• 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:
    The present invention relates to a fuel injection device which operates according to the solid state energy storage principle and is formed as a reciprocating plunger pump having a delivery plunger element, wherein the delivery plunger element is moved in the direction of the pressure chamber from its starting position, and the delivery The plunger stores the kinetic energy during a nearly zero resistance acceleration state, which is suddenly transferred to the fuel in the pressure chamber by shock movement to generate a pressure shock for discharging the fuel through the injector means, and the second A pressure chamber is installed on the side of the delivery plunger element opposite the first pressure chamber so that the kinetic energy absorbed when the delivery plunger element moves back to its starting position is transferred to the fuel in the second pressure chamber.
    公开号:KR19990008089A
    申请号:KR1019970707613
    申请日:1996-04-23
    公开日:1999-01-25
    发明作者:볼프강하임베르크
    申请人:마티아스 피히트；피히트게엠베하운트코.카게；
    IPC主号:
    专利说明:

    Fuel injectors for internal combustion engines
    A fuel injection device of this kind is described with reference to FIGS. 13 to 19 attached to EP 0 629 265. This fuel injection device is operated by impact injection according to a so-called pump-injector (unit injector) system, and the armature of the solenoid-operated injection pump is installed to be axially guided at one end during the initial acceleration part stroke. Acting as a plunger, the delivered fuel travels in the pump system without accumulating pressure in the fuel fluid. During this initial partial stroke, the delivery plunger or armature absorbs and stores kinetic energy, thereby making use of a predetermined flow space through which the moved fuel can flow, which is secured by the circulation of fuel in the pump system. . Since the circulation of the fuel is prematurely interrupted by the valve means, which is installed in the armature or the delivery plunger and the delivery plunger is operated by moving the armature while the delivery plunger is near zero, the delivery plunger is moved. It releases its stored kinetic energy as impact pressure to a partial amount of fuel present in the circulation space, which is formed separately between the circulation plunger and the closed, for example, spring-loaded injector It is a closed space, the so-called pressure space. This sudden increase in the pressure of the fuel, for example up to 60 bar, causes the injector to open for a very short time, for example 1/1000 second, through which the fuel is injected into the combustion chamber of the internal combustion engine.
    This pump-injector system, known from EP 0 629 265, comprises a solenoid-operated reciprocating plunger pump 1 and an injector 2 (FIG. 1A). This pump-injector system has proved to be successfully used in particular in two-stroke engines, which previously had a large exhaust emission due to the so-called losses, which simultaneously opened the outlet and discharge passages 3 in the two-stroke engine. It is well known that a large amount of fuel can pass through the discharge passage 3 without being consumed, so that the fuel consumption is large. Now, with the pump-injector system described above, fuel consumption and exhaust emissions are significantly reduced. Besides this, the irregular ignition at low speed almost eliminated the engine's inability to run smoothly. In this arrangement, the fuel is injected into the combustion chamber 4 of the cylinder 5 quite quickly and directly, ie before the discharge passage 3 is substantially completely closed. The control unit 6 for optimizing the pump-injector system is executed electronically by a microprocessor, for example, controlling the timing of injection and the amount of fuel to be injected, and for this purpose, for example, the temperature sensor 7, the butterfly Injection timing is determined by the valve potentiometer 8 and the crank angle sensor 9. Suitably, the microprocessor also controls the ignition system 10 of the piston / cylinder unit of the engine filled with fuel by the pump-injector system.
    Due to this pump-injector system, hydrocarbon exhaust emissions have been significantly reduced in comparison with other two-stroke engines, while at the same time smooth operation has been significantly improved, especially at low speeds. Carbon monoxide and lubricating oil are also released in significantly smaller amounts, so these two-stroke engines are comparable to four-stroke engines in terms of exhaust emissions, and the typical power-to-weight ratio for two-stroke engine types is still large.
    In the pump-injector system described above, the fuel circulation space is formed by the pressure chamber and the delivery plunger or armature space, which pressure part is a partial space part separated from the pressure space by a standing pressure valve. In this case, the kinetic energy of the armature is transferred to the fuel in this partial space portion, so the armature space is a partial space portion through which fuel can move to zero resistance during the acceleration partial stroke.
    According to the known pump-injector system, the armature space can be connected with the fuel filling / scavenging means through a drill hole in the housing so that fuel can be discharged through the subspace during the injection operation of the armature or during the starting state of the pump or engine. have. Because of the filling and scavenging of cooled or bubble-free fuel, there are no fuels containing bubbles in the armature space and the cooled surroundings, and the formation of bubbles due to heat rise and / or cavitation Is substantially removed.
    In a particular example, bubbles may approach the pressure space, especially if the fuel is affected by heat, such as may occur in a pump-injector system during operation, such as by electrical energy and / or armature friction. This can adversely affect the operation of the pump-injector system, more particularly the injection.
    In the case of directly injecting fuel as is performed in a diesel engine, the first amount of fuel is initially injected and the second amount of fuel is injected when the ignition delay is terminated, thereby substantially knocking down the diesel engine. It is well known that it can be sprayed to reduce it.
    Two basic approaches in this specification, phased injection and dual injection, are known. Dual injection can be achieved with two pump elements or with one pump element that works very fast to make two injections. However, in order to achieve this purpose, the structure is complicated and practical application has not been achieved until now, so it is assumed that it will simply reduce engine knocking and reduce fuel consumption.
    For this reason, step injection has become common, where step injection is achieved by a preliminary injection valve having two nozzle passages that open at different pressures, as a result of which the injection is divided into preliminary injection and main injection.
    It is also known that the double injection allows the fuel to be called charge stratification in the combustion chamber of the engine.
    When stratified in a spark ignition engine, the fuel forms a fuel / air mixture (e.g. l = 1.5 to 3.0) in which the main amount of fuel is dilute and the thick fuel / air mixture (e.g. l = 0.85 to 1.3) It is introduced into the combustion chamber of the engine to thicken in the spark plug area. This thick fuel / air mixture is ignited by the spark plug, and the dilute fuel / air mixture, which cannot be ignited by itself, is then burned with a large amount of excess air. Due to this excess air, quite good exhaust emissions are achieved.
    In the German engine industry journal MTZ (Motortechnische Zeitschrift), October 1974, pages 307 to 313 of issue number 10 (35 years), two possibilities for generating stratified air are mentioned. One approach to designing a stratified charge engine is to inject fuel directly into the non-compartmental combustion chamber where the stratified air is fed by vortices of air, resulting in a thickening of the mixture near the spark plugs, despite the fact that the mixture is very thin overall It remains ignitable.
    Critically affecting the proper functioning of such a system is the pressure and direction in which the fuel is injected, the positioning of the spark plug relative to the injector, and in particular the air flow rate. Since the degree of air vortex is proportional to the engine speed, difficulties arise in operation under high speeds and high loads which are normally required in automotive engines.
    Layered air supply can be achieved by compartmental combustion chambers, ie with the aid of an accessory chamber. In this case, the dilute mixture enters the cylinder while in the accessory chamber the mixture is thickened by an injector or an additional suction system. This kind of system is basically independent of changes in speed and load and is therefore suitable for automotive engines.
    Such a stratified charge engine with an attached chamber is also described in the German Engine Industry Journal MTZ (Motortechnische Zeitschrift) April 1973 issue number 4 (34) pages 130,131. These stratified charge engines are Honda's so-called CVCC engines incorporated into compact cars to minimize emissions of CO, CH and NOx. The disadvantage of such an engine is that the efficiency is reduced due to the accessory chamber, and the fuel consumption is increased by about 10% compared to the conventional spark ignition engine without the accessory chamber.
    The invention relates to fuel injectors, in particular two-stroke engines fuel injectors, which operate according to the solid energy storage principle according to the preamble of claim 1.
    1A and 1B are schematic views of a fuel injection device for a two-stroke engine of a single cylinder.
    2 is a schematic longitudinal sectional view of an injection pump according to a first embodiment of the present invention;
    3 is a cross-sectional view of the armature of the injection pump shown in FIG.
    4 is a cross-sectional view of the valve element of the injection pump shown in FIG. 2.
    5 is a schematic longitudinal sectional view of an injection pump according to a second embodiment of the present invention.
    6 is a timing diagram schematically showing an initial injection timing and a next injection timing for ignition timing;
    It is an object of the present invention to provide a simple fuel injection device which reduces exhaust emissions, saves fuel and is independent of mixture error tolerance.
    This object is achieved by a multi-injection device having the features of claim 1. The fuel injection device according to the invention is formed in double-acting and operates according to the principle of solid energy storage, as a result of which a large amount of fuel can be injected for a short time interval and the fuel injection according to the invention The device facilitates reciprocation or impact and recoil movement of the delivery plunger element during the initial stroke by impact movement and then by the stroke movement. By doing so, the structure of the fuel injector is substantially simplified compared to two separate injectors, and more particularly the number of parts required when the delivery plunger element is integrally formed.
    In the fuel injection device according to the present invention, accurate and fast double injection can be achieved by simple methods and means to achieve optimum fuel distribution and reliable ignition or combustion in the combustion chamber, and as a result exhaust emission is reduced and Fuel is saved. In addition to this, it is possible to operate the engine by changing the mixture properties with respect to the combustion air ratio l without undamaging the ignition and combustion characteristics, which inevitably occurs in the cylinder during operation of the engine, ie by varying the amount of air. .
    Other advantageous embodiments of the invention are described in the dependent claims.
    Accordingly, the present invention particularly includes a pressure chamber in which energy stored in the armature or delivery plunger element is delivered to the fuel, and a valve is formed outside the armature space or blocks the movement of zero resistance in the pressure chamber or It is installed away from the armature part. By doing so, the heat generated in the armature space is not transferred directly to the pressure chamber, as a result of which the heating of the compressed fuel during injection and hence the risk of bubbles are greatly reduced. In addition to this, the pressure chamber can be freely accessible to provide a fuel delivery conduit that can, for example, deliver cool fins and / or bubble-free cold fuel to the pressure chamber for further cooling. In addition, the pressure chamber can be made compact, so that a smaller amount of fuel is present in the pressure chamber, thus reducing the risk of bubble formation.
    In addition, since the pressure chamber is small and fuel is directly supplied, only a small amount of fuel is required.
    The axial guidance of the dual or two sides of the armature according to claim 5 can avoid the inclined movement of the armature causing friction, so that the rise of heat can be suppressed.
    The formation of gas bubbles, the effects of bubbles adversely affecting proper operation, and / or heating of fuel are substantially eliminated.
    The fuel injection device according to the invention can be used particularly advantageously in the case of layered air supply. Because fuel injectors operate according to the principle of solid energy storage, large ejaculation pressures are generated during extremely short injection intervals, repetitive for metering fuel as a function of load at extremely high speeds (over 10,000 rpm) with high accuracy. It is possible to work quickly.
    The present invention will be described in detail below with reference to the accompanying drawings.
    The fuel injection device for an internal combustion engine according to the present invention is formed as a solenoid-operated double-acting reciprocating plunger pump (1) operating in accordance with the principle of storage energy, so that the fuel is discharged in pressure. Injected into the internal combustion engine.
    A first embodiment of a reciprocating plunger pump 1 according to the invention is shown in FIGS. 2 to 4.
    The reciprocating plunger pump 1 comprises a substantially elongated cylindrical two-part pump body having first and second pump body parts 15 and 15a, the first and second pump body parts Armature centerbore 16, two valve drill holes 17, 17 ′ and two pressure chamber drill holes 18, 18 ′, which in turn are incorporated into the pump bodies 15, 15 a, and the pump body as a whole. And a through passage extending therethrough.
    The armature center bore 16 is provided in the longitudinal axis direction between the valve drill holes 17 and 17 'and the pressure chamber drill holes 18 and 18'. The drill holes 16, 17, 17 ', 18, 18' are concentrically installed in the longitudinal axis 19 of the pump bodies 15, 15a, and the armature center bore 16 and the pressure chamber drill holes 18, 18 'are arranged concentrically. ) Are larger than the valve drill holes 17 and 17 ', so that the armature center bore 16 and the valve drill holes 17 and 17', and the valve drill holes 17 and 17 'and the pressure chamber drill holes respectively. 18 and 18 'are offset from each other by the first ring steps 21 and 21' and the second ring steps 22 and 22 ', respectively.
    The impact pressure direction 27 is defined as a direction parallel to the longitudinal axis 19 oriented from the second pump body portion 15a in the direction of the first pump body portion 15.
    The drill holes 16, 17, 17 ', 18, 18' are provided approximately mirror symmetrically with respect to the transverse center plane 12 of the reciprocating plunger pump 1, so that the impact pressure direction 27 in front of the plane Components installed to the right (to the right of the plane shown in FIG. 2) form the first delivery pump 13 and are installed in the impact pressure direction 27 behind the plane (to the left of the plane shown in FIG. 2). The components form the second delivery pump 14.
    The components of the first delivery pump 13 performing the same function as the pre-delivery pump and the components of the second delivery pump performing the same function as the post-delivery pump are The same reference numerals are used because the shapes of the components are essentially the same, except that the reference numerals of the components of the post-delivery pump 14 use commas ('). In the following description, the inward direction in the drill holes 16, 17, 17 ', 18, and 18' is the direction toward the center plane 12, and the outward direction is the transverse center plane 12 It points away from).
    The armature center bore 16 radially forms an armature space 23, in which a substantially cylindrical armature 24 is mounted reciprocally in the longitudinal axis direction. The armature space is formed in the direction of the forward pump 13 by the first ring step 21, in the direction of the post pump 14 by the first ring step 21 ', and the latter is second It is formed as the surface or the stop surface area 25 of the pump main body 15a. The second pump body portion 15a is screwed into the axial open end of the armature center bore 16 of the first pump body portion 15 by a cylindrical threaded groove portion 26.
    The armature 24 is formed substantially as a cylindrical body, with the front and rear regions 28 and 29 and the shell surface region 30 in the impact pressure direction 27 relative to the first delivery pump 13. Equipped. By continuously increasing the radius from the rear region 28 to the longitudinal centerline of the armature 24, the armature 24 is conical shaped at this point, with a conical surface region 31 extending from the rear to the front. It will be provided. The armature 24 is inserted with a clearance between the cell surface area 30 of the armature and the inner surface area of the armature center bore 16 to allow armature 24 within the armature center bore 16. When the armature reciprocates, the armature comes into contact with the inner surface area of the armature center bore 16 only when it is tilted, so that the friction between the armature 24 and the armature center bore 16 remains small. By providing the armature 24 with a conical portion 31, the contact surface area and the friction surface area are further reduced, which in turn further reduces the possibility of friction between the armature 24 and the inner surface area of the armature center bore 16. The heat generated is further reduced. One or more, preferably two or more, grooves 32 oriented in the longitudinal direction are provided in the cell surface area 30 of the armature 24.
    The armature 24 comprises two segments 24a, the segments of which are approximately semicircular in cross section (Fig. 3) and are arranged opposite in the radial direction, with shallow grooves 32 interposed therebetween.
    The delivery plunger barrel 35 penetrates through the drill hole 33 of the armature 26 to form a central passage space 26, and protrudes from the armature 24 on both sides.
    The delivery plunger barrel 35 is firmly connected to the armature 24. The unit comprising the delivery plunger barrel 35 and the armature 24 is also referred to as delivery plunger element 44 in the following. The delivery plunger element 44 may be formed integrally, ie in one part.
    The armature 24 and delivery plunger barrel 35 comprise two drill holes 33a oriented perpendicular to the longitudinal axis 19, which drill holes 33a have a passage space 36 and a groove 32 or Connections between the armature spaces 23 are formed in the armature 24.
    On the ring surface area 29 of the armature 24 provided forward in the impact pressure direction 27 or in the direction of the outgoing pump 13, a first support ring 37 of plastic material, through which the delivery plunger barrel 35 passes, It is firmly fixed and seated. Supported by the first support ring 37 in the front part is an armature spring 38 that extends to a second corresponding support ring 39 of plastic material. This second support ring 39 rests on the first support ring 37 in the armature center bore 16.
    The guide tubes 40, 40 'are firmly seated in the respective valve drill holes 17, 17', and the guide tube 40 of the delivery pump 13 is connected to the armature space (in the inner region of the armature spring 38). 23 extending inwardly, the guiding tube 40 'of the post delivery pump 14 terminates in a valve drill hole 17' just before the ring surface area 25 of the second pump body 15a. It does not protrude into the armature space 23. At the axially outer ends of the guiding tubes 40, 40 ′ are provided with ring webs 41, 41 ′ which in each case project radially outwardly, each ring web having a corresponding second ring step 22. 22 '). The ring webs 41 and 41 'do not extend radially to the inner surface region of the pressure chamber drill holes 18 and 18', and thus the ring webs 41 and 41 'and the pressure chamber drill holes 18 and 18'. In between, the cylindrical narrow gaps 42 and 42 'remain. The ring webs 41, 41 ′ allow the guide tubes 40, 40 ′ to lock in place to prevent axial movement inward.
    The delivery plunger barrel 35, which is rigidly connected to the armature 24, extends axially outwards to two guide tubes 40, 40 'on both sides, so that the delivery plunger barrel 35 is the front end 45 of the delivery plunger barrel. And at the rear end 46. Since the long delivery plunger barrel 35 is guided at both ends 45 and 46, the delivery plunger element 44 is guided horizontally and thus friction between the armature 24 and the inner surface area of the armature center bore 16. Can be avoided to a considerable extent.
    The valve elements 50, 50 ′ are axially mounted so as to be movable in the axially outwardly located portion of the guide tube 40, 40 ′ in each case, each valve element being a substantially cylindrical, long plug type. (plug-shaped) solids, which have outer and inner surface regions 51, 51 ', 52, 52' and cell surface regions 53, 53 '. The outer diameters of the valve elements 50, 50 ′ correspond in each case to the clearance widths of the passages in the guide tubes 40, 40 ′. Ring webs 54, 54 'installed at approximately one third outer end of the valve element 50, 50' are in each case in the cell surface regions 53, 53 'of the valve element 50, 50'. Is provided. The ring webs 41, 41 ′ of the guide tubes 40, 40 ′ form a joint with the ring webs 54, 54 ′ of the valve elements 50, 50 ′ so that they cannot be moved further inward. . On the outer circumference of the valve element 50, 50 ′ is provided three shallow wide grooves 55, 55 ′ which are oriented in the longitudinal axis (FIG. 4). Each ring web 54, 54 ′ is blocked in the region of the grooves 55, 55 ′. The number, installation or shape of the grooves 55, 55 ′ can be given by other methods and means.
    At the edges the inner surface regions 52, 52 ′ of the valve elements 50, 50 ′ are conical in shape and act as valve seats with the surface regions of the outlet plunger barrel 35 ends 45, 46. The end portions 45, 46 of the delivery plunger barrel 35 are in each case an angled delivery plunger barrel 35 to correspond to the inner surface regions 52, 52 ′ of the valve elements 50, 50 ′ as valve seats. ), And the inner wall of the delivery plunger barrel 35 is slightly machined. The delivery plunger barrel 35 thus forms valve seats 57, 57 ′ for the valve elements 50, 50 ′ in each case by their ends 45, 46. If the valve elements 50, 50 ′ are in each case adjacent to the valve seats 57, 57 ′ by the inner surface regions 52, 52 ′, then the cell surface regions of the valve elements 50, 50 ′ are present. The passages through the merged grooves 55 and 55 'and the tube are closed.
    Each portion of the valve elements 50, 50 'protruding from the guide tube 40, 40' forward into the pressure chamber drill holes 18, 18 'is surrounded by pressure chamber elements 60, 60'. Each pressure chamber element comprises a cylinder wall 61, 61 ′, an outer side end wall 62, 62 ′, and a hole or drill hole 63, 63 ′ has an outer side end wall ( 62,62 '). The pressure chamber elements 60, 60 ′ are rigidly inserted into the pressure chamber drill holes 18, 18 ′ by their cylindrical walls 61, 61 ′, and at the free ends of the cylinder walls 61, 61 ′. Adjacent ring webs 41, 41 ′ protrude out of the guide tubes 40, 40 ′ by located surface regions 64, 64 ′. The pressure chamber elements 60, 60 'include grooves 65, 65' that are oriented perpendicular to their surface areas 64, 64 '.
    The pressure chamber elements 60, 60 'in each case form pressure chambers 66, 66' by their inner spaces, into which the valve elements 50, 50 'are inserted to provide a pressure chamber ( 66, 66 '). At the inner side extending at least about half the length of the pressure chamber element 60 or 60 ', the pressure chambers 66, 66' are characterized by a larger gap width than the gap at the outer side. The larger gap width of the inner portion allows the valve elements 50, 50 'to be pushed into the pressure chambers 66,66' by the ring webs 54, 54 'with some clearance, while The magnitude of the clearance width is such that there is sufficient space only for the portion of the valve element 50 extending forward from the ring webs 54, 54 'and the coil springs 67, 67' surrounding each of these portions. have. As a result of this installation, the pressure chambers 66, 66 'are formed slightly larger than the space required for the impact movement of the valve elements 50, 50' executed during the injection.
    Coil springs 67, 67 ′ are internally seated on the outer side end walls 62, 62 ′ of pressure chamber elements 60, 60 ′ by one end thereof so that the other end is valve element 50, 50 ′. In particular, by adjoining the ring webs 54, 54 ′ of the valve element, the coil springs 67, 67 ′ force the valve elements 50, 50 ′ and the pressure chamber elements 60, 60 ′ separately.
    The pressure chamber elements 60, 60 ′ are in each case axially positioned outwardly by the connecting members 70, 70 ′ or in the spraying direction towards the front, the connecting members 70, 70 ′ being It is screwed into the ends of the pressure chamber drill holes 18, 18 'which are open to the outside. The connecting members 70, 70 'form the positions of the pressure chamber elements 60, 60' outward axially, so that the valve elements (because of the coil springs 67, 67 'and the pressure chamber elements 60, 60') 50, 50 ') is preloaded inward. On the outside of each connecting member there are ports 71, 71 'for connecting fuel delivery conduits 72, 72' (FIGS. 1A, 1B). The connecting members 70 and 70 'include full length drill holes 73 and 73' in the longitudinal axis direction, and each drill hole receives an upright pressure valve 74 and 74 '. The upright pressure valves 74, 74 ′ are preferably installed adjacent to the pressure chamber elements 60, 60 ′ so that the pressure chambers 66, 66 ′ no longer extend outward and the pressure chambers 66, 66 ′. ) Volume is small.
    Fuel delivery conduits 72, 72 ′ may be connected to a common injection valve 2 (FIG. 1A) or a separate injection valve 2, 2 ′ (FIG. 1B). The injection valve 2 'for post delivery is preferably formed to atomize the fuel more finely than the injection valve 2 for preliminary delivery, thus producing a very finely dispersed fuel droplet cloud. Preferably it is sprayed in the vicinity of the spark plug.
    The outer surface area of the pressure chamber elements 60, 60 'is provided with annular grooves 68, 68', each of which is provided from the inner surface area of the pressure chamber drill holes 18, 18 '. Plastic sealing rings 69, 69 ′ are positioned to completely seal the pressure chamber elements 60, 60 ′.
    Flow spaces are provided in the pressure chamber drill holes 18, 18 ′ in each pump body 15, 15 a to deliver fuel so that the drill holes are provided in the grooves 65 of the pressure chamber elements 60, 60 ′. 65 '). Each fuel delivery port 76, 76 'on the outer side in the pump body 15, 15a is surrounded by a socket 77, 77' for a fuel delivery valve 78, 78 ', and the fuel delivery valve is It is screwed into the sockets 77 and 77 '. The fuel delivery valves 78 and 78 'are formed as one-way valves with valve bodies 79 and 79'. Each valve body 79, 79 ′ includes two passages 80, 81 or 80 ′, 81 ′ that are axially coincidentally drilled, and each of the perforated passages 80, 80 ′ on the side of the pump body. The inner diameter is larger than the perforated passages 81 and 81 'so that the ring step between the two perforated passages is such that each ring step forms valve seats 82 and 82' for balls 83 and 83 '. Each ball 83, 83 ′ is valve seat 82, 82 by a spring 84, 84 ′ supported by a wall of the pump body 15, 15 a in the fuel delivery port 76, 76 ′ region. By receiving a preload against '), the externally compressed and discharged fuel can move balls 83 and 83' from the valve seats 82 and 82 'and the fuel passes through holes 80 and 80, respectively. '), Fuel delivery ports 76, 76', and grooves 65, 65 'provide access to pressure chamber drill holes 18, 18' and pressure chambers 66, 66 '.
    Extending from the pressure chambers 66, 66 ′ to the armature space 23 means that the valve seats 57, 57 ′ and the valve element of the delivery plunger barrel 35 are installed when the inner surface area of the valve element is spaced apart. The passage space 36 and the plunger element 44 of the delivery plunger barrel 35 pass through the grooves of the valve elements 50 and 50 'between the inner surface regions 52 and 52' of the 50 and 50 '. It is a passage through the drill hole 33a inside.
    A drill hole 90 extending outward as a fuel discharge port is incorporated in the periphery of the first ring step portion 21 provided on the side of the pre-delivery pump 13. The drill hole 90 extends outwardly by a connecting port 91 for connecting the fuel return conduit 92 (FIG. 1).
    The second pump body 15a includes a columnar ring step 93 which projects radially outward and adjoins the cylindrical threaded groove portion 26. The ring step 93 serves in particular to axially position the solenoid barrel 95 which fixes the first pump body 15 outward. The solenoid barrel 95 comprises a first wide cylinder wall 96 and a second narrow cylinder wall 97 having an inner diameter smaller than the inner diameter of the first cylinder wall 96, wherein the first and second ones 1,2 The cylinder walls are integrally connected to each other via a radially extending ring web 98. The solenoid barrel 95 is formed forwardly on the first body portion 15 until the first cylinder wall 96 faces the wall 100 protruding outward from the first pump body portion 15. It is mounted with one cylinder wall 96 to form an annular chamber 101 for receiving the solenoid coil 102 having a substantially rectangular cross section.
    Thus, the solenoid barrel 95 is clamped in place between the wall 100 and the ring staircase 93 of the second body portion 15 'and positioned axially. The second cylinder wall 97 of the solenoid barrel 95 is chamfered at the inner edge of the surface area facing the post delivery pump 14, such that a sealing ring 103, such as an O-ring, is formed in the surface area. 1 is clamped in place between the edge surface formed in the main body portion 15 and the ring step portion 93.
    The solenoid coil 102 is substantially rectangular in cross section and is encased in a U-shaped cross-section support cylinder 104 by an epoxy resin, so that the solenoid coil 102 and the support cylinder 104 form an integral solenoid module. The support cylinder 104 has one cylinder wall 105 and two side walls 106 and 107 which protrude radially outward from the cylinder wall 105 to form a space for the solenoid coil 102. The wall 105 extends laterally beyond the rear sidewall 106 such that the surface area 108 is in the surface area 109 of the sidewalls 106 and 107, the inner surface area of the cylinder wall 106 and in the annular chamber 101. It is certainly adjacent to the front side wall 107.
    In the region of the first pump main body 15 provided between the solenoid coil 102 and the armature space 23, a material such as Cu, Al, stainless steel, which has a low magnetic conductivity, is incorporated to form a solenoid coil ( To prevent magnetic short-circuit between 102 and armature 24.
    A second embodiment of the injection pump according to the invention is shown in FIG. 5.
    The structure of the reciprocating plunger pump 1 according to the second embodiment of the present invention is substantially the same as the reciprocating plunger pump 1 described above, and the parts having the same shape and the same function are characterized by the same reference numerals.
    The stretching of the reciprocating plunger pump according to the second embodiment is smaller than the stretching of the reciprocating plunger pump according to the first embodiment, and this shortening of the length is substantially achieved by using the balls 50a and 50a 'as valve elements. . The ring webs 41 and 41 'of the guide tubes 40 and 40' form a bond with respect to the balls 50a and 50a 'to prevent the ball from moving further inward, and each ring web ( 41 and 41 'are provided with annular ball sheets 41a and 41a' suitable for ball shape, so that the balls 50a and 50a 'can be surely contacted with the ring webs 41 and 41'.
    The balls 50a, 50a 'comprise a smooth surface, which is the valve seat 57, 57' of the delivery plunger barrel 35 when the surface of the ball is disposed away from the valve seats 57, 57 '. This is why the grooves 41b and 41b 'are incorporated into the ball seats 41a and 41a' in order to connect the pressure chambers 66 and 66 'to the gap between the surfaces of the balls 50a and 50a'. By providing the grooves 41b and 41b ', scavenging through the delivery plunger barrel 35 is possible.
    The operation of the fuel injection device according to the present invention is described below with reference to the first embodiment of the present invention.
    When the flow of current through the solenoid coil 102 is interrupted, the armature 24 is moved by the armature spring 38 to the second body portion 15a to which the rear surface area 49 of the armature 24 comes into contact. It is forced backwards against the stationary surface area 25. This is an armature in which the delivery plunger barrel 35 with the valve seat 57 facing the direction of the pre-delivery pump 13 is installed spaced apart from the rear surface area 52 of the valve element 50 by a distance sV. 24 is the starting position. In this starting position, the delivery plunger barrel 35 is forced by the valve seat 57 'to force the valve element 50' of the post delivery pump 14 against the spring force of the coil spring 67 '. The ring web 54 'of the element 50' is spaced apart from the ring web 41 'of the guide tube 40' by a distance sR.
    In this starting position, the fuel under preliminary pressure is transferred from the fuel tank 111 via the fuel delivery valve 78 by the fuel transfer pump 112 and the fuel delivery conduit 113 to the pressure chamber of the pre-delivery pump 13. 66) sent out. Fuel from the pressure chamber 66 passes through the groove 55 incorporated into the cell portion of the valve element 50 via the guide tube 40 and the valve seat 57 and the valve element 50 of the delivery plunger barrel 35. Into the gap between the inner surface regions 52 and into the passage space 36 of the delivery plunger 35. The compressed fuel flows from the passage space 36 of the delivery plunger 35 through the perforated passage 33a through the delivery plunger barrel 35 and the armature 24 to fill the armature space 23. Upper and lower portions of the armature space 23 of the armature 24 are connected to each other by grooves 32 incorporated in the armature 24 so that the entire armature space 23 is filled with fuel. Through the drill hole 90 and the connecting port 91, the fuel is returned to the fuel tank 111.
    Thus, at the start position of the delivery plunger element 44, the pressure chamber 66 of the delivery pump 13, the passage space 36 of the delivery plunger 35, the perforated passage 33a in the plunger element 44. , There is a fuel flow path extending from the fuel delivery valve 78 via the armature space 23, the drill hole 90 and the connection port 91, so that fuel is continuously discharged through the flow path. And scavenging, whereby the pressure chamber 66 of the pre-delivery pump 13 is always discharged and filled with such fuel from the fuel tank 111 with fresh and thus no bubble.
    The preliminary pressure generated by the fuel transfer pump 112 is, on the one hand, greater than the pressure drop in the flow path, which ensures continued scavenging of the reciprocating plunger pump 1 and, on the other hand, the pressure of the upright pressure valve 74. No fuel is fed from the reciprocating plunger pump 1 to the injector 2 at the starting position of the delivery plunger element 44 because it is less than the passage pressure.
    Applying a current to cause the solenoid coil 102 to pass a current causes the magnetic field to move the armature 24 in the direction of the pre-delivery pump 13 and the valve element 50 of the pre-delivery pump 13 for preliminary injection. It will execute the movement to activate. The movement of the pump element (= armature 24 and delivery plunger barrel 35) is (between the valve seat 57 of the delivery plunger barrel 35 and the inner surface area 52 of the valve element 50 at the starting position). It reacts only against the spring force of the armature spring 38 during the prestroke, over the length sV), which corresponds to the space. The spring force of the armature spring 38 is so weak that the armature 24 moves with virtually no resistance, but nevertheless the spring force is sufficient to return the armature 24 to its starting position. The armature 24 floats in the pressure filled space 23 filled with fuel, and the fuel can flow freely back and forth between the upper and lower portions of the armature 24 within the armature space 23. Does not produce any pressure to react. Thus, the delivery plunger element 44, which includes the armature 24 and the delivery plunger barrel 35, is continuously accelerated and accumulates kinetic energy.
    While the plunger element 44 is shocked in the direction of the pre-delivery pump 13, the valve element 50 of the post-delivery pump 14 has a ring web 54 ′ with the ring web of the guide tube 40 ′. Piggybacks the movement of the plunger element 44 due to the coil spring 67 'effect until it is encountered. In this installation, the volume of the pressure chamber 66 'of the post delivery pump 14 is expanded so that fresh, bubble-free fuel is drawn into the fuel delivery valve through the fuel delivery valve 78'. The plunger element 44 once corresponds to the space between the ring web 59 'of the valve element 50' from the ring web 41 'of the guide tube 40' at the starting position of the plunger element 44 When the preliminary stroke greater than or equal to the distance sR is executed, the valve seat 57 'is released from the inner surface area 52' of the valve element 50 ', thereby providing an inner surface area 52' and a valve seat 57 '. In between, a space is formed which forms a passage from the pressure chamber 66 'to the passage space 36 of the delivery plunger barrel 35 through the groove 55'. Accordingly, a flow path is formed from the fuel delivery valve 78 'to the armature space 23 or the entirety of the drill hole 90 while the plunger element 44 is impacted.
    At the end of the preliminary stroke SV, the delivery plunger element 44 is faced by the valve seat 57 to the inner surface area 52 of the valve element 50 of the preliminary pump 13, resulting in a valve. Element 50 is suddenly forced outwards. Since the delivery plunger barrel 35 is in contact with the inner surface region 52 of the valve element 50 by the valve seat 57, the passage space of the delivery plunger barrel 35 from the delivery pump 13. The flow path up to 36 is opened so that the fuel can no longer escape back from the pressure chamber 66. The fuel is thus moved from the pressure chamber 66 by the impact movement and other transfer movement of the valve element 50, whereby the fuel is compressed. In this situation, the fuel delivery valve 78 is closed due to the pressure generated in the pressure chamber and the drill hole 80 of the fuel delivery valve 78, which pressure is greater than the pressure at which the fuel is delivered by the fuel transfer pump. . Next, at the current predetermined pressure, the upright pressure valve 74 is opened to apply a predetermined pressure to the fuel located in the delivery conduit between the injector 2 and the reciprocating plunger pump 1, which pressure is for example an injector 2. 60 bar as indicated by the passage pressure. The energy stored in the movement of the delivery plunger element 44 is thus immediately transferred to the fuel located in the pressure chamber 66 as the delivery plunger element 44 is in contact shock.
    The time through which the solenoid coil 102 is energized and the plunger element 44 is moved determines the travel distance of the valve element 50 as the fuel moves into the pressure chamber 66, and as a result the prepump 13 The fuel delivered by) is proportional to the travel distance of the valve element 50 or to the time intervals through which the solenoid coil 102 is energized. The maximum discharge distance can reach several times the spacing sV between the valve seat 57 and the inner surface of the valve element 50 at the starting position of the plunger element.
    By shutting off the solenoid coil 102 from the circuit, fuel delivery of the pre-delivery pump 13 is interrupted, so that the plunger element 44 is returned to its starting position by the action of the armature spring 38, and post injection A recoil movement is performed to actuate the valve element 50 'of the post delivery pump 14 for the purpose of. When the armature 24 is at a distance sR from the stationary surface area 25, the plunger element 44 is caused by the valve element 50 by its valve seat 57 ′ which is directed in the direction of the post delivery pump 14. ') Forcing the valve element 50' into the pressure chamber 66 ', and then the fuel is moved out of the pressure chamber 66'. The armature 24 faces the stationary surface area 25, as a result of which the stroke sR of the post delivery pump 14 is suddenly blocked and the plunger element 44 is again in its starting position.
    The recoil movement of the plunger element 44 may be delayed by a solenoid coil which is not interrupted in the circuit by the pre-delivery pump 13 at the end of the fuel delivery, and instead the current value is determined for the predetermined time interval. As the 44 is no longer moved in the impact direction 27 and is reduced to a current value that retards the recoil movement of the plunger element, the plunger element 44 is confronted with a delayed valve element 50 ', and as a result the prepump The time interval between fuel delivery by 13 and fuel delivery by the post-delivery pump 14 can be controlled.
    The distance sR traveled by the valve element 50 'during the injection operation of the post delivery pump 14 is equal to each post delivery stroke so that for each injection activity the amount of fuel injected by the post delivery pump 14 is always Becomes the same. This constant injection amount is preferably chosen to correspond to the fuel required by the engine at idle.
    The stroke sV of the preliminary pump 13 is preferably greater than or equal to the stroke sR of the post-delivery pump 14 (sVsR) so that the entire delivery stroke of the post-delivery pump 14 is Can be carried out without fuel delivery taking place.
    The double acting reciprocating plunger pump 1 according to the invention can be used particularly advantageously for stratified air supply in a spark ignition engine in which high pressure fuel is discharged into the combustion chamber 4 by the injection pump 1 (FIG. 1 a). have. Combustion chamber 4 is formed by cylinder 5, cylinder head 115 and piston 116 by known methods and means. The cylinder head 115 incorporates a spark plug 10 and an injector 2 for direct injection into the combustion chamber 4. The injector 2 is connected to the injection pump 1 via fuel delivery conduits 72, 72 ′.
    If necessary, the pre-compressed fuel is sent from the fuel tank 111 to the injection pump 1 by the fuel delivery conduit 113 via the fuel transfer pump 112. The injection pump 1 and spark plug 10 are connected to several sensors, such as, for example, a temperature sensor 7, a butterfly valve sensor 8 and a crank angle sensor 9 for sensing the appropriate engine performance parameters. Controlled by means (6).
    By the method according to the invention, an initial fuel amount (main fuel amount) which is variable, i.e., adjusted as a function of load, is injected into the combustion chamber 4. The main fuel quantity is measured so that the mixing ratio with the amount of inlet air during the piston stroke is l1.5 non-ignitable mixing ratio. This is followed by a second amount of fuel, which is the amount of ignition of fuel injected into the combustion chamber 4 in the region of the spark plug 10, with a higher mixing ratio ignited by the spark plug 10, such as l = 0.85 to Has 1.3. The amount of ignition of the fuel is preferably kept somewhat constant. As a result, the flame front propagates relatively consistently to the fuel / air mixture, resulting in an ideal emission value due to the preset or selected mixing ratio.
    The success of the method according to the invention is based on the fact that a large amount of fuel forms a cloud, for example when high injection pressures in excess of 40 bar are used, which cloud is for example contained in the gas contained in the combustion chamber 4. This is in the form of a lobe that does not already decelerate in the vicinity of the injection valve 2 but instead permeates at a propagation rate that can be scheduled into the combustion chamber 4 where the cloud is dispersed. When entering the combustion chamber 4 near the injection valve 2, the smaller atomized fuel is directly decelerated due to the high pressure. If such a fuel cloud is positioned to extend into the spark area of the spark plug 10, the fuel cloud may be ignited. Therefore, it is convenient to provide the injection valve 2 so as to be adjacent to the spark plug 10 so as to have a V shape facing each other.
    Thus, the method according to the invention can provide stratified air supply in a simple manner and means, in which the dilute fuel / air mixture and the thick fuel / air mixture are separated separately from the combustion chamber without the need to form an accessory chamber in the combustion chamber 4 for injection. 4) can be optimized by spraying into. Direct injection results in a substantially reduced fuel consumption compared to conventional stratified charge engines with an accessory chamber.
    The atomization effect and the deceleration effect as a function of fuel amount based on a sudden change in flow state as a function of fuel amount provide the advantage that a smaller amount of main fuel concentrates closer to the spark plug than a higher amount of main fuel, This may affect the difference between the thick fuel cloud 118 of the injected ignition amount of fuel and the dilute fuel lobe 117 of the main amount of fuel. As a result, the method according to the invention is independent of any unwanted fluctuations as a function of speed and load, because for a smaller amount of main fuel and a larger amount of main fuel, This is because the pre- and post-injection of the ignition amount of fuel can be optimally achieved respectively.
    A relatively large period III can be used between the initial point I of the preliminary injection and the second point II of the post-injection (FIG. 6), e.g. due to vortices with the introduced air, (4) It can distribute uniformly. As a result, the fuel / air mixture is in turn distributed fairly uniformly in the combustion chamber 4. Since the amount of ignition fuel that is much less than the main fuel amount under a large load is injected into the ignition point region of the spark plug 10 immediately before or at the same time as the ignition time point IV 2, non-uniform distribution of fuel and air is carried out in the combustion chamber 4. Effectively done The time interval between the pre and post injections corresponds to a crank angle difference of about 40 ° to 100 °, preferably at least 60 ° in the load regime of the spark ignition engine.
    Preferably, the time interval between the initial point of preliminary injection and the later point of post-injection is controlled in proportion to the amount of main fuel, thereby ensuring a uniform distribution over a larger amount of main fuel and a smaller amount of main The fuel does not diffuse to a very thin level and to be removed from the fuel cloud 9b formed by the ignition amount of fuel that can no longer be burned. The main fuel amount can be controlled variably or as a function of the load, so that when the engine is idle, the engine can be operated either with the ignition fuel amount, i.e. without the main fuel amount. Under heavy loads, the main fuel volume can be as high as 10 times the ignition fuel volume.
    A timing diagram for pre-injection, post-injection and ignition under average load and average speed conditions is shown in FIG. 6 for one revolution of the crankshaft. The range of angles for the pre-injection and post-injection is a function of the load and speed by the above-described methods and means, and the post-injection and pre-injection by means of a time interval in which the range of angles is smaller or decreasing with increasing speed. Special consideration should be given to increasing the angular range for injection as the speed increases. The ratio of the typical angular range to the average load and speed is 1: 2: 4 for the time interval of post injection: time interval between pre and post injection: pre injection.
    The injection pressure, for example the pressure shock, of the process according to the invention is at least 40 bar or 40 bar, preferably in the range of 60 bar. At an injection pressure of 60 bar, a fuel injection speed of about 50 m / s is achieved using conventional injectors. It is this injection speed along with the high injection pressure that causes the atomization and deceleration effects as a function of the amount of fuel optimizing the stratified air supply in the double injection device used according to the invention.
    权利要求:
    Claims (26)
    [1" claim-type="Currently amended] A fuel injection device operating according to the solid energy storage principle and formed as a reciprocating plunger pump having an outlet plunger element 44, wherein the outlet plunger element 44 is moved from its starting position toward the pressure chamber 66, The delivery plunger element 44 stores kinetic energy during an almost zero resistance acceleration state, which is transmitted abruptly to the fuel in the pressure chamber 66 by shock movement to discharge fuel through the injector means. A fuel injector for generating a pressure shock for
    A second pressure chamber 66 is installed on the side of the delivery plunger element 44 opposite the first pressure chamber 66 such that the absorbed movement when the delivery plunger element 44 moves back to its starting position Energy is delivered to the fuel in the second pressure chamber (66).
    [2" claim-type="Currently amended] 2. The kinetic energy according to claim 1, wherein the kinetic energy is stored upon return movement to the starting position during a nearly zero resistance acceleration state, and the stored kinetic energy is suddenly transferred to the fuel in the second pressure chamber 66 by the reaction movement. A fuel injector, characterized in that.
    [3" claim-type="Currently amended] The valve element 50 and the delivery plunger element 44 according to claim 1 or 2, wherein the means for interrupting the zero resistance acceleration state and for generating a pressure shock in the first pressure chamber 66. A valve comprising a valve seat 57 disposed thereon, the first pressure chamber 66 being closed to generate a pressure shock, wherein the valve seat 57 and the valve element 50 are in an impact direction. A fuel injection device, characterized in that the pressure chamber (66) is provided at the end of the delivery plunger element (44) located forwardly and is spatially separated from the delivery plunger element (44).
    [4" claim-type="Currently amended] 4. The means according to claim 2 or 3, wherein said means for blocking said zero resistance acceleration state and for generating a pressure shock in said second pressure chamber (66 ') comprises a valve element (50') and said delivery plunger element. A valve seat (57 ') disposed on (44), the second pressure chamber (66') is closed to generate a pressure shock, and the valve seat (57 ') and the valve element ( 50 'is installed at the end of the delivery plunger element 44 located forward in the impact direction such that the pressure chamber 66' is formed spatially separate from the delivery plunger element 44. Device.
    [5" claim-type="Currently amended] The solenoid coil-operated reciprocating type according to any one of claims 1 to 4, wherein the injection device comprises a solenoid coil (102) and the delivery plunger element (44) driven by the solenoid coil (102). Formed as a plunger pump 1, the delivery plunger element 44 comprises an armature 24 and a long delivery plunger barrel 35 which are substantially cylindrical, and end portions 45, 46 of the delivery plunger barrel 35. Extends longitudinally beyond the armature (24), each of which is mounted rigidly and longitudinally movable.
    [6" claim-type="Currently amended] 6. The delivery plunger barrel (35) according to claim 5, wherein the delivery plunger barrel (35) is firmly connected to the armature (24), and the valve seats (57, 57 ') are each end (45, 46) of the delivery plunger barrel (35). Fuel injection device, characterized in that installed in.
    [7" claim-type="Currently amended] 7. The valve according to claim 3, wherein each of said valve elements 50 or 50 ′ is formed of a substantially cylindrical elongate solid mounted to the guiding tubes 40, 40 ′. A longitudinally oriented groove 55 or 55 'is provided on its outer periphery of the guide tube 40, 40', the groove 55 or 55 'being the pressure chamber 66 or 66'. A passage into any passage space 66 within the delivery plunger barrel 35, wherein one of the valve seats 57, 57 ′ is the corresponding valve element 50 or 50 ′. And closes the corresponding pressure chamber (66 or 66 ') when adjacent.
    [8" claim-type="Currently amended] 7. The valve element according to any one of claims 3, 4 and 6, wherein the valve element is one or two balls 50a, 50a 'and the ball seats 41a, 41a' are the balls 50a, 50a. By forming a joint to ') the balls 50a and 50a' can no longer be moved inward, and the ball seats 41a and 41a 'are each from one of the pressure chambers 66 or 66'. One or more grooves 41b, 41b 'that define a passage into the passage space 36 inside the delivery plunger barrel 35, wherein the passage is one of the valve seats 57, 57'. A fuel injection device, characterized in that it is closed when adjacent to the corresponding valve element (50 or 50 ') so that the corresponding pressure chamber (66 or 66') is closed.
    [9" claim-type="Currently amended] 9. The substantially cylindrical armature 24 according to any one of claims 5 to 8, wherein the substantially cylindrical armature 24 has a front surface area and a rear surface area 28 and 29 and a cell surface area 30 and the rear surface in the impact direction. And a conical surface region (31) extending from the region (28) to the approximately longitudinal center point of the armature (24) from the rear to the front outward.
    [10" claim-type="Currently amended] 10. The armature space (23) according to any one of claims 5 to 9, wherein the reciprocating plunger pump (1) comprises a pump body having an armature center bore (16) and through an armature center bore (16). ) Is formed at the front of the impact direction by the first ring step 21 and at the rear of the impact direction by the second ring step 22, and the armature 24 is connected to the solenoid coil 102. Reciprocating in the armature space 23 by means of an armature spring 38 forcing the armature 24 in the longitudinal axis direction, the armature 24 having a groove 32 oriented in the longitudinal direction in the cell portion. A fuel injector, characterized in that.
    [11" claim-type="Currently amended] 11. The armature (24) of claim 10, wherein the armature (24) is in its starting position because of the spring force of the armature spring (38) when the solenoid coil (102) is disconnected from the circuit. The valve seat 57 which is oriented in the direction is spaced apart from the corresponding opposing end wall 52 by an interval sV, and the valve seat 57 'is directed toward the second pressure chamber 66'. Fuel injection device, characterized in that the valve element (50 ') is forcibly pushed into the pressure chamber (66') by being installed adjacent to the corresponding surface area (52 ') of the corresponding valve element (50').
    [12" claim-type="Currently amended] 12. The armature space according to claim 11, wherein the plunger element (44) comprises a drill hole (33a) connecting the passage space (36) inside the delivery plunger barrel (35) to the armature space (23). (23) is connected to the fuel return conduit (92) via a drill hole (90) and a connection port (91) to the outside.
    [13" claim-type="Currently amended] 13. The pressure chamber of any one of the preceding claims, wherein each of the pressure chambers 66, 66 'opens at the current predetermined pressure and opens the passage in the fuel delivery conduit 72 to the injector 2. A fuel injection device, characterized in that it is formed by an upright pressure valve (74, 74 ').
    [14" claim-type="Currently amended] 14. The impact movement of the corresponding valve element (50, 50 ') according to any one of claims 1 to 13, wherein at least one of the first and second pressure chambers (66 or 66') is made during injection. The fuel injector, which is only slightly larger than the space required by the.
    [15" claim-type="Currently amended] The fuel is injected into the combustion chamber, preferably at a high pressure of 40 bar or more, wherein a first major amount of fuel that changes as a function of load at an initial time point is injected into the combustion chamber, and at a later time an amount of ignition amount of fuel is ignited in the spark plug. A method for stratified air supply to a spark ignition engine which is injected into a combustion chamber in a point region and ignited,
    A fuel injector, in particular a fuel injector according to any one of claims 1 to 14, which operates according to the principle of energy storage in the solid state and has a reciprocating plunger element 44. It is formed as a plunger pump and moves the delivery plunger element 44 from its starting position toward the pressure chamber 66, and the delivery plunger element 44 stores kinetic energy during a nearly zero resistance acceleration state. The kinetic energy is suddenly transferred to the fuel in the pressure chamber 66 by the impact movement so that a pressure shock is generated to discharge the fuel through the injector means, and when the delivery plunger element 44 moves back to its starting position The second pressure chamber 66 'is opposed to the first pressure chamber 66 such that absorbed kinetic energy is transferred to the fuel in the second pressure chamber 66'. Provided on the side of the delivery plunger element (44), and characterized in that to the fuel directly injected into the combustion chamber.
    [16" claim-type="Currently amended] 16. The kinetic energy according to claim 15, wherein the kinetic energy is stored upon return movement to the starting position during a nearly zero resistance acceleration state, and the stored kinetic energy is suddenly converted into fuel in the second pressure chamber 66 'by a reaction movement. Characterized in that it is delivered smoothly.
    [17" claim-type="Currently amended] 17. The method of claim 15 or 16, wherein the time interval between the initial time point and the later time point is adjusted such that the major amount of fuel is mixed with the aspirated air to a dilute mixing ratio of l1.5.
    [18" claim-type="Currently amended] 18. The method of claim 17, wherein the time interval between the initial time point and the later time point is controlled in proportion to the main fuel amount.
    [19" claim-type="Currently amended] 19. The method of any one of claims 15-18, wherein the fuel injection pressure is in a range of about 60 bar.
    [20" claim-type="Currently amended] 20. The method of any one of claims 15 to 19, wherein the amount of main fuel at full engine load is about ten times the amount of ignition fuel.
    [21" claim-type="Currently amended] 21. The method of any one of claims 15 to 20, wherein no major amount of fuel is injected at idle.
    [22" claim-type="Currently amended] 22. The method of any one of claims 15 to 21, wherein a fuel of a substantially constant ignition amount is injected.
    [23" claim-type="Currently amended] 23. The method according to any one of claims 15 to 22, wherein the amount of main fuel discharged from the first pressure chamber is controlled as a function of the distance traveled by the plunger element during the impact movement.
    [24" claim-type="Currently amended] 24. The method according to any one of claims 15 to 23, wherein the amount of the ignition fuel sent out from the second pressure chamber is constant, and the main amount of fuel is ignited into the combustion chamber of the engine at the time of injection.
    [25" claim-type="Currently amended] 25. The method according to any one of claims 15 to 24, wherein the plunger element is actuated by a solenoid coil and controlling the first amount of fuel while the pulse applied to pass the current through the solenoid coil lasts. How to feature.
    [26" claim-type="Currently amended] 26. The method according to any one of claims 15 to 25, wherein the amount of ignition fuel corresponds to the amount required at idle, and the amount of main fuel in time or at top dead center (TDC) corresponding to the crankshaft position (60 °). Previously sprayed.
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    同族专利:
    公开号 | 公开日
    EP0823018A1|1998-02-11|
    JPH11506513A|1999-06-08|
    AT191064T|2000-04-15|
    AU5501996A|1996-11-18|
    US20020011239A1|2002-01-31|
    KR100330939B1|2002-09-17|
    US6715464B2|2004-04-06|
    AU694353B2|1998-07-16|
    WO1996034195A1|1996-10-31|
    EP0823018B1|2000-03-22|
    CA2217986A1|1996-10-31|
    引用文献:
    公开号 | 申请日 | 公开日 | 申请人 | 专利标题
    法律状态:
    1995-04-28|Priority to DE1995115774
    1995-04-28|Priority to DE19515781.8
    1995-04-28|Priority to DE1995115781
    1995-04-28|Priority to DE19515774.5
    1996-04-23|Application filed by 마티아스 피히트, 피히트게엠베하운트코.카게
    1996-04-23|Priority to PCT/EP1996/001695
    1999-01-25|Publication of KR19990008089A
    2002-09-17|Application granted
    2002-09-17|Publication of KR100330939B1
    优先权:
    申请号 | 申请日 | 专利标题
    DE1995115774|DE19515774C2|1995-04-28|1995-04-28|Fuel injection device for internal combustion engines|
    DE19515781.8|1995-04-28|
    DE1995115781|DE19515781A1|1995-04-28|1995-04-28|Method of feeding fuel charge into IC engine|
    DE19515774.5|1995-04-28|
    PCT/EP1996/001695|WO1996034195A1|1995-04-28|1996-04-23|Fuel injection device for internal combustion engines|
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