Internal-combustion engines – Charge forming device – Fuel injection system
Patent
1998-10-01
2000-11-07
Yuen, Henry C.
Internal-combustion engines
Charge forming device
Fuel injection system
123447, F02M 4100, F02M 700
Patent
active
061421219
DESCRIPTION:
BRIEF SUMMARY
FIELD OF THE INVENTION
The present invention relates to a fuel injection method and device for engines to inject fuel stored in a common rail through injectors.
BACKGROUND ART
Regarding the fuel injection control in engines, a common-rail type fuel injection system has been known which provides a high injection pressure and performs optimum control on injection conditions, such as fuel injection timing and the amount of fuel injected, according to the operating condition of the engine. The common rail type fuel injection system is a system that stores in the common rail a fuel pressurized to a predetermined pressure by a fuel pump and then injects the stored high-pressure fuel into corresponding combustion chambers from injectors under the control of a controller. Fuel flow paths extending from the common rail through branch pipes to nozzle holes of individual injectors are acted upon at all times by a fuel pressure corresponding to the injection pressure. The controller controls the individual injectors so that the pressurized fuel is injected from each injector under an optimum injection condition according to the operating state of the engine.
An outline of the common-rail type fuel injection system is shown in FIG. 12. In the common-rail type fuel injection system, the fuel is supplied from the common rail 2 through branch pipes 3 forming a part of the fuel flow paths to injectors 1 that inject fuel into corresponding combustion chambers. The fuel, which was pumped by a feed pump 6 from a fuel tank 4 through a filter 5, is delivered through a fuel pipe 7 to a fuel pump 8 which, for example, is a variable-displacement high-pressure pump of plunger type. The fuel pump 8 is driven by the engine to raise the pressure of the fuel to a required predetermined pressure and supply the fuel to the common rail 2 through a fuel pipe 9. The fuel pump 8 maintains the fuel pressure in the common rail 2 at a predetermined pressure. The fuel released from the fuel pump 8 is returned to the fuel tank 4 through a return pipe 10. Of the fuel supplied from the branch pipes 3 to the injectors 1, the fuel that was not used for injection into the combustion chambers is returned to the fuel tank 4 through a return pipe 11.
The controller 12 as an electronic control unit is supplied with signals from various sensors for detecting the engine operating condition, which include an engine revolution speed sensor 40 to detect an engine revolution speed Ne, an engine cylinder determination sensor 41, a top dead center (TDC) detection sensor 42, an accelerator pedal depression amount sensor 43 to detect the amount of accelerator pedal depression Acc, a cooling water temperature sensor 44 to detect the temperature of cooling water Tw, an atmospheric temperature sensor 45 to detect the temperature of atmosphere Ta, an atmospheric pressure sensor 46 to detect the pressure of atmosphere Pa, and an intake pipe inner pressure sensor 47 to detect the inner pressure of the intake pipe Pb. The controller 12, based on these signals, controls the fuel injection conditions of the injectors 1, i.e., the fuel injection timing and the amount of fuel to be injected, so that the engine output will become optimum for the engine operating condition. The common rail 2 is provided with a pressure sensor 13 which detects a fuel pressure Pc in the common rail 2 and sends the detection signal to the controller 12. The fuel pressure in the common rail falls when the fuel in the common rail 2 is consumed by the injectors 1 injecting the fuel. The controller 12 controls the amount of fuel delivery from the fuel pump 8 so that the fuel pressure in the common rail 2 remains constant.
FIG. 13 shows a cross section of the injector 1. The injector 1 is mounted hermetically, through a seal member, in a hole portion provided in a base such as cylinder head. The structure of the cylinder head is not shown. The side portion of an upper part of the injector 1 is connected with a branch pipe 3 through a fuel inlet joint 20. The injector 1 has fuel passages 21, 22 form
REFERENCES:
patent: 5201294 (1993-04-01), Osuka
patent: 5241933 (1993-09-01), Morikawa
patent: 5577479 (1996-11-01), Popp
patent: 5598817 (1997-02-01), Igarashi et al.
patent: 5816220 (1998-10-01), Stumpp et al.
Fuseya Tsutomu
Nishimura Terukazu
Takase Shigehisa
Gimie Mahmoud M
Isuzu Motors Limited
Yuen Henry C.
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