EP0925440B1 - Fuel injector - Google Patents
Fuel injector Download PDFInfo
- Publication number
- EP0925440B1 EP0925440B1 EP98921342A EP98921342A EP0925440B1 EP 0925440 B1 EP0925440 B1 EP 0925440B1 EP 98921342 A EP98921342 A EP 98921342A EP 98921342 A EP98921342 A EP 98921342A EP 0925440 B1 EP0925440 B1 EP 0925440B1
- Authority
- EP
- European Patent Office
- Prior art keywords
- valve
- fuel
- pressure
- passage
- fuel injection
- 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
Links
- 239000000446 fuel Substances 0.000 title claims abstract description 63
- 238000002347 injection Methods 0.000 claims abstract description 52
- 239000007924 injection Substances 0.000 claims abstract description 52
- 238000002485 combustion reaction Methods 0.000 claims abstract description 9
- 230000005284 excitation Effects 0.000 claims description 3
- 230000001276 controlling effect Effects 0.000 claims 2
- 238000007789 sealing Methods 0.000 description 9
- 230000009286 beneficial effect Effects 0.000 description 1
- 230000015572 biosynthetic process Effects 0.000 description 1
- 230000000903 blocking effect Effects 0.000 description 1
- 230000006835 compression Effects 0.000 description 1
- 238000007906 compression Methods 0.000 description 1
- 230000003292 diminished effect Effects 0.000 description 1
- 230000000694 effects Effects 0.000 description 1
- 238000005516 engineering process Methods 0.000 description 1
- 239000002828 fuel tank Substances 0.000 description 1
- 230000001960 triggered effect Effects 0.000 description 1
Images
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
- 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
- F02M63/0012—Valves
- F02M63/0031—Valves characterized by the type of valves, e.g. special valve member details, valve seat details, valve housing details
- F02M63/0045—Three-way valves
-
- 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
- F02M45/00—Fuel-injection apparatus characterised by having a cyclic delivery of specific time/pressure or time/quantity relationship
- F02M45/02—Fuel-injection apparatus characterised by having a cyclic delivery of specific time/pressure or time/quantity relationship with each cyclic delivery being separated into two or more parts
- F02M45/04—Fuel-injection apparatus characterised by having a cyclic delivery of specific time/pressure or time/quantity relationship with each cyclic delivery being separated into two or more parts with a small initial part, e.g. initial part for partial load and initial and main part for full load
- F02M45/08—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
- 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
- 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
- F02M63/0012—Valves
- F02M63/0014—Valves characterised by the valve actuating means
- F02M63/0015—Valves characterised by the valve actuating means electrical, e.g. using solenoid
- F02M63/0026—Valves characterised by the valve actuating means electrical, e.g. using solenoid using piezoelectric or magnetostrictive actuators
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D41/00—Electrical control of supply of combustible mixture or its constituents
- F02D41/20—Output circuits, e.g. for controlling currents in command coils
- F02D41/2096—Output circuits, e.g. for controlling currents in command coils for controlling piezoelectric injectors
Definitions
- the invention relates to a fuel injection device according to the preamble of claim 1.
- a 3-way valve is used with which Help the control room either only with the high pressure fuel source or only with a fuel return tank connected is.
- the actuation of the valve member this 3-way valve is made using an electromagnet.
- This known configuration is accordingly the control of the 3-way valve either the injection valve member in fully open or in completely closed Positioned.
- the fuel injection device with the characterizing features of claim 1 has the compared to the advantage that the valve body of the valve member can be brought into an intermediate position so that the Control room by appropriate control of the existing one Connection to the high-pressure fuel source on the one hand and on the other hand a lower pressure to the relief space or higher pressure than if the control room exclusively with one or the other of the pressure levels would be connected.
- the injection valve member can thus also take an intermediate position corresponding to a partial opening, which allows a diminished in this position Fuel injection rate of fuel into the combustion chamber too cause. It can be beneficial in this way with the help a pre-injection of a 3-way valve of the defined type can be realized that regularly only a very small injection quantity requires.
- FIG. 1 shows a schematic representation the fuel injection device
- Figure 2 shows a fuel injection valve the fuel injector in Section
- Figure 3 that controls the fuel injector Valve element
- Figure 4 shows a pressure curve, the control and the effect of the control operations of the 3-way valve clarified.
- the invention is based on a fuel injection device, which has a high-pressure fuel pump 5 which from a fuel reservoir 6, if necessary with the interposition a prefeed pump receives fuel and over a pressure line 7, brought to high pressure, a high-pressure fuel reservoir 8 feeds.
- a high-pressure fuel pump 5 which from a fuel reservoir 6, if necessary with the interposition a prefeed pump receives fuel and over a pressure line 7, brought to high pressure, a high-pressure fuel reservoir 8 feeds.
- These parts are as To denote high-pressure fuel sources.
- To control the Pressure in the high-pressure fuel reservoir 8 is a pressure control valve 11 containing relief line 12 is provided, from the high-pressure fuel reservoir back to the fuel tank 6 leads.
- the high-pressure fuel accumulator 8 supplies via fuel lines 15 each Fuel injection valve 14 with fuel injection pressure brought fuel.
- control unit 18 which corresponds to the operating parameters of the internal combustion engine the opening of the fuel injection valves 14 controls and so the fuel injection start and fuel injection duration certainly. From this control unit at the same time also controlled the pressure control valve, whereby as one of the parameters of the pressure in the high-pressure fuel reservoir is detected by means of a pressure sensor 9 and the control unit is fed.
- FIG. 2 shows parts of a fuel injection valve 14 in the Cut.
- This has a housing 19 by in a Longitudinal bore 20 is a needle-like injection valve member 21 is led.
- This injector member is at one end provided with a conical sealing surface 23, those protruding into the combustion chamber of the internal combustion engine Tip 24 of the valve housing interacts with a seat, from which lead out injection openings 25, which the interior of the fuel injector, here the injector member 21 surrounding, with under injection pressure Connects fuel-filled annular space 27 with the combustion chamber, so as to perform an injection when the injector member has lifted from its seat.
- the annulus 27 is connected to a pressure chamber 29 which is in constant Connected to a pressure line 30, which with the fuel line 15 of the respective fuel injection valve connected is.
- the so the high-pressure fuel storage 8 supplied fuel pressure also acts in the Pressure chamber 29 and there on a pressure shoulder 31, via which in known manner, the fuel injection valve member at suitable Conditions are lifted off its valve seat can. At the other end of the injection valve member, this is in guided a cylinder bore 33 and closes there its end face 34 a control room 36.
- the closed position the injection valve member is by the Pressure in the control room 36 and also by a compression spring that here symbolically only as arrow F acting in the closing direction is registered, controlled. While the in closing force acting spring F is unchangeable in its characteristics, with the help of the pressure in the control room 36, the opening or. Closing movement of the injection valve member triggered.
- control room 36 is connected via a channel 37 with a 3-way valve trained valve 40 connected.
- a channel 37 opens into a valve chamber 41 in which a closing body 42 of the valve member 43 of the valve 40 is adjustable is arranged.
- the valve member 43 has one with the locking body 42 firmly connected plunger 45.
- Am Closing body is a first sealing surface 46 on its one End face and a second sealing surface 47 on its other End face arranged. The second face goes in a connecting part 48 to the plunger 45, the one has a smaller diameter than the rest, in a guide hole 50 guided plungers 45.
- annular space 51 Between the guide bore and the connecting part 48 of the plunger 45 becomes an annular space 51 formed, into which an inflow channel 53 opens.
- the forms Annulus 51 a flow channel between the inlet channel and the valve chamber 41.
- a valve seat 54 At the mouth of the guide bore 50 in the valve chamber 41 is formed a valve seat 54, which as second valve seat together with the second sealing surface 47 acts.
- Coaxial with this and coaxial with the valve member 43 or the closing body 42 is at the opposite end of the Valve chamber 41 formed a first valve seat 55 with which the first sealing surface 46 acts together. From valve seat 55 leads from a drain channel 57 from the valve chamber 41. This is also shown in Figure 2 and leads to the Fuel reservoir 6 back or to a different design Relief chamber.
- the inflow channel 53 which can also be seen in Figure 2, is with connected to the fuel line 15 and can therefore fuel from the high-pressure fuel reservoir via the valve chamber 41 when the valve member 43 is lifted from the second valve seat 54 Feed control room 36.
- the first and second sealing surfaces 46 and 47 are present Trap conical.
- the actuation of the The valve member 43 does not take place via the tappet 45 drive 59, shown as a piezo arrangement, e.g. as sogn. Piezostack or as a magnetostrictive element is executed.
- These drives have the advantage that they Carry out travel distances analogous to the application of voltage and with high actuation force, albeit absolutely Generatable path is relatively small, so that with large travel ranges large piezo element packs can also be used have to.
- the further advantage of such drives is that that they act very quickly, so that fast switching operations are feasible, especially in the injection technology are of great advantage.
- the valve body 42 can now be adjusted by the drive 59 be that either with its first sealing surface 46 comes to rest on the first valve seat 55 and thus the Connection between control room 36 and drain channel 59 blocks.
- the high pressure of the control chamber 36 High-pressure fuel reservoir 5 supplied and the injection valve member 21 due to the resulting force from the its end face 34 acting pressure held in the closed position.
- the valve body 42 With its second sealing surface 47 in contact on the second valve seat 54 and thus closes the Inlet of high pressure fuel to the control room 36 and opens the drain channel 57 at the same time.
- the control chamber 36 is then relieved and the injection valve member 21 may be due to on his pressure shoulder 31 acting high fuel pressure get into the open position and thus a fuel injection cause. If the control room 36 again with high The injection valve member is filled with fuel pressure 21 again because of the predominant force in the closing direction brought into the closed position.
- the throttle 58 provided in the drain channel 57. It can still be in the inlet channel 53 also a throttle 60 are used, the Influence of pressure in the control room affected, both throttles 58 and 60 together on the state of the intermediate position of the Valve body between the two valve seats and the Pressure formation in the control room 36 are coordinated.
- These chokes and / or the respective approach of the closing body 42 have one or the other of the valve seats 54 and 55 Influence on the resulting pressure of the control of the pilot injection quantity.
- the inlet channel opens 53 into the annular space 51.
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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)
Abstract
Description
Die Erfindung geht von einer Kraftstoffeinspritzvorrichtung nach der Gattung des Patentanspruchs 1 aus. Bei einer solchen, durch die DE 44 06 901 bekannten Kraftstoffeinspritzvorrichtung wird ein 3-Wegeventil verwendet, mit dessen Hilfe der Steuerraum entweder nur mit der Kraftstoffhochdruckquelle oder nur mit einem Kraftstoffrücklaufbehälter verbunden ist. Die Betätigung des Ventilgliedes dieses 3-Wegeventils erfolgt mit Hilfe eines Elektromagneten. Mit dieser bekannten Ausgestaltung wird entsprechend der Ansteuerung des 3-Wegeventils entweder das Einspritzventilglied in völlig geöffnete oder in völlig geschlossene Stellung gebracht.The invention relates to a fuel injection device according to the preamble of claim 1. At a such, known from DE 44 06 901 fuel injection device a 3-way valve is used with which Help the control room either only with the high pressure fuel source or only with a fuel return tank connected is. The actuation of the valve member this 3-way valve is made using an electromagnet. With this known configuration is accordingly the control of the 3-way valve either the injection valve member in fully open or in completely closed Positioned.
Die erfindungsgemäße Kraftstoffeinspritzvorrichtung mit den kennzeichnenden Merkmalen des Patentanspruchs 1 hat dem gegenüber den Vorteil, daß der Ventilkörper des Ventilglieds in eine Zwischenstellung gebracht werden kann, so daß der Steuerraum durch entsprechende Steuerung der zugleich vorhandenen Verbindung zur Kraftstoffhochdruckquelle einerseits und zum Entlastungsraum andererseits einen geringeren Druck bzw. höheren Druck aufweist als wenn der Steuerraum ausschließlich mit dem einen oder anderen der Druckniveaus verbunden wäre. Somit kann auch das Einspritzventilglied eine Zwischenstellung einnehmen entsprechend einer Teilöffnung, die es erlaubt in dieser Stellung eine verminderte Kraftstoffeinspritzrate von Kraftstoff in den Brennraum zu bewirken. Es kann auf diese Weise vorteilhaft mit Hilfe eines 3-Wegeventils der definierten Art eine Voreinspritzung realisiert werden, die regelmäßig eine nur sehr kleine Einspritzmenge erfordert. Durch die Teilerregung des Piezoelements oder des magnetostriktiven Elements führt dieses einen Teilweg aus und verharrt in einer Stellung zwischen den beiden Ventilsitzen. Im Anschluß daran kann das Ventilglied wieder in eine den Steuerraum belastende Stellung gebracht werden zur Unterbrechung der Kraftstoffeinspritzung zwischen einer Vor- und einer Haupteinspritzung, um schließlich in eine den Zuflußkanal ganz sperrende Position gebracht zu werden, was zur Entlastung des Steuerraums führt und die an die Voreinspritzung anschließende Haupteinspritzung bewirkt.The fuel injection device according to the invention with the characterizing features of claim 1 has the compared to the advantage that the valve body of the valve member can be brought into an intermediate position so that the Control room by appropriate control of the existing one Connection to the high-pressure fuel source on the one hand and on the other hand a lower pressure to the relief space or higher pressure than if the control room exclusively with one or the other of the pressure levels would be connected. The injection valve member can thus also take an intermediate position corresponding to a partial opening, which allows a diminished in this position Fuel injection rate of fuel into the combustion chamber too cause. It can be beneficial in this way with the help a pre-injection of a 3-way valve of the defined type can be realized that regularly only a very small injection quantity requires. Due to the partial excitation of the piezo element or the magnetostrictive element leads this one Partial way out and remains in a position between the two Valve seats. Following this, the valve member brought back into a position stressing the control room are used to interrupt fuel injection between a pre and a main injection to finally in brought a position completely blocking the inflow channel be what leads to the relief of the control room and the the main injection follows the pre-injection.
In vorteilhafter Weise ist dabei gemäß Patentanspruch 2 der den Ventilkörper des Ventilgliedes betätigende Stößel fest mit diesem verbunden. Zur Einstellung der Entlastungsdynamik wird vorteilhaft gemäß Patentanspruch 3 in den Abflußkanal eine Drossel angeordnet.Advantageously, according to claim 2 tappet actuating the valve body of the valve member associated with this. For setting the relief dynamics is advantageous according to claim 3 in the drain channel arranged a choke.
Ein Ausführungsbeispiel der Erfindung ist in der Zeichnung dargestellt und wird in der nachfolgenden Beschreibung näher erläutert. Es zeigen Figur 1 eine schematische Darstellung der Kraftstoffeinspritzvorrichtung, Figur 2 ein Kraftstoffeinspritzventil der Kraftstoffeinspritzvorrichtung im Schnitt, Figur 3 das das Kraftstoffeinspritzventil steuernde Ventilglied und Figur 4 einen Druckverlauf, der die Ansteuerung und die Auswirkung der Steuervorgänge des 3-Wegeventils verdeutlicht.An embodiment of the invention is in the drawing shown and is described in more detail in the following description explained. 1 shows a schematic representation the fuel injection device, Figure 2 shows a fuel injection valve the fuel injector in Section, Figure 3 that controls the fuel injector Valve element and Figure 4 shows a pressure curve, the control and the effect of the control operations of the 3-way valve clarified.
Die Erfindung basiert auf einer Kraftstoffeinspritzvorrichtung,
die eine Kraftstoffhochdruckpumpe 5 aufweist, welche
aus einem Kraftstoffvorratsbehälter 6 ggf. unter Zwischenschaltung
einer Vorförderpumpe Kraftstoff erhält und über
eine Druckleitung 7, auf hohen Druck gebracht, einem Kraftstoffhochdruckspeicher
8 zuführt. Diese Teile sind als
Kraftstoffhochdruckguelle zu bezeichnen. Zur Steuerung des
Druckes im Kraftstoffhochdruckspeicher 8 ist eine ein Drucksteuerventil
11 enthaltende Entlastungsleitung 12 vorgesehen,
die vom Kraftstoffhochdruckspeicher zurück zum Kraftstoffvorratsbehälter
6 führt. Der Kraftstoffhochdruckspeicher
8 versorgt über Kraftstoffleitungen 15 jeweils ein
Kraftstoffeinspritzventil 14 mit auf Kraftstoffeinspritzdruck
gebrachtem Kraftstoff. Diese Kraftstoffeinspritzventile
werden elektrisch gesteuert und zwar von einem Steuergerät
18, das entsprechend Betriebsparametern der Brennkraftmaschine
die Öffnung der Kraftstoffeinspritzventile 14
steuert und so den Kraftstoffeinspritzbeginn und die Kraftstoffeinspritzdauer
bestimmt. Von diesem Steuergerät wird
zugleich auch das Drucksteuerventil gesteuert, wobei als
einer der Parameter der Druck im Kraftstoffhochdruckspeicher
mittels eines Druckfühlers 9 erfaßt wird und dem Steuergerät
zugeführt wird.The invention is based on a fuel injection device,
which has a high-
Figur 2 zeigt Teile eines Kraftstoffeinspritzventils 14 im
Schnitt. Dieses weist ein Gehäuse 19 auf, indem in einer
Längsbohrung 20 ein nadelartiges Einspritzventilglied 21
geführt ist. An seinem einen Ende ist dieses Einspritzventilglied
mit einer kegelförmigen Dichtfläche 23 versehen,
die an der in den Brennraum der Brennkraftmaschine ragenden
Spitze 24 des Ventilgehäuses mit einem Sitz zusammen wirkt,
von dem aus Einspritzöffnungen 25 abführen, die das Innere
des Kraftstoffeinspritzventils, hier den das Einspritzventilglied
21 umgebenden, mit unter Einspritzdruck stehenden
Kraftstoff gefüllten Ringraum 27 mit dem Brennraum verbindet,
um so eine Einspritzung zu vollziehen, wenn das Einspritzventilglied
von seinem Sitz abgehoben hat. Der Ringraum
27 ist mit einem Druckraum 29 verbunden, der in ständiger
Verbindung mit einer Druckleitung 30 steht, die mit
der Kraftstoffleitung 15 des jeweiligen Kraftstoffeinspritzventils
verbunden ist. Der so dem Kraftstoffhochdruckspeicher
8 zugeführte Kraftstoffdruck wirkt auch in dem
Druckraum 29 und dort auf eine Druckschulter 31, über die in
bekannter Weise das Kraftstoffeinspritzventilglied bei geeigneten
Bedingungen von seinem Ventilsitz abgehoben werden
kann. Am anderen Ende des Einspritzventilglieds ist diese in
einer Zylinderbohrung 33 geführt und schließt dort mit
seiner Stirnseite 34 einen Steuerraum 36 ein. Die Schließstellung
des Einspritzventilgliedes wird dabei durch den
Druck im Steuerraum 36 und auch durch eine Druckfeder, die
hier symbolisch nur als in Schließrichtung wirkender Pfeil F
eingetragen ist, gesteuert. Während die in Schließkraft
wirkende Feder F in ihrer Charakteristik unveränderlich ist,
wird mit Hilfe des Druckes im Steuerraum 36 die Öffnungsbzw.
Schließbewegung des Einspritzventilglieds ausgelöst.
Dazu ist der Steuerraum 36 über einen Kanal 37 mit einem als
3-Wegeventil ausgebildeten Ventil 40 verbunden. Dieses ist
in Figur 3 in den Details näher dargestellt. Vom Steuerraum
mündet hier der Kanal 37 in einen Ventilraum 41 ein, in dem
ein Schließkörper 42 des Ventilglieds 43 des Ventils 40 verstellbar
angeordnet ist. Dazu hat das Ventilglied 43 einen
mit dem Schließkörper 42 fest verbundenen Stößel 45. Am
Schließkörper ist eine erste Dichtfläche 46 an seiner einen
Stirnseite und eine zweite Dichtfläche 47 an seiner anderen
Stirnseite angeordnet. Die zweite Stirnfläche geht dabei in
ein Verbindungsteil 48 zum Stößel 45 über, der einen
kleineren Durchmesser hat als der übrige, in einer Führungsbohrung
50 geführte Stößel 45. Zwischen Führungsbohrung und
dem Verbindungsteil 48 des Stößels 45 wird ein Ringraum 51
gebildet, in den ein Zuflußkanal 53 mündet. Dabei bildet der
Ringraum 51 einen Durchflußkanal zwischen Zuflußkanal und
dem Ventilraum 41. An der Mündung der Führungsbohrung 50 in
den Ventilraum 41 ist ein Ventilsitz 54 ausgebildet, der als
zweiter Ventilsitz mit der zweiten Dichtfläche 47 zusammen
wirkt. Koaxial zu diesem und koaxial zu dem Ventilglied 43
bzw. dem Schließkörper 42 ist am gegenüberliegenden Ende des
Ventilraums 41 ein erster Ventilsitz 55 ausgebildet, mit dem
die erste Dichtfläche 46 zusammen wirkt. Vom Ventilsitz 55
aus führt ein Abflußkanal 57 vom Ventilraum 41 ab. Dieser
ist in der Figur 2 ebenfalls dargestellt und führt zu dem
Kraftstoffvorratsbehälter 6 zurück oder zu einem anders gestalteten
Entlastungsraum. In dem Abflußkanal ist eine Drossel
58 vorgesehen, die den Abflußquerschnitt bei vom ersten
Ventilsitz 55 abgehobenen Ventilkörper bestimmt. Der Zuflußkanal
53, der ebenfalls in Figur 2 erkennbar ist, ist mit
der Kraftstoffleitung 15 verbunden und kann somit Kraftstoff
aus dem Kraftstoffhochdruckspeicher über den Ventilraum 41
bei vom zweiten Ventilsitz 54 abgehobenen Ventilglied 43 dem
Steuerraum 36 zuführen.FIG. 2 shows parts of a
Die erste und die zweite Dichtfläche 46 bzw. 47 sind im vorliegenden
Falle kegelförmig ausgebildet. Die Betätigung des
Ventilglieds 43 erfolgt über den Stößel 45 von einem nicht
weiter dargestelltem Antrieb 59, der als Piezoanordnung,
z.B. als sogn. Piezostack oder als magnetostriktives Element
ausgeführt ist. Diese Antriebe haben den Vorteil, daß sie
analog zur Spannungsbeaufschlagung Stellwege durchführen und
zwar mit hoher Betätigungskraft, wenn auch der absolut
erzeugbare Weg relativ klein ist, so daß bei großen Stellwegen
auch große Piezoelementpackungen verwendet werden
müssen. Der weitere Vorteil solcher Antriebe besteht darin,
daß sie sehr schnell wirken, so daß schnelle Schaltvorgänge
durchführbar sind, die insbesondere bei der Einspritztechnik
von hohem Vorteil sind.The first and
Durch den Antrieb 59 kann nun der Ventilkörper 42 so verstellt
werden, daß er entweder mit seiner ersten Dichtfläche
46 am ersten Ventilsitz 55 zur Anlage kommt und somit die
Verbindung zwischen Steuerraum 36 und Abflußkanal 59 sperrt.
In diesem Falle wird dem Steuerraum 36 der hohe Druck des
Kraftstoffhochdruckspeichers 5 zugeführt und das Einspritzventilglied
21 aufgrund der resultierenden Kraft aus dem auf
seine Stirnfläche 34 wirkenden Druck in Schließstellung gehalten.
In einem anderen Schaltzustand des Antriebs 59 kommt
der Ventilkörper 42 mit seiner zweiten Dichtfläche 47 in Anlage
an dem zweiten Ventilsitz 54 und verschließt somit den
Zulauf von Hochdruckkraftstoff zum Steuerraum 36 und öffnet
zugleich den Abflußkanal 57. Der Steuerraum 36 wird sodann
entlastet und das Einspritzventilglied 21 kann infolge des
auf seine Druckschulter 31 wirkenden hohen Kraftstoffdrucks
in Offenstellung gelangen und somit eine Kraftstoffeinspritzung
bewirken. Wenn der Steuerraum 36 wieder mit hohem
Kraftstoffdruck gefüllt wird wird das Einspritzventilglied
21 wegen der in Schließrichtung nun überwiegenden Kraft wieder
in Schließstellung gebracht.The
Statt der oben dargestellten Positionen des Schließkörpers
42 kann dieser nun in eine Zwischenstellung gebracht werden
durch entsprechende Erregung der Piezoelemente des Antriebs
59, so daß sich im Steuerraum 36 ein mittlerer Druck zwischen
dem höchsten Druckniveau entsprechend dem Druck im
Kraftstoffhochdruckspeicher und dem niedrigsten Druckniveau
entsprechend dem Entlastungsdruck einstellen kann. Dies bewirkt
in Abstimmung mit der auf das Einspritzventilglied
wirkenden übrigen Kräfte die Möglichkeit, das Einspritzventilglied
in eine Zwischenstellung zu bringen, über die gedrosselt
Kraftstoff zur Einspritzung in den Brennraum gelangt.
Diese Einspritzung wird vorzugsweise für eine Voreinspritzung
verwendet, wie sie bei fremdgezündeten Brennkraftmaschinen
zur Geräuschreduzierung erforderlich ist. In
Figur 4 ist oben der Druckverlauf des Drucks P im Steuerraum
36 über die Zeit dargestellt und darunter der Hub des Einspritzventilglieds,
der der jeweiligen Einspritzung in Menge
und Dauer entspricht. Man erkennt, daß für die Haupteinspritzung
H im oben stehenden Linienzug der Steuerraum 37
wesentlich höher entlastet wird als im Bereich der Voreinspritzung
V.Instead of the positions of the closing body shown above
42 this can now be brought into an intermediate position
by appropriate excitation of the piezo elements of the
Zur dynamischen Beeinflussung der Öffnungs- und Schließbewegungen
des Einspritzventilgliedes 21 ist z.B. die Drossel 58
im Ablaufkanal 57 vorgesehen. Es kann weiterhin im Zulaufkanal
53 ebenfalls eine Drossel 60 eingesetzt werden, die den
Druckanstieg im Steuerraum beeinflußt, wobei beide Drosseln
58 und 60 zusammen auf den Zustand der Zwischenstellung des
Ventilkörpers zwischen den beiden Ventilsitzen und die
Druckbildung im Steuerraum 36 abgestimmt sind. Diese Drosseln
und/oder die jeweilige Annäherung des Schließkörpers 42
an den einen oder anderen der Ventilsitze 54 bzw. 55 haben
Einfluß auf den resultierenden Druck der Steuerung der Voreinspritzmenge.
Im hier gezeigten Beispiel mündet der Zulaufkanal
53 in den Ringraum 51 ein. In Umkehrung kann auch
der Zulaufkanal an die Stelle des Ablaufkanals 57 von Figur
3 treten und der Ablaufkanal an die Stelle des Zulaufkanals
53 dieser Figur vorgesehen werden. Diese Ausgestaltung hat
einerseits den Vorteil, daß im Bereich der Führung zwischen
Führungsbohrung 50 und Stößel 45 nur geringe Kraftstoffdrücke
herrschen, so daß hier ein Leckage vermindert wird.
Andererseits wirkt aber in Schließstellung der am ersten
Ventilsitz 54 befindlichen Dichtfläche 46 noch ein verhältnismäßig
hoher Druck auf die Restfläche am Ventilkörper, der
diesen entgegen dem Antrieb belastet. Diese Belastung ist
jedoch mit Hilfe von hohe Kräfte verwirklichenden Piezoelementen
beherrschbar.For dynamic influencing of the opening and closing movements
of the
Claims (4)
- Fuel injection device for internal combustion engine with a high-pressure fuel source (5, 8), connected to which is a fuel injection valve (14), which has an injection-valve member (21) for controlling an injection opening (25) and a control space (36), which is bounded by a movable wall (34), which is connected at least indirectly to the fuel injection-valve member (21), and with an inflow passage (53), via which the high-pressure fuel source can be connected to the control space (36), and with an outflow passage (57), via which the control space (36) can be connected to a relief space (6), the said connections to and from the control space being controllable by means of a valve (40), which has a valve member (43) with a closing body (42) that is arranged in such a way as to be displaceable coaxially with two valve seats (54, 55) in a valve space (41), which is connected continuously to the control space (36) by a passage (37), and with a tappet (45), which is moved by an electrically actuated drive (59), by means of which the closing body (42) is moved between the valve seats (54, 55), and which is guided in a guide hole (50) coaxially adjoining one of the valve seats (54), and a throughflow passage (51) being formed in the housing (19) of the valve (40) between one valve seat (54), the tappet (45, 48) and the guide hole (50), this throughflow passage being connected to the outflow or the inflow passage, and the inflow or the outflow passage continuing coaxially adjacent to the other valve seat (55), and a restrictor (58, 60) that controls the flow being arranged in at least one of the passages, characterized in that a piezoelectric element or a magnetostrictive element is provided as the drive (59) for the tappet (45), the excitation of the said element being controllable in such a way that the closing body (42) assumes a position in which one or the other of the valve seats (54, 55) is completely open or completely closed or assumes an intermediate position in which both valve seats (54, 55) are open with a controlling action, the control space (36) then undergoing partial relief, causing the injection-valve member (21) to move into a partially open position.
- Fuel injection device according to Claim 1, characterized in that the tappet (45) is connected firmly to the closing body (42).
- Fuel injection device according to Claim 1, characterized in that respective restrictors (60, 58) are arranged in both the inflow passage (53) and the outflow passage (57).
- Fuel injection device according to Claim 1, characterized in that the inflow passage (53) opens into the valve space (41) on the side of the tappet (45).
Applications Claiming Priority (3)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
DE19729844 | 1997-07-11 | ||
DE19729844A DE19729844A1 (en) | 1997-07-11 | 1997-07-11 | Fuel injector |
PCT/DE1998/000700 WO1999002849A1 (en) | 1997-07-11 | 1998-03-10 | Fuel injector |
Publications (2)
Publication Number | Publication Date |
---|---|
EP0925440A1 EP0925440A1 (en) | 1999-06-30 |
EP0925440B1 true EP0925440B1 (en) | 2002-06-19 |
Family
ID=7835459
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
EP98921342A Expired - Lifetime EP0925440B1 (en) | 1997-07-11 | 1998-03-10 | Fuel injector |
Country Status (6)
Country | Link |
---|---|
US (1) | US6196193B1 (en) |
EP (1) | EP0925440B1 (en) |
JP (1) | JP4024314B2 (en) |
KR (1) | KR100561791B1 (en) |
DE (2) | DE19729844A1 (en) |
WO (1) | WO1999002849A1 (en) |
Families Citing this family (44)
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---|---|---|---|---|
DE19939447A1 (en) * | 1999-08-20 | 2000-11-23 | Bosch Gmbh Robert | Fuel injection arrangement for combustion engine, having blocking element which alternately controls two valve seats arranged between at least three pressure conductor channels |
DE19939452C2 (en) * | 1999-08-20 | 2003-04-17 | Bosch Gmbh Robert | Fuel injection device |
DE19939451A1 (en) * | 1999-08-20 | 2000-11-02 | Bosch Gmbh Robert | Fuel injector for an IC motor has a high pressure channel and a low pressure channel leading to and from the hydraulic transmission unit for an effective operation without pressure drops |
DE19939443A1 (en) * | 1999-08-20 | 2001-03-01 | Bosch Gmbh Robert | Device for controlling the pressure curve of a pump unit |
DE10038995A1 (en) * | 1999-10-16 | 2001-04-19 | Bosch Gmbh Robert | Fuel metering control method for i.c. engine has setting element for fuel feed valve controlled to provide intermediate valve position under given operating conditions |
DE50011077D1 (en) * | 1999-10-16 | 2005-10-06 | Bosch Gmbh Robert | METHOD AND DEVICE FOR CONTROLLING FUEL SUPPLY INTO AN INTERNAL COMBUSTION ENGINE |
DE10002722A1 (en) * | 2000-01-22 | 2001-08-02 | Bosch Gmbh Robert | Valve for controlling liquids |
EP1138910B1 (en) | 2000-04-01 | 2005-03-23 | Robert Bosch GmbH | Control of the polarization of piezoelectric elements before each first injection to achieve optimized starting conditions |
EP1138906B1 (en) | 2000-04-01 | 2003-10-08 | Robert Bosch GmbH | Optimization of injection systems having piezoelectric elements by compensating for temperature dependence |
EP1138907B1 (en) | 2000-04-01 | 2006-10-04 | Robert Bosch GmbH | Fuel injection system |
EP1138913A1 (en) | 2000-04-01 | 2001-10-04 | Robert Bosch GmbH | Method and apparatus for charging a piezoelectric element based on measured charge/discharge times |
DE60003782D1 (en) | 2000-04-01 | 2003-08-14 | Bosch Gmbh Robert | Method and apparatus for charging a piezoelectric element |
DE60015922T2 (en) * | 2000-04-01 | 2005-03-31 | Robert Bosch Gmbh | Control method and apparatus for multi-position valve actuation in a fuel injection system |
DE60023838T2 (en) | 2000-04-01 | 2006-05-24 | Robert Bosch Gmbh | Method and apparatus for generating control parameters in a control system |
DE60011993T2 (en) | 2000-04-01 | 2004-12-09 | Robert Bosch Gmbh | Apparatus and method for determining a reduction in capacitance while driving piezoelectric elements |
DE60018549T2 (en) | 2000-04-01 | 2006-04-20 | Robert Bosch Gmbh | fuel injection system |
EP1138915B1 (en) | 2000-04-01 | 2005-10-26 | Robert Bosch GmbH | Method and apparatus for determining charge quantity during charging and discharging of piezoelectric elements |
DE60039676D1 (en) | 2000-04-01 | 2008-09-11 | Bosch Gmbh Robert | Device and method for detecting a short circuit to the battery voltage during the activation of piezoelectric elements |
EP1139447A1 (en) | 2000-04-01 | 2001-10-04 | Robert Bosch GmbH | Method and apparatus for determining a frequency compensated capacitance of piezoelectric elements |
EP1138914B1 (en) | 2000-04-01 | 2005-03-02 | Robert Bosch GmbH | Determining the piezoelectric element temperature using a model of the energy balance of the piezoelectric element |
EP1139448B1 (en) | 2000-04-01 | 2009-10-21 | Robert Bosch GmbH | Method and apparatus for regulating voltages and voltage gradients for driving piezoelectric elements |
DE60022619T2 (en) | 2000-04-01 | 2006-03-16 | Robert Bosch Gmbh | Method and device for charging a piezoelectric element |
EP1139449A1 (en) | 2000-04-01 | 2001-10-04 | ROBERT BOSCH GmbH | Fuel injection system |
DE60019260T2 (en) | 2000-04-01 | 2006-02-09 | Robert Bosch Gmbh | Method and device for time-controlled voltage measurement over a device in a charge circuit of a piezoelectric element |
EP1139445A1 (en) | 2000-04-01 | 2001-10-04 | Robert Bosch GmbH | Method and apparatus for diagnosing a fault in a system utilizing a piezoelectric element |
EP1138908B1 (en) | 2000-04-01 | 2005-10-19 | Robert Bosch GmbH | Controlling a injection system with piezoelectric elements |
DE60011038T2 (en) * | 2000-04-01 | 2005-07-21 | Robert Bosch Gmbh | Time and case-controlled activation system for charging and discharging piezoelectric elements |
DE60007836T2 (en) | 2000-04-01 | 2004-12-16 | Robert Bosch Gmbh | Compensation of the play tolerances in different lots due to the fluctuations in the layer thickness or the number of layers in multilayer piezoelectric elements |
EP1139446B1 (en) | 2000-04-01 | 2009-03-18 | Robert Bosch GmbH | Method and apparatus for controlling system parameters |
EP1138912A1 (en) | 2000-04-01 | 2001-10-04 | Robert Bosch GmbH | Online optimization of injection systems having piezoelectric elements |
EP1138919B1 (en) * | 2000-04-01 | 2005-04-06 | Robert Bosch GmbH | Fuel injection system |
DE10016476A1 (en) * | 2000-04-01 | 2001-12-06 | Bosch Gmbh Robert | Diagnosing voltage control for piezoelectric actuator for injection valve involves specifying tolerance band taking into account system and injection conditions |
DE10032022B4 (en) * | 2000-07-01 | 2009-12-24 | Robert Bosch Gmbh | Method for determining the drive voltage for an injection valve with a piezoelectric actuator |
JP3829604B2 (en) * | 2000-08-30 | 2006-10-04 | トヨタ自動車株式会社 | Fuel injection device |
DE10101797A1 (en) * | 2001-01-17 | 2002-07-18 | Bosch Gmbh Robert | Injection valve for use in an internal combustion engine has a valve control piston, a valve control space with an inlet throttle and an outlet throttle for operating the valve control piston. |
DE10131640A1 (en) * | 2001-06-29 | 2003-01-16 | Bosch Gmbh Robert | Fuel injector with injection course shaping through switchable throttle elements |
DE10146739A1 (en) * | 2001-09-22 | 2003-04-10 | Bosch Gmbh Robert | Fuel injection device for an internal combustion engine |
US6598591B2 (en) * | 2001-12-18 | 2003-07-29 | Caterpillar Inc | Measuring check motion through pressure sensing |
DE10212396A1 (en) * | 2002-03-20 | 2003-10-09 | Bosch Gmbh Robert | Fuel injection system with 3/2-way valve |
JP4325589B2 (en) * | 2004-07-06 | 2009-09-02 | 株式会社デンソー | Common rail injector |
JP4855946B2 (en) | 2006-06-08 | 2012-01-18 | 株式会社デンソー | Fuel injection valve |
JP2008002306A (en) * | 2006-06-21 | 2008-01-10 | Denso Corp | Fuel injection valve |
US9920674B2 (en) | 2014-01-09 | 2018-03-20 | Cummins Inc. | Variable spray angle injector arrangement |
US9897033B2 (en) | 2014-05-15 | 2018-02-20 | Cummins Inc. | High pressure, high speed regulating switch valve |
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US4465231A (en) * | 1982-03-29 | 1984-08-14 | Deere & Company | Control device and method for activating a fuel injector nozzle |
DE4117809A1 (en) * | 1991-05-31 | 1992-12-03 | Bosch Gmbh Robert | FUEL INJECTION DEVICE FOR INTERNAL COMBUSTION ENGINES AND METHOD FOR FUEL INJECTION |
US5282574A (en) * | 1991-12-19 | 1994-02-01 | Caterpillar Inc. | Hydraulic flow shutoff device for a unit fuel pump/injector |
CH686845A5 (en) * | 1993-03-08 | 1996-07-15 | Ganser Hydromag | Control arrangement for an injection valve for internal combustion engines. |
DE4406901C2 (en) * | 1994-03-03 | 1998-03-19 | Daimler Benz Ag | Solenoid valve controlled injector for an internal combustion engine |
DE4434892A1 (en) * | 1994-09-29 | 1996-04-11 | Siemens Ag | Injector |
US5779149A (en) * | 1996-07-02 | 1998-07-14 | Siemens Automotive Corporation | Piezoelectric controlled common rail injector with hydraulic amplification of piezoelectric stroke |
DE29708369U1 (en) * | 1997-05-09 | 1997-07-10 | FEV Motorentechnik GmbH & Co. KG, 52078 Aachen | Controllable injection valve for fuel injection on internal combustion engines |
-
1997
- 1997-07-11 DE DE19729844A patent/DE19729844A1/en not_active Withdrawn
-
1998
- 1998-03-10 US US09/254,632 patent/US6196193B1/en not_active Expired - Lifetime
- 1998-03-10 DE DE59804498T patent/DE59804498D1/en not_active Expired - Lifetime
- 1998-03-10 KR KR1019997002010A patent/KR100561791B1/en not_active IP Right Cessation
- 1998-03-10 JP JP50795499A patent/JP4024314B2/en not_active Expired - Fee Related
- 1998-03-10 WO PCT/DE1998/000700 patent/WO1999002849A1/en active IP Right Grant
- 1998-03-10 EP EP98921342A patent/EP0925440B1/en not_active Expired - Lifetime
Also Published As
Publication number | Publication date |
---|---|
EP0925440A1 (en) | 1999-06-30 |
JP4024314B2 (en) | 2007-12-19 |
KR20000068531A (en) | 2000-11-25 |
DE59804498D1 (en) | 2002-07-25 |
US6196193B1 (en) | 2001-03-06 |
KR100561791B1 (en) | 2006-03-21 |
JP2001500218A (en) | 2001-01-09 |
DE19729844A1 (en) | 1999-01-14 |
WO1999002849A1 (en) | 1999-01-21 |
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