Injection arrangement for an internal combustion engine and meth

Details Injection arrangement for an internal combustion engine and meth Injection arrangement for an internal combustion engine and meth

1997-07-29

1998-12-22

McMahon, Marguerite

Internal-combustion engines

Charge forming device

Heating of combustible mixture

12317921, F02M 5306, F02M 6934, F02D 4106

Patent

active

058508228

DESCRIPTION:

BRIEF SUMMARY
FIELD OF THE INVENTION

The present invention relates to a fuel injection arrangement for an internal combustion engine and a method for fuel injection.


BACKGROUND OF THE INVENTION

From European Patent No. 0 337 763, a fuel injection arrangement for an internal combustion engine is already known, in which several through-passages are provided in a common housing, in each of which one electromagnetic fuel injection valve device is arranged, for a total of two or more. A device for forming a magnetic shield is placed between each of two adjacent fuel injection valve devices. The fuel injection arrangement is structured in such a way that fuel can be injected in two directions with the fuel injection valve devices arranged in a housing, namely in the direction of two inlet valves of a cylinder of the internal combustion engine. An intake pipe which runs to a cylinder in each instance ends with two branch channels, whose access to the cylinder is opened or closed by means of the inlet valves. A branch channel can be closed by means of a closing device arranged upstream from the inlet valve. In accordance with the load status of the internal combustion engine, for example, only one branch channel is supplied with fuel in this way, so that fuel is only injected into the cylinder via one inlet valve. The inlet valves open and close synchronously in accordance with the rotational movement of the crank shaft of the internal combustion engine. The fuel injection valve devices arranged in a the common housing are structured in completely similar manner.
From U.S. Pat. No. 5,146,897, a multi-point injection with several fuel injection valves for injecting fuel into an internal combustion engine with several cylinders is already known. However, the fuel injection arrangement provides that fuel is injected into four inlet channels which run in the direction of several cylinders, using at most two injection valves. Therefore, in terms of numbers, at most one injection valve is assigned to one cylinder of the internal combustion engine. This fuel injection valve arrangement cannot react to different load conditions of the internal combustion engine, since excitation of the fuel injection valves takes place synchronously.
A heater adapter for a fuel injection valve, which is used to evaporate or atomize fuel, is already known from German Patent No. 44 12 448. This known heater adapter can be set onto the nozzle head of a fuel injection valve, with a seal that is pressure-proof. The embodiment of the heater adapter is a so-called fissure heater, in which profiled evaporator contact plates and PTC heating elements are arranged in a sandwich, so that a plurality of evaporator spaces (fissures) is obtained. If the fuel injection valves are equipped with such heater adapters, which are structured as open fissure heaters with good heat transfer, clear reductions in the emissions of non-combusted hydrocarbons (HC) can be achieved during cold start and in the warm-up phase of the internal combustion engine when the heater is in operation, as opposed to fuel injection valves without a heater adapter. This is particularly important in view of the stricter exhaust gas limits to be implemented in the USA and Europe in the near future.
As long as the heater adapter is turned on, very good fuel treatment takes place, as a result of which low HC values are achieved, in an advantageous manner. If, however, the heater adapter is shut off, only insufficient fuel treatment takes place (poor discharge behavior), which does not reach the treatment quality of known fuel injection valves. Because of the geometry of the fissure heater, a labyrinth occurs for the fuel which is no longer heated, and because of its storage behavior, uniform atomization is no longer possible. The non-uniform droplet size is particularly disadvantageous since the fuel can run together to form relatively large drops. On the other hand, if the heater were operated continuously, the burden on the electrical system of a vehicle would be too great. A vehicle generator w

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patent: 5529035 (1996-06-01), Hunt et al.
patent: 5609297 (1997-03-01), Gladigow et al.

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