EP0779949B1 - Systeme d'injection de carburant pour moteurs a combustion interne - Google Patents

Systeme d'injection de carburant pour moteurs a combustion interne Download PDF

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Publication number
EP0779949B1
EP0779949B1 EP96901744A EP96901744A EP0779949B1 EP 0779949 B1 EP0779949 B1 EP 0779949B1 EP 96901744 A EP96901744 A EP 96901744A EP 96901744 A EP96901744 A EP 96901744A EP 0779949 B1 EP0779949 B1 EP 0779949B1
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EP
European Patent Office
Prior art keywords
valve
pressure
space
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 - Lifetime
Application number
EP96901744A
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German (de)
English (en)
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EP0779949A1 (fr
Inventor
Detlev Potz
Guenter Lewentz
Ralf Maier
Stefan Kampmann
Uwe Gordon
Andreas Kreh
Nestor Rodriguez-Amaya
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Robert Bosch GmbH
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Robert Bosch GmbH
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    • 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
    • F02M47/00—Fuel-injection apparatus operated cyclically with fuel-injection valves actuated by fluid pressure
    • F02M47/02—Fuel-injection apparatus operated cyclically with fuel-injection valves actuated by fluid pressure of accumulator-injector type, i.e. having fuel pressure of accumulator tending to open, and fuel pressure in other chamber tending to close, injection valves and having means for periodically releasing that closing pressure
    • 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
    • F02M61/00—Fuel-injectors not provided for in groups F02M39/00 - F02M57/00 or F02M67/00
    • F02M61/16—Details not provided for in, or of interest apart from, the apparatus of groups F02M61/02 - F02M61/14
    • F02M61/18—Injection nozzles, e.g. having valve seats; Details of valve member seated ends, not otherwise provided for
    • F02M61/1806—Injection nozzles, e.g. having valve seats; Details of valve member seated ends, not otherwise provided for characterised by the arrangement of discharge orifices, e.g. orientation or size
    • F02M61/182—Discharge orifices being situated in different transversal planes with respect to valve member direction of movement
    • 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
    • F02M45/00—Fuel-injection apparatus characterised by having a cyclic delivery of specific time/pressure or time/quantity relationship
    • F02M45/12—Fuel-injection apparatus characterised by having a cyclic delivery of specific time/pressure or time/quantity relationship providing a continuous cyclic delivery with variable pressure
    • 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
    • F02M47/00—Fuel-injection apparatus operated cyclically with fuel-injection valves actuated by fluid pressure
    • F02M47/02—Fuel-injection apparatus operated cyclically with fuel-injection valves actuated by fluid pressure of accumulator-injector type, i.e. having fuel pressure of accumulator tending to open, and fuel pressure in other chamber tending to close, injection valves and having means for periodically releasing that closing pressure
    • F02M47/027—Electrically actuated valves draining the chamber to release the closing pressure
    • 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
    • F02M47/00—Fuel-injection apparatus operated cyclically with fuel-injection valves actuated by fluid pressure
    • F02M47/06—Other fuel injectors peculiar thereto
    • 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
    • F02M61/00—Fuel-injectors not provided for in groups F02M39/00 - F02M57/00 or F02M67/00
    • F02M61/04—Fuel-injectors not provided for in groups F02M39/00 - F02M57/00 or F02M67/00 having valves, e.g. having a plurality of valves in series
    • F02M61/042—The valves being provided with fuel passages
    • 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
    • F02M61/00—Fuel-injectors not provided for in groups F02M39/00 - F02M57/00 or F02M67/00
    • F02M61/04—Fuel-injectors not provided for in groups F02M39/00 - F02M57/00 or F02M67/00 having valves, e.g. having a plurality of valves in series
    • F02M61/042—The valves being provided with fuel passages
    • F02M61/045—The valves being provided with fuel discharge orifices
    • 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
    • F02M61/00—Fuel-injectors not provided for in groups F02M39/00 - F02M57/00 or F02M67/00
    • F02M61/04—Fuel-injectors not provided for in groups F02M39/00 - F02M57/00 or F02M67/00 having valves, e.g. having a plurality of valves in series
    • F02M61/08—Fuel-injectors not provided for in groups F02M39/00 - F02M57/00 or F02M67/00 having valves, e.g. having a plurality of valves in series the valves opening in direction of fuel flow
    • 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
    • F02M61/00—Fuel-injectors not provided for in groups F02M39/00 - F02M57/00 or F02M67/00
    • F02M61/16—Details not provided for in, or of interest apart from, the apparatus of groups F02M61/02 - F02M61/14
    • F02M61/161—Means for adjusting injection-valve lift
    • 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
    • F02M61/00—Fuel-injectors not provided for in groups F02M39/00 - F02M57/00 or F02M67/00
    • F02M61/16—Details not provided for in, or of interest apart from, the apparatus of groups F02M61/02 - F02M61/14
    • F02M61/20—Closing valves mechanically, e.g. arrangements of springs or weights or permanent magnets; Damping of valve lift
    • F02M61/205—Means specially adapted for varying the spring tension or assisting the spring force to close the injection-valve, e.g. with damping of valve lift
    • 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
    • F02M63/00—Other fuel-injection apparatus having pertinent characteristics not provided for in groups F02M39/00 - F02M57/00 or F02M67/00; Details, component parts, or accessories of fuel-injection apparatus, not provided for in, or of interest apart from, the apparatus of groups F02M39/00 - F02M61/00 or F02M67/00; Combination of fuel pump with other devices, e.g. lubricating oil pump
    • F02M63/02—Fuel-injection apparatus having several injectors fed by a common pumping element, or having several pumping elements feeding a common injector; Fuel-injection apparatus having provisions for cutting-out pumps, pumping elements, or injectors; Fuel-injection apparatus having provisions for variably interconnecting pumping elements and injectors alternatively
    • F02M63/0225—Fuel-injection apparatus having a common rail feeding several injectors ; Means for varying pressure in common rails; Pumps feeding common rails

Definitions

  • the invention is based on a fuel injection device for internal combustion engines according to the preamble of claim 1.
  • a high-pressure pump delivers fuel from a low-pressure space into a high-pressure collecting space (common rail) and builds a high-pressure fuel level there, which is independent of the engine speed for the injection Available.
  • high-pressure lines corresponding to the number of injection points lead to the individual injectors projecting into the combustion chamber of the internal combustion engine to be supplied, the high-pressure lines opening at these into a pressure chamber acting on the valve member in the opening direction.
  • the control of the opening stroke movement of the valve members of the injection valves designed as “inward-opening injection nozzles” takes place by means of a 3/2-way valve which is inserted into a partial line branching off the high-pressure line, which opens into a control chamber which acts on the valve member in the closing direction.
  • the pressure acting surface acting in the closing direction on the valve member of the injection valve is larger than the pressure surface acting in the opening direction, so that the valve member is held pressed against its valve seat when the control chamber is pressurized with high pressure.
  • the 3/2-way valve connects the control chamber with a fuel tank, so that the pressure in the control chamber relaxes in the tank and the opening force acting on the valve member is now sufficient to lift the valve member from the seat, so that fuel is injected through the injection openings can be injected.
  • the control room is connected to the high pressure line again.
  • a throttle is inserted into the connecting line between the 3/2-way valve and the control chamber for shaping the course of the injection and a check valve opening in the direction of the control chamber for rapid closing of the valve member at the end of the injection.
  • the known fuel injection device has the disadvantage that no variable injection cross sections are possible with the injection valves used.
  • a fuel injection device according to the preamble of claim 1 is known from DE-A-4 325 904.
  • the fuel injection device according to the invention for internal combustion engines with the characterizing features of claim 1 has the advantage that the known common rail injection system can be improved in that the advantages of the constantly available high injection pressure by a variable, controllable by at least one control valve injection cross-section can be consistently used on the injection valve.
  • This is made possible by the use of an injection valve with an outwardly opening valve member, via the adjustable opening stroke of which a variable injection cross section can be controlled.
  • the injection valve of the outwardly opening type can be steplessly controlled, for which purpose an annular gap between the closing head and the valve seat that can be controlled depending on the valve member stroke forms the injection cross section.
  • the injection cross-section should preferably be controlled by means of a slide valve upstream of the sealing cross-section, which has, for example, several geometrically precisely defined injection openings in its valve member, the arrangement of which, depending on the opening stroke, can be used to set precise injection cross-sections when they emerge from the overlap with the housing.
  • These injection openings are preferably formed by two rows of spray holes lying axially one above the other, which are opened one after the other during the opening stroke of the valve member. In this way, it is possible in a structurally simple manner to open only the lower row of spray holes near the combustion chamber by a certain valve member stroke and thus, for example, initially only open half the injection cross section. In this case, control options are provided on the valve member, which allow the valve member to remain in this defined intermediate position.
  • the spray holes mentioned have the advantage over the annular gap that the spray direction and spray pattern of the fuel to be injected can be better adjusted.
  • the described control of only a reduced injection cross section, preferably 50% has the advantage in particular at low speeds and in the partial load range of the internal combustion engine to be supplied that the injection duration can be adjusted to the optimum level for a favorable fuel preparation despite the high injection pressure.
  • the fuel injection according to the invention can be optimally adapted to the respective operating points of the internal combustion engine by the combination of variable injection pressure and variable injection cross-section with a freely selectable injection timing.
  • the change in the injection pressure takes place in a known manner by pressure regulation of the high-pressure plenum.
  • Another advantage is achieved by using a simple 2/2-way valve to control the injection process on the injection valve, which is preferably actuated by an electromagnet.
  • the closing force applied to the valve member of the injection valve can be formed by a spring force or the high pressure in the injection system, with a wide variety of control concepts being possible on the 2/2-way valve.
  • the solenoid valve can keep the 2/2-way valve open or closed, for example when de-energized, so that a reset space which receives the end of the valve member on the combustion chamber side is depressurized or pressurized when the injection valve is closed.
  • the intermediate stop which holds the valve member in a defined position which only opens the lower row of spray holes, can advantageously be designed as a hydraulic stop (controlled bore) or as a mechanical stop (second spring becomes effective).
  • FIG. 1 shows a first exemplary embodiment with hydraulic closing force on the valve member of the injection valve and with a normally open 2/2-way solenoid valve
  • FIG. 2 shows an enlarged sectional view of the injection valve from FIG. 1 in the area of the injection openings
  • FIG. 3 shows a second exemplary embodiment with hydraulic closing force on the valve member, normally closed 2/2-way valve and a hydraulically adjustable closing piston
  • FIG. 4 shows a third exemplary embodiment in which the closing force is applied by a closing spring when the normally open 2/2 directional solenoid valve
  • FIG. 5 shows a fourth embodiment in which the 2/2-way solenoid valve is closed when de-energized and the closing force is generated by a 2-spring arrangement.
  • the first exemplary embodiment of the fuel injection device for internal combustion engines shown schematically in FIG. 1, has a high-pressure fuel pump 1 which conveys fuel from a low-pressure chamber 3, preferably the fuel tank, via a delivery line 5 into a high-pressure collecting chamber 7. From this high-pressure collecting space 7, high-pressure lines 9, corresponding to the number of injection points, lead to the individual injection valves 11, which project into the combustion chamber of the internal combustion engine to be supplied.
  • the injection valves 11 have a valve body 13 with a central bore 15, in which a piston-shaped valve member 17 is axially guided, which at its combustion chamber end has a closing head 19 protruding from the bore 15 and forming a valve closing member.
  • the closing head 19 shown enlarged in FIG.
  • the closing head 19 projects with a larger cross-section than the piston shaft of the valve member 17 into a part of the bore 15 which is enlarged in diameter and thus, with its end face 25 facing away from the combustion chamber, delimits a pressure chamber 27 formed in the bore, which extends over an annular gap 29 between the wall of the bore 15 and the valve member extends to a fuel inlet channel 32 in the valve body 13.
  • the enlarged cross section on the closing head 19 is preferably formed by a sleeve 26 which is fastened to the closing head 19 and which slides axially on the wall of the bore 15 in a sealing manner.
  • a sleeve 26 which is fastened to the closing head 19 and which slides axially on the wall of the bore 15 in a sealing manner.
  • two axially superimposed rows of injection openings (spray hole rows) 28 are preferably provided, which are arranged such that a first lower row near the combustion chamber is first opened when the valve member 17 emerges from the bore 15 after a certain idle stroke is, while the second upper row only comes out of the overlap with the bore wall of the valve body 13 during the further valve member stroke.
  • annular gap 29 is delimited in the direction facing away from the closing head 19 by a housing web 31, in which the diameter of the bore 15 is reduced in such a way that the valve member 17 is guided in a sealingly slidable manner.
  • This housing web 31 is adjoined in the direction facing away from the combustion chamber by a rear space 33 formed by a renewed enlargement of the bore 15, into which the end of the valve member 17 facing away from the combustion chamber projects and which is closed by a housing cover 35.
  • the valve member has at its end remote from the combustion chamber a closing piston 37 forming an actuating part, which slides sealingly on the wall of the rear space 33 and thus into a lower partial chamber on the combustion chamber side, forming a reset space 39, and an upper, opposite the combustion chamber, forming a relief chamber 41 Partitions, the lower, combustion chamber-side annular end face of the closing piston 37 forms a pressure application surface 43 of the valve member 17 in the closing direction, which is larger than the end face 25 acting in the opening direction on the closing head 19.
  • the high-pressure line 9 branches close to the injection valve 11 into two sub-lines, of which a first sub-line 45 is unthrottled into the fuel feed channel 32 and further into the pressure chamber 27 and a second sub-line 47 opens into the reset space 39 of the rear space 33, the second partial line 47 being closable by a 2/2-way valve 49 inserted therein and controllable by means of an electromagnet.
  • a relief line 51 leads from the latter to the low-pressure chamber 3.
  • a control line 53 leads from the restoring space 39 below, which opens into the rear space 33 in such a way that it cannot be controlled by the closing piston 37 during its lifting movement and into which a control solenoid valve 55 designed as a 2/2-way valve is inserted is that the control line 53 opens or closes in the low pressure chamber 3 and which can be used for several injectors.
  • a throttle line 59 containing a throttle point 57 leads from the resetting space 39 into the low-pressure space 3, the mouth of which is arranged in the resetting space 39 in such a way that it can be controlled by the closing piston 37 after driving through a certain opening stroke distance, this opening stroke position of the valve member 17 then controlling the corresponds to the lower row of spray holes.
  • a stop sleeve 61 is inserted into the resetting space 39, the upper ring surface of which forms a stop interacting with the pressure surface 43 of the closing piston 37 and which has through openings for the second sub-line 47 and the control line 53.
  • the first embodiment shown in Figures 1 and 2 operates in the following manner.
  • the 2/2-way valve 49 is open (electromagnet is de-energized), so that the high fuel pressure built up by the high-pressure pump 1 in the high-pressure collection chamber 7 continues into the reset chamber 39 of the rear chamber 33.
  • the high pressure acting on the pressure surface 43 of the closing piston 37 holds the valve member 17 with its sealing surface 21 pressed against the valve seat surface 23.
  • the 2/2-way valve 49 (energized) interrupts the connection between the rear space 33 and the high-pressure collecting space 7.
  • the high pressure in the lower return space 39 is reduced via the throttle line 59, this process and thus the course of the opening stroke of the valve element 17 can be set via the throttle 57.
  • the opening pressure present in the pressure chamber 27 and acting on the valve member 17 via the surface 25 is now sufficient to lift the valve member 17 from the valve seat 23 and to open the injection openings 28.
  • the valve member 17 initially only moves so far until the closing piston 37 controls the throttle line 59 and the now closed lower return space 39 forms a hydraulic stop, the lower spray hole row being opened in this position. If the opening stroke of the valve member 17 is to be continued, the control valve 55 opens the control line 53 and the pressure in the lower resetting space 39 is released into the low pressure space 3, so that the valve member 17 can travel its maximum opening path until the closing piston 37 abuts the stop sleeve 61 and thereby also opens the second upper row of injection holes in the injection openings 28.
  • valve member 17 If the valve member 17 is not to remain in the intermediate position, it is possible to go through a rapid maximum opening stroke by opening the control line 53 immediately.
  • the 2/2-way valve is opened again, so that in the lower return space 39, with the control line 53 now activated, the high fuel pressure builds up again, which pushes the valve member 17 back onto its valve seat 23.
  • the second exemplary embodiment shown in FIG. 3 differs from the first only in the type of control of the opening stroke movement of the valve member, which is why only its components are dealt with in the description thereof, the same components being identified analogously to the first exemplary embodiment.
  • a throttle point 63 is now inserted into the second sub-line 47 branching off from the high-pressure line 9 and opening into the resetting space 39 below.
  • a control line 65 leads from the resetting space 39, which opens into the low-pressure space 3 and can be closed by the electromagnetically controlled 2/2-way valve 49 now inserted therein.
  • the closing piston 37 is formed in two parts in FIG. 3, an upper piston part 67 facing away from the combustion chamber being fixedly connected to the end of the valve member 17 projecting into the rear space 33 and a lower piston part 69 facing the combustion chamber being guided axially displaceably on the valve member shaft.
  • the space enclosed between the piston parts 67, 69 forms an adjustment space 71 which can be filled with fuel via a fuel line 73 which is fed from the low-pressure space 3 and has a check valve 75 opening in the direction of the adjustment space 71, and which is via a branch line 77 branching off from the fuel line 73, which can be opened by means of a control valve 79, can be relieved into the low-pressure chamber 3.
  • a compression spring 81 clamped between the piston parts 67, 69 moves the piston parts 67, 69 into their initial position when the rear space 33 is relieved.
  • the second exemplary embodiment shown in FIG. 3 operates in the following way.
  • the 2/2-way valve 49 inserted into the control line 65 is closed (de-energized), so that the high fuel pressure builds up in the reset chamber 39 via the second sub-line 47, which acts on the lower piston part 69 in the closing direction of the valve member 17.
  • this closing force is transmitted directly or via a hydraulic cushion to the upper piston part 67 fixed to the valve member, so that the valve member 17 is held on the valve seat 23.
  • the 2/2-way valve 49 (energized) opens, so that the pressure in the reset chamber 39 relaxes in the low-pressure chamber 3.
  • a variable stroke control of the valve member in particular a persistence of the valve member 17 in the position which only opens the lower spray hole row, is achieved by a defined filling of the adjustment space 71, for which purpose this hydraulic volume is completely filled for a minimum stroke via the fuel line 73 and for a maximum stroke via the control valve 79 is emptied accordingly, intermediate positions also being possible by suitably filling the adjustment space 71.
  • the injection valve 11 is closed by closing the 2/2-way valve 49 again, as a result of which the closing pressure builds up in the resetting space 39 of the resetting space 33 and the valve member 17 is moved back onto its valve seat 23.
  • the third exemplary embodiment shown in FIG. 4 differs from the previous exemplary embodiments in the type of closing force applied to the valve member 17, which is generated here by a spring force.
  • a valve spring 83 is arranged in the rear space 33, which is clamped between a spring plate 85 arranged at the end of the valve member 17 facing away from the combustion chamber and an annular shoulder 87 which delimits the rear space 33 on the combustion chamber side and which opposes the valve member 17 in the opening direction in the pressure chamber 27 acts on high pressure fuel in contact with the valve seat 23.
  • a relief line 51 leads from the rear space 33, which discharges into the low-pressure space 3 and can be closed via the 2/2-way valve 49 inserted therein.
  • the second sub-line 47 which forms a connecting line between the high-pressure line 9 and the rear space 33, opens into the relief line 51, a throttle point 57 being used in the second sub-line 47 in the third exemplary embodiment of the fuel injection device according to the invention.
  • the third exemplary embodiment shown in FIG. 4 works in the following way. When the injection valve 11 is closed, the 2/2-way valve 49 arranged in the relief line 51 or the second sub-line 47 is open (de-energized), so that no high fuel pressure can build up in the rear space 33 and the valve spring 83 counteracts the valve member 17 High pressure pressure applied to the valve member 17 in the opening direction, holds on the valve seat 23.
  • the 2/2-way valve 49 closes the pressure-relieving connection between the rear space 33 and the low pressure space 3, so that the high fuel pressure of the injection system builds up in the rear space 33 via the second sub-line 47.
  • the resulting pressure force now acting on the valve member part projecting into the rear space 33 in the opening direction of the valve member 17 in connection with the pressure force present in the pressure chamber 27 is greater than the restoring force of the valve spring 83, so that the valve member 17 is lifted off the valve seat 23 and opens the injection openings .
  • Stopping the valve member 17 in a position which initially only opens the lower row of spray holes can be achieved, for example, via a progressive characteristic curve of the valve spring 83 or a defined idle stroke, the high fuel pressure of the high-pressure plenum being used as the control pressure.
  • the 2/2-way valve 49 opens the relief line 51 into the low-pressure chamber 3 again, so that the high-pressure fuel in the rear chamber 33 quickly relaxes and the valve spring 83 moves the valve member 17 back to the valve seat 23.
  • the second sub-line 47 starting from the high-pressure line 9 opens directly into the rear space 33, the second sub-line 47 being closable by the 2/2-way valve used therein.
  • the pressure relief of the rear space 33 takes place through the relief line 51 which discharges it into the low-pressure space 3 and which has a throttle point 57 in the fourth exemplary embodiment.
  • the closing or restoring force on the valve member 17 is generated by a 2-spring arrangement, for which purpose a ring shoulder 89 is provided on the stem part of the valve member projecting into the rear space 33 between the spring plate 85 arranged on the combustion chamber end and the annular shoulder 87 delimiting the rear space 33.
  • a first valve spring 91 is clamped between the spring plate 85 and the ring shoulder 89 and a second valve spring 93 is clamped between the ring shoulder 89 and the ring shoulder 87 fixed to the housing, the spring stiffness of the first valve spring 91 being lower than that of the second valve spring 93.
  • a sleeve 95 is fastened to the spring-side ring end face of the spring plate 85, the end face of which, facing away from the spring plate 85, bears against the ring shoulder 89 after undergoing a preliminary stroke movement and then the first valve spring 91 turns off a rigid connection between the spring plate 85 and ring shoulder 89 so that only the second valve spring 93 acts on the further opening stroke.
  • This persistence in an intermediate position can alternatively also be achieved without sleeve 95, in which case both valve springs are effective during the remaining stroke.
  • the fourth exemplary embodiment shown in FIG. 5 operates in the following manner.
  • the 2/2-way valve 49 inserted in the line 47 is closed (de-energized), so that the rear space 33 is relieved to a certain pressure via the relief line 51 containing a defined throttle 57.
  • the valve member 17 is held by the force of the valve springs 91, 93 against the pressure in the pressure chamber 27 in contact with the valve seat 23.
  • the 2/2-way valve opens, so that the high fuel pressure of the injection system builds up in the rear space 33 and moves the valve member 17 in the opening direction as described for FIG.
  • a preliminary stroke until the sleeve 95 rests on the ring shoulder 89 is sufficient to open the lower row of spray holes on the valve member 17.
  • valve member 17 can be held in the rear space 33 by clocked actuation of the 2/2-way valve 49 in order to maintain a constant pressure. If the entire injection cross-section on the valve member 17 is to be opened, the pressure supply to the rear space 33 is not interrupted, so that the fuel pressure in the rear space 33 increases in such a way that the valve member 17 is pushed further against the force of the second valve spring 17 into a position in which the second upper row of spray holes is also opened. For the subsequent closing of the injection valve 11, the 2/2-way valve 49 is closed again, so that the high pressure in the rear space 33 relaxes via the relief line 51 into the low pressure space 3 and the valve springs 91, 93 move the valve member 17 back onto its seat 23.
  • the actuation of the 2/2-way control valves 49 takes place in all design variants by means of an electromagnet which is actuated by an electronic control device (not shown), the control device processing a large number of operating parameters of the internal combustion engine to be supplied in a known manner.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Physics & Mathematics (AREA)
  • Fluid Mechanics (AREA)
  • Fuel-Injection Apparatus (AREA)

Claims (22)

  1. Installation d'injection de carburant de moteur à combustion interne comprenant
    une pompe à haute pression (1) transférant le carburant d'une chambre basse pression (3) par une conduite de transfert (5) dans une chambre collectrice haute pression (7) (rampe commune), reliée par des conduites à haute pression (9) aux différents injecteurs (11) pénétrant dans la chambre de combustion du moteur à combustion interne alimenté,
    les injecteurs ayant une aiguille (17) s'ouvrant vers l'extérieur et actionnée par une installation d'actionnement commandée par une installation de commande pour exécuter la course d'ouverture en direction de la chambre de combustion, et ouvrant ainsi une section d'éjection variable pour l'injecteur (11),
    l'aiguille d'injecteur (17) étant chargée en permanence par la pression d'injection, dans le sens de l'ouverture à l'opposé d'une force de fermeture,
    caractérisée en ce que
    l'injecteur (11) comporte une chambre de pression de commande (39, 33) délimitée par une surface de pression (43, 69, 85) de l'aiguille (17) et alimentée par une conduite haute pression (47) à partir de la chambre collectrice haute pression avec du fluide sous pression et dont la pression est commandée de manière réglable par l'installation de commande, pour modifier la force de fermeture exercée sur l'aiguille d'injecteur par au moins une vanne de commande (49, 55, 79), montée dans la conduite haute pression et/ou dans une conduite de décharge (53, 73) partant de la chambre de pression de commande.
  2. Installation d'injection de carburant selon la revendication 1,
    caractérisée en ce que
    l'aiguille (17) comporte une tige guidée par un perçage (15) du corps (13) de l'injecteur (11) et dont l'extrémité située du côté de la chambre de combustion comporte une tête d'obturation (19) formant un organe d'obturation de soupape dépassant du perçage (15), et ayant sur son côté tourné vers le corps d'injecteur (13), une surface d'étanchéité (21) formant une arête d'étanchéité par laquelle elle coopère avec une portée (23) sur la face frontale tournée vers la chambre de combustion du corps d'injecteur (13), et une chambre de pression (27) reliée à la conduite haute pression (9), entre la tige d'aiguille (17) et la paroi du perçage (15), cette chambre de pression étant délimitée du côté de la chambre de combustion par la tête d'obturation (19),
    l'aiguille (17) ayant une surface de pression (25) dirigée axialement, délimitée entre la portée (23) et la tige d'aiguille (figure 2).
  3. Installation d'injection de carburant selon la revendication 2,
    caractérisée en ce que
    la section d'injection de l'injecteur (11) est commandée par un dispositif à soupape coulissante dont la partie coulissante mobile se règle avec l'aiguille (17) et dont la section d'ouverture formant la section d'injection se situe en aval de la portée (23).
  4. Installation d'injection de carburant selon la revendication 3,
    caractérisée en ce que
    la section d'injection est commandée à l'ouverture seulement après que l'aiguille (17) ait parcouru une certaine course dans le sens de l'ouverture.
  5. Installation d'injection de carburant selon la revendication 3,
    caractérisée en ce qu'
    une partie de l'aiguille (17) est réalisée comme partie coulissante mobile guidée au niveau de la tête d'obturation (19) dans le perçage (15) et comporte deux rangées axialement superposées d'orifices d'éjection (28) répartis à la périphérie, et qui sont disposés à partir de la chambre de pression (27) pour que les orifices de sortie des orifices d'éjection (28) décalés axialement soient ouverts pendant la course d'ouverture de l'aiguille (17), successivement, en sortant de la zone de recouvrement avec le perçage (15), au niveau de l'arête de commande formée par la portée (23), vers la chambre de combustion (figure 2).
  6. Installation d'injection de carburant selon la revendication 2,
    caractérisée en ce que
    l'aiguille (17) est reliée à son extrémité non tournée vers la chambre de combustion à une pièce d'actionnement ayant une surface de pression délimitant avec la surface de pression, une chambre arrière (33) en forme de chambre de pression de commande dans le corps (13) de l'injecteur, et au moins dans la direction d'action par son remplissage à haute pression ou de sa décharge, la soupape de commande, assure le mouvement d'ouverture et/ou de fermeture de l'aiguille (17).
  7. Installation d'injection de carburant selon la revendication 1,
    caractérisée en ce que
    la soupape de commande qui commande le mouvement d'ouverture et de fermeture de l'injecteur (11) est réalisée dans la conduite haute pression sous la forme d'un distributeur à commande électrique (49).
  8. Installation d'injection de carburant selon la revendication 7,
    caractérisée en ce que
    le distributeur à commande électrique (49) est une électrovanne.
  9. Installation d'injection de carburant selon la revendication 6,
    caractérisée en ce que
    l'injecteur (11) est relié par deux conduites à la chambre collectrice haute pression (7), la première conduite (45) reliant en permanence la chambre de pression (27) agissant sur l'aiguille (17) dans le sens de l'ouverture, entre l'aiguille (17) et le perçage (15), avec la chambre collectrice à haute pression (7) et une seconde conduite (47) débouchant dans une chambre de rappel (39), comme chambre de pression de commande, distincte de la chambre de pression (27), le remplissage de cette chambre de rappel (39) avec du carburant à haute pression étant commandé par une soupape de commande réalisée sous la forme d'un distributeur à tiroir, à commande électrique (49).
  10. Installation d'injection de carburant selon la revendication 9,
    caractérisée en ce que
    la pièce d'actionnement de l'aiguille (17) comprend un piston de fermeture (37) dont la face frontale du côté de la chambre de combustion possède une surface de pression (43) par laquelle l'aiguille (17) est sollicitée dans le sens de la fermeture, cette surface étant supérieure à la surface de pression (25) de l'aiguille (17) agissant dans le sens de l'ouverture,
    le piston de fermeture (37) glissant de manière étanche sur la paroi de la chambre arrière (33) et divisant celle-ci en une chambre de décharge (39, 41), supérieure, déchargée, située du côté non tourné vers la chambre de pression et une chambre de rappel (39), inférieure, tournée du côté de la chambre de combustion dans le corps (13) de l'injecteur (figures 1, 3).
  11. Installation d'injection de carburant selon la revendication 10,
    caractérisée en ce que
    le distributeur à tiroir à commande électrique (49) est monté dans la seconde conduite (47) de la conduite à haute pression (9) (figure 1) .
  12. Installation d'injection de carburant selon la revendication 11,
    caractérisée en ce que
    le distributeur (49) est un distributeur à 2/2 voies et la chambre de rappel (39) est reliée en permanence à la chambre basse pression (3) par une conduite (59) comportant un organe d'étranglement (57) (figure 1).
  13. Installation d'injection de carburant selon la revendication 10,
    caractérisée par
    une conduite de fin de commande (53) reliant la chambre de rappel (39) à la chambre basse pression (3), cette conduite ne pouvant être fermée par le piston de fermeture (37) au cours de sa course,
    cette conduite étant commandée à l'ouverture et à la fermeture par une soupape à commande électrique (55) (figure 1).
  14. Installation d'injection de carburant selon la revendication 12,
    caractérisée en ce que
    la conduite d'étranglement (59) reliant la chambre de rappel (39) à la chambre basse pression (3) après le parcours du piston de fermeture (37) de l'aiguille (17) commandant la course d'ouverture de la rangée inférieure des orifices d'éjection (28) du côté de la chambre de combustion (figure 1) .
  15. Installation d'injection de carburant selon la revendication 10,
    caractérisée par
    une butée de course (61) prévue dans la chambre de rappel (39) contre laquelle vient en appui le piston de fermeture (37) avec sa surface d'application de pression (43) après avoir parcouru une course d'ouverture maximale (figure 1).
  16. Installation d'injection de carburant selon la revendication 10,
    caractérisée par
    un point d'étranglement (63) prévu dans la seconde conduite (47) de la conduite haute pression (9) et une conduite de fin de commande (65) relie la chambre de rappel (39) à la chambre basse pression (3), cette conduite pouvant être fermée par un distributeur à tiroir (49) commandant le mouvement d'ouverture ou de fermeture de l'aiguille (17) (figure 3).
  17. Installation d'injection de carburant selon la revendication 15,
    caractérisée en ce que
    l'extension axiale du piston de fermeture (37) est variable en direction de la chambre de rappel inférieure (39) (figure 3).
  18. Installation d'injection de carburant selon la revendication 17,
    caractérisée en ce que
    le piston de fermeture (37) se compose de deux parties dont la partie de piston supérieure (67) non tournée vers la chambre de combustion est solidaire de l'aiguille (17) et dont la partie inférieure (69) tournée vers la chambre de combustion est coulissante axialement sur le corps de l'aiguille (17), une chambre de réglage (71) étant formée entre les parties de piston (67, 69), une conduite de carburant (73) dont la commande d'ouverture est assurée par une soupape à commande électrique (79), est reliée à la chambre basse pression (3) et un ressort de compression (81) est logé dans la chambre de réglage (71) entre les parties de piston (67, 69) (figure 3).
  19. Installation d'injection de carburant selon la revendication 9,
    caractérisée en ce que
    le corps de l'aiguille (17) est guidé de manière étanche dans une partie du perçage (15) délimitant la chambre arrière (33) et l'aiguille (17) comporte à son extrémité non tournée vers la chambre de combustion, dans la chambre arrière (33), une coupelle à ressort (85) entre laquelle et un épaulement annulaire (87) formé par un passage du perçage (15) dans la chambre arrière (33) est enserré un ressort (83) sollicitant l'aiguille (17) dans le sens de la fermeture (figure 4).
  20. Installation d'injection de carburant selon la revendication 19,
    caractérisée par
    un point d'étranglement (57) dans la seconde conduite (47) et une conduite de décharge (51) relie la chambre arrière (33) à la chambre basse pression (3) en dérivant de la seconde conduite (47) munie d'un distributeur à tiroir (49) à commande électrique, qui agit sur la course d'ouverture de l'aiguille (17) (figure 4).
  21. Installation d'injection de carburant selon la revendication 9,
    caractérisée en ce que
    l'aiguille (17) comporte une coupelle à ressort (85) à son extrémité non tournée vers la chambre de combustion et entre cette coupelle et un épaulement annulaire (87) du perçage (15) dans la paroi de la chambre arrière (33) réalisée dans le corps d'injecteur (13), il y a un montage à ressorts d'injecteur formé de deux ressorts (91, 93) sollicitant l'aiguille (17) dans le sens de la fermeture et ces ressorts agissent successivement au cours de la course d'ouverture de l'aiguille (17) (figure 5).
  22. Installation d'injection de carburant selon la revendication 19 ou 21,
    caractérisée en ce que
    le distributeur à tiroir (49) commandant le mouvement d'ouverture de l'injecteur (11) est monté dans la seconde conduite (47) débouchant dans la chambre arrière (33) et une conduite de décharge (51) comportant un point d'étranglement (57) relie la chambre arrière (33) à la chambre basse pression (3) (figure 5).
EP96901744A 1995-02-15 1996-01-19 Systeme d'injection de carburant pour moteurs a combustion interne Expired - Lifetime EP0779949B1 (fr)

Applications Claiming Priority (3)

Application Number Priority Date Filing Date Title
DE19504849A DE19504849A1 (de) 1995-02-15 1995-02-15 Kraftstoffeinspritzeinrichtung für Brennkraftmaschinen
DE19504849 1995-02-15
PCT/EP1996/000230 WO1996025596A1 (fr) 1995-02-15 1996-01-19 Systeme d'injection de carburant pour moteurs a combustion interne

Publications (2)

Publication Number Publication Date
EP0779949A1 EP0779949A1 (fr) 1997-06-25
EP0779949B1 true EP0779949B1 (fr) 2000-08-09

Family

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Family Applications (1)

Application Number Title Priority Date Filing Date
EP96901744A Expired - Lifetime EP0779949B1 (fr) 1995-02-15 1996-01-19 Systeme d'injection de carburant pour moteurs a combustion interne

Country Status (7)

Country Link
US (1) US5823161A (fr)
EP (1) EP0779949B1 (fr)
JP (1) JPH09512616A (fr)
KR (1) KR970702428A (fr)
CN (1) CN1062331C (fr)
DE (2) DE19504849A1 (fr)
WO (1) WO1996025596A1 (fr)

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DE19634105A1 (de) * 1996-08-23 1998-01-15 Daimler Benz Ag Einspritzventil für Verbrennungskraftmaschinen
DE19642653C5 (de) * 1996-10-16 2008-02-21 Daimler Ag Verfahren zur Bildung eines zündfähigen Kraftstoff/Luft-Gemisches
DE19654091A1 (de) * 1996-12-23 1998-06-25 Orange Gmbh Einspritzdüse mit in Strömungsrichtung öffnendem Einspritzventil
JPH10184495A (ja) * 1996-12-24 1998-07-14 Zexel Corp 可変噴孔型燃料噴射ノズルによる燃料噴射制御方法
DE19812170A1 (de) * 1998-03-19 1999-09-23 Daimler Chrysler Ag Kraftstoffeinspritzanlage für eine mehrzylindrige Brennkraftmaschine
DE19812010C1 (de) * 1998-03-19 1999-09-30 Mtu Friedrichshafen Gmbh Kraftstoffeinspritzventil für eine Brennkraftmaschine
DE19837813A1 (de) * 1998-08-20 2000-02-24 Bosch Gmbh Robert Kraftstoffeinspritzventil für Brennkraftmaschinen
US6471142B1 (en) * 1999-04-01 2002-10-29 Delphi Technologies, Inc. Fuel injector
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FR2798506B1 (fr) * 1999-09-15 2001-11-09 Schneider Electric Ind Sa Actionneur electromagnetique muni de deux ressorts de rappel
DE19946906A1 (de) * 1999-09-30 2001-04-05 Bosch Gmbh Robert Kraftstoffeinspritzventil für Brennkraftmaschinen
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DE10000575A1 (de) * 2000-01-10 2001-07-19 Bosch Gmbh Robert Einspritzdüse
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DE10012552A1 (de) * 2000-03-15 2001-09-27 Bosch Gmbh Robert Einspritzeinrichtung mit einem Aktor zur Nadelhubsteuerung
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DE10157886B4 (de) * 2000-11-27 2009-12-17 DENSO CORPORATION, Kariya-shi Kraftstoffeinspritzeinheit eines Verbrennungsmotors
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KR101144482B1 (ko) * 2010-10-06 2012-05-11 (주)제너진 엔진의 직분사 인젝터
DE102012012420A1 (de) * 2012-06-25 2014-01-02 L'orange Gmbh Injektor und Kraftstoffeinspritzeinrichtung mit einem solchen
WO2015183278A1 (fr) * 2014-05-29 2015-12-03 Cummins Inc. Pompe haute-pression pour système d'injection de carburant d'un moteur à combustion interne
CN104343507B (zh) * 2014-10-29 2017-07-14 凯龙高科技股份有限公司 一种液力驱动式喷射装置
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Also Published As

Publication number Publication date
CN1062331C (zh) 2001-02-21
WO1996025596A1 (fr) 1996-08-22
CN1145652A (zh) 1997-03-19
EP0779949A1 (fr) 1997-06-25
JPH09512616A (ja) 1997-12-16
DE59605715D1 (de) 2000-09-14
US5823161A (en) 1998-10-20
KR970702428A (ko) 1997-05-13
DE19504849A1 (de) 1996-08-22

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