JPS5815619B2 - Nenriyou Funshiya Sochi - Google Patents

Description

DETAILED DESCRIPTION OF THE INVENTION The present invention relates to a fuel injection device for delivering fuel to at least one fuel inlet of a combustion engine, in which the pump chamber of at least one fuel pump is adjustable by a control member. The control member ζ has a discharge capacity and is in communication with the fuel supply section via the intake valve, and further communicates with the fuel discharge port connected to the fuel intake port of the fuel engine via the discharge valve, and further communicates with the control member ζ. It is regulated by at least one reciprocatingly driven displacement body having a travel limited by an adjustable stop.

Such fuel injection devices are known.

The problem with this known fuel injection system is that when starting a combustion engine, each combustion cylinder is completely filled with air, especially due to low rotational speeds, and the fuel tends to condense on cold engine parts, so that A large amount of fuel is required per cycle, and therefore the fuel pump must be adjusted to inject a sufficient amount of fuel during each cycle ζ during startup.

An object of the present invention is to provide a fuel injection device that solves the problem of writing notes.

To achieve this objective, the invention provides that the displacement body is connected to an armature of an electromagnet having a control device, said control device energizing said armature at least twice per cycle of the combustion engine during starting. This provides a simple fuel injection device with a compact fuel pump, characterized in that it has an actuating member that reduces the number of times the armature is energized once per engine cycle.

The actuating member is preferably controlled by a starting member of the combustion engine.

In this case, each electromagnet is activated during activation of the starting member.
Automatic energization only twice per cycle is done in a simple manner.

In order to further develop the fuel injection device implementing the invention, and having the feature of providing a spraying device ζ for spraying fuel into at least one combustion cylinder, the displacement bodies of the fuel injection device operate in an opposed state and Connected to two electromagnetic armatures that are alternately energized, fuel is injected into the combustion cylinder.

The method of driving the armature with an electromagnet is simple;
Furthermore, complete atomization of the fuel within the combustion cylinder occurs,
The finely sprayed fuel cloud near the contact tip of the spark plug can be easily ignited even if the total amount of fuel in each cylinder is small.

This invention will be explained in detail with reference to the drawings.

The two sets of electromagnets 2a and 2c, 2b and 2d are rigidly fixed to the plate 1 by bolts 6, respectively, forming the frame of the injection device 66.

Each electromagnet 2a, 2b, 2c and 2d consists of a core 10 formed by stacking magnet plates 23 and 24, and an excitation coil 14 surrounding this core 10.

Bolt 6 engages magnet plates 23 and 24.

Each electromagnet 2a2b, 2c and 2d is embedded in a synthetic resin block 36.

A sheet-like armature 18 is pivotably disposed between each pair of alternately energized electromagnets 2a, 2c and 2b, 2d.

Each armature 18 has at one end 4 each pair of electromagnets 2a.
, 2c and 2b, and the protruding ears 37 of the magnet plates 23 of 2d.
is pivotably mounted on the

Each armature 18 carries at its free end 5 a coupling member 20 connected to two fuel pumps 32a, 32c and 32b.
The two displacement bodies 22 of 32d are connected.

The travel of the displacement body 22 is limited by adjustable control members arranged on each side of the coupling member 20 and formed by two wedges 26 and 33.

Each fuel pump 32a, 32b, 32c and 32d has a pump chamber 29 defined by an intake valve 39 and a discharge valve 41;
Pump housing 4 having a fuel inlet 27 and a plurality of fuel discharge ducts 28 connected to a fuel supply pump 40
2, each of which communicates with a spray device 30 of a combustion engine 31.

The pump housings 42 are arranged in pairs, coaxially facing each other, and spaced apart from each other by a coupling device.

The attachment of these coupling devices is formed by pins 61 and bolts 62ζ, which securely fix the pump housing 42 to the base plate 1.

The bottom side of the pump housing 42 has an annular shape @83;
This groove has a rubber O-IJ song 2 to seal the pump housing 42 to the substrate 1.

The front face 60 of the pump housing 42 is held in exact parallel position with respect to the mounting pins 61.

The displacement bodies 22 are each made of synthetic resin, preferably superpolyamide, and each includes a cup-shaped piston 63,
Guide collar 64 and threaded piece 6 engaging pump chamber 29
5, this threaded piece is screwed into the hard steel connecting member 20 with glue inserted.

Each pair of fuel pumps 32a, 32c and 32b.

The displacement bodies 22 of 32d are connected to each other by connecting members 20, respectively.

Each connecting member 20 is connected to the armature 18 by a resilient ring 67 that grips around a pin 68 of the armature 18 .

The displacement volume of each fuel pump 32a, 32c and 32b, 32a is determined by the stroke of the connecting member 20,
This is suitable for the stop convex surface 49 of the stop member 79 to reciprocate between the wedges 26 and 33.

To maintain accurate adjustment of the stroke, the stops and wedges 26 and 35 are made of hard steel and contact a hard steel cylinder 59 that is press fit into the pump housing 42.

On each stroke, the coupling member 20 contacts a hard stop and the mass of the armature 18 moves a small distance and is stopped resiliently by the ring 67.

The stop member 79 is formed from a hard steel ball, which is welded to the connecting member 20 after being hardened and precisely formed to measure a given diameter.

To this end, as shown in FIG. 8, the connecting member 20 is placed over the flat electrode 43, and the ball is press-fitted into the pre-formed hole 44 of the connecting member 20 through the concave electrode 45, and the ball is pressed into the pre-formed hole 44 of the connecting member 20, as shown in FIG. The required instantaneous voltage from the device is applied to terminal 46.
This melts the end 47 of the hole 44 and welds the ball to the connecting member 20.

Balls can be soldered instead of welded.

After connection with connection member 20, cap 48 is optionally ground into a ball.

The stop surface 49 of the stop member 79 is precisely spherical so that the associated fuel pump 32a, 32c or 32b, 3
2d, the supply amount is independent of the tilting of the connecting member 20.

Two housing blocks 69 are each formed by two adjacent pump housings 42, between which wedges 26 and 33 are arranged, each fuel pump 32a
, 32c and 32b, 32d.

The distance t between the connecting members 20 is small, so the fluctuation in the pump supply amount due to the installation error Q is small.

Each spray device 30 has a needle 7, the conical end 21 of which is drawn tightly against the seat 9 by means of a strong spring 80.

When the pressure of the fuel in the chamber 19 communicating with the fuel duct 28 via the chamber 11 and the perforated collar 12 increases, the conical end 21 is forced into the seat 9 against the action of the spring 8.
(See Figure 5).

Each electromagnet 2a, 2b, 2c and 2d is controlled by a circuit 17 shown schematically in FIG.

Transistors TR and TR2 coupled to the associated resistors R11R21R31R4 and R5 and the capacitor C constitute a monostable multivibration router.

Resistor R1 and capacitor C determine the time constant.

The collector output of transistor TR2 forms the input of transistor TR3 via resistor R4, which acts as an amplifier of the current through coil L1 of electromagnets 2a, 2b, 2c and 2d.

A quenching diode D1 is connected across the coil L1.

A supply source 35 is connected to the input terminals and 2, and 3 has the function of applying control pulses generated by a pulse generator 34 to the input.

The pulse generator 34 is connected to the camshaft 13 of the combustion engine 31, for example, and consists of a rotatable permanent magnet 15, which has four
It alternately passes by one of the coils L6a, 16b, 15c and 16d, and sequentially excite (energizes) the electromagnets 2a, 2b, 2c and 2d, respectively.

Each of the four coils 16a, 16b, 16c and 16d is connected to the input terminal of the associated circuit 17 between 3 and 1 (
This is placed here.

The spray device 30 thus injects the required fuel into each combustion cylinder at the required moment during each cycle of the combustion engine 31.

The order of successive energization of the electromagnets 2a t 2 b r 2c and 2d is such that the wedges 26 and 33 are released from the coupling member in each cycle so that each of them can be adjusted individually with a small adjustment force (this is selected). Ru.

The combustion engine 31 has four combustion cylinders 3a, 3t).

Consists of 3c and 3d.

Combustion cylinders 3a + 3b. Ignition of 3c and 3d is performed in the above order.

Pumps 32a, 32b, 32c and 32d are associated with combustion cylinders 3a, 3b, 3c and 3d, respectively.

Immediately after the reversal of the air flow in the intake manifold 72, the combustion cylinders 3b or 3d each time
The air volume therein often has to be filled to be slightly less than that of the combustion cylinders 3a and 3c.

The stroke of the displacement bodies 22b and 22d is therefore made slightly smaller than that of the displacement bodies 22a and 22c, which may be caused, for example, by causing a slight mismatch in the diameters of the associated balls ζ or the inclination of the halves 26a, c of the wedge 26. half body 26
This is done by making the slope steeper than b and d, this point being exaggerated in FIG.

Since the pumps 32a and 32c feeding the two outermost combustion cylinders 3a and 3c have a common coupling member 20, the regulated fuel quantities for the combustion cylinders ζ of this set are the same.

Similarly, the amount of fuel supplied to combustion cylinders 3b and 3d is the same.

Figure 2 shows the wedge 2 created by the piston 80 of the cylinder 73.
6 is shown.

The measuring chamber 85 of the cylinder 73 is in constant communication via ducts 86 and 87 with the air intake manifold 72 of the combustion engine 31, which is connected via a throttle valve 91 to the air filter 58.

Piston 80 is coated with a layer of polytetrafluoroethylene to reduce frictional resistance between piston 80 and cylinder 73.

Reset spring 74 engages the center of piston 80 via cup spring 75 and ball 76.

In this way, the frictional resistance due to the setting of the piston 80 becomes wedge 2.
To avoid delaying the adjustment of 6.

The external force wedge 33 is moved independently with respect to the wedge 26 by the control member 77 under the influence of other factors, for example atmospheric pressure ζ.

The piston 80 is connected to the wedge 26 by the plate spring 52G.

The leaf spring 52 is loose in the direction of movement 25 of the displacement body 22, but in the direction of displacement 54 and in the direction 53 perpendicular thereto.
It has rigidity.

The leaf spring 52 constitutes a resilient device which forces the wedge 26 with a small force against the support surface formed by the front face 60 of the pump housing 42.

Upon each impact of the stop surface 49 on the wedge 26, a frictional force W is generated between the wedge 26 and the front face 60, preventing the impact force E from displacing the wedge 26 in the direction 54.

This frictional force is sufficient because the slope of the control surface 55 is 1:14, which is less than the 1:10 slope required for self-braking.

A slope of 1:14 is preferred, which means for example 17 m of travel Y
This makes it possible to adjust the wedge 26 precisely, since for a change in m a travel path Z of the wedge of, for example, 22 mm is obtained.

Preferably, the control surface 55 has a completely constant slope (see FIG. 4).

An electric switch 92 is attached to the cylinder 73, and when the pressure in the suction manifold 72 drops below a predetermined pressure, for example, 200 mmHg absolute pressure value, the electric switch 92 is connected to the rod-shaped body 93 via the cup spring 75 of the piston 80.
activated by

The tension of spring 74 and the switch position of piston 80, shown in phantom in FIG. 2, are so selected.

The predetermined pressure is about 250 mmHg and 15 mmHg generated in the suction manifold 72 during idling operation (stationary operation).
Between the values of 0 mmHg.

In the switch actuated position of the piston 80 the wedge 26 is in its minimum position, in this case the pumps 32 a , 32 b.

32c and 32d supply the minimum amount of fuel necessary for complete combustion.

Due to the deceleration O, the pressure within the suction manifold 72 drops below the predetermined value.

In that case, the amount of air flowing into the combustion cylinders 3a, 3b, 3c and 3d is too small for complete combustion.

As soon as deceleration is achieved, a sufficient amount of air is available in the intake manifold 72 for satisfactory combustion, providing the minimum amount required.

In this state, the combustion engine 31 supplies only a small amount of power and therefore gains power gradually, which is favorable for sudden starts.

A switch 92 is connected between the storage battery 35 and the terminal 1;
When switch 92 is open, no control pulses are provided.

The total mass m1 of the piston 80 and the parts connected thereto, for example the ball 76, the plate γ5, the leaf spring 52 and the wedge 26, is relatively large, for example 100 g, and this value is equal to this total mass m1 and the switch For example, position c1 is 2500
The natural frequency of the mass spring device with the spring 74 of g/cTL is the frequency w2 of the pressure fluctuations in the intake manifold 72 due to air intake by the combustion cylinders 3a, 3b, 3c and 3d at a low speed n of 800 revolutions per minute.
selected to be somewhat lower than

In a four-cylinder, four-cycle combustion engine 31, leaf spring 52 is passed through slot 56 in cylinder 73 within a tetrafluoroethylene seal.

The cylinder 73 is vented (discharged) above the piston 80.
It has a port 57 which communicates with an air filter 58ζ via a duct 84, through which air from the combustion engine 31 is taken in.

In this way, soiling of the cylinder 73 is prevented.

The cylinder 73 is located precisely in the center of the pump housing 42 and is fixed to the base plate 1 by an annular recess 71 in the base plate 1 .

Duct 84 of air filter 58 via closure member 89
An air inlet 88 that communicates with the measurement chamber 85 via a duct 86 and with the intake manifold 72 via a duct 87.

The closing member 89 is controlled by a thermostat 90, which is located at a position 94 of the combustion engine 31 and which opens the closing member 89 when the engine temperature falls below a predetermined value and when the temperature rises above said temperature. It seems to close when it is closed.

During warm-up of the combustion engine 31, the duct 86 sends air through the inlet 88 to the measuring chamber 85, the manifold 72 is short-circuited, and additional air passes from the air filter 58 over the throttle valve 91 to the intake air. Mouth 88
and is sent to the suction manifold 72 via duct 87.

In that case, the pressure in the measuring chamber 85 is significantly higher than the pressure in the intake manifold 72, and the wedge 26 therefore Set in position to provide more fuel than required.

When the closing member 89 is opened, the combustion cylinder 3a,
3b y3c and 3d are filled with a large amount of air and the mixture is particularly rich.

The location 94 of the combustion engine 31 is chosen arbitrarily since the ducts 86 and 87 are formed by air hoses.

As shown in FIG. 5, each spray device 30 includes a cylinder 3a,
3b, 3c, or 3d, and at the moment of ignition, the ignition gap 98 of the spark plug 95 is surrounded by a finely atomized fuel cloud 97, and the air-fuel mixture has a low fuel concentration in a region away from the ignition gap. Preferably, the injection is in such a direction as to occur during the engine cycle.

This non-uniform distribution of fuel within the combustion cylinder enhances ignition propagation.

Since the displacement body 22 is driven by an electromagnet, the fuel is finely atomized at a pressure of 20 to 30 atm. For example, the pressure of 10 atm serves for compression, and the remaining pressure performs fine atomization.

The force exerted on the armature 18 by the electromagnets 2 a +2b , 2c and 2d increases strongly as the armature 18 approaches this energized magnet.

Therefore 1. Armature 18 and fuel pumps 32a, 32
b.

The displacement bodies 22 at 32c and 32d are each accelerated at the end of the pump stroke (also at this point, the atomized fuel maintains a large pressure difference across the atomization opening even though the atomization device is open, which causes a fine atomization guaranteed.

Therefore, a spray pressure of 20 atm is sufficient for a compression pressure of 120 atm.

The magnetic force generated by the armature 18ζ is increased by avoiding oversaturation of the iron in the armature 18 at the magnetic pole 70 located near the coupling member 20.

The armature 18 is therefore selected such that its thickness U gradually increases from the end 4 to the free end 5.

By utilizing an electromagnetic drive, the injection moment can be easily varied to adapt to changing conditions during the operating process or to adapt to a particular combustion engine 31.

In terms of optimal exhaust gas composition, for example CO-free exhaust gas, the timing of injection depends on the rotational speed n of the combustion engine 31 and/or
or according to the temperature and/or the torque O given by the combustion engine 3N, and therefore 150 to 1
It is set to 0 degrees.

For example, with ignition at 10 degrees to the apex, good results are obtained if injection is performed at 30 degrees to the apex.

All combustion cylinders 3a, 3b, 3c and 3d
The same variation of the injection timing with respect to the ignition timing of the coils 16a, 16b is carried out by a speed-, torque- and/or temperature-responsive regulator 99.

The annular supports 100 16c and 16d are moved in the direction of the arrow 101 (see FIG. 6).

In this invention, the support 100 further includes contacts 103a, 1 of the switch 103 between the inputs 1 and 3, respectively.
A set of coils 102a, 102b connected by 03b, 103c and 103d.

102c and 102d are retained.

The switch 103 is operated by a control member 104 when the combustion engine 31 has a low rotational speed.
1 starting knob, and at the same time electric starting motor 96
Activate the switch 81 to activate the switch.

Thus, every electromagnet 2 is energized twice during start-up, and only once per engine cycle thereafter.

At launch, twice the maximum supply of each fuel pump 32a, 32b, 32c and 32d is provided.

The embodiments of this invention are as follows.

(1) The injection device according to claim 1, wherein the actuating member is controlled by a starting member of a combustion engine.

(2) At least one combustion cylinder is disposed in a spray device that sprays fuel, and armatures of two electromagnets that are operated so as to face each other and that are alternately excited are connected to each other. An injection device according to claim or embodiment item (1).

(3) A fuel injection system for providing fuel substantially as hereinbefore described by the specification and drawings to at least one fuel inlet of a combustion engine.

[Brief explanation of drawings]

FIG. 1 is a partially cutaway plan view of a preferred embodiment of the injection device of the present invention, FIG. 2 is a cross-sectional view taken along the line ■-■ of the diagram schematically showing the connection state of the combustion engine, and FIG. A sectional view taken along the line ■-■ in Fig. 1, Fig. 4 an enlarged view of the key, Fig. 5 an enlarged sectional view of a part of the combustion cylinder, and Fig. 6 an excitation of the electromagnet ζ.
On the other hand, FIG. 1 is an enlarged perspective view of a part that cooperates with the connecting member, and FIG. 8 is a manufacturing process diagram of the connecting member. 2a, 2b, 2c, 2d: electromagnet, 18: armature,
22: Displacement body, 26, 33: Stopping body or wedge, 29:
Pump chamber, 30: Spray device, 31: Combustion engine, 32a
, 32b, 32c, 32d: fuel pump, 39:
Suction valve, 41: Discharge valve, 72: Suction manifold, 79:
Stopping member.

Claims (1)

[Claims] 1. The pump chamber of at least one fuel pump has a displacement capacity adjustable by a control member and is connected to the fuel supply via an intake valve and to the fuel intake of the combustion engine via a discharge valve. a reciprocally driven displacement body communicating with a fuel discharge port of the combustion engine and further regulated by at least one reciprocating displacement body having a stroke limited by at least one stop body movable by said control member; a fuel injector ζ for delivering to at least one fuel inlet, wherein said displacement body is connected to an armature of an electromagnet having a control device, said control device ζ at least twice every cycle of the combustion engine during start-up; A fuel injection device comprising an actuating member for energizing the armature and reducing the number of times the armature is energized at one time per engine cycle.