EP0060344B1 - Kraftstoffeinspritzanlage - Google Patents

Kraftstoffeinspritzanlage Download PDF

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Publication number
EP0060344B1
EP0060344B1 EP19810110224 EP81110224A EP0060344B1 EP 0060344 B1 EP0060344 B1 EP 0060344B1 EP 19810110224 EP19810110224 EP 19810110224 EP 81110224 A EP81110224 A EP 81110224A EP 0060344 B1 EP0060344 B1 EP 0060344B1
Authority
EP
European Patent Office
Prior art keywords
armature
control
valve
fuel injection
fuel
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Expired
Application number
EP19810110224
Other languages
German (de)
English (en)
French (fr)
Other versions
EP0060344A2 (de
EP0060344A3 (en
Inventor
Karl Dipl.-Ing. Gmelin
Hans Dipl.-Ing. Kubach
Wolfgang Dr. Dipl.-Ing. Maisch
Klaus-Jürgen Ing. grad. Peters
Peter Ing. Grad. Schelhas
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Robert Bosch GmbH
Original Assignee
Robert Bosch GmbH
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Robert Bosch GmbH filed Critical Robert Bosch GmbH
Publication of EP0060344A2 publication Critical patent/EP0060344A2/de
Publication of EP0060344A3 publication Critical patent/EP0060344A3/de
Application granted granted Critical
Publication of EP0060344B1 publication Critical patent/EP0060344B1/de
Expired legal-status Critical Current

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Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M69/00—Low-pressure fuel-injection apparatus ; Apparatus with both continuous and intermittent injection; Apparatus injecting different types of fuel
    • F02M69/16—Low-pressure fuel-injection apparatus ; Apparatus with both continuous and intermittent injection; Apparatus injecting different types of fuel characterised by means for metering continuous fuel flow to injectors or means for varying fuel pressure upstream of continuously or intermittently operated injectors
    • F02M69/26—Low-pressure fuel-injection apparatus ; Apparatus with both continuous and intermittent injection; Apparatus injecting different types of fuel characterised by means for metering continuous fuel flow to injectors or means for varying fuel pressure upstream of continuously or intermittently operated injectors the means varying fuel pressure in a fuel by-pass passage, the pressure acting on a throttle valve against the action of metered or throttled fuel pressure for variably throttling fuel flow to injection nozzles, e.g. to keep constant the pressure differential at the metering valve
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M69/00—Low-pressure fuel-injection apparatus ; Apparatus with both continuous and intermittent injection; Apparatus injecting different types of fuel
    • F02M69/46—Details, component parts or accessories not provided for in, or of interest apart from, the apparatus covered by groups F02M69/02 - F02M69/44
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M2200/00—Details of fuel-injection apparatus, not otherwise provided for
    • F02M2200/20—Fuel-injection apparatus with permanent magnets
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y10—TECHNICAL SUBJECTS COVERED BY FORMER USPC
    • Y10T—TECHNICAL SUBJECTS COVERED BY FORMER US CLASSIFICATION
    • Y10T137/00—Fluid handling
    • Y10T137/2278—Pressure modulating relays or followers

Definitions

  • the invention is based on a fuel injection system according to the preamble of the main claim.
  • a fuel injection system has already been proposed (DE-A 30 06 586 published 3.9.81), in which the pressure difference at metering valves can be changed in order to control the fuel-air mixture as a function of operating parameters of the internal combustion engine in that control valves are controlled by the pressure of a Hydraulic fluid can be influenced in a control pressure line, in which an electromagnetic control pressure valve, which can be controlled as a function of operating parameters of the internal combustion engine, is arranged in a nozzle-baffle plate design known per se (DE-A-2542726).
  • the control pressure line is connected via a throttle to the fuel injection system, in which a pressure relief valve for regulating the fuel pressure is arranged.
  • the disadvantage is that in addition to the high control power required for the control pressure valve, the characteristic curve of the control pressure valve cannot be influenced in the desired form.
  • a further disadvantage is that an interruption in the fuel supply when the internal combustion engine is in overrun
  • a non-prepublished DE-A-30 06 586 proposes a fuel injection system for mixed-compression spark-ignition internal combustion engines, with metering valves arranged in a fuel supply line for metering a fuel quantity in a certain ratio to the amount of air sucked in by the internal combustion engine, the metering being carried out at a constant, however
  • the pressure difference can be changed by moving the movable valve part of a control valve downstream of each metering valve and regulating the pressure difference on the metering valve on the one hand by the fuel pressure downstream of the respective metering valve and on the other hand by the pressure in a control pressure line, which can be acted upon by a control valve control pressure valve that can be controlled by operating parameters of the internal combustion engine and, on the other hand, is limited by a control throttle, d
  • the control pressure valve has a baffle plate coupled to an armature which is mounted against a return spring and which works together with a control valve seat which is connected to the fuel
  • the fuel injection system according to the invention with the characterizing features of the main claim has the advantage that a significantly lower control power is required to control the control pressure valve and the characteristic of the control pressure valve can be influenced in the desired form by the choice of the field strength of the permanent magnet.
  • control pressure valve is opened and the fuel injection is interrupted by reversing the direction of the excitation current of the electromagnet, for example when the internal combustion engine is in overrun mode.
  • FIG. 1 shows a fuel injection system with a control pressure valve
  • FIG. 2 shows a detailed illustration of a fuel metering valve
  • FIG. 3 shows a first exemplary embodiment of a control pressure valve
  • FIG. 4 shows a guide diaphragm of a control pressure valve according to FIG. 3
  • FIG. 5 shows a second exemplary embodiment of a control pressure valve
  • FIG. 6 shows a third exemplary embodiment of a Control pressure valves.
  • each cylinder of a mixture-compressing spark-ignition internal combustion engine not shown, being assigned a metering valve 1, to which a fuel quantity in a certain ratio to the air quantity sucked in by the internal combustion engine is metered.
  • the fuel injection system shown for example has four metering valves 1 and is therefore intended for a four-cylinder internal combustion engine.
  • the cross-section of the metering valves can, for example, be changed jointly, as indicated, by an actuating element 2 as a function of operating parameters of the internal combustion engine, for example in a known manner as a function of the amount of air drawn in by the internal combustion engine.
  • the metering valves 1 are located in a fuel supply line 3, into which fuel is conveyed from a fuel tank 6 by a fuel pump 5 driven by an electric motor 4.
  • a pressure limiting valve 9 is arranged in the fuel supply line 3, which pressure valve 9 in the fuel supply line 3 prevailing fuel pressure is limited and fuel can flow back into the fuel tank 6 when exceeded.
  • a line 11 Downstream of each metering valve 1, a line 11 is provided, via which the metered fuel reaches a control chamber 12 of a control valve 13 that is separately assigned to each metering valve 1.
  • the control chamber 12 of the control valve 13 is separated from a control chamber 15 of the control valve 13 by a movable valve part, for example a membrane 14.
  • the membrane 14 of the control valve 13 works together with a fixed valve seat 16 provided in the control chamber 12, via which the metered fuel can flow from the control chamber 12 to the individual injection valves 10, only one of which is shown, in the intake manifold of the internal combustion engine.
  • a control spring 17 is arranged in the control chamber 15, by means of which the membrane 14 is held on the valve seat 16 when the internal combustion engine is switched off.
  • a line 19 branches off from the fuel supply line 3 and opens into a control pressure line 21 via an electromagnetically actuated control pressure valve 20 in the manner of a nozzle-baffle plate.
  • the control chambers 15 of the control valves 13 are arranged downstream of the control pressure valve 20 in the control pressure line 21 and a control throttle 23 is arranged downstream of the control chambers 15. Fuel can flow from the control pressure line 21 into an outflow line 24 via the control throttle 23.
  • the control pressure valve 20 is controlled via an electronic control unit 32 as a function of the input operating parameters of the internal combustion engine, such as speed 33, throttle valve position 34, temperature 35, exhaust gas composition (oxygen probe) 36 and others.
  • the control of the control pressure valve 20 by the electronic control device 32 can take place in an analog or clocked manner.
  • the control pressure valve 20 can be designed by means of suitable spring forces or permanent magnets so that a pressure difference is established at the control pressure valve 20, which ensures that the internal combustion engine runs smoothly even if the electrical control fails.
  • the pressure relief valve 9 has a system pressure chamber 40 which is in communication with the fuel supply line 3 and is separated by a valve membrane 41 from a spring chamber 42 which is in communication with the atmosphere and in which a system pressure spring 43 is arranged which is in the closing direction of the valve acts on the valve membrane 41.
  • a valve seat 44 protrudes into the system pressure chamber 40, which cooperates with the valve membrane 41 and is axially displaceably mounted at an axial bearing point 45.
  • the end of the valve seat facing away from the valve membrane 41 projects out of the axial bearing point 45 into a collecting space 46 and is designed as a valve disk 47.
  • the valve plate 47 opens or closes a sealing seat 48, which can be designed as a rubber ring, via the fuel into a return flow line 49 and from there to the suction side of the fuel pump 5, e.g. the fuel tank 6 can flow back.
  • a closing compression spring 50 is supported on the valve plate 47, which acts on the valve plate 47 in the opening direction and tends to displace the valve seat 44 against the force acting on the valve seat 44 via the valve membrane 41.
  • a throttle gap 51 is provided in the axial bearing point 45 of the valve seat 44 between the system pressure chamber 40 and the collecting space 46. All fuel lines, for example the outflow line 24, via which fuel is to flow back to the fuel tank 6, open into the collecting space 46.
  • a channel 52 is provided in the valve seat 44, via which fuel can flow into the collecting space 46 when the valve membrane 41 is lifted off the valve seat 44.
  • the cross section of the valve plate 47 acted upon by fuel is smaller than the valve membrane cross section 41, and the elastic sealing seat 48 has approximately the same cross section as the valve plate 47.
  • the function of the pressure relief valve 9 is as follows: when the internal combustion engine is at a standstill, the valve plate 47 is seated on the sealing seat 48 and closes the return flow line 49, while the valve membrane 41 closes the valve seat 44.
  • the fuel pump 5 delivers fuel into the fuel supply line 3 and thus also into the system pressure chamber 40 of the pressure relief valve 9. If this pressure rises above a certain opening pressure at which the fuel pressure force on the valve membrane 41 and the spring force of the closing pressure spring 50 is greater than the spring force of the system compression spring 43 and the fuel pressure force on the valve plate 47, the valve plate 47 lifts off the sealing seat 48, and the valve seat 44 moves in the direction of the valve membrane 41.
  • valve membrane 41 lifts off the valve seat 44 and fuel can flow through the channel 52 into the collecting space 46 and from there into the return flow line 49.
  • the valve membrane 41 closes the valve seat 44.
  • FIG. 2 shows in detail a metering valve 1 which has a metering sleeve 55 in which a control slide 2 serving as an actuating element is axially displaceably mounted in a sliding bore 56.
  • the control slide 2 has a control groove 57 which is delimited on the one hand by a control edge 58. With an upward displacement movement, the control edge 58 opens more or fewer control openings 59, for example control slots, via which fuel can flow into the lines 11 in a measured manner.
  • an air measuring element (not shown) can act on an actuating end 60, for example in a known manner, and shift the control slide 2 as a function of the amount of air sucked in by the internal combustion engine.
  • a shoulder 61 is formed.
  • the actuating end 60 engages around a radial wall 62 and thus closes off the sliding bore 56 at the bottom.
  • An elastic sealing ring 63 is arranged on the radial wall 62, on which the shoulder 61 comes to rest in the rest position of the control slide 2 and thus seals against the outside.
  • a leakage space 64 is formed between the shoulder 61 and the radial wall 62, which catches the fuel leaking from the control groove 57 over the outer circumference of the control slide 2 and from which a leakage line 65 leads to the collecting space 46 of the pressure relief valve 9.
  • a line 67 branches off from the fuel supply line 3, which opens via a damping throttle 68 into a pressure chamber 69, into which the control slide 2 projects with an end face 70, which is formed at the end of the control slide 2 facing away from the actuating end 60.
  • FIG. 3 A first exemplary embodiment of a control pressure valve 20 is shown in FIG. 3.
  • a guide membrane 74 is clamped between a lower housing half 72 and an upper housing half 73, which is shown in a top view in FIG. With 75 an inflow opening is designated, which is connected to the line 19 and thus to the fuel supply line 3.
  • the inflow opening 75 opens via a vertically directed nozzle 76 serving as a control valve seat into a work space 77 enclosed by the lower housing half 72 and the upper housing half 73. From the work space 77, a drain opening 78, for example formed in the upper housing half 73, leads to the control pressure line 21
  • the guide membrane 74 has a clamping area 79 clamped between the two housing halves 72, 73.
  • a control area 80 is cut out of the guide membrane 74 and is connected on the one hand to a torsion area 81, while its other end is freely movable.
  • a spring area 82 is connected to the torsion area 81.
  • a compression spring 83 is supported on the one hand on the upper housing half 73 and on the other hand on the spring region 82 and presses this spring region against an adjusting screw 84 which is screwed into the lower housing half 72 and projects into the working space 77.
  • Axial adjustment of the adjusting screw 84 results in a corresponding pre-tensioning of the spring area 82, as a result of which the control area 80 is pressed more or less against the nozzle 76 protruding from the lower housing half 72 into the working space 77. In this way it can also be achieved that there is a disproportionate ratio between the pressure difference and the excitation current of the control pressure valve 20 in the case of larger regulated pressure differences.
  • the control area 80 serving as a baffle plate thus forms with the nozzle 76 a valve of the nozzle baffle plate type.
  • a disk-shaped armature 85 is arranged symmetrically to the torsion region 81 forming a torsion axis and is connected to the control region 80.
  • the armature 85 penetrates through an opening 87 in the control area 80 with an extension 86, while a further extension 88 of the armature on the other side of the torsion region 81 projects through an opening 89.
  • the spring-elastic bearing is almost frictionless, so that hysteresis is avoided.
  • a pole piece 90 is inserted into the lower housing half 72 and projects into the working space 77 aligned with the extension 86 of the armature 85, while a further pole shoe 91 is likewise arranged in the lower housing half 72 and aligned with the extension 88 of the armature 85 into the working space 77 protrudes.
  • An air gap 92 is formed between the pole piece 90 and the shoulder 86 and an air gap 93 between the shoulder 88 and the pole shoe 91.
  • a pole shoe 94 is arranged in the upper housing half 73, projecting into the working space 77, and in alignment with the pole shoe 91, a pole shoe 95.
  • an air gap 97 is formed, and an air gap 98 is formed between the pole shoe 95 and the end face 96.
  • an electromagnetic coil 99 is arranged which encompasses the housing halves 72, 73.
  • a fork-shaped guide body 100 engages around the electromagnetic coil 99 and bears on the one hand on the pole shoes 94, 95 outside the upper housing half 73 and on the other hand. on a permanent magnet 101 on which, on the other hand, a guide body 102 acts, which engages around the electromagnet coil 99 in a fork-like manner on the lower housing half 72 and acts on the pole shoes 90, 91.
  • a pressure difference between the nozzle 76 and the control area 80 is adjusted in accordance with the voltage specified via the adjusting screw 84 and the spring area 82 at the control area 80, which pressure difference is sufficient for fuel metering in normal operation or for emergency operation of the internal combustion engine in the event of failure of the electronic control unit 32 allowed.
  • the guide bodies 100 and 102 are magnetically polarized by the permanent magnet 101, so that for example the magnetic field of the permanent magnet 101 on the one hand by the guide body '100 via over the pole piece 95, the air gap 98, the armature 85, the air gap 93, the pole piece 91 to the guide body 102 runs and on the other hand over the pole piece 94, the air gap 97, the armature 85, the air gap 92, the pole piece 90 to the guide body 102.
  • an electromagnetic field is built up in a certain direction, for example on the one hand from Pole shoe 95 via the air gap 98, the armature 85, the air gap 97 to the pole shoe 94 and, on the other hand, from the pole shoe 91 via the air gap 93 to the armature 85 and via the air gap 92 to the pole shoe 90.
  • the magnetic flow of the electromagnetic field and permanent field runs in the air gaps 92 and 98 each in the same direction, so they add up, while the magnetic fields of electromagnet and permanent magnet in the air gaps 93 and 97 run in the opposite direction so that they subtract.
  • control pressure valve 20 has the advantage that a substantially lower control power of the electromagnetic circuit is required by superimposing a permanent magnetic circuit with an electromagnetic circuit.
  • control region 80 opens the nozzle 76 to such an extent that there is almost no pressure difference at the nozzle 76, as a result of the addition of the force of the closing spring 17 and the fuel pressure force in the control chamber 15 close the control valves 13.
  • control signals characterizing the pushing operation of the internal combustion engine for example speed above idle speed and throttle valve closed, the desired interruption of the fuel injection can be achieved by lowering the electrical power for the control pressure valve 20 by reversing the current.
  • the edge region 103 of the control region 80 can be made so soft that, in particular with large pivoting movements of the armature 85, that is to say with large regulated pressure differences, as a result of the increase in the magnetic force when the armature 85 approaches the pole shoes 90, 95 results in a disproportionate increase in the differential pressure with the excitation current.
  • a guide membrane 74 ' is stretched, with which a cup-shaped guide body 104 is connected, the bottom of which, facing the nozzle 76, serves as a baffle plate 105.
  • a cylinder-shaped armature 106 is connected to the guide body 104 which is axially movable on the guide membrane 74 '.
  • the clamping plane of the guide membrane 74 ' lies approximately in the direction of a resulting radial force acting on the armature 106.
  • a first air gap 110 is formed in the axial direction between a first end face 107 of the armature 106 and an end face 108 of a core 109, while between a facing second end face 111 and a guide piece 112, which is connected on the one hand to the lower housing half 72 and on the other hand via the engages second end face 111, a second axial air gap 113 is formed.
  • the permanent magnet 101 Arranged within the core 109 is the permanent magnet 101, which projects into the armature 106 with a pole piece 114 such that, for example, the magnetic flux of the permanent magnet 101 in the first air gap 110 is directed opposite the magnetic flux generated by the electromagnetic coil 99, while in the second air gap 113 the magnetic flux of the permanent magnet 101 and the magnetic flux generated by the electromagnetic coil 99 run in the same direction.
  • An antimagnetic tube 116 which is supported on the one hand on a collar 115 of the lower housing half 72 and on the other hand on the core 109, serves to seal the electromagnetic coil 99 from the fuel.
  • a pin 117 on the pole piece 114 for example conically shaped det, can engage in a corresponding recess 118 of the guide body 104 and is used for guiding the armature 106 as centrally as possible.
  • the upper housing half 73 can have a weak point 119 which, when the upper housing half 73 is axially loaded, for adjusting the gap between the baffle plate 105 and the Nozzle 76 can be deformed axially.
  • the second exemplary embodiment according to FIG. 5 also offers the advantages already mentioned above for the exemplary embodiment according to FIG. 3 by superimposing a permanent magnet system.
  • a guide diaphragm 74 ′′ is clamped in the lower housing half 72 and is fixed with a cylindrical armature 106 ′′ in is connected to its central region, which partially overlaps the guide membrane 74 ′′ with an edge 120.
  • the edge 120 has a first end face 107 ", between which and a end face 108" of the core 109 "a first air gap 110" is formed.
  • a baffle plate 105 is formed on the armature 106" facing away from the permanent magnet 101 and cooperates with the nozzle 76.
  • the pole piece 114 "of the permanent magnet 101 projects into the armature 106" and is tapered toward the armature 106 "and largely magnetically saturated. As a result, the radial forces are reduced with tolerance-related eccentricities and the armature mass can be minimized.
  • the magnetic flux of the permanent magnet 101 in the first air gap 110 ′′ runs in the opposite direction to the magnetic flux of the magnetic flux generated by the electromagnetic coil 99, while in the second air gap 113 ′′ both magnetic fluxes run in the same direction.
  • the exemplary embodiment according to FIG. 6 has the advantages as have already been described for the two previous exemplary embodiments.
  • the forces of the return spring on the armature on the one hand and of the permanent magnet on the other hand can be matched to one another in such a way that the pressure difference regulated by the control pressure valves 20, 20 ', 20 "is theoretically independent of the hydraulic flow.
EP19810110224 1981-03-13 1981-12-08 Kraftstoffeinspritzanlage Expired EP0060344B1 (de)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE3109560 1981-03-13
DE19813109560 DE3109560A1 (de) 1981-03-13 1981-03-13 Kraftstoffeinspritzanlage

Publications (3)

Publication Number Publication Date
EP0060344A2 EP0060344A2 (de) 1982-09-22
EP0060344A3 EP0060344A3 (en) 1983-11-16
EP0060344B1 true EP0060344B1 (de) 1986-04-02

Family

ID=6127079

Family Applications (1)

Application Number Title Priority Date Filing Date
EP19810110224 Expired EP0060344B1 (de) 1981-03-13 1981-12-08 Kraftstoffeinspritzanlage

Country Status (5)

Country Link
US (2) US4545353A (ja)
EP (1) EP0060344B1 (ja)
JP (1) JPS57163154A (ja)
AU (1) AU542871B2 (ja)
DE (2) DE3109560A1 (ja)

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US4545353A (en) 1985-10-08
AU8034082A (en) 1982-09-16
DE3174268D1 (en) 1986-05-07
DE3109560A1 (de) 1982-09-30
US4648368A (en) 1987-03-10
EP0060344A2 (de) 1982-09-22
JPH0312226B2 (ja) 1991-02-19
AU542871B2 (en) 1985-03-21
EP0060344A3 (en) 1983-11-16
JPS57163154A (en) 1982-10-07

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