EP1125044A1 - Fuel injection system for an internal combustion engine - Google Patents

Fuel injection system for an internal combustion engine

Info

Publication number
EP1125044A1
EP1125044A1 EP00956112A EP00956112A EP1125044A1 EP 1125044 A1 EP1125044 A1 EP 1125044A1 EP 00956112 A EP00956112 A EP 00956112A EP 00956112 A EP00956112 A EP 00956112A EP 1125044 A1 EP1125044 A1 EP 1125044A1
Authority
EP
European Patent Office
Prior art keywords
fuel
pressure
injection
central
injection system
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.)
Granted
Application number
EP00956112A
Other languages
German (de)
French (fr)
Other versions
EP1125044B1 (en
Inventor
Bernd Mahr
Martin Kropp
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 EP1125044A1 publication Critical patent/EP1125044A1/en
Application granted granted Critical
Publication of EP1125044B1 publication Critical patent/EP1125044B1/en
Anticipated expiration legal-status Critical
Expired - Lifetime legal-status Critical Current

Links

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
    • F02M63/02—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
    • 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
    • F02M41/00—Fuel-injection apparatus with two or more injectors fed from a common pressure-source sequentially by means of a distributor
    • F02M41/16—Fuel-injection apparatus with two or more injectors fed from a common pressure-source sequentially by means of a distributor characterised by the distributor being fed from a constant pressure source, e.g. accumulator or constant pressure positive displacement pumps
    • 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
    • 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
    • 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
    • F02M63/0003—Fuel-injection apparatus having a cyclically-operated valve for connecting a pressure source, e.g. constant pressure pump or accumulator, to an injection valve held closed mechanically, e.g. by springs, and automatically opened by fuel pressure
    • F02M63/0007—Fuel-injection apparatus having a cyclically-operated valve for connecting a pressure source, e.g. constant pressure pump or accumulator, to an injection valve held closed mechanically, e.g. by springs, and automatically opened by fuel pressure using electrically actuated 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
    • F02M2200/00—Details of fuel-injection apparatus, not otherwise provided for
    • F02M2200/40—Fuel-injection apparatus with fuel accumulators, e.g. a fuel injector having an integrated fuel accumulator

Definitions

  • the invention relates to a fuel injection system for an internal combustion engine according to the preamble of patent claim 1.
  • Such an injection system has become known, for example, from EP 0 711 914 AI.
  • the pressure at which fuel emerges from the nozzle chamber into the cylinder is referred to as the injection pressure.
  • a stroke-controlled fuel fine spray system is understood in the context of the invention that the opening and closing of the injection opening of an injector take place with the aid of a displaceable valve member due to the hydraulic interaction of the fuel pressures in a nozzle chamber and in a control chamber.
  • an arrangement is referred to below as central if it is provided for all cylinders together and as local if it is provided for only a single cylinder.
  • fuel is compressed to a first high fuel pressure of approximately 1200 bar with the aid of a high-pressure pump and stored in a first pressure accumulator. Furthermore, the high-pressure fuel is also fed into a second pressure accumulator, in which a second high fuel pressure of approximately 400 bar is maintained by regulating its fuel supply by means of a 2/2-way valve. Via a central valve control unit, either the lower or higher fuel pressure is injected into the nozzle area of an injection tors directed. There, a spring-loaded valve body is lifted from its valve seat by the pressure, so that fuel can escape from the nozzle opening.
  • the fuel for an injection from the respective central pressure accumulator is distributed to the individual injectors via the central valve unit and the central distributor device.
  • the maximum possible injection window is thus determined jointly by the valve unit and the distributor device.
  • the lower fuel pressure is metered according to the invention directly from the central pressure accumulator without going through the distributor device.
  • FIG. 1 shows a fuel injection system with a central pressure accumulator for the lower fuel pressure, with a central distributor device for the higher fuel pressure and with a local valve unit for each injector for switching between the two fuel pressures;
  • FIG. 2 shows an injection system corresponding to FIG. 1, in which the local valve unit is located outside the injector.
  • a two-stage high-pressure pump 2 is used to deliver fuel 3 from a storage tank 4 with two different fuel pressures.
  • the fuel is compressed to a first (lower) pressure of approximately 300 bar and fed via a delivery line 5 to a central pressure accumulator 6 (common rail), in which the fuel is stored under this pressure.
  • the two-stage high-pressure pump 2 can, for example, be a cam pump with a spray adjuster similar to the distributor injection pump known from DE 35 16 867 AI.
  • the pressure is generated to a second (higher) fuel pressure of approx. 300 bar to approx. 1800 bar.
  • a delivery line 9 the fuel is fed to a central distributor device 10, which distributes the fuel to second pressure lines 11, which also discharge to the injectors 8. Since the two delivery lines 5, 9 are connected to one another via a 2/2-way valve 12, the higher fuel pressure is only built up when this connection is interrupted by energizing the 2/2-way valve 12. It is also possible that the two fuel pressures are generated by two different pumps.
  • a second pressure accumulator common rail
  • the fuel is stored under the higher pressure
  • a pressure surface of the valve member pointing in the opening direction of the valve member 16 16 exposed to the pressure prevailing there, the nozzle chamber 15 continuing through an annular gap between the valve member 16 and the guide bore up to the valve sealing surface 17 of the injector 8. Due to the pressure in the nozzle chamber 15, the valve member 16 sealing the injection openings 18 is opened against the action of a closing force (closing spring 19), the spring chamber 20 being relieved of pressure by means of a leakage line 21.
  • a pre-injection with the lower fuel pressure takes place with de-energized 2/2-way valve 12 by energizing the local valve unit 13.
  • the main injection with the higher force then takes place when the local valve unit 13 is de-energized - fabric printing.
  • the local valve unit 13 is flowed again.
  • the local valve unit 13 can either be part of the injector housing, as shown in FIG. 1, or be arranged outside the injector housing (FIG. 2). In the latter case, a smaller size of the injector housing can be achieved.
  • the higher fuel pressure can also be via a central one
  • a central pressure accumulator can also be provided for the higher fuel pressure.
  • stroke-controlled injectors can also be used.
  • a fuel injection system 1 for an internal combustion engine in which fuel with at least two different fuel pressures can be injected into the combustion chamber of the internal combustion engine via injectors 8, with a central distributor device 10 for distributing the fuel between the individual injectors 8 and with a central pressure accumulator 6 for the lower fuel pressure, a valve unit 13 for switching between the two fuel pressures is locally provided individually for each injector 8.
  • the central distributor device 10 for the higher fuel pressure is arranged parallel to the central pressure accumulator 6 for the lower fuel pressure. In order to enlarge the injection window for the pre-injection or post-injection, the lower fuel pressure from the central pressure accumulator 6 is metered in without going through the distributor device 10.

Landscapes

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

Abstract

In a fuel injection system for an internal combustion engine, in which fuel can be injected at at least two differently high fuel pressures via injectors into the combustion chamber of the engine, having a central distributor device for distributing the fuel to the individual injectors and having a central pressure reservoir for the lower fuel pressure, one valve unit for switchover between the two fuel pressures is provided locally for each injector individually. Furthermore, the central distributor device for the higher fuel pressure is disposed parallel to the central pressure reservoir for the lower fuel pressure. To enlarge the injection window for the pre-injection and the post-injection, the lower fuel pressure is metered from the central pressure reservoir, without going by way of the distributor device.

Description

Kraftstoffeinspritzsystem für eine Brennkrafcmaschine Fuel injection system for an internal combustion engine
Stand der TechnikState of the art
Die Erfindung geht aus von einem Kraftstoffeinspritzsystem für eine Brennkraftmaschine nach der Gattung des Patentanspruchs 1. Ein derartiges Einpritzsystem ist beispielsweise durch die EP 0 711 914 AI bekanntgeworden.The invention relates to a fuel injection system for an internal combustion engine according to the preamble of patent claim 1. Such an injection system has become known, for example, from EP 0 711 914 AI.
Zum besseren Verständnis der nachfolgenden Beschreibung werden zunächst einige Begriffe näher erläutert: Bei einem drucJgesteuerten Kraftstof einspri tzsystem wird durch den im Düsenraum eines Injektors herrschenden Kraftstoffdruck ein Ventilkörper (z.B. eine Düsennadel) gegen die Wirkung einer Schließkraft aufgesteuert und so die Einspritzόff- nung für eine Einspritzung des Kraftstoffes freigegeben.For a better understanding of the following description, a few terms are first explained in more detail: In a pressure-controlled fuel injection system, the fuel pressure prevailing in the nozzle space of an injector opens a valve body (for example a nozzle needle) against the action of a closing force and thus the injection opening for an injection of the fuel released.
Der Druck, mit dem Kraftstoff aus dem Düsenraum in den Zylinder austritt, wird als EinspritzdrucJ bezeichnet. Unter einem hubgesteuerten Kraftstof feinspri tzsystem wird im Rahmen der Erfindung verstanden, daß das Öffnen und Schließen der Einspritzöffnung eines Injektors mit Hilfe eines verschieblichen Ventilglieds aufgrund des hydraulischen Zusammenwirkens der Kraftstoffdrücke in einem Düsenraum und in einem Steuerraum erfolgen. Weiterhin ist im folgenden eine Anordnung als zentral bezeichnet, wenn sie gemeinsam für alle Zylinder vorgesehen ist, und als lokal , wenn sie für nur einen einzelnen Zylinder vorgesehen ist.The pressure at which fuel emerges from the nozzle chamber into the cylinder is referred to as the injection pressure. A stroke-controlled fuel fine spray system is understood in the context of the invention that the opening and closing of the injection opening of an injector take place with the aid of a displaceable valve member due to the hydraulic interaction of the fuel pressures in a nozzle chamber and in a control chamber. Furthermore, an arrangement is referred to below as central if it is provided for all cylinders together and as local if it is provided for only a single cylinder.
Bei dem aus der EP 0 711 914 AI bekannten druckgesteuerten Kraftstoffeinspritzsystem wird mit Hilfe einer Hochdruck- pumpe Kraftstoff auf einen ersten hohen Kraftstoffdruck von etwa 1200 bar komprimiert und in einem ersten Druc - speicher gespeichert . Weiterhin wird der unter Hochdruck stehende Kraftstoff auch in einen zweiten Druckspeicher gefördert, in welchem durch Regelung seiner Kraftstoffzu- fuhr mittels eines 2/2-Wegventils ein zweiter hoher Kraftstoffdruck von ca. 400 bar aufrechterhalten wird. Über eine zentrale Ventilsteuereinheit wird entweder der tiefere oder höhere Kraftstoffdruck in den Düsenraum eines Injek- tors geleitet. Dort wird durch den Druck ein federbelasteter Ventilkörper von seinem Ventilsitz abgehoben, so daß Kraftstoff aus der Düsenöffnung austreten kann.In the pressure-controlled fuel injection system known from EP 0 711 914 A1, fuel is compressed to a first high fuel pressure of approximately 1200 bar with the aid of a high-pressure pump and stored in a first pressure accumulator. Furthermore, the high-pressure fuel is also fed into a second pressure accumulator, in which a second high fuel pressure of approximately 400 bar is maintained by regulating its fuel supply by means of a 2/2-way valve. Via a central valve control unit, either the lower or higher fuel pressure is injected into the nozzle area of an injection tors directed. There, a spring-loaded valve body is lifted from its valve seat by the pressure, so that fuel can escape from the nozzle opening.
Bei diesem bekannten Kraftstoffeinspritzsystem wird der Kraftstoff für eine Einspritzung aus dem jeweiligen zentralen Druckspeicher über die zentrale Ventileinheit und die zentrale Verteilereinrichtung auf die einzelnen Injektoren aufgeteilt. Das jeweils maximal mögliche Einspritz - fenster ist damit durch die Ventileinheit und die Verteilereinrichtung gemeinsam bestimmt.In this known fuel injection system, the fuel for an injection from the respective central pressure accumulator is distributed to the individual injectors via the central valve unit and the central distributor device. The maximum possible injection window is thus determined jointly by the valve unit and the distributor device.
Vorteile der ErfindungAdvantages of the invention
Zur Vergrößerung des Einspritzfensters für den tieferen Kraftstoffdruck, d.h. für die Vor- bzw. Nacheinspritzung, wird erfindungsgemäß der tiefere Kraftstoffdruck direkt aus dem zentralen Druckspeicher zugemessen, ohne über die Verteilereinrichtung zu gehen.To enlarge the injection window for the lower fuel pressure, i.e. for the pre-injection or post-injection, the lower fuel pressure is metered according to the invention directly from the central pressure accumulator without going through the distributor device.
Weitere Vorteile und vorteilhafte Ausgestaltungen des Gegenstands der Erfindung sind der Beschreibung, der Zeichnung und den Ansprüchen entnehmbar .Further advantages and advantageous configurations of the subject matter of the invention can be found in the description, the drawing and the claims.
Zeichnungdrawing
Zwei verschiedene Ausführungsbeispiele von erfindungsgemä- ßen druckgesteuerten Kraftstoffeinspritzsystemen, bei denen Kraftstoff mit zwei unterschiedlich hohen Kraftstoffdrücken eingespritzt wird, sind in der Zeichnung schema- tisch dargestellt: und in der nachfolgenden Beschreibung erläutert. Es zeigen:Two different exemplary embodiments of pressure-controlled fuel injection systems according to the invention, in which fuel is injected at two different fuel pressures, are shown schematically in the drawing. represented table: and explained in the following description. Show it:
Fig. 1 ein Kraftstoffeinspritzsystem mit einem zentralen Druckspeicher für den tieferen Kraf stoffdruck, mit einer zentralen Verteilereinrichtung für den höheren Kraftstoffdruck sowie mit jeweils einer lokalen Ventileinheit für jeden Injektor zum Umschalten zwischen beiden Kraftstoffdrücken; und1 shows a fuel injection system with a central pressure accumulator for the lower fuel pressure, with a central distributor device for the higher fuel pressure and with a local valve unit for each injector for switching between the two fuel pressures; and
Fig. 2 ein der Fig. 1 entsprechendes Einspritzsystem, bei dem sich die lokale Ventileinheit außerhalb des Injektors befindet.FIG. 2 shows an injection system corresponding to FIG. 1, in which the local valve unit is located outside the injector.
Beschreibung der AusführungsbeispieleDescription of the embodiments
Bei dem in Fig. 1 dargestellten druckgesteuerten Kraftstoffeinspritzsystem 1 wird eine zweistufige Hochdruckpum- pe 2 verwendet, um Kraftstoff 3 aus einem Vorratstank 4 mit zwei unterschiedlichen Kraftstoffdrücken zu fördern. In der ersten Stufe wird der Kraftstoff auf einen ersten (tieferen) Druck von ca. 300 bar komprimiert und über eine Förderleitung 5 einem zentralen Druckspeicher 6 (Common Rail) zugeführt, in dem der Kraftstoff unter diesem Druck gespeichert wird. Von dem zentralen Druckspeicher 6 führen mehrere, der Anzahl einzelner Zylinder entsprechende erste Druckleitungen 7 zu den einzelnen, in den Brennraum der zu versorgenden Brennkraftmaschine ragenden Injektoren 8 (Einspritzeinrichtung) . In Fig. 1 ist lediglich einer der Injektoren 8 näher dargestellt. Die zweistufige Hochdruckpumpe 2 kann z.B. eine Nockenpumpe mit Spritzversteller ähnlich der aus DE 35 16 867 AI bekannten Verteilereinspritzpumpe sein.In the pressure-controlled fuel injection system 1 shown in FIG. 1, a two-stage high-pressure pump 2 is used to deliver fuel 3 from a storage tank 4 with two different fuel pressures. In the first stage, the fuel is compressed to a first (lower) pressure of approximately 300 bar and fed via a delivery line 5 to a central pressure accumulator 6 (common rail), in which the fuel is stored under this pressure. A plurality of first pressure lines 7, corresponding to the number of individual cylinders, lead from the central pressure accumulator 6 to the individual injectors 8 (injection device) projecting into the combustion chamber of the internal combustion engine to be supplied. In Fig. 1 only one of the injectors 8 is shown in more detail. The two-stage high-pressure pump 2 can, for example, be a cam pump with a spray adjuster similar to the distributor injection pump known from DE 35 16 867 AI.
In der zweiten Stufe erfolgt die Druckerzeugung auf einen zweiten (höheren) Kraftstoffdruck von ca. 300 bar bis ca. 1800 bar. Über eine Fδrderleitung 9 wird der Kraftstoff einer zentralen Verteilereinrichtung 10 zugeführt, die den Kraftstoff auf zweite Druckleitungen 11 verteilt, die ebenfalls zu den Injektoren 8 abführen. Da die beiden För- derleitungen 5, 9 über ein 2/2 -Wege-Ventil 12 miteinander verbunden sind, wird der höhere Kraftstoffdruck erst aufgebaut, wenn diese Verbindung durch Bestromen des 2/2 -Wege-Ventils 12 unterbrochen wird. Es ist ebenso möglich, daß die beiden Kraftstoffdrücke durch zwei unterschiedli- ehe Pumpen erzeugt werden. Um die Drehzahlabhängigkeit der Druckerzeugung zu reduzieren, kann auch ein zweiter Druckspeicher (Common Rail) , in dem der Kraftstoff unter dem höheren Druck gelagert wird, vor der zentralen Verteilereinrichtung 10 vorgesehen werden.In the second stage, the pressure is generated to a second (higher) fuel pressure of approx. 300 bar to approx. 1800 bar. Via a delivery line 9, the fuel is fed to a central distributor device 10, which distributes the fuel to second pressure lines 11, which also discharge to the injectors 8. Since the two delivery lines 5, 9 are connected to one another via a 2/2-way valve 12, the higher fuel pressure is only built up when this connection is interrupted by energizing the 2/2-way valve 12. It is also possible that the two fuel pressures are generated by two different pumps. In order to reduce the speed dependence of the pressure generation, a second pressure accumulator (common rail), in which the fuel is stored under the higher pressure, can also be provided in front of the central distributor device 10.
Zwischen dem tieferen und dem höheren Kraftstoffdruck kann für jeden Injektor 8 einzeln über eine lokale Verteilereinrichtung 13 (3/2-Wege-Ventil) jederzeit während eines Einspritzzyklusses umgeschaltet werden. Der jeweilige Druck wird dann über eine Druckleitung 14 in einen Düsenraum 15 des Injektors 8 geleitet. Die Einspritzung erfolgt druckgesteuert mit Hilfe eines in einer Führungsbohrung axial verschiebbaren kolbenförmigen Ventilglieds 16 (Düsennadel) , dessen konische Ventildichtfläche 17 mit einer Ventilsitzfläche am Injektorgehäuse zusammenwirkt und so die dort vorgesehenen Einspritzδffnungen 18 verschließt. Innerhalb des Düsenraums 15 ist eine in Öffnungsrichtung des Ventilglieds 16 weisende Druckfläche des Ventilgliedes 16 dem dort herrschenden Druck ausgesetzt, wobei sich der Düsenraum 15 über einen Ringspalt zwischen dem Ventilglied 16 und der Führungsbohrung bis an die Ventildichtfläche 17 des Injektors 8 fortsetzt. Durch den im Düsenraum 15 herr- sehenden Druck wird das die Einspritzöffnungen 18 abdichtende Ventilglied 16 gegen die Wirkung einer Schließkraft (Schließfeder 19) aufgesteuert , wobei der Federraum 20 mittels einer Leckageleitung 21 druckentlastet ist.It is possible to switch between the lower and the higher fuel pressure individually for each injector 8 via a local distributor device 13 (3/2-way valve) at any time during an injection cycle. The respective pressure is then passed via a pressure line 14 into a nozzle space 15 of the injector 8. The injection is pressure-controlled with the aid of a piston-shaped valve member 16 (nozzle needle) which is axially displaceable in a guide bore and whose conical valve sealing surface 17 interacts with a valve seat surface on the injector housing and thus closes the injection openings 18 provided there. Within the nozzle chamber 15 is a pressure surface of the valve member pointing in the opening direction of the valve member 16 16 exposed to the pressure prevailing there, the nozzle chamber 15 continuing through an annular gap between the valve member 16 and the guide bore up to the valve sealing surface 17 of the injector 8. Due to the pressure in the nozzle chamber 15, the valve member 16 sealing the injection openings 18 is opened against the action of a closing force (closing spring 19), the spring chamber 20 being relieved of pressure by means of a leakage line 21.
Eine Voreinspritzung mit dem tieferen Kraftstoffdruck erfolgt bei stromlosem 2/2 -Wege-Ventil 12 durch Bestromen der lokalen Ventileinheit 13. Durch Bestromen des 2/2-We- ge-Ventils 12 erfolgt dann bei unbestromter lokaler Ventileinheit 13 die Haupteinspritzung mit dem höheren Kraft - stoffdruck. Für eine Nacheinspritzung mit dem tieferen Kraftstoffdruck wird die lokale Ventileinheit 13 erneut beströmt .A pre-injection with the lower fuel pressure takes place with de-energized 2/2-way valve 12 by energizing the local valve unit 13. By energizing the 2/2-way valve 12, the main injection with the higher force then takes place when the local valve unit 13 is de-energized - fabric printing. For a post-injection with the lower fuel pressure, the local valve unit 13 is flowed again.
Die lokale Ventileinheit 13 kann entweder Teil des Injek- torgehäuses sein, wie in Fig. 1 gezeigt ist, oder außerhalb des Injektorgehäuses angeordnet sein (Fig. 2) . Im letzteren Fall läßt sich eine kleinere Baugröße des Injektorgehäuses erreichen.The local valve unit 13 can either be part of the injector housing, as shown in FIG. 1, or be arranged outside the injector housing (FIG. 2). In the latter case, a smaller size of the injector housing can be achieved.
Der höhere Kraftstoffdruck kann auch über eine zentraleThe higher fuel pressure can also be via a central one
Druckübersetzungseinheit mit Wiederbefüllung und Steuermechanismus erzeugt werden. Für den höheren Kraftstoffdruck kann ebenfalls ein zentraler Druckspeicher vorgesehen werden. Anstelle von druckgesteuerten Injektoren können auch hubgesteuerte Injektoren eingesetzt werden. Bei einem Kraftstoffeinspritzsystem 1 für eine Brennkraftmaschine, bei dem Kraftstoff mit mindestens zwei unterschiedlich hohen Kraftstoffdrücken über Injektoren 8 in den Brennraum der Brennkraftmaschine eingespritzt werden kann, mit einer zentralen Verteilereinrichtung 10 zum Aufteilen des Kraftstoffes auf die einzelnen Injektoren 8 und mit einem zentralen Druckspeicher 6 für den tieferen Kraftstoffdruck ist jeweils eine Ventileinheit 13 zum Umschalten zwischen den beiden Kraftstoffdrücken lokal für jeden Injektor 8 einzeln vorgesehen. Außerdem ist die zentrale Verteilereinrichtung 10 für den höheren Kraftstoffdruck parallel zum zentralen Druckspeicher 6 für den tieferen Kraftstoffdruck angeordnet . Zur Vergrößerung des Einspritzfensters für die Vor- bzw. Nacheinspritzung wird der tiefere Kraftstoffdruck aus dem zentralen Druckspeicher 6 zugemessen, ohne über die Verteilereinrichtung 10 zu gehen. Pressure translation unit with refill and control mechanism are generated. A central pressure accumulator can also be provided for the higher fuel pressure. Instead of pressure-controlled injectors, stroke-controlled injectors can also be used. In a fuel injection system 1 for an internal combustion engine, in which fuel with at least two different fuel pressures can be injected into the combustion chamber of the internal combustion engine via injectors 8, with a central distributor device 10 for distributing the fuel between the individual injectors 8 and with a central pressure accumulator 6 for the lower fuel pressure, a valve unit 13 for switching between the two fuel pressures is locally provided individually for each injector 8. In addition, the central distributor device 10 for the higher fuel pressure is arranged parallel to the central pressure accumulator 6 for the lower fuel pressure. In order to enlarge the injection window for the pre-injection or post-injection, the lower fuel pressure from the central pressure accumulator 6 is metered in without going through the distributor device 10.

Claims

ω t H p) rt Φ P rtω t H p ) rt Φ P rt
P) P )
PP
01 α01 α
0= o0 = o
P* P *
ΦΦ
Kraftstoffeinspritzsystem nach einem der vorhergehenden Ansprüche, dadurch gekennzeichnet, daß die Injektoren für eine Hubsteuerung ausgebildet sind. Fuel injection system according to one of the preceding claims, characterized in that the injectors are designed for stroke control.
EP00956112A 1999-08-20 2000-08-02 Fuel injection system for an internal combustion engine Expired - Lifetime EP1125044B1 (en)

Applications Claiming Priority (3)

Application Number Priority Date Filing Date Title
DE19939426 1999-08-20
DE19939426A DE19939426A1 (en) 1999-08-20 1999-08-20 Fuel injection system for an internal combustion engine
PCT/DE2000/002554 WO2001014709A1 (en) 1999-08-20 2000-08-02 Fuel injection system for an internal combustion engine

Publications (2)

Publication Number Publication Date
EP1125044A1 true EP1125044A1 (en) 2001-08-22
EP1125044B1 EP1125044B1 (en) 2004-11-03

Family

ID=7918961

Family Applications (1)

Application Number Title Priority Date Filing Date
EP00956112A Expired - Lifetime EP1125044B1 (en) 1999-08-20 2000-08-02 Fuel injection system for an internal combustion engine

Country Status (7)

Country Link
US (1) US6520153B1 (en)
EP (1) EP1125044B1 (en)
JP (1) JP2003507635A (en)
AT (1) ATE281596T1 (en)
DE (2) DE19939426A1 (en)
ES (1) ES2231240T3 (en)
WO (1) WO2001014709A1 (en)

Families Citing this family (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP1359316B1 (en) 2002-05-03 2007-04-18 Delphi Technologies, Inc. Fuel injection system
DE102006006823B3 (en) * 2006-02-14 2007-03-15 Siemens Ag Fuel injecting method for e.g. diesel engine, involves changing phasing between crankshaft and drive shaft to obtain optimum atomization quality, so that injection falls on maximum delivery rate of pump piston
CN101936244A (en) * 2010-04-29 2011-01-05 中国第一汽车集团公司无锡油泵油嘴研究所 Internal combustion engine high pressure fuel system

Family Cites Families (19)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPS49108427A (en) * 1973-02-19 1974-10-15
DE2558789A1 (en) * 1975-12-24 1977-07-14 Bosch Gmbh Robert HIGH PRESSURE FUEL INJECTION DEVICE FOR DIESEL ENGINES
DE3516867A1 (en) * 1985-05-10 1986-11-13 Robert Bosch Gmbh, 7000 Stuttgart FUEL INJECTION PUMP FOR INTERNAL COMBUSTION ENGINES
DE3618447A1 (en) * 1986-05-31 1987-12-03 Bosch Gmbh Robert Fuel injection device for internal combustion engines
JP2719924B2 (en) * 1988-05-10 1998-02-25 株式会社ゼクセル Booster unit injector
DE3907766A1 (en) * 1989-03-10 1990-09-13 Bosch Gmbh Robert STORAGE FUEL INJECTION DEVICE
AT408133B (en) * 1990-06-08 2001-09-25 Avl Verbrennungskraft Messtech INJECTION SYSTEM FOR INTERNAL COMBUSTION ENGINES
JP2882209B2 (en) * 1992-09-11 1999-04-12 三菱自動車工業株式会社 Accumulator type fuel injection device
GB9422864D0 (en) * 1994-11-12 1995-01-04 Lucas Ind Plc Fuel system
US5732679A (en) * 1995-04-27 1998-03-31 Isuzu Motors Limited Accumulator-type fuel injection system
EP0760425B1 (en) * 1995-08-30 2000-11-15 Robert Bosch Gmbh Injection device
DE19535703C2 (en) * 1995-09-26 1997-07-31 Mtu Friedrichshafen Gmbh Fuel injection system
DE19715785C2 (en) * 1997-04-16 1999-12-09 Mtu Friedrichshafen Gmbh Fuel injector for an internal combustion engine for fuel / emulsion operation
DE19738397A1 (en) * 1997-09-03 1999-03-18 Bosch Gmbh Robert Fuel injection system for an internal combustion engine
US6076504A (en) * 1998-03-02 2000-06-20 Cummins Engine Company, Inc. Apparatus for diagnosing failures and fault conditions in a fuel system of an internal combustion engine
AT2960U3 (en) * 1998-07-02 1999-11-25 Avl List Gmbh INTERNAL COMBUSTION ENGINE WITH DIRECT INJECTION
EP1008741B1 (en) * 1998-11-20 2003-04-02 Mitsubishi Jidosha Kogyo Kabushiki Kaisha Accumulator type fuel injection system
DE19939425B4 (en) * 1999-08-20 2005-05-04 Robert Bosch Gmbh Fuel injection system for an internal combustion engine
DE60000255T2 (en) * 1999-09-22 2003-03-27 Mitsubishi Jidosha Kogyo K.K., Tokio/Tokyo Reservoir fuel injection device

Non-Patent Citations (1)

* Cited by examiner, † Cited by third party
Title
See references of WO0114709A1 *

Also Published As

Publication number Publication date
ATE281596T1 (en) 2004-11-15
US6520153B1 (en) 2003-02-18
JP2003507635A (en) 2003-02-25
ES2231240T3 (en) 2005-05-16
DE50008496D1 (en) 2004-12-09
EP1125044B1 (en) 2004-11-03
WO2001014709A1 (en) 2001-03-01
DE19939426A1 (en) 2001-03-01

Similar Documents

Publication Publication Date Title
EP1125049B1 (en) Combined stroke/pressure controlled fuel injection method and system for an internal combustion engine
EP1125058B1 (en) Fuel injection system for an internal combustion machine
EP1125046B1 (en) Fuel injection system for an internal combustion engine with a pressure amplifier
EP1123462B1 (en) Fuel injection device
DE10065103C1 (en) Pressure-controlled fuel injection device has pressure cavity connected by line containing valve directly to pressure storage cavity
DE19939420B4 (en) Fuel injection method and system for an internal combustion engine
EP1123463B1 (en) Fuel injection system for an internal combustion engine
EP1125045B1 (en) Fuel injection system for an internal combustion engine
EP1370762B1 (en) Fuel injection device
EP1273797B1 (en) Fuel injection device
EP1125047B1 (en) Fuel injection device
DE19939425B4 (en) Fuel injection system for an internal combustion engine
EP1125044B1 (en) Fuel injection system for an internal combustion engine
EP1354133B1 (en) Fuel-injection device
EP1080308B1 (en) Fuel injection system for an internal combustion engine comprising a high-pressure pump and two pressure accumulators
DE19910976B4 (en) Fuel injection system for an internal combustion engine, with a multi-stage high-pressure pump and two pressure accumulators
WO2002042636A1 (en) Fuel injection device
EP1144840A1 (en) Fuel injection system
WO2002055872A1 (en) Fuel injection system
DE10128283A1 (en) Fuel injection device for IC engines has fuel injectors, each with pump element and control pressure regulation elements

Legal Events

Date Code Title Description
PUAI Public reference made under article 153(3) epc to a published international application that has entered the european phase

Free format text: ORIGINAL CODE: 0009012

AK Designated contracting states

Kind code of ref document: A1

Designated state(s): AT BE CH CY DE DK ES FI FR GB GR IE IT LI LU MC NL PT SE

17P Request for examination filed

Effective date: 20010903

GRAP Despatch of communication of intention to grant a patent

Free format text: ORIGINAL CODE: EPIDOSNIGR1

GRAS Grant fee paid

Free format text: ORIGINAL CODE: EPIDOSNIGR3

GRAA (expected) grant

Free format text: ORIGINAL CODE: 0009210

AK Designated contracting states

Kind code of ref document: B1

Designated state(s): AT BE CH CY DE DK ES FI FR GB GR IE IT LI LU MC NL PT SE

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: IE

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20041103

Ref country code: FI

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20041103

Ref country code: NL

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20041103

REG Reference to a national code

Ref country code: GB

Ref legal event code: FG4D

Free format text: NOT ENGLISH

REG Reference to a national code

Ref country code: CH

Ref legal event code: EP

REF Corresponds to:

Ref document number: 50008496

Country of ref document: DE

Date of ref document: 20041209

Kind code of ref document: P

REG Reference to a national code

Ref country code: IE

Ref legal event code: FG4D

Free format text: GERMAN

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: SE

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20050203

Ref country code: GR

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20050203

Ref country code: DK

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20050203

GBT Gb: translation of ep patent filed (gb section 77(6)(a)/1977)

Effective date: 20050302

NLV1 Nl: lapsed or annulled due to failure to fulfill the requirements of art. 29p and 29m of the patents act
REG Reference to a national code

Ref country code: ES

Ref legal event code: FG2A

Ref document number: 2231240

Country of ref document: ES

Kind code of ref document: T3

REG Reference to a national code

Ref country code: IE

Ref legal event code: FD4D

PGFP Annual fee paid to national office [announced via postgrant information from national office to epo]

Ref country code: GB

Payment date: 20050720

Year of fee payment: 6

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: AT

Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES

Effective date: 20050802

Ref country code: IT

Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES

Effective date: 20050802

Ref country code: CY

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20050802

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: ES

Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES

Effective date: 20050803

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: LI

Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES

Effective date: 20050831

Ref country code: MC

Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES

Effective date: 20050831

Ref country code: BE

Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES

Effective date: 20050831

Ref country code: CH

Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES

Effective date: 20050831

PLBE No opposition filed within time limit

Free format text: ORIGINAL CODE: 0009261

STAA Information on the status of an ep patent application or granted ep patent

Free format text: STATUS: NO OPPOSITION FILED WITHIN TIME LIMIT

ET Fr: translation filed
PGFP Annual fee paid to national office [announced via postgrant information from national office to epo]

Ref country code: DE

Payment date: 20051021

Year of fee payment: 6

26N No opposition filed

Effective date: 20050804

REG Reference to a national code

Ref country code: CH

Ref legal event code: PL

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: FR

Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES

Effective date: 20060428

REG Reference to a national code

Ref country code: FR

Ref legal event code: ST

Effective date: 20060428

REG Reference to a national code

Ref country code: ES

Ref legal event code: FD2A

Effective date: 20050803

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: DE

Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES

Effective date: 20070301

GBPC Gb: european patent ceased through non-payment of renewal fee

Effective date: 20060802

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: GB

Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES

Effective date: 20060802

BERE Be: lapsed

Owner name: ROBERT *BOSCH G.M.B.H.

Effective date: 20050831

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: PT

Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES

Effective date: 20050403