the helenoid holder 66. In the helenoid holder 66 is a. part of Helenoids forming core or anchor 67 fixed at a distance from the inner surface of the holder 66. A substantially cylindrical armature 56 is moveable between the core 57 and the inner surface of the helenoid holder 66. The anchor 56 has a lower portion 56a which contains through bores 70. The lower portion 56a is via an unspecified connecting rod linked to a movable valve element 61. The valve 61 is movably arranged in the valve holder 60 to a to open or close the opening, which is Part of the valve holder 60 depicting valve seat 62 is formed and is in communication with the fluid inlet 64 stands.

The core 57 instructs its outer circumferential surface helical groove so that the outer surface of the core has a sawtooth shape in cross section. A helical coil 58 is longitudinal

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the surface of the helical groove of the core 57 wrapped. Furthermore, the armature 56 has a helical groove on its inner circumferential surface, whose shape corresponds to the groove of the core 57. The distance or gap (indicated in Fig. 6) between the helical Grooves is approximately 1 mm at most in the axial direction, so that the valve element 61 movable with the armature 56 can be moved by a stroke length of approximately 1 mm. This armature 56 has a total length of 42 mm and an outside diameter of 22 mm and generates a driving force of about 40 kp. The armature 56 is attached to the inner surface of the helenoid holder 66 by upper and lower bearings 55 slidably supported, which are arranged between Helenoi'dhalter 66 and anchor 56. The core 57 carries an integral Integral gap adjustment screw 51, which can be locked with a lock nut 52. By turning the screw 51, the position of the core 57 can be precisely adjusted in order to bring the aforementioned gap to an optimal value. The reference numeral 53 relates to a connection terminal via which the electrical current of the winding 58 is sent from the control circuit 16 is fed. The core 57 contains a central Recess 68 in which there is a helical spring 59 which biases the armature 56 downwards or in one direction, in which the valve element 61 contacts the valve seat 62. The reference numeral 63 relates to an O-ring between Valve holder 66 and housing 67 is arranged. Therefore, when the high pressure of the fluid acts on the valve seat T> 2 to To move the valve element 61 upwards, releasing the opening, the fluid flows through one between the inner one Surface of the valve holder 60 and the outer surface of the valve element 61 formed fluid passage 59 and then through the holes 70 in the helenoid. The fluid then flows to the outlet 54 via between the core 57 and the armature 56 created space. It goes without saying that the valve element 61 by a poppet valve 61 'according to FIG. 7 or by a ball valve 11 ″ according to FIG. 8 can be replaced.

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30388Ö4

The operation of the fuel injector shown in FIG valve is explained below. Basically, a helenoid is characterized by the fact that it is an extreme quick response, and has a high driving force, although its lifting motion is less than that of conventional ones Solenoid is. This is because the effective area of the armature 56 and the magnetic force line density are enlarged by the helical winding 58 through the helical groove, so that the higher weight of the armature 56 is reduced to a smaller value in order to achieve a higher driving force leaves.

If there is no electric current flowing through the helenoid, the armature 56 is pressed down by the biasing force of the spring 59 to the valve 61 in contact with the Hold valve seat 57. In this case, a high pressure of, for example, prevailing in the fluid inlet 64 acts 150 kgf / cm a fluid force on the valve element 61 of 29.4 kp with an assumed pressurized effective

2
area of 19.6 mm. The biasing force of the spring 58 must therefore be adjusted so that it is above the aforementioned fluid force so that the valve 11 remains in contact with the valve seat 62 despite the fluid pressure, -to maintain an oil- and gas-tight seal against the valve element 61 To move this pre-tensioning force in the opening direction, the driving force of the helenoid must be greater than this pre-tensioning force. In other words: when the electrical current flows through the helical winding 58 and thus an upwardly directed driving force acts on the armature 56, the valve element 61 xl is opened by the driving force which is used to break the equilibrium between the fluid pressure and the upwardly pressing the valve element the force of the spring 59 is required so that the fuel can flow from the passage 69 to the through bores 70. After releasing the valve is almost

13001 7708 47

there is no pressure difference between the upstream and downstream side of the valve element 61 and therefore no driving force is necessary via the biasing force of the spring 59 to keep the valve in the closed position - the helenoid 'develops , as mentioned above , an actuating force of about 50 kp, which therefore sufficient to keep the valve open wide enough.

The fluid flows through together with the opening of the valve the free space between core 57 and armature 56 and then to the fluid outlet 54 with cooling of the core and the armature, which prevents overheating of the solenoid and thus increases its service life. Since the stroke length of the solenoid is about 1 mm, the stroke length of the valve element 61 is equal to that of the helenoid. However, such a short stroke length is sufficient for practical cases in which the required flow rate for each valve opening is not large. Further, since a higher driving force is not required in the initial period of valve opening, it is Operational response is very high and the invention is therefore particularly suitable for fuel injection valves, who have to respond very quickly.

Fig. 9 shows a further embodiment of a fuel injection valve 6, which is constructed similarly to that of FIG is, but with the exception that the drive direction of the helenoid is opposite to that of FIG. Therefore is the valve element 61 by the driving forces of Spring 59 and armature 56 'in contact with the valve seat 62 pressed when electrical current flows, and the valve element 56 "opened by fluid pressure when power is interrupted or removed. Need only the core 57 ', the helical winding 58 * and the like, can be designed so that they have the reverse driving force of the armature 56 'so that the rest of the structure is essentially the same as in the case of the valve according to FIG. 6 is.

130017/08 47

Since thus due to the arrangement nagh Fig. 6 to 9 the Opening and closing movement of the valve element 61 triggered by the helical solenoid - is., the high-pressure fluid can be controlled with extremely high sensitivity. The valve has a small 'structural' dimensions and a small one Weight. In particular, the valve exhibits excellent initial high speed response and is therefore particularly suitable for cases where instantaneous flow control is required. It follows that the fuel injection valve of this type can also be used for other fluid controls to a large extent ' is usable.

130017 / Q847

Empty soap

Claims (22)

PATENT LAWYERS A. GRUNECKER DlPL-ING. H. KINKELDEY DR-ING W. STOCKMAIR OR-ING. AeE (CAlTECt * K. SCHUMANN ο «ηεη nat - cxpi - phys P. H. JAKOB G. BEZOLD DfIREFlNAT-ClPL-CHeA 8 MUNICH MAXIMILIANSTRASSE 14-. October 1980 ITISSiIT MOTOR CO. , IiDD. 2, Takara-cho, Kanagawa-ku Yokohama City, Japan Fuel supply system for an internal combustion engine PATENT CLAIMS fi-) Fuel supply system for an internal combustion engine with a cylinder, indicated by a feed pump (10) for discharging the fuel from a fuel source; a pressure pump (11) that delivers the output from the feed pump Pressurizes fuel; an accumulation device (13), the fuel from the Pressure pump stores; 130017/0847 TELEPHONE (Ο8Θ) 22 TELEX O5-2B38C TE = LEKOF = JERi = R a fuel injector (6) in fluid communication stands with the accumulation device and from this with the fuel is supplied, the injection valve in the open state, the fuel in the form of a mist injects into the cylinder; a pressure sensor (23), the fuel pressure in the Akkumulationseinrichtung detected and a signal indicative of the fuel pressure in the accumulation device gives up; a control valve (12) for the amount of fuel that is in fluid- is connected to the accumulation device, wherein the fuel in the accumulation device can be delivered through the control valve; and a control circuit (16) that controls the operation of the control valve controls according to the signal from the pressure sensor (Fig. 1 and 5). 2. Feed system according to claim 1, characterized in that the accumulation device one Contains piston (15) which forms a piston chamber (15a) into which the fuel pressurized by the pressure pump is input, wherein the piston is biased by a spring in the direction of reducing the volume of the piston chamber and the piston chamber with the fuel injector is in communication (Fig. 1 and 5). 3. Feed system according to claim 2, characterized in that the pressure sensor is a potentiometer (23) which is functionally linked to the piston of the accumulation device and electrically to the control circuit is connected, the potentiometer emitting an electrical signal indicative of the displacement of the piston (Figures 1 and 5). 30017/0847 303880A 4. Feed system according to claim 3, characterized in that the control valve (12 ') comprises: a Device that forms a fuel chamber and a fuel inlet through which the fuel chamber communicates with the piston chamber and a fuel outlet (20) has through which the fuel in the fuel chamber can be delivered, a movable valve element (19) for closing of the fuel outlet, a movable armature (18) connected to the valve element and an electromagnetic one Coil (17) which is arranged around the armature and is electrically connected to the control circuit (Fig. 2). 5. Feed system according to claim 3, characterized in that the control valve (12 ¹ ) has: a device which forms a fuel chamber and a fuel inlet through which the fuel chamber communicates with the piston chamber, and a fuel outlet (20 *) , through which the fuel in the fuel chamber can be delivered, a valve element (19 ') for closing the fuel outlet, an electrically conductive coil (17 ¹ ) / which is linked to the valve element and electrically connected to the control circuit, and one around the electrically conductive coil arranged permanent magnets (22) (Fig. 3). 6. Delivery system according to claim 2, characterized in that the fuel injection valve comprises: a nozzle holder (27) having a fuel passage formed therein (29), which is in communication with the piston chamber of the accumulation device, a fuel outlet (30), through which the fuel exits from the fuel passage, if there is a connection between the passage and the fuel outlet is made, a movable valve element (26) which is slidably disposed in the nozzle holder and the connection 130017/0847 Interrupt between fuel passage and fuel outlet can, a movable armature connected to the valve element (33) and an electromagnetic coil (34), which is arranged around the armature and electrically connected to the control circuit (16) (Fig. 4). 7. Zuführsysteia according to claim 6, characterized in that the valve element is a cylindrical Has shape and at its outer end has a conical portion (28) to which the open end of the fuel passage opposite, so that the open end can be closed by the conical section of the valve element (Fig. 4). 8. The feed system according to claim 2, characterized in that the fuel injection valve comprises: a housing (66, 67) having a fuel inlet which is in communication with the piston chamber of the accumulation device, and a fuel outlet through which the fuel in the housing can be dispensed electrically conductive substantially cylindrical core (57) which is fixed in the housing and has a helical groove on its outer circumferential surface, an electrically conductive helical solenoid (58) which is wound along the helical groove of the core and is electrically connected to the control circuit, a substantially cylindrical armature (56) movably spaced around the core and slidably supported on the inner surface of the housing, the armature having a helical groove on its inner circumferential surface corresponding in shape to that on the core , a moving one with the valve element (61) connected to the armature and a valve seat (62) with an opening which is in communication with the fuel inlet and can be closed by the valve element in order to block the connection between the fuel inlet and outlet (Fig. 6, 7, 8 and 9). 130017/0847 9. Feed system according to claim 8, characterized in that the anchor has a lower portion of the core opposite lower portion (56a), in which through bores are formed, through which the fuel flows from the fuel inlet, wherein the valve element is connected to the lower portion of the armature (Figs. 6, 7, 8 and 9). 10. Feed system according to claim 9, characterized in that the fuel injection valve is a Has spring (59) which is arranged in a recess (68) formed in the lower portion of the core in order to biasing the lower portion of the armature in a direction in which the valve element contacts the valve seat (Figures 6, 7, 8 and 9). 11. Feed system according to claim 10, characterized in that the core, armature, valve element, valve seat and springs are arranged coaxially to one another and to the housing (Figs. 6, 7, 8 and 9). 12. Feed system according to claim 11, characterized in that the fuel injection valve is a Means (51, 52) with which the gap between the relevant sections of the helical! Grooves on the core and anchor is adjustable (Fig. 6, 7, 8 and 9). 13. Feed system according to claim 12, characterized in that the device for setting the Gap comprises an adjusting screw (51) which is integrally connected to the core and can be fixed to the housing, wherein the Screw is coaxial with the core and protrudes from the housing (Fig. 6, 7, 8 and 9). 130017/0847 3Q388Q4 14. Feed system according to claim 13, characterized ge ke ix η, -that the valve element on its outer
End has a conical portion which can be brought into contact with the valve seat (Fig. 6 and 9). - 15. Feed system according to claim 13, characterized in that the valve element (61 ') is a plate
is (Fig. 7). 16. Feed system according to claim 13, characterized in that the valve element (61 ″) is a ball
is (Fig. 8). 17. Feed system according to claim 1, characterized by a device (42, 50) for detecting the
Engine operating states and for the delivery of signals indicative of the engine operating states, the detection device being electrically connected to the control circuit (FIGS. 1 and 5). 18. Feed system according to claim 17, characterized in that the detection device has a
Accelerometer (42) contains the position of
an accelerator pedal (43) detected and a for the position of the
Emits accelerator signal identifying the JHe- "
drove the control valve for the amount of fuel over the
Control circuit is controlled in accordance with the signal from the acceleration sensor (Fig. 1). 19. Feed system according to claim 17, characterized in that the detection device has a
Includes sensor (50) that detects the amount of intake air introduced into the cylinder and one for the intake air
Air volume characterizing signal emits, whereby the operation 130017/0347 of the control valve for the amount of fuel via the control circuit is controlled according to the signal from the air volume sensor (Fig. 5). 20. Feed system according to claim 18 or 19, characterized in that the detection device contains: a sensor (44) which detects the angle of rotation of a crankshaft and emits a signal indicative of the angle of rotation of the crankshaft, the sensor being electrically connected to the control circuit, a Sensor (45) which detects the temperature of an engine coolant and emits a signal indicative of the engine coolant temperature and is electrically connected to the control circuit _y and a sensor (46) which detects the temperature of the fuel and a signal indicative of the fuel temperature outputs and is connected to the control circuit (Fig. 1 and 5). 21. Fuel supply system for an internal combustion engine with compression ignition, which has a cylinder and a swirl chamber communicating with the cylinder, marked by a feed pump (10) for delivering the fuel from a fuel source, a piston pump (11) that takes the fuel from the feed pump pressurizes an accumulator (13) for storing the fuel from the piston pump, an electrically operated fuel injection valve (6), which is in fluid communication with the accumulator to be supplied with fuel from the accumulator, wherein the Fuel injection valve is arranged in the swirl chamber so that the cylinder is open over the swirl chamber Valve is supplied with a fuel spray. 130017/0847 a pressure sensor (23) zur.Erkunde the fuel pressure in the accumulator and for outputting a signal that is indicative of the fuel pressure in the accumulator, an electrically operated control valve (12) for the amount of fuel, which is in fluid connection with the accumulator and through which the fuel accumulated in the accumulator can be released is, a device (42, 50) for detecting the engine operating condition and for outputting a signal indicative of the engine operating state and a control circuit (16) that controls the operation of the control valve controls according to the signals from the pressure sensor 'and from the engine operating condition detecting device, wherein the control circuit controls the operation of the fuel injection valve in accordance with the signal from the engine operating condition detecting device controls (Fig. 1). 22. Feed system for a gasoline engine with a cylinder and a spark plug arranged in the cylinder, characterized by a feed pump (10) for discharging the fuel from a fuel source, a piston pump (11) that pressurizes the fuel from the feed pump, an accumulator (13) for storing the fuel from the piston pump, an electrically operated fuel injection valve (6) which is in fluid communication with the accumulator to be supplied with fuel from the accumulator, wherein the injector disposed in the cylinder for introducing a fuel spray into the cylinder when opened; 130017/0847 a pressure sensor (23), the fuel pressure in the accumulator detects and emits a signal identifying the fuel in the accumulator, an electrically operated control valve (12) for the amount of fuel, which is in fluid connection with the accumulator and through which the fuel accumulated in the accumulator can be dispensed is, a device (42, 50) which the '. Engine operating condition detects and emits a signal indicative of the engine operating state, and a control circuit (16) for controlling the operation of the regulating valve in accordance with the signals from the pressure sensor and from the engine operating condition detecting device, wherein the control circuit controls the operation of the fuel injection valve controls according to the signal from the engine operating condition detecting device (Fig. 5). 130017/0847