Patent Grant
9476389
This application claims priority to German Patent Application No. 10 2011 086 201.3, filed Nov. 11, 2011, and International Patent Application No. PCT/EP2012/072245, filed Nov. 9, 2012, both of which are hereby incorporated by reference in their entirety.
The present invention relates to a fuel injection system for an internal combustion engine, particularly of a motor vehicle, with the characteristics of the general specification of claim 1. The present invention relates furthermore to a preheating system for such a fuel injection system.
Internal combustion engines which should be operated with fuel being highly viscous at low temperatures are confronted with the problem that, by using such fuels for starting the internal combustion engine, i.e. the starting of the internal combustion engine, no ignitable mix can be produced in the combustion chambers of the internal combustion engine at these low temperatures. Some biofuels, in particular biodiesel, are particularly confronted to this problem already at temperatures below +14° C. Other biofuels, e.g. ethanol and methanol, are characterized by a flash point of about +12° C., which is very high compared to the flash point of conventional gasoline of about −42° C. Consequently, such biofuels have a low volatility compared to gasoline and need a high vaporization heat compared to gasoline. These properties turn such biofuels like ethanol and methanol into critical conditions for cranking an internal combustion engine under cold conditions, since such biofuels need a large amount of heat to form an injection spray ready for ignition and for cranking the engine.
This problem can be solved by two different approaches to solution: In a first approach to solution, a second fuel system can be provided to operate the internal combustion engine, allowing to operate the internal combustion engine during starting with another fuel that is easily ignitable also at low temperatures in order to thus start it. However, such a solution is very complex and accordingly expensive. Furthermore, it thus results the problem of the driver's permanently having to control two different fuel tanks or their fuel levels.
A second approach to solution is based on the general idea of preheating the fuel not readily flammable for starting the internal combustion engine. By preheating the fuel, its temperature and flammability are increased. Particularly, the viscosity is thus reduced.
From DE 101 40 071 A, a separate heating circuit for heating the fuel is known, wherein a purpose-build injector nozzle comprises an additional connection for the heating circuit. Such a solution is complex and requires relatively much space.
From DE 10 2006 028 639 A, a special injector nozzle comprising a heating system for preheating the fuel is known. Such a special injector nozzle is expensive, compared to conventional injector nozzles produced in large series.
From DE 10 2009 001 062 A, heating the fuel with heated valve air, wherein here a special injector is also required, is known.
From FR 28 76 161 A, it is known to integrate a heating system into a fuel distributor unit. Thus a comparatively big fuel volume has to be heated in order to be able to provide the preheated fuel for the starting mode. This requires comparatively much electrical energy and time.
From EP 1 888 910 B1, it is then known a categorized fuel injection system comprising a distributor unit to provide liquid fuel. Furthermore, several preheating systems comprising a preheating chamber each, comprising in turn a heating element each and being connected each to the distributor unit are provided. Besides, several injector nozzles connected each to such a preheating system are provided. It thus results a fuel path for every injector nozzle, leading from the distributor unit through the respective preheating chamber to the respective injector nozzle. In the known fuel injection system or in the known preheating system, the respective heating element is designed as a glow tip or glow plug, intruding coaxially into the respective preheating chamber. Furthermore, in the known fuel injection system, a housing comprising the respective preheating chamber of the respective preheating system is made from metal and welded to the distributor unit.
The present invention follows up on the problem of indicating a better embodiment, characterized particularly by a low-cost mountability and/or manufacturability, for such a fuel injection system or such a preheating system. Furthermore, more efficient preheating of the fuel is the aim.
According to the present invention, the object is achieved by recurring to the objects of independent claims. Favorable embodiments are the object of the dependent claims.
According to the present invention, it can now be provided that the preheating system contains a housing connected to the distributor unit via a plug-in connection on the inlet and with the respective injector nozzle via a plug-in connection on the outlet. Due to this design, the respective preheating system can be assembled particularly easily and quickly.
In an advantageous embodiment, the invention is based on the general idea that the respective heating element is generally shaped and arranged in such a way that it encloses the respective preheating chamber at least partly, preferably to at least 50% or completely. Preferably, the heating element has a hollow structure that can be circumferentially closed or circumferentially interrupted or laterally open. For example, the heating element can be designed in ring shape, particularly as an annular body, e.g. a cylindrical sleeve. Also other shapes can be appropriate like a rectangular or hexagonal shape. By using this design, a comparatively large surface of the heating element is provided for heating the preheating chamber or for heating the fuel contained in the preheating chamber. Thus, on the one hand comparatively much heat per unit of time can be incorporated into the fuel. On the other hand, the comparatively large surface of the ring-shaped heating element leads to the heat's input being distributed on a large surface and accordingly takes place relatively homogeneously in the preheating chamber. Thus, the fuel volume accumulated in the preheating chamber can be evenly tempered in a short period of time, in order to proceed to the desired starting. The fuel is preferably a biofuel and is in particular biodiesel or ethanol or methanol.
According to a favorable further development, the housing of the preheating system can be made from plastic. Preferably, it is produced from an integral, monolithic injection molded part. Thus the preheating system can be produced at a particularly cheap price.
According to another favorable embodiment, the electrical heating element can be a PTC element, “PTC” meaning “Positive Temperature Coefficient”. PTC elements are characterized in that they transform electrical energy into heat, increasing at the same time their electrical resistance exponentially at a rising temperature. Thus, PTC elements can be defined as elements that are able to achieve and hold a determined temperature if voltage is connected to them. Thus, no complex electronic arrangement or control is required, as the electrical resistance of the PTC element becomes almost infinitely strong. Using such PTC elements permits the desired preheating without requiring a complex electronic control or arrangement of the heating element. In principle an electronic control can be omitted, although, an electric control of reduced complexity can be provided to control and/or to monitor the PTC element.
The system according to the invention is also robust against fuel evaporation and/or cavitation due to PTC temperature self-control. The fuel to be heated cannot pass a certain temperature limit, which has to be determined during the manufacturing process of the component. Accordingly, fuel evaporation inside the heater can be avoided and consequently also fuel cavitation in the engine can be avoided. Additionally, damage of the heater element can be prevented due to the high contact area between the PTC heating element and the fuel. This leads to a better heat transfer and indirectly protects the heating element and prevents damage. A conventional, so called “glow plug” heater has a small heating area and doesn't regulate the temperature. Therefore, such a conventional glow-plug is susceptible to damage, since it concentrates the heat in a specific small area. Compared to such a conventional heating element the risk of heater damage is reduced by the PTC heating element according to this embodiment of the invention. Furthermore, the manufacturing process is simplified compared with conventional systems, since plastic injection molding can be used to manufacture the preheating system and plug in connections can be used to attach the different components to each other. These advantages also lead to cost reduction and faster production. Due to PTC temperature self-control, the fuel to be heated cannot pass a certain temperature limit. Accordingly, self-ignition of the fuel inside of the heating element can be prevented. For example, if there is a problem with an electric connection a conventional heating element can continue to heat up the fuel until the fuel passes its ignition temperature resulting in an explosion. With the PTC technology, the PTC heating element cannot pass a certain pre-defined temperature because its self-regulating characteristics, even if the electric voltage is very high or if the electric voltage is always connected to the heating element. Finally, even with regard to voltage changes, the constant temperature mechanism of the PTC element will be effective. If the operating voltage, e.g. the battery voltage of the vehicle, increases, the PTC element initially consumes more power, and as a result, the temperature of the PTC element increases faster, and the current stabilizes faster at a lower level. Therefore, unlike a conventional glow-plug, the performance of the presented PTC heating element is not proportional to the square of the voltage as in the case of the ohm resistance. For this reason, the same PTC heating element can be used independent from the actual level of current, which can be provided, for example, at 12V DC or at 10V DC, and provides the same total power delivery or heat delivery. Because of this advantage, the PTC heating element has the possibility to be fed by the same voltage during the post cranking period. Other heaters must have the voltage lower during the post cranking period, since in this period the injection flow rate is lower compared to the cranking period under low temperatures. Consequently conventional heating elements need a complex electronic control to monitor and adjust the time that the heating element is turned on depending on the battery voltage, or even it needs a complex electronic device to get the voltage lowered before feeding the heating element during post cranking. In such a cold start systems using heating technology, the heating element usually continues to provide heat for some seconds just after the engine cranking (post crank) in order to improve drive ability and engine stabilization and to reduce pollutant emissions.
Appropriately, an inside of the ring-shaped heating element can be exposed to the fuel. In other words, the inside of the heating element turned to the preheating chamber is directly in contact with the fuel, thus permitting direct heat transmission as well.
In another embodiment, an inside of the ring-shaped heating element can limit the preheating chamber radially on the outside. Via this design, the heating element contributes to defining the preheating chamber. E.g. the heating element can thus be integrated into the structure of the housing of the preheating system.
According to another favorable embodiment, a housing of the respective preheating system can be provided with a radial inlet connected to the distributor unit and an axial outlet connected to the respective injection nozzle. The respective preheating chamber and the respective heating element are then arranged coaxially to the outlet in the respective housing. Furthermore, the respective heating element can optionally be provided with at least one radial outlet opening, through which the inlet is connected fluidly to the respective preheating chamber. This design is relatively compact and leads to an intensive integration of the heating element into the respective fuel path. Additionally, the radial or lateral inlet, in particular provided with a predetermined cross section, causes a small flow turbulence inside the preheating chamber, increasing the mixing of the cold fuel with the hot fuel. Therefore, a homogenous temperature inside the pre-heating chamber can be obtained as well as homogenous injection without temperature variations. Compared to a conventional system having an axial inlet and an axial outlet, the mixing is improved. The hot fuel tends to go to upper positions inside the pre-heating chamber or the injection valve due to density variation. This could cause heat losses, since hot fuel tends to escape to upper position and get in direct contact with cold fuel entering. Also there will be almost no turbulence in the flow. Beside the tendency to heat losses, the cold fuel entering axially the pre-heating chamber could pass directly to the injection valve, or at least the temperature distribution inside the pre-heating chamber could be inhomogeneous. Appropriately, the housing of the respective preheating system can be closed with a cap being a separate component in reference to the housing and fixed in a proofed way on the housing on an opposite side of the outlet. E.g. the cap can be welded with the housing or bonded onto it.
In another favorable embodiment, a housing of the respective preheating system can be provided with an axial inlet connected to the distributor unit and an axial outlet connected to the respective injection nozzle. In this case, the respective preheating chamber and the respective heating element in the respective housing are arranged appropriately coaxially to the inlet and outlet. Such an embodiment is characterized by a very low flow resistance, as inside of the preheating system, the fuel path is not redirected.
According to another favorable embodiment, the respective heating element can be arranged on an inside of the housing turned towards the respective preheating chamber of the respective preheating system. Thus, it is possible to limit the preheating chamber using the heating element or cause a direct contacting between the heating element and the fuel.
Alternatively, it is also possible to arrange the respective heating element on an outside of a housing turned away from the respective preheating chamber of the preheating system. In this case, it can e.g. be renounced to a protective cover or a protective coating that has to be applied to the heating element if a fuel with corrosive effect to the material of the heating element is used and the heating element gets into direct contact with the fuel.
In another alternative embodiment, the respective heating element can be integrated in a wall enclosing the respective preheating chamber of a housing of the respective preheating system. E.g. the respective heating element can therefore already be applied to the respective injection mold during injection into the injection mold, so that the heating element is integrated into the plastic of the housing. In this case, the heating element is protected against the fuel as well as the surrounding air, being inside of the material of the wall. At the same time, the heating element is thus positioned in the housing at a low price.
Another advantageous embodiment can provide that the respective housing incorporate a separating wall that encloses the respective preheating chamber, wherein at least one such heating element is radially arranged between the separating wall and a wall of the housing. The respective housing wall can here enclose the referenced separating wall. Using such a separating wall makes it possible to avoid direct contact between the fuel and heating element. For example, this can significantly reduce the danger of corrosion on the heating element. The separating wall can also be made out of a thermally conductive material, i.e., a material distinguished by an especially good thermal conductivity. For example, the separating wall can exhibit a better thermal conductivity than the housing wall. The separating wall can be made out of aluminum or copper, or out of an aluminum alloy or copper alloy, for example. The separating wall can be geometrically adjusted to the respective preheating chamber. In a cylindrical preheating chamber, the separating wall is appropriately also cylindrical or tubular in design. In order to prevent the respective heating element from coming into contact with creeping fuel, at least one seal can also be provided, which is radially arranged between the separating wall and the housing wall. Such seals can appropriately be provided on either side of the respective heating element.
Alternatively, it can also be provided that the respective housing again incorporate such a separating wall that encompasses the respective preheating chamber, wherein in this case at least one such heating element is arranged inside the separating wall, and separated both from the fuel and from a wall of the housing that encloses the separating wall. This makes it especially easy to realize an encapsulated and hermetically sealed accommodation of the respective heating element in the separating wall, so that the respective heating element is reliably protected against contact with the fuel. In particular, the separating wall with the integrated, at least one heating element can form a preassemblable unit, which is particularly easy to incorporate into the housing. For example, this separating wall can be conceived in two parts, and have a thermally conductive inner part and a thermally insulating outer part, between which the respective heating element is arranged. In particular, the materials can here be selected in such a way that the thermal conductivity is greater for the outer part than for the housing wall, and less for the inner part than for the housing wall.
According to another appropriate embodiment, the fuel injection system can be provided with only one injection nozzle for each cylinder of the internal combustion engine. That means that the respective preheating system is assigned to this one injection nozzle at the respective cylinder. It thus results a particularly cheap embodiment for the fuel injection system.
On the contrary, in another embodiment, it can be provided that the fuel injection system features an operating nozzle and a cold start nozzle for each cylinder of the internal combustion engine, wherein the injection nozzle assigned to the respective preheating system is formed by the respective cold start nozzle. In this case, two injection nozzles that in particular can be different from one another are used per cylinder to permit an optimization for cold start or hot operation.
According to another embodiment, the respective preheating chamber can feature a preheating volume to incorporate a fuel quantity that is sufficient at a cold start of the internal combustion engine for at least one injection of the respective injection nozzle and for a maximum of two injections of the respective injection nozzle. As a result, the respective preheating chamber has a relatively limited volume, so that by using the heating element, the fuel accumulated inside of the preheating chamber can be heated to the desired temperature in a short period of time.
Another embodiment can provide that the respective heating element annularly encloses the respective preheating chamber, in particular completely. This makes it possible to realize a symmetrical introduction of heat in the circumferential direction. Alternatively, it is conceivable that several heating elements be used for each preheating chamber, which are distributed in the circumferential direction and each extend over only a small circumferential segment, e.g., over about 30°. In particular, these heating elements can also be given a flat design, which makes them especially simple and low-cost to manufacture. These heating elements are also particularly easy to accommodate in corresponding flat recesses in the housing wall and/or in the aforementioned separating wall.
Another embodiment can provide that the plug-in connection on the inlet and/or the plug-in connection on the outlet be designed as a bayonet coupling. In the respective plug-in connection, a plugging movement oriented in an axial plugging direction is in this case coupled with a rotational movement around a rotational axis oriented parallel to the plugging direction, so as to establish or detach the respective plug-in connection. Such bayonet couplings are especially easy to equip with a safeguard against unintended opening. For example, turning activates a safeguard against pulling out the components inserted one into the other. Alternatively, pure plug-in connections can be provided, which can optionally be equipped with an additional safeguard against unintended opening or removal of the plugged components.
In a preheating system according to the invention, an inlet to connect the preheating system to a distributor unit, an outlet to connect an injection nozzle to the preheating system, a preheating chamber and a heating element which is designed as an annular body and encloses the preheating chamber are provided. Inside of the respective preheating system, a fuel path leads from the inlet through the preheating chamber to the outlet. Thus such a preheating system is characterized by a compact design, a reduced energy need and a short preheating time.
Other important characteristics and advantages of the invention result from the sub claims, from the drawings and from the associated descriptions of the figures based on the drawings.
It goes without saying, that the above mentioned characteristics and the characteristics still to be explained below cannot only be used in the respectively indicated combination, but also in other combinations or by themselves without leaving the frame of the present invention.
Preferred examples of embodiments of the invention are presented in the drawings and will be further explained in the following description, wherein identical references refer to identical or similar or functionally identical components.
Schematically, the figures show the following aspects:
According to
The heating element 7 in the embodiments of
By contrast, in the embodiments of
According to
The housing 5 is furthermore connected via a second or plug-in connection on the outlet 17 with the respective injection nozzle 4. In the example, the injection nozzle 4 has a muzzle 18, plugged into a socket 19 integrally formed on the housing 5. Appropriately the muzzle 18 at the nozzle has a seal 20, arranged in a corresponding ring groove 21.
Both plug-in connections 9 and 17 are here conceived as pure plug-in connections 9,17, in which the components to be plugged are each only plugged in one plugging direction, so as to establish the plug-in connection 9, 17. The two plugging directions of the two plug-in connections 9, 17 in this case extend inclined relative to each other in the variants in
The housing 5 is favorably formed as a monolithic plastic piece. Appropriately, the housing 5 is formed by injection molding.
Preferably, the heating element 7 is a PTC element. A corresponding electrical supply or power supply of the heating element 7 is facilitated via an electrical port 22, formed on the housing 5. In the embodiments of the
In the embodiment represented in
In contrast,
In the embodiments of
Alternatively, it is also possible to integrate the respective heating element 7 into a wall 34 of the housing 5, which encloses the preheating chamber 6. E.g. the annular-shaped heating element 7 can be enclosed in the plastic of the housing 5 or the respective wall 34, so that the heating element 7 is radially embedded inside and radially embedded outside into the plastic of the housing 5.
In order to prevent direct contact between the respective heating element 7 and the fuel in the respective preheating chamber 6, the special embodiments in
According to
In the example in
The separating wall 37 preferably consists of a material whose thermal conductivity is greater than that of the material comprising the housing wall 34.
In the embodiment shown in
The inner part 45 preferably consists of a material whose thermal conductivity is greater than that of the material comprising the housing wall 34. By contrast, the outer part 46 can preferably consist of a material whose thermal conductivity is less than that of the material comprising the housing wall 34, so that the outer part has a thermally insulating effect.
In the configuration selected in
The dimensioning of the preheating chamber 6 is made appropriately in such a way that the preheating chamber 6 has a preheating volume to incorporate a quantity of fuel that is sufficient at a cold start of the internal combustion engine to perform at least one injection of the respective injection nozzle 4 and at maximum two injections of the respective injection nozzle 4.
Appropriately, the fuel injection system 1 is provided with only one injection nozzle 4 for each cylinder of the internal combustion engine. Generally, in an alternative embodiment, it can be provided for the fuel injection system 1 to have two injection nozzles for each cylinder of the internal combustion engine, that is an operating nozzle and a cold start nozzle. In this case, the injection nozzle 4 assigned to the respective preheating system 3 is formed by the respective cold start nozzle.
Finally,
According to
| Number | Date | Country | Kind |
|---|---|---|---|
| 10 2011 086 201 | Nov 2011 | DE | national |
| Filing Document | Filing Date | Country | Kind |
|---|---|---|---|
| PCT/EP2012/072245 | 11/9/2012 | WO | 00 |
| Publishing Document | Publishing Date | Country | Kind |
|---|---|---|---|
| WO2013/068526 | 5/16/2013 | WO | A |
| Number | Name | Date | Kind |
|---|---|---|---|
| 5159915 | Saito | Nov 1992 | A |
| 5401935 | Smith | Mar 1995 | A |
| 20060000452 | Tokuda | Jan 2006 | A1 |
| 20100034921 | Bolz | Feb 2010 | A1 |
| 20100154746 | Fischer et al. | Jun 2010 | A1 |
| Number | Date | Country |
|---|---|---|
| 1014071 | Aug 1957 | DE |
| 2316054 | Oct 1974 | DE |
| 3919589 | May 1990 | DE |
| 19949812 | Apr 2001 | DE |
| 10340159 | Apr 2005 | DE |
| 102006028639 | Dec 2007 | DE |
| 102009001062 | Aug 2010 | DE |
| 1888910 | Feb 2008 | EP |
| 2108809 | Oct 2009 | EP |
| 2141348 | Jan 2010 | EP |
| 2876161 | Apr 2006 | FR |
| WO-2005024225 | Mar 2005 | WO |
| WO-2005042965 | May 2005 | WO |
| WO-2009009846 | Jan 2009 | WO |
| WO-2009053749 | Apr 2009 | WO |
| Entry |
|---|
| English abstract for DE-3919589. |
| English abstract for DE-19949812. |
| English abstract for DE-10340159. |
| English abstract for DE-102009001062. |
| English abstract for DE-102006028639. |
| English abstract for FR-2876161. |
| Number | Date | Country | |
|---|---|---|---|
| 20140345567 A1 | Nov 2014 | US |
