Internal-combustion engines – Charge forming device – Fuel injection system
Patent
1997-12-08
2000-10-31
Moulis, Thomas N.
Internal-combustion engines
Charge forming device
Fuel injection system
123509, F02M 4100
Patent
active
061386413
DESCRIPTION:
BRIEF SUMMARY
TECHNICAL FIELD
This invention relates to a fuel injection device for an autoignition internal combustion engine having a crankshaft rotatably supported in a crankcase, to which crankshaft there is articulated at least one connecting rod bearing a piston, the piston being movable in a cylinder covered by a cylinder head, the fuel injection device having at least one high-pressure fuel-conveying pump, which conveys the fuel into a supply reservoir (common rail), which is connected to at least one injection valve via at least one proportioning valve.
BACKGROUND OF THE INVENTION
Such a fuel injection device is known from the brochure "Reliable Electronic Injection with Future Fuel Qualities" of the MAN company, dated April 1980. The fuel injection device described in the beforementioned brochure is designed for use with a two-stroke marine diesel engine. This fuel injection device has a fuel pressure reservoir, from which the fuel, at an approximately constant pressure of approximately 700 bar, can be withdrawn under electronic control for delivery to the individual injection valves. This entire control is constructed so that, in addition to the electronic control, it further requires a working fluid in the form of a hydraulic fluid, with which the individual valves and control elements are actuated. Further, the components "cylinder unit and high-pressure pump," which are illustrated at least approximately to scale, are arranged far apart so that, together with the fuel pressure reservoir arranged at another location on the internal combustion engine, long connecting lines are needed for the pressurized fuel. Because of the long lines, the system as a whole is hydraulically soft, so that the advantages achievable in principle with the illustrated fuel injection system are not achieved.
OBJECTS AND SUMMARY OF THE INVENTION
It is an object of the invention to create a fuel injection device for an autoignition internal combustion engine, which fuel injection device is made hydraulically stiff and compact in construction.
According to the invention, this object is achieved by virtue of the fact that the high-pressure pump is inserted into the crankcase and is arranged with its high-pressure side in a region near a cylinder and is driven from a camshaft on its drive side. This design, in development of the fuel injection device of the stated type, creates an injection device that is, as a whole, made mechanically and hydraulically very stiff, from the camshaft drive, through the arrangement and alignment in the crankcase, up to the arrangement of the high-pressure delivery as close as possible to the injection valve or to the supply reservoir interposed or integrated into the cylinder head, and that improves the injection behavior of the internal combustion engine according to the invention relative to the prior art. Exactly definable and controllable injection behavior is especially important with regard to low fuel consumption and favorable emission behavior of the internal combustion engine. Both the exhaust emissions of the internal combustion engine and also its noise emissions, insofar as they are influenced by the injection device, are reduced. A hydraulically stiff system is definitely important especially when a supply reservoir is used, since it is the total injection quantity per working cycle, which with this system can, for example, be split into a pre-injection quantity and main injection quantity, that must be metered most accurately. Weaknesses in the injection system, even those that would be unobjectionable in a conventional system, have very detrimental impact in an injection system where the total injection quantity is split into a pre-injection quantity and a main injection quantity.
In development of the invention, the high-pressure pump is inserted without enclosure into the crankcase. This design has the advantage that, on the one hand, a separate enclosure for the high-pressure pump is saved and, on the other hand, the entire system becomes mechanically stiffer by this means, since
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Deutz AG
Moulis Thomas N.
Schwab, Esq. Charles L.
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