U.S. patent number 3,738,576 [Application Number 05/135,930] was granted by the patent office on 1973-06-12 for injection nozzle for direct injection engine.
This patent grant is currently assigned to Physics International Company. Invention is credited to Cormac G. O'Neill.
United States Patent |
3,738,576 |
O'Neill |
June 12, 1973 |
INJECTION NOZZLE FOR DIRECT INJECTION ENGINE
Abstract
An improved needle valve spring apparatus for a fuel injection
assembly of the type wherein pressured fuel from a supply conduit
is pumped at each cycle to a needle valve which opens to allow the
pumped fuel to enter the combustion cylinder. The spring chamber
that supplies spring force to the needle valve member to normally
keep it closed, and that heretofore contained only a coil spring,
is filled with pressured fuel that acts as a spring. The spring
chamber is sealed against the outflow of fuel therefrom, and a
passage with a check valve therein connects the pressurized fuel
supply line to the spring chamber to fill the spring chamber with
pressurized fuel when the engine is started.
Inventors: |
O'Neill; Cormac G. (Layfeyette,
CA) |
Assignee: |
Physics International Company
(San Leandro, CA)
|
Family
ID: |
22470437 |
Appl.
No.: |
05/135,930 |
Filed: |
April 21, 1971 |
Current U.S.
Class: |
239/533.8 |
Current CPC
Class: |
F02M
61/205 (20130101); F02M 51/04 (20130101); F02M
57/027 (20130101); F02M 47/06 (20130101); F02B
2275/14 (20130101); Y02T 10/12 (20130101); Y02T
10/123 (20130101) |
Current International
Class: |
F02M
47/00 (20060101); F02M 47/06 (20060101); F02M
51/04 (20060101); F02M 57/02 (20060101); F02M
57/00 (20060101); F02M 61/20 (20060101); F02M
61/00 (20060101); F04b 007/04 () |
Field of
Search: |
;239/533,583,584,585
;123/139 |
References Cited
[Referenced By]
U.S. Patent Documents
Primary Examiner: Wood, Jr.; M. Henson
Assistant Examiner: Mar; Michael
Claims
What is claimed is:
1. In an internal combustion engine which includes a pressurized
fuel supply conduit, an injection nozzle region, an injection pump
coupled to the conduit and nozzle region to provide fuel pulses at
the nozzle region, and an injection valve member for sliding within
a valve housing in a direction to open the nozzle region to the
outflow of fuel therefrom when a predetermined high pressure is
exceeded at the nozzle region, the improvement comprising:
means defining a fluid chamber which is coupled to said valve
member to supply spring forces to said valve member that resist
sliding of said valve member in a direction to open said nozzle
region, said fluid chamber substantially sealed against the outflow
of fluid therefrom so that rapid movement of said valve member in a
direction to open the nozzle region compresses fluid in said
chamber; and
said fluid chamber being coupled to said nozzle region by clearance
between the valve member and the housing portion in which it
slides, so that fuel can leak from said nozzle region to said fluid
chamber to maintain a fuel pressure in said chamber approximately
equal to the average pressure at said nozzle region.
2. The improvement described in claim 1 including:
means defining a passage which couples said pressurized fuel supply
conduit to said fluid chamber; and
check valve means positioned along said passage to permit the flow
of fuel only in a direction from said conduit to said chamber,
whereby to fill said chamber when said engine is prepared for
starting.
3. The improvement described in claim 1 including:
an auxiliary spring located in said fluid chamber and preloaded to
urge said valve member to close said nozzle region.
4. In an internal combustion engine which includes a fuel supply
conduit for carrying fuel under a pressure of at least several
atmospheres, a check valve connecting the fuel supply conduit to an
injection pump, and a channel for carrying fuel from the injection
pump to the nozzle region of an injection valve, the injection
valve having a spring chamber that can supply forces which urge a
valve member to close the nozzle but the valve member being
moveable to open the nozzle to permit outflow of fuel when there is
a predetermined high fuel pressure at the nozzle region, the
improvement comprising:
check valve means coupling said spring chamber to said pressurized
fuel supply conduit for permitting the flow of fuel from said fuel
supply conduit to said spring chamber but not in the opposite
direction; and
said spring chamber being substantially sealed against the outflow
of fuel therefrom.
5. The improvement described in claim 4 including:
a coil spring disposed in said spring chamber to urge said valve
member to close said nozzle, said coil spring preloaded to a force
less than one-half the total closing force normally required to
prevent nozzle opening.
Description
BACKGROUND OF THE INVENTION
1. Field of the Invention
This invention relates to engines of the type wherein fuel is
injected directly into a combustion chamber in a closely controlled
manner, such engines often being referred to as direct injection
engines.
2. Description of the Prior Art:
Direct injection engines employ apparatus that injects fuel in a
closely controlled manner into the combustion chamber or cylinder
of the engine. The injected fuel then may be burned by spark
ignition or compression ignition. One type of engine utilizes a
fuel pump that transfers fuel from a storage tank and feeds it at a
low pressure such as 5 pounds per square inch (psi) to the
injection apparatus. The injection apparatus typically includes an
injection pump that raises fuel pressure to a level such as several
thousand psi. From the injection pump, the fuel passes along a
channel to the nozzle region of a needle injection valve. The
injection valve has a valve member with a collar whose lower side
is exposed to the fuel pressure at the nozzle region and whose
upper side is exposed to a passage in which the pressure is
maintained at or close to atmospheric pressure. When the pressure
below the collar of the injection valve rises above a predetermined
level such as 3,000 psi, the valve member is lifted against a
spring force, and fuel can begin passing through the nozzle into
the cylinder. It may be noted that as the valve member lifts, the
area below the collar that was occluded by the valve seat is
exposed to the fuel pressure, thereby further accelerating lifting
of the valve member.
Heretofore, the injection valves have employed a spring chamber
that contained only a coil spring. The spring chamber was vented to
the fuel tank to prevent the accumulation of fuel that leaked past
the stem of the valve member. The coin spring has a high spring
rate and was installed with a large preload, and it served to urge
the valve member closed until highly pressured fuel at the nozzle
could overcome the preloading. Several problems arose in this valve
arrangement. One problem was that fuel leaked past the sliding
valve member into the spring chamber, and had to be returned to the
fuel system. Although the fuel leakage was small, the need for
return lines and connections added complications and expense.
Another problem was that the coil spring had a relatively high
incidence of breakage, and this led to increased maintenance and
downtime. Furthermore, the spring was subject to coil surge due to
disturbance at the natural spring frequency when the valve member
was rapidly opened or closed, which could lead to variations in
valve seating load and, in extreme cases, to unscheduled openings
of the valve.
OBJECTS AND SUMMARY OF THE INVENTION
An object of the present invention is to provide a simplified and
reliable fuel injection apparatus for an engine.
Another object of the invention is to provide a nozzle spring with
extremely high resonant frequency, to permit the valve opening rate
to be increased and to permit rapid repetition of valve opening
cycles.
Still another object is to provide a direct injection valve
assembly which automatically changes injection valve preloading in
response to changes in fuel supply pressure.
In accordance with one embodiment of the present invention, an
injection assembly is provided which utilizes liquid fuel as a
spring to urge the needle valve member closed. The injection
apparatus is of the type which includes a fuel supply conduit that
carries fuel from the storage tank to an intermediate pressure
pump. The intermediate-pressure pump raises the fuel pressure to a
level such 50 psi to 2,000 psi and the fuel then flows to an
injection pump. The injection pump operates one to several times
each cycle to pump fuel through a narrow channel to the nozzle
region of a needle injection valve. At the nozzle region of the
valve, the fuel, when raised through a further pressure increment
by the injection pump, lifts a valve member and passes through the
nozzle into the engine cylinder.
Instead of using only a coil spring to preload the valve member
towards a closed position, a fluid-tight spring chamber is provided
which is filled with pressurized fuel. The fuel in the chamber
resists lifting of the valve member, while permitting such lifting
when the injection pump delivers fuel under high pressure to the
nozzle region of the valve. The spring chamber is connected through
a check valve to the pressurized fuel supply so that it quickly
fills with pressurized fuel when the engine is started. The check
valve prevents outflow of fuel from the chamber, so that the fuel
therein can be compressed like a spring. An auxiliary spring of the
coil type is provided in the spring chamber to assure seating of
the valve member under certain transient conditions, but most of
the spring force is applied by the fuel in the chamber.
The fuel-filled spring chamber has the important advantage that any
fuel leaking into it past the slideably mounted valve member does
not have to be drained back into an unpressurized region of the
fuel system. Instead, any fuel leaking into the spring chamber
during periods when pressure in the injection pump exceeds pressure
in the spring chamber, can leak back along the same path by which
it entered, that is, along the slideably mounted valve member. The
fluid spring cannot break like a conventional spring, while the
auxiliary spring which is employed has a much lower preload and
therefore is less likely to break than a conventional spring that
supplies the entire spring force. The fluid spring also avoids
uncontrolled injections which could otherwise occur by reason of
spring surges at high rates of valve opening.
The fuel spring of this invention is especially useful in one type
of engine system wherein fuel pressure in the supply line is varied
to achieve better control of injection. By using the fluid spring
of this invention, the spring loading of the nozzle valve is
automatically adjusted by the fuel pressure, thus maintaining a
valve seat loading which is always in proportion to the fuel
pressure that is being withheld by the valve. Furthermore, in such
a system, very high spring preloading is maintained only during the
limited period when very high fuel supply pressures are maintained.
Accordingly, wear or failure of the injection valve seat which can
result from very high loading, is minimized.
The novel features of the invention are set forth with
particularity in the appended claims. The invention will be best
understood from the following description when read in conjunction
with the accompanying drawings.
BRIEF DESCRIPTION OF THE DRAWINGS
FIG. 1 is a sectional side view of injection apparatus constructed
in accordance with the invention;
FIG. 2 is an end view of the injection apparatus of FIG. 1; and
FIG. 3 is a highly simplified diagramatic view of an engine having
a variable fuel supply pressure, which utilizes the injection
apparatus of the invention.
DESCRIPTION OF THE PREFERRED EMBODIMENTS.
FIG. 1 illustrates fuel injection apparatus 10 constructed in
accordance with the invention, which includes a fuel supply pipe 12
that carries fuel 14 under a moderately high pressure such as 1,000
psi. The pipe leads through a check valve 16 in the injection
assembly to a pump passage 18 which leads to an injection pump 20.
The injection pump 20 includes a pump cylinder 22 that can hold a
quantity of the fuel, a pump piston 24 that can move within the
cylinder, and an activator 26 such as an electroexpansive element,
an electromagnetic element, or a mechanically driven plunger. When
the activator 26 moves the piston 24 to inject fuel, fuel passes
downwardly through the pump passage 18 and through a channel 28 to
the nozzle region 30 of an injection valve 32. The pressure of fuel
at the nozzle region 30 tends to lift a needle valve member 34 so
that fuel in the nozzle region 30 can pass out through a nozzle 36
that leads to the combustion cylinder of the engine. Normally, the
valve member 34 is biased downwardly to a closed position, and it
is only during the relatively short period of each cycle when the
injection pump 20 supplies a high pressure such as one exceeding
3000 psi, that the valve member 34 lifts and fuel can be injected
through the nozzle 36.
In order to maintain the needle injection valve 34 in a normally
closed condition, it is provided with a spring chamber 38. The
spring chamber 38 contains resilient material, including liquid
fuel 14 and an auxiliary spring 40, that supply spring forces
tending to close the valve member 34 on its valve seat 50. These
spring forces act upon the full cross-sectional area of valve
member 34 and normally exceed the lifting force of pressurized fuel
in the nozzle region 30, that bears against only those lower
portions of the valve member that are not masked by the valve seat.
In previous injector valves, the spring force was supplied solely
by a coil spring in the spring chamber 38. The spring chamber 38
was often vented to the atmosphere or to a low pressure area, and a
drainage pipe led from the spring chamber to the fuel tank, in
order to carry away fuel therein that had leaked past the valve
member 34.
In accordance with the present invention, the spring chamber 38 is
constructed to be substantially sealed against the outflow of fuel.
Accordingly, fuel that leaks from the nozzle region 30 past the
valve member 34 and into the spring chamber 38 is allowed to remain
under pressure in the spring chamber. Although the auxiliary spring
40 in the spring chamber supplies some force, most of the spring
force is supplied by pressurized fuel in the chamber. Thus, the
upward force on the valve member 34 resulting from the pressure of
fuel at the nozzle region 30 is resisted primarily by the pressure
of fuel in the spring chamber 38. Furthermore, when the valve
member 34 does rise during activation of the injection pump 20, the
fuel in the spring chamber 38 is elastically compressed and it
supplies most of the force that returns the valve member 34 to its
closed position on the valve seat 50. A passageway 44 is provided
in the housing 42 that forms the spring chamber, to couple the fuel
supply pipe 12 to the spring chamber 38. A check valve 46 is
provided along the passageway 44, to allow fuel to move through the
passageway only in a direction towards the spring chamber 38 but
not in the other direction. The passageway 44 is useful primarily
when the engine is started and the spring chamber 38 may not be
filled with fuel. As the engine is switched "on" in preparation for
starting, pressurized fuel passes through the supply pipe 12 and
through check valve 16 to the nozzle region 30. The pressurized
fuel also passes through the passageway 44 and check valve 46 into
the spring chamber 38 to rapidly raise the pressure in the chamber,
thereby ensuring that a sufficient force is applied to the valve
member 34 to prevent fuel discharge until the injection pump is
actuated. In conventional injection nozzles, there is only a minute
flow of fuel into the chamber 38 where the spring is located, and
such flow occurs only through the clearance between the valve
member 34 and the bearing hole 48 through which it moves.
A description of typical engine operation utilizing the injector
apparatus of the invention will help to show its manner of
operation. The engine may pump fuel into the pressurized supply
pipe 12 at a pressure such as 1,000 psi. During a majority of the
time of each injection cycle, this pressure of 1,000 psi exists in
the pump passage 18, the channel 28, and the nozzle region 30 of
the needle injection valve. A pressure of about 1,000 psi also
exists in the spring chamber 38, thereby developing a force that
urges valve member 34 into contact with its seating. The force
exerted by pressurized fuel to the top of the valve member 34 is
greater than the force exerted at the bottom region, because the
valve member portion on the valve seat 50 is not exposed to the
pressurized fuel. Thus, the valve member 34 is maintained closed.
The auxiliary spring 38 further adds to the valve closing
force.
During a small period of each cycle of engine operation, the
activator 26 is energized to move the pump piston 24 and force fuel
through the pump passage 18 and channel 28 to the nozzle region 30.
When the pressure in the nozzle region 30 rises above a
predetermined level such as 3,000 psi, it can overcome the force of
pressurized fuel in the spring chamber 38 and the additional force
supplied by the preloaded auxiliary spring 40. The valve member 34
then lifts to allow the pumped fuel to pass through the nozzle 36
into the cylinder. When the injection pump no longer provides a
high pressure at the nozzle region 30, and the pressure thereat
falls to a level determined by the ratio of areas of valve member
34 and of the valve seating, such as for example 1,500 psi, the
valve member 34 can begin to move down to close the injection
valve. The auxiliary spring 40 is provided primarily to assure
valve closing at this time, that is, when the lower end portion of
the valve member that is normally seated on the valve seat 50 is
almost seated but is exposed to fuel at the pressure existing in
supply conduit 14. The same force then may be applied by fuel
pressure to the upper and lower ends of the valve member 34, and
the auxiliary spring 38 is required to assure that the valve will
close. The preloading of the auxiliary spring is generally less
than half the force supplied by the pressurized fuel in the spring
chamber. Thus, in an engine where a force of 60 pounds might be
required to maintain the nozzle closed until the desired injection
pump pressure was present, an auxiliary spring preload such as 15
pounds might be utilized. The other 45 pounds preload would be
supplied by the fluid pressure in the chamber.
Fuel injection through the nozzle 36 generally occupies a very
small percentage of each cycle of engine operation (even though
injection may occur more than once in each cycle in some engines).
The maximum injection duration is typically less than 5 percent of
the total cycle time. Thus, there is only a brief period during
each cycle when there is a higher pressure at the nozzle region 30
than in chamber 38 and therefore only a small amount of fuel will
leak past the valve member 34 into the spring chamber at each
cycle, to increase its pressure above the nominal 1,000 psi. During
the remainder of over 95 percent of each cycle time, any fuel that
has been forced into the spring chamber during injection can leak
out again past the valve member 34 to the nozzle region 30. In any
case, so long as the pressure at the spring chamber 38 does not
rise excessively above the nominal pressure, performance is not
noticeably affected.
The spring chamber 38 can be dimensioned to provide any spring rate
within a wide range. In conventional needle valves which utilized
only a coil spring to supply valve closing force, a typical spring
rate was 1,000 lbs. per inch. A spring rate of the same order can
be obtained by utilizing a chamber of approximately 0.6 inches
diameter and 1.0 inch long filled with diesel oil, which has a bulk
modulus of elasticity of approximately 0.2 .times. 10.sup.6 psi.
While a typical needle injection valve might use a coil spring
preloaded to 60 lbs., the auxiliary spring 40 is preloaded to a
much lower force such as 10 lbs. Of course, this smaller preloading
is employed because most of the preload of the injection valve
member is provided by the fuel pressure in the spring chamber.
In one type engine in which the injection apparatus of this
invention is useful, the fuel is delivered to the injection pump at
a constant pressure regardless of operating conditions. In another
engine apparatus shown in simplified form in FIG. 3, in which the
injection apparatus is especially useful, the supply fuel pressure
is not constant but instead is purposely varied to permit greater
control over engine operation. The engine apparatus is shown as
including a fuel tank 60, and a pump 62 that pumps fuel from the
tank along the conduit or pipe 12 to the injection apparatus 10.
The injection apparatus 10 injects fuel into a combustion chamber
or cylinder 64 where the fuel is burned with air to drive a piston
that turns a crankshaft. A pressure control 66 is also provided
which controls operation of the pump 62 or a spill valve 65 to vary
the pressure of fuel in the supply pipe 12 within a range such as
200 to 2,000 psi.
One reason for providing the pressure control 66 to vary the fuel
supply pressure is to enable a control of the rate of injection of
fuel into the cylinder. Another reason is to provide a wider range
in the control of amount of fuel injected. The amount of fuel that
is injected is generally regulated by varying the stroke of the
actuator 26 of the injection pump. However, there is only a limited
range in which close control can be maintained over the amount of
fuel injected in each cycle. This range is generally termed the
turndown ratio, which is the ratio between the maximum amount of
fuel that is injected when the actuator 26 provides a maximum
stroke and the minimum amount of fuel that can be injected in a
manner that enables moderately close control of the amount. For a
given injection apparatus, the range of fuel volume that can be
controllably injected can be extended by varying the pressure of
fuel supplied to the injection apparatus. Thus, if the fuel
pressure in the line 12 can be maintained at 200 psi for operation
under idling to moderately high loads, and increased to 2,000 psi
for operation at moderate to very high loads, then the amount of
fuel injected can be more accurately controlled than if only a
single pressure such as 1,000 psi were employed for all operating
conditions. Of course, engines of this type can be constructed to
operate at any of a variety of fuel pressure ranges such as 50 psi
to 500 psi or within a narrower range such as 100 psi to 200
psi.
In the engine system of FIG. 3 wherein the fuel supply pressure is
varied, it is desirable to vary the preloading of the needle
injection valve in accordance with the fuel pressure. For example,
the preloading might be increased by ten times when the fuel supply
pressure were raised by ten times. A variation in preloading can be
accomplished in the case of a conventional needle valve that uses
only a coil spring, by tightening the spring or loosening it prior
to running the engine at high or low fuel supply pressures. Of
course, this requires auxiliary devices for varying the spring
preloading. In the needle valve illustrated in FIG. 1, the
preloading depends primarily upon fuel pressure, and therefore it
automatically changes as the fuel pressure changes, without the
need for separately turning a screw or the like. Furthermore, the
increased preloading of the valve member 34 is maintained only for
the limited time when the fuel supply pressure is increased.
Accordingly, the high preloading is maintained for a minimum period
of time and wear on the valve seat 50 is minimized. It should be
noted that where high fuel supply pressures are utilized, the high
force of the needle valve member 34 on the valve seat 50 can lead
to rapid wear of the valve seat, so that minimizing the period of
such high preloading can help to reduce maintenance and
downtime.
Thus, the invention provides an injection valve which utilizes
primarily fuel pressure in a fluid-tight chamber to supply spring
forces that keep the needle valve closed except during the forward
stroke of the injection pump. A passageway is provided for carrying
fuel from the pressurized fuel supply line to the spring chamber to
fill it when the engine is started, a check valve being provided
along the passageway to prevent loss of fuel from the chamber
during valve opening. An auxiliary spring is provided in the spring
chamber to aid in keeping the valve member closed, particularly
after it has lifted and there is approximately the same area
exposed to fuel pressure at opposite ends of the valve member. If
the auxiliary spring were preloaded to a level just high enough to
prevent the valve from opening during most of each cycle prior to
the spring chamber filling with fuel, then it would be possible to
eliminate the passageway 44 and check valve 46. In this case the
valve would rely upon fuel leakage past the valve member to fill up
the spring chamber with fuel, and excess fuel might be injected
until the chamber were filled. It is possible to fill the spring
chamber with another fluid other than the fuel, such as lubricating
oil, if the mixing of fuel and such oil is permissible or if a
diaphragm is provided to prevent a constant leakage of fuel or oil
past the injection valve member.
Although particular embodiments of the invention have been
described and illustrated herein, it is recognized that
modifications and variations may readily occur to those skilled in
the art and, consequently, it is intended that the claims be
interpreted to cover such modifications and equivalents.
* * * * *