EP0965749A2 - Une commande de soupape pour un injecteur de combustible - Google Patents

Une commande de soupape pour un injecteur de combustible Download PDF

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Publication number
EP0965749A2
EP0965749A2 EP99106007A EP99106007A EP0965749A2 EP 0965749 A2 EP0965749 A2 EP 0965749A2 EP 99106007 A EP99106007 A EP 99106007A EP 99106007 A EP99106007 A EP 99106007A EP 0965749 A2 EP0965749 A2 EP 0965749A2
Authority
EP
European Patent Office
Prior art keywords
valve control
piston
housing body
valve
volume
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.)
Withdrawn
Application number
EP99106007A
Other languages
German (de)
English (en)
Other versions
EP0965749A3 (fr
Inventor
Roger Potschin
Friedrich Boecking
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 EP0965749A2 publication Critical patent/EP0965749A2/fr
Publication of EP0965749A3 publication Critical patent/EP0965749A3/fr
Withdrawn legal-status Critical Current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
    • 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

Definitions

  • the invention relates to a valve control unit for Fuel injection valve, especially for one Common rail injector, according to the preamble of the claim 1 off.
  • Such a valve control unit for a Fuel injector is, for example, from the EP 0 661 442 A1 is known.
  • valve control unit In the known valve control unit are in one Housing body two continuously connected to each other standing valve control rooms.
  • the first Valve control room is with an inlet channel for fuel connected to a high-pressure accumulator (common rail) connected.
  • the second valve control room has a passage to a drainage channel, which over a Solenoid valve can be opened and closed. At the The drain control channel is activated open. This reduces the pressure in the second Valve control room and thus also in the first valve control room, so that the hydraulic pressurization of the reduced one end of the valve spool.
  • the other The end of the valve control piston is closed with a nozzle needle Execution of the injection process connected.
  • the end member of the valve control piston can Injection process within the first valve control space to a hydraulic stop (fuel cushion) which are located in the passage area between first and second valve control room.
  • This hydraulic stop is essentially due to the size of the volume of the first valve control space.
  • the known valve control unit has a first Valve control room with a small volume because only one ensures small volume of the first valve control chamber, that the hydraulic stop has no vibration behavior of the Valve control piston and sufficient rigidity shows. Due to the volume ratios of the first and second valve control room to each other, however, there is a significant pressure gradients between the first and second Valve control room. As a result, the valve spool can move with a large valve lift during the pre-injection, so that a larger amount of fuel at the Pre-injection is injected into the combustion chamber.
  • this end link has a smaller displacement cross-section for fuel from the first valve timing space.
  • a reduction in the outside diameter has inevitably an increase in the free volume of the Valve control room, so that such Design of the first valve control room into one increased vibration behavior of the valve control piston on hydraulic stop leads.
  • the outer diameter of the valve control piston end member not be reduced, although such a reduction due to its smaller displacement cross section enable increased movement speed of the end link would.
  • valve control unit according to the invention for a Fuel injector has been designed to minimize the Pre-injection quantity of fuel the characteristic Features of claim 1.
  • valve control piston The movement of the valve control piston is controlled by a mechanical stop limited within the Housing body of the valve control unit is formed.
  • This mechanical stop can be carried out in different ways be.
  • the Valve spool gradually from one larger to one pass over smaller outer diameter, whereby on Housing body a complementary step to this level can be present.
  • the valve control piston can then Release of the injection opening can be moved with one stroke, which is determined by the spacing of the two stages, when the injection port is closed and the end link of the valve control piston is pressurized.
  • the hydraulic stop can be dispensed with, so that the first valve control chamber can be designed with a larger volume.
  • the first valve control chamber can advantageously have a volume of up to 60 mm 3 , while still ensuring that no vibration behavior occurs with regard to the stop of the valve control piston.
  • first valve control room In the larger volume of the first valve control room can always be a pressure that is essentially that Pressure within the high pressure accumulator (common rail) corresponds.
  • the pressure ratios within the first Valve control room are both open and closed closed fuel injector almost constant.
  • the small volume of the second valve control room is at Injection process through the opening of the drain channel relieved of pressure.
  • Valve control unit for a fuel injector are shown in the drawing and are in the following description explained.
  • a valve control unit 1 has a housing body 2, in which a valve control piston 3 is slidably mounted.
  • the valve control unit 1 is suitable for controlling the fuel injection into a combustion chamber. 1 relates to the idle state when the injection opening is closed.
  • the valve control piston 3 is only partially shown in FIG. 1 and extends up to a nozzle needle 4.
  • the nozzle needle 4 can be moved in the direction of the arrow 5, so that an injection opening 6 can be opened in order to inject the fuel.
  • valve control piston 3 takes place via a hydraulic pressurization of an end member 7 of the Valve control piston 3.
  • a first valve control chamber 8 is continuously connected to a second valve control chamber 9.
  • Fuel can be taken from a high pressure accumulator (common rail) with the help of an inlet channel in the form of an inlet throttle 10 get into the first valve control chamber 8.
  • the second Valve control chamber 9 is in the form of a drain channel Flow restrictor 11 connected. If a valve ball 12 of a solenoid valve, which is not shown in FIG. 1 is, the drain channel 11 opens, fuel can in Exit arrow direction 13. By changing the pressure moves within the valve control chamber 8 Valve control piston 3 in the direction of arrow 5.
  • the stroke of the Valve control piston 3 is limited because of a mechanical Stop on the valve control piston 3 or the Housing body 2 is provided.
  • the valve control piston 3 gradually passes into its end member 7.
  • a housing stage 14 is formed on the housing body 2. Therefore, edge surfaces 15 of the valve control piston 3 can Mating surfaces 16 of the housing body 2 come to rest.
  • the Movement of the end member 7 in the first valve control space 8 limited.
  • the end member 7 can move in the direction of the second Valve control chamber 9 move so that there is a flow channel (Gap) for fuel from the first valve timing space 8 in the second valve control chamber 9 with regard to its free Flow cross section reduced. Because of the mechanical stop can be the volume of the first Valve control room 8 can be made as large as possible.
  • the Volume of the first valve control chamber 8 is compared to that Volume of the second valve control chamber 9 is significantly larger educated.
  • the end link can also be used 7 be designed with a reduced outer diameter, whereby the free volume of fuel accessible to fuel first valve control chamber 8 is further enlarged.
  • a Vibration behavior of the valve control piston 3, as in a hydraulic stop and an enlarged one Volume of the first valve control chamber 8 can arise prevented by the mechanical stop.
  • the outer diameter of the nozzle needle 4 can be under Retaining the previous amount pre-injected Fuel can be reduced, for example to one Outside diameter from 3 to 3.7 mm.
  • the Speed of movement of the nozzle needle can be increased (small displacement cross section). There can be one achieve increased speed of movement of the nozzle needle, without a larger or faster solenoid valve for Opening or closing the drain channel would be required. Likewise, due to the increased speed of movement the nozzle needle passes through faster tolerance-critical stroke ranges are possible.
  • FIG. 2 shows a further design option for a first valve control chamber 20 and an end member 21.
  • the other components according to FIG. 2 correspond to the components of the valve control unit 1 shown in FIG. 1 and are provided with the same reference numbers.
  • the first valve control chamber 20 has a significantly larger volume than the second valve control chamber 9.
  • a valve control piston, not shown, is connected to the end member 21, the outside diameter of which is further reduced in order to be able to move the end member 21 in the first valve control chamber 20 and to have to displace as little fuel as possible.
  • the volume of the first valve control chamber 20 can also be influenced by inserting an adjusting ring 23 in order to adjust the volume of the first valve control chamber 20 such that an oscillation behavior of the valve control piston resting against the stop cannot occur.
  • the figures 3 and 4 show how the stroke of the valve control piston and the pressure gradient between the first and second valve control spaces can be influenced by changing the volume of the first valve control space.
  • Solid lines represent a smaller volume of the first valve control space and dashed lines represent a larger volume of the first valve control space.
  • VE the area of the pre-injection
  • HE the area of the main injection.

Landscapes

  • 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)
EP99106007A 1998-06-16 1999-03-25 Une commande de soupape pour un injecteur de combustible Withdrawn EP0965749A3 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE19826794A DE19826794A1 (de) 1998-06-16 1998-06-16 Ventilsteuereinheit für ein Kraftstoffeinspritzventil
DE19826794 1998-06-16

Publications (2)

Publication Number Publication Date
EP0965749A2 true EP0965749A2 (fr) 1999-12-22
EP0965749A3 EP0965749A3 (fr) 2001-05-02

Family

ID=7871042

Family Applications (1)

Application Number Title Priority Date Filing Date
EP99106007A Withdrawn EP0965749A3 (fr) 1998-06-16 1999-03-25 Une commande de soupape pour un injecteur de combustible

Country Status (4)

Country Link
US (1) US6189815B1 (fr)
EP (1) EP0965749A3 (fr)
JP (1) JP2000008989A (fr)
DE (1) DE19826794A1 (fr)

Families Citing this family (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE19940300A1 (de) * 1999-08-25 2001-03-01 Bosch Gmbh Robert Steuerventil für einen Injektor
US8082902B2 (en) * 2007-10-19 2011-12-27 Caterpillar Inc. Piezo intensifier fuel injector and engine using same
US8505514B2 (en) * 2010-03-09 2013-08-13 Caterpillar Inc. Fluid injector with auxiliary filling orifice
DE102016219881B3 (de) * 2016-10-12 2017-11-23 Continental Automotive Gmbh Betreiben eines Kraftstoffinjektors mit hydraulischem Anschlag
DE102016219888B3 (de) 2016-10-12 2017-11-23 Continental Automotive Gmbh Betreiben eines Kraftstoffinjektors mit hydraulischem Anschlag

Citations (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP0661442A1 (fr) 1993-12-30 1995-07-05 ELASIS SISTEMA RICERCA FIAT NEL MEZZOGIORNO Società Consortile per Azioni Soupape de dosage pour contrôler la soupape de fermeture d'un injecteur de carburant

Family Cites Families (8)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US1802933A (en) * 1928-08-10 1931-04-28 Sulzer Ag Fuel-injection device for internal-combustion engines
GB1097752A (en) * 1963-09-09 1968-01-03 Ass Eng Ltd Fuel injection valves for internal combustion engines
US4463901A (en) * 1982-07-29 1984-08-07 Cummins Engine Company, Inc. Unit fuel injector having independently controlled timing and metering
IT227711Y1 (it) * 1992-12-29 1997-12-15 Elasis Sistema Ricerca Fiat Valvola di dosaggio a comando elettromagnetico per un iniettore di combustibile
DE4336108C1 (de) * 1993-10-22 1994-12-01 Daimler Benz Ag Magnetvenitl an einer für Brennkraftmaschinen vorgesehenen Kraftstoffeinspritzdüse
DE19618468C1 (de) * 1996-05-08 1997-04-30 Siemens Ag Einspritzventil
JP3823391B2 (ja) * 1996-08-31 2006-09-20 いすゞ自動車株式会社 エンジンの燃料噴射装置
US5890653A (en) * 1998-04-23 1999-04-06 Stanadyne Automotive Corp. Sensing and control methods and apparatus for common rail injectors

Patent Citations (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP0661442A1 (fr) 1993-12-30 1995-07-05 ELASIS SISTEMA RICERCA FIAT NEL MEZZOGIORNO Società Consortile per Azioni Soupape de dosage pour contrôler la soupape de fermeture d'un injecteur de carburant

Also Published As

Publication number Publication date
US6189815B1 (en) 2001-02-20
EP0965749A3 (fr) 2001-05-02
DE19826794A1 (de) 1999-12-23
JP2000008989A (ja) 2000-01-11

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