• 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:
    1. A method of injecting fuel into the engine; cross section, which is locked by a spring-loaded needle, and the fuel in the region of high frequencies of rotation and / or engine loads serves but in the form of a film on the wall of the combustion chamber, and at idle and in the region of low rotational frequencies and / or engine loads, the fuel is mostly directly displaced with air, and the amount of fuel injected is controlled depending on the load and frequency of rotation, in that In order to reduce exhaust emissions and facilitate starting, they separate the entire operating range of the engine from idle to full load into several (for example, four) areas and change the passage The nozzle orifice has a cross section by raising the needle of the injection nozzle depending on the rotational speed and engine load in certain areas, and the nozzle orifice cross section is increased by the characteristic of the spring element or additional adjustment means slower in the low frequency range of rotation and / or loads. than in the area of high frequencies of rotation and / or loads. 2. The method according to claim 1, is different from the fact that the magnitude of the maximum orifice of the nozzle orifice in the region of low loads and rotational frequencies provides within 3-15% of the orifice in the region of nominal load, and in the region of idling - iO is smaller than the area of nominal load. 3. Method according to paragraphs. 1 and 2, that is, in that the fuel injection pressure at the nominal mode provides 2-3 times the injection pressure at the minimum idling frequency of the engine. . 4. The method according to paragraphs. 1-3, which is based on the amount of fuel that is injected per degree of rotation of the crankshaft and the liter of displacement. B idle area i ± 0.5 mm, and at nominal mode 2 ± 1 mm. 5. Method, PP. 1-4, based on the fact that yroJT has started
    公开号:SU1111691A3
    申请号:SU802933155
    申请日:1980-06-11
    公开日:1984-08-30
    发明作者:НАЙТЦ Альфред；Пикель Ханс；Дъальфонсо Нунцио
    申请人:М.А.Н.Машиненфабрик Аугсбург-Нюрнберг Аг (Фирма)；
    IPC主号:
    专利说明:

    At a nominal speed, fuel injection regulates from nominal load to idling within 20-50% of the range of adjustment of the injection start angle as a function of rotation frequency, and these limits are "kept constant throughout the operating frequency range of rotation from nominal to idling.
    6. The method according to paragraphs. 1-5, characterized in that at a constant speed mode, the start of fuel injection, as a function of load, begins to be adjusted from 100 to 50% of the nominal amount of fuel injected and is adjusted down to the idle area, depending on which can be both linear and nonlinear character.
    one
    The invention relates to the field of engine construction, in particular to methods of fuel injection into an engine with predominantly vortex movement of air in a combustion chamber having the shape of a body of rotation, and film mixture when injected through a nozzle with a variable geometry of a nozzle orifice.
    There is a known method of fueling an internal combustion engine with direct injection, self-ignition and forced ignition provided with a combustion chamber located in the bottom of the piston, having the shape of a rotating body, in which the vortex movement of air prevails around its longitudinal axis; fuel is injected through a nozzle with a variable cross section, which is locked by a spring-loaded needle, and the fuel in the region of high rotational frequencies and / or loads is served mainly as a film on the wall of the combustion chamber while in idle mode rotation and / or engine loads predominantly directly mix the fuel with air, and the amount of fuel injected is controlled depending on the load and the speed of rotation C1.
    The disadvantage of the well-known method of fuel injection is that it does not provide the same effect in the entire range of speed and loading modes to reduce the toxicity of exhaust gases and facilitate engine start due to
    difficulties in matching fuel delivery characteristics with engine performance.
    The purpose of the invention is to reduce the toxicity of exhaust gases and facilitate the launch of the engine.
    The goal is achieved in that, according to the method of fuel injection into an internal combustion engine with direct injection, spontaneous ignition and forced ignition, equipped with a body-shaped combustion chamber located in the bottom of the piston
    rotation, with a predominance of vortex movement of air around its longitudinal axis, in which fuel is injected through a nozzle with a nozzle orifice
    sections that are locked by a spring-loaded needle, and the fuel in the region of high frequencies of rotation and / or engine loads is served mainly in the form of a film on the wall
    combustion chambers, and at idle and in the region of low frequencies of rotation and / or engine loads, the fuel is preferably directly mixed with air, while
    this, the amount of fuel injected is adjusted depending on the load and rotation frequency, separating the entire range of engine operating modes from idling to full load by several (e.g., four) areas and changing the orifice of the nozzle orifice by raising the needle of the spray nozzle engine speeds and engine loads in separate
    regions, and the passage section of the nozzle opening is increased by means of the characteristic of the spring element or additional means, increasing the slow rotation in the region of liquid frequencies and / or loads. The maximum bore of the nozzle orifice in the region of low loads and rotational frequencies is within 3 ... 15% of the orifice in the region of the rated load, and in the idle area is 10 times less than in the region of the nominal load. The fuel injection pressure at the nominal mode is provided in 2,. .3 times the injection pressure at the minimum idling frequency of the engine. Provide the amount of fuel injected by the degree of rotation of the crankshaft and the liter of displacement in the area of idling 1 ± 0.5 mm and at a nominal mode of 2 ± 1 mm. The angle of the start of fuel injection at the rated rotational speed is regulated from the rated load to idling within 20. - 50% of the range of adjusting the angle of the start of injection as a function of the rotational speed, and these limits remain unchanged throughout the operating frequency range of rotation. until idle. At a constant speed mode, the start of fuel injection, as a function of load, begins to be adjusted within 100–50% of the nominal amount of fuel injected and regulate up to the idle area of the flow through. dependencies, which can be both linear and nonlinear. FIG. 1 is a graph of the engine operating area divided into separate areas; in fig. 2 shows the dependence of the effective flow area of the nozzle orifice of the nozzle on the needle lift} in FIG. 3 shows the lower part of an injector implementing the proposed fuel injection method} in FIG. 4-8 - various options for the dependence of the force acting on the needle from the side of the elastic element of the nozzle, from lifting the needle / Fig. 4 force acting on the needle is made in the form of two successive springs, the second spring being built in without preload; in fig. 5 - the same, with prednat; in fig. 6 — The characteristic of the steel spring acting on the needle increases to a maximum in FIG. 7 shows the force exerted on the needle exerted by the spring and the hydraulic elastic element; in FIG. 8 is the same when opening and closing the nozzle needle, FIG. 9 shows the dependence of the fuel injection pressure (P) and the lift of the injector needle (H) on the piston stroke (S) of the engine near the top dead center (FROM); FIG. 10 is a diagram of adjustment of the start of fuel injection (S) versus engine rotation frequency (n); in fig. 11 shows the dependence of the change in the start of fuel injection (x) on the amount of fuel injected (a). The method for injecting fuel into an internal combustion engine is as follows. The entire operating range of the engine (Fig. 1) from idling (3) to full load is divided into several (for example, four) regions (Fig. 1) and the flow cross section (Fig. 2, the jtt f value) of the nozzle orifice is changed by raising the needle (Fig. 2, H value) of the injection sprayer (Fig. 3), depending on the rotational speed and engine load in certain areas. The division into separate areas is carried out in such a way that the engine can operate with one, the most commonly used method of mixing and a method of mixing, corresponding to this mode area. Pictured as an example in FIG. The 1 set of areas indicates that the engine to be optimized is intended to be applied to vehicles that primarily move in the city. For an engine operating predominantly in the full load region, regions 1-4 are separated by lines 5-7 and are shifted to the left. If increased demands are made on the engine for some of the unsaturated hydrocarbons and blue smoke, then areas I and 2 are better than areas 3 and. 4. Depending on the needle lift (Fig. 2), the effective flow area of the nozzle orifice of the nozzle is changed so that in areas 1 and 2 when the nozzle needle is raised to 30% of the maximum stroke, jm F is 3 ... 15% of its maximum value (line 8). If the dependence IH) determined by the type of nozzle and the size of the nozzle orifices has a different, for example, spherical shape, then the position of the lines 5-7 in FIG. 1 separating individual regions.
    The proposed method of fuel injection is implemented, for example, by means of a known pin nozzle (FIG. 3). In the body 9 of the nozzle 10, a needle 11 is located adjacent the sealing surface 12 to the nozzle body 9. The throttling pin 13 of the needle 11 enters with overlap 14 into the nozzle orifice 15, forming the throttle slot 16. With the needle completely open 11 (the position depicted by the dotted line in Fig. 3), there is no throttle gap.
    In region 1, the throttling pin 13 still remains in the nozzle orifice 15, its lift amounts to approximately 50% overlap 14. In the throttle slit 16, high pressure is provided during injection, which allows for good atomization of the fuel.
    In region 2, the lower cylindrical end of the throttling pin 13 reaches the end of the overlap 14, but does not yet exit the nozzle orifice 15, which ensures good atomization of the fuel.
    Area 3 encompasses the path of the throttling pin 13 from the end of the overlap 14 to the position of the maximum opening of the nozzle orifice 15. The flow area of the atomizer increases continuously and therefore the fuel jet is focused.
    In region 4, during most of the injection period, the throttling pin 13 is in the maximum open position, and the stream of fuel in the predominant part falls on the walls of the combustion chamber. The maximum orifice of the nozzle orifice of the nozzle is selected in accordance with the duration and injection pressure required for the maximum engine power mode.
    The compliance of the properties of the open flow area of the nozzle with the engine operation mode, i.e. The position of the throttling pin 13 can be achieved by means of a spring holding the needle 11 in the closed position. Permanent
    spring stiffness is in some cases already insufficient. Stiffness, increasing spasmodically or continuously with an increase in needle lift, is necessary when precise maintenance of the needle position is required at low needle lifts, or the quick movement of the needle after valve opening at low rotational frequencies and loads must slow down. The same is achieved due to the combination of a mechanical spring with a hydraulic elastic element that builds up an additional force, which is proportional to the pressure in the pipeline, acting on the nozzle needle. A change in the cross section of the nozzle orifice permits the injection of the smallest to the greatest amount of fuel with a relatively small pressure change in the nozzle orifice 15 compared to a conventional injection with an unchangeable geometry of the nozzle orifice.
    Another possibility to install the required needle lift depending on the engine's operating mode consists in using an externally controlled adjustable element. In this case, it can be injected at the same pressure over the entire field of the engine characteristics or even set up at low rotational frequencies and engine loads higher than at high rotational frequencies and loads.
    The required change in the flow area of the nozzle orifice of the nozzle is achieved, for example, by including in the series two springs providing the corresponding characteristic of the change in the force acting on the needle (Fig. 4 and 3). In this case, the second spring is used only after the needle is raised more than 50% to block the 14 nozzle holes 15 (see the dotted lines in Figures 4 and 5). In this case, the second spring is used only after lifting the needle more than 50% of the overlap
    14 of the nozzle orifice 15 (see dashed Hbie lines in FIGS. 4 and 5). Difference:
    characteristics 17 (fig. 4) and 18 (fig. 5) is that in the first case (fig. 4) the second spring is embedded without preload, and in the second case (fig. 5) with preload. A variant of the nonlinear characteristic of a spring with progressively increasing rigidity with increasing needle lift is possible (Fig. 6). 7P A large possibility of changing the characteristics of the elastic element is provided by a combined system of loading the needle of the nozzle (Fig. 7 and 8). In this case, the dependence of the force acting on the needle is similar to the change in injection pressure during needle opening and also depends on the frequency of rotation and the amount of fuel injected. The force acting on the needle can have different characteristics when opening and closing the needle of the nozzle (Fig. 8), moreover, similarly to the device with two springs hydraulically, the element comes into operation only after passing 50% of the overlap 14 (Fig. 3). The actual pressure change of the fuel injection and the injector needle lift (curves 19 and 20 in Fig. 9, respectively) depending on the pore progress of the engine (21) near the top dead center occurs according to this nozzle operation program in accordance with the selected areas of operating modes engine 1-4. On ordinate 22 of the diagram in FIG. 9, the nozzle needle lift H is shown in percent and the ratio of injection pressure to pressure of opening the nozzle as a percentage. The abscissa 21 represents the piston stroke near the upper deadline of the OT point in degrees of the angle of rotation of the crankshaft. Curves 19 show the injection pressure characteristic and curves 20 show the nozzle lift characteristic. In region 1, the needle lift again corresponds to about 50% of the overlap 14, and the injection pressure is relatively large. In region 2, the nozzle needle lift continues until the end of the overlap 14, and in region 4 the nozzle needle is completely open. Here, the injection pressure (19) rises substantially less. The injection pressure reaches values that are only 2-3 times higher than the needle opening pressure, the effective flow area of the nozzle JJL F nozzle at idle and full load differ by approximately the order of magnitude (Fig. 2). Injection intensity 1iO, 5 mm (degree of crankshaft and liter of displacement at idle) and 2 ± 1 mm (degree of rotation of the crankshaft and liter at full load and rated speed Nozzle with unchangeable geometry of the nozzle opening, which is selected for idling must have an injection pressure at full load and a high rotational speed, which is an order of magnitude higher than the opening pressure, so that the injection duration can remain up to a very short one. The ignition time is not only dependent on the rotational speed, but also on the load. A later start of fuel injection provided by a nozzle with a variable flow area of the nozzle orifice in accordance with the proposed method reduces the ignition delay period and reduces noise in the region of partial loads and idling, and also to reduce the maximum pressure of combustion, without worsening the specific fuel consumption and not increasing the concentration of carbon monoxide in the exhaust gases. The angle of onset of fuel injection at nominal speed of rotation is regulated from nominal load to idling within 20 ... 50% of the range of adjustment of the angle of start of injection as a function of rotation frequency, and these limits remain unchanged throughout the entire range of operating frequencies of rotation from nominal to idling move. FIG. 10 is a diagram showing the adjustment of the start of injection depending on the rotational speed. On the axis of ordinates 23, the start of injection S is set as a percentage of the maximum possible adjustment, and on the abscissa 24 is the number of revolutions and percentage of nominal revolutions. Line 25 shows the adjustment required on the full load curve, lines 26, 27 limit the area in which the injection start curve occurs when the injection number is two. With decreasing load, the start of injection moves in the direction indicated by arrow 28. At a constant speed mode, the start of fuel injection, as a function of load, begins to be adjusted within 100-50% of the nominal amount of fuel injected and adjusted up to the idle area according to dependence, which may be either linear or non-linear, FIG. Figure 11 shows the dependence of the change in the start of fuel injection on its quantity. 9 On ordinate 29, the installation angle ot is shown as a percentage of the maximum injection start setting, which is adjustable at under load when the speed is constant. оС-10С / full load -jt. “. Full load where ei full load is the angle of injection started at full load; oi-e angle when the number of injection n 0 of - the angle of the beginning of the injection of fuel cp} of the given amount of injected fuel. The angles oi of the total load og and are taken in degrees of rotation of the engine crankshaft. On the abscissa 30, the amounts of fuel injected are plotted as a percentage of the amount at full load Qg full load. The characteristic between adjusting injection zero (full load) and adjusting injection 100% () is, as shown by line 31, linear. In some cases, it is advantageous for the 9Jto to make small adjustments, especially with large quantities of injection, or not even to do it, but to leave the viriuka at full load and make adjustments only with smaller quantities of injection, as shown by curve 32. The adjustment characteristic can be completed already at qe 0, up to 50% from full load, follow, for example, line 33. Thus, the possible characteristics are enclosed between the back and 35 lines. Line, - 33 explains the extreme case where the start of injection remains constant to as long as pok fuel injection amount reaches 50% of its full load amount. Line 34 represents the limiting case where adjustment, depending on the load, begins immediately and ends already at a fuel injection amount equal to 50% of the amount at full load. Curve 35 shows a possible non-linear characteristic between the limit lines 31 and 35.
    Jlf
    100 4S
    50
    3 ,, “
    V5
    H
    z
    050JOO
    (Reg. 2
    (pui,
    lpui.5
    F.
    H
    max
    Fi9. 7
    -30OT 10 bp
    lpui, 9
    权利要求:
    Claims (6)
    [1]
    1. METHOD OF INJECTION OF FUEL IN THE INTERNAL COMBUSTION ENGINE
    WITH DIRECT INJECTION, SELF-IGNITION AND FORCING IGNITION, equipped with a combustion chamber located in the piston bottom having the form of a body of revolution, with a predominance of vortex air movement around its longitudinal axis, in which fuel is injected through a nozzle with a variable cross-section through the nozzle moreover, fuel in the region of high rotational speeds and / or engine loads is supplied mainly in the form of a film on the wall of the combustion chamber, and at idle and In the region of low engine speeds and / or engine loads, the fuel is directly mixed directly with air, and the amount of injected fuel is regulated depending on the load and speed, characterized in that “in order to reduce the toxicity of exhaust gases and facilitate starting, they share the whole the area of engine operating modes from idle to full load on several (for example, four) areas and change the nozzle orifice cross section by raising the needle of the injection race depending on the rotational speed and engine load in individual areas, and the nozzle-hole orifice is increased with the help of the characteristics of the spring element or additional control means more slowly in the low-frequency region. rotation and / or loads than in the field of high speeds and / or loads.
    [2]
    2. The method according to p. 1, with the fact that the maximum passage diameter of the nozzle orifice in the region of low loads and rotational speeds provides within 3-15% of the passage in the nominal load region, and in the region idling - ΐθ times less than the nominal load area.
    [3]
    3. The method according to PP. 1 and 2, which includes the fact that the fuel injection pressure in the nominal mode provides 2-3 times more injection pressure with a minimum engine idle frequency.
    [4]
    4. The method according to PP. 1-3, the only difference being that they provide the amount of fuel injected per degree of rotation of the crankshaft and a liter of displacement. In the idle area 1 ± 0.5, and in the nominal mode 2 ± 1 mm .
    [5]
    5. The method according to PP. 1-4, with the fact that the angle of the beginning
    G691111 “PZ la fuel injection at a nominal speed of rotation is regulated from the rated load to idle within 20-50% of the range of regulation of the angle of the beginning of injection as a function of speed, and these limits are kept constant in the entire range of operating speeds from nominal to idle .
    [6]
    6. The method according to PP. 1-5, with the fact that at a constant speed mode, the start of fuel injection as a function of the load is started to be regulated within the range from 100 'to 50% of the nominal amount of injected fuel and is regulated up to the idle area according to a dependence that can have both linear and non-linear character.
    类似技术:
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    US2711883A|1955-06-28|Carburetor
    US4549511A|1985-10-29|Fuel injection system for direct fuel injection in internal combustion engines
    US5345897A|1994-09-13|Gas-exchanging process for two-stroke, internal combustion engines
    同族专利:
    公开号 | 公开日
    DE2923670A1|1981-03-12|
    SE8004395L|1980-12-13|
    FR2458689A1|1981-01-02|
    GB2051236A|1981-01-14|
    RO80197A|1982-10-26|
    IT8022705D0|1980-06-11|
    FR2458689B1|1985-01-04|
    SE448759B|1987-03-16|
    US4499871A|1985-02-19|
    GB2051236B|1983-06-15|
    DD151486A1|1981-10-21|
    BR8003742A|1981-01-13|
    HU181707B|1983-11-28|
    IN153524B|1984-07-21|
    JPS562458A|1981-01-12|
    CH650836A5|1985-08-15|
    IT1131303B|1986-06-18|
    JPH0252115B2|1990-11-09|
    引用文献:
    公开号 | 申请日 | 公开日 | 申请人 | 专利标题
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    DE671686C|1936-11-08|1939-02-11|Humboldt Deutzmotoren Akt Ges|Spigot nozzle for internal combustion engines|
    US3018792A|1959-02-16|1962-01-30|Delavan Mfg Company|Dual orifice valve|
    US3035780A|1960-05-20|1962-05-22|Renault|Fuel injection nozzles for internal combustion engines|
    DE1751470A1|1968-06-05|1971-07-01|Daimler Benz Ag|Nozzle holder for combustion engines with built-in injection nozzle|
    DE1906443B2|1969-02-08|1978-09-21|Maschinenfabrik Augsburg-Nuernberg Ag, 8500 Nuernberg|Cylinder head for air-compressing, direct-injection internal combustion engines|
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    US3892208A|1972-07-05|1975-07-01|Mcculloch Corp|Modified injection spray characteristics for spaced burning loci engines|
    GB1472401A|1973-05-12|1977-05-04|Cav Ltd|Fuel injection nozzles|
    DE2633617C2|1976-07-27|1986-09-25|Robert Bosch Gmbh, 7000 Stuttgart|Method and device for determining setting variables in an internal combustion engine, in particular the duration of fuel injection pulses, the ignition angle, the exhaust gas recirculation rate|
    DE2709161A1|1977-03-03|1978-09-07|Maschf Augsburg Nuernberg Ag|AIR-COMPRESSING, DIRECT INJECTING COMBUSTION ENGINE|
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    GB2033003B|1978-10-27|1982-11-24|Hughes Microelectronics Ltd|Control circuit for controlling the timing of spark ignition of an internal combustion engine|JPS5832930A|1981-08-19|1983-02-26|Mitsubishi Electric Corp|Fuel injection control device for internal-combustion engine|
    GB2138884B|1983-04-26|1987-02-18|Maschf Augsburg Nuernberg Ag|I c engine fuel injection nozzle|
    JPS60108560A|1983-11-16|1985-06-14|Toyota Central Res & Dev Lab Inc|Fuel injection control and apparatus thereof|
    JPS60184961A|1984-03-01|1985-09-20|Mazda Motor Corp|Fuel injection nozzle|
    JPH0262702B2|1985-01-26|1990-12-26|Mazda Motor|
    US4993394A|1985-07-19|1991-02-19|Orbital Engine Company Propriety Limited|Fuel injection internal combustion engines|
    DE3629437A1|1986-08-29|1988-03-03|Elsbett L|FUEL INJECTION FOR PISTON COMBUSTION ENGINE WITH SEVERAL INJECTORS|
    JPH0196466A|1987-10-07|1989-04-14|Honda Motor Co Ltd|Fuel injection nozzle for internal combustion engine|
    JPH01163466A|1987-12-21|1989-06-27|Isuzu Motors Ltd|Fuel injection nozzle|
    US5241935A|1988-02-03|1993-09-07|Servojet Electronic Systems, Ltd.|Accumulator fuel injection system|
    US6371093B1|1990-03-23|2002-04-16|Yamaha Hatsudoki Kabushiki Kaisha|Fuel air injector|
    US5639062A|1995-07-25|1997-06-17|Outboard Marine Corporation|Modified heel valve construction|
    US6938607B1|1997-04-02|2005-09-06|Hitachi, Ltd.|Fuel injection apparatus and control method thereof|
    JPH10281039A|1997-04-02|1998-10-20|Hitachi Ltd|Fuel injector and controlling method therefor|
    JP3582060B2|1999-11-18|2004-10-27|本田技研工業株式会社|Fuel cell system|
    EP1510689A1|2003-08-21|2005-03-02|Ford Global Technologies, LLC, A subsidary of Ford Motor Company|Fuel injector|
    US7458364B2|2005-08-05|2008-12-02|Scion-Sprays Limited|Internal combustion engine having a fuel injection system|
    US7770813B2|2006-10-11|2010-08-10|Gm Global Technology Operations, Inc.|Spray penetration control method|
    US20140060481A1|2012-08-29|2014-03-06|GM Global Technology Operations LLC|Method and apparatus of producing laminar flow through a fuel injection nozzle|
    法律状态:
    优先权:
    申请号 | 申请日 | 专利标题
    DE19792923670|DE2923670A1|1979-06-12|1979-06-12|FUEL INJECTION METHOD FOR DIRECTLY INJECTING, SELF-IGNITIONING AND FOREIGN-IGNITION ENGINES.|
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