EP1125045B1 - Systeme d'injection de carburant pour un moteur a combustion interne - Google Patents

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

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Publication number
EP1125045B1
EP1125045B1 EP00958195A EP00958195A EP1125045B1 EP 1125045 B1 EP1125045 B1 EP 1125045B1 EP 00958195 A EP00958195 A EP 00958195A EP 00958195 A EP00958195 A EP 00958195A EP 1125045 B1 EP1125045 B1 EP 1125045B1
Authority
EP
European Patent Office
Prior art keywords
pressure
fuel
injection
injector
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.)
Expired - Lifetime
Application number
EP00958195A
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German (de)
English (en)
Other versions
EP1125045A1 (fr
Inventor
Bernd Mahr
Martin Kropp
Hans-Christoph Magel
Wolfgang Otterbach
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
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Publication date
Application filed by Robert Bosch GmbH filed Critical Robert Bosch GmbH
Publication of EP1125045A1 publication Critical patent/EP1125045A1/fr
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Anticipated expiration legal-status Critical
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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
    • 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
    • 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
    • F02M63/0003—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
    • 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
    • F02M2200/00—Details of fuel-injection apparatus, not otherwise provided for
    • F02M2200/21—Fuel-injection apparatus with piezoelectric or magnetostrictive elements

Definitions

  • the invention is based on a fuel injection system for an internal combustion engine according to the preamble of the claim 1.
  • Such a fuel injection system is, for example through EP 0 711 914 A1.
  • a valve body for example a nozzle needle
  • a closing force for example a closing force
  • the pressure at which fuel emerges from the nozzle chamber into the cylinder is referred to as the injection pressure
  • a system pressure is understood to mean the pressure under which fuel is available or is stored in the injection system.
  • a stroke-controlled fuel injection 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.
  • a displaceable valve member due to the hydraulic interaction of the fuel pressures in a nozzle chamber and in a control chamber.
  • this switchover being able to take place either centrally, ie before the fuel is distributed to the individual cylinders, or locally, ie for each cylinder individually.
  • a disadvantage of this known injection system is that initially all of the fuel must first be compressed to the higher system pressure level, then a part of the fuel back to the lower system pressure level.
  • a stroke-controlled injection system is known from WO 98 09068 A.
  • the fuel from a fuel tank to two different high system pressures each compressed by a pump and conveyed to a pressure accumulator.
  • a valve control can either use the higher or lower system pressure for a Injection can be directed into the nozzle space of an injector.
  • the fuel injection system according to the invention which is pressure-controlled or stroke-controlled can be, has the characteristic features of the to increase the efficiency Claim 1 on.
  • the lower amount of fuel according to the invention leads to the higher system pressure in addition to a higher degree of efficiency and less stress on the Pump components and, since the higher system pressure is not opposite Normal pressure, but only compared to the other high, however Sealing deeper system pressure is a better one Sealing and therefore less leakage.
  • a quantity-controlled two-stage high-pressure pump 2 delivers fuel 3 from a storage tank 4 at high pressure via a delivery line 5 into a central pressure accumulator 6 (high-pressure common rail), of which several, the number individual cylinders discharge corresponding high-pressure lines 7 to the individual injectors 8 (injection device) projecting into the combustion chamber of the internal combustion engine to be supplied. Only one of the injectors 8 is shown in FIG. 1a.
  • a system pressure of approximately 300 bar to 1800 bar can be stored in this pressure accumulator 6.
  • Another central pressure accumulator (low-pressure common rail) 9 is used to inject fuel with a lower system pressure for pre-injection and post-injection (HC enrichment for exhaust gas aftertreatment and soot reduction) as well as for displaying an injection process with a plateau (boat injection) discharge to the injectors 8 analogously to the high-pressure lines 10 .
  • the fuel is compressed to this lower system pressure of, for example, 300 bar and stored in the pressure accumulator 9.
  • the pressure generation is regulated to the higher system pressure up to approximately 1800 bar and stored in the pressure accumulator 6.
  • the injection takes place via a combined local fuel metering with the help of the injectors 8.
  • the injector 8 has a piston-shaped valve member 11 which is axially displaceable in a guide bore and has a conical valve sealing surface 12 at one end, with which it has a valve seat surface on the injector housing of the injector 8 interacts. Injection openings 13 are provided on the valve seat surface of the injector housing.
  • a nozzle chamber 14 and a control chamber 15 are formed within the guide bore.
  • the nozzle chamber 14 arises due to a reduction in the cross section of the valve member 11.
  • the nozzle chamber 14 and the control chamber 15 are continuously connected to one of the two pressure accumulators 6, 9 via pressure lines 16 and 17 and a 3/2-way valve 18 .
  • the nozzle chamber 14 continues through an annular gap between the valve member 11 and the guide bore up to the valve seat surface of the injector housing.
  • a pressure piece 22 to the control chamber 15 is limited.
  • the spring chamber 19 is connected to the storage tank 4 via a leakage line 21 for fuel return.
  • the control chamber 15 has an inlet with a first throttle 28 and an outlet to a pressure relief line 25 with a second throttle 24 , which is controlled by a 2/2-way valve 26 , from the fuel pressure connection.
  • the nozzle chamber 14 continues through an annular gap between the valve member 11 and the guide bore up to the valve seat surface of the injector housing.
  • the pressure piece 22 is pressurized in the closing direction by the pressure in the control chamber 15.
  • the 2/2 and 3/2 way valves 18, 26 are made by electromagnets to open or close or to switch the Fuel lines 7 and 10 actuated.
  • the electromagnets are controlled by a control device that different Operating parameters (engine speed, ...) of the supply Monitor and process the internal combustion engine.
  • the respective pressure in the two pressure reservoirs 6, 9 can detected by means of pressure sensors and by means of a control device be kept constant.
  • the pressure in the control chamber 15 can be reduced, so that the pressure in the nozzle chamber 14 acting in the opening direction exceeds the pressure acting on the valve member 11 in the closing direction ,
  • the valve sealing surface 12 lifts off the valve seat surface and fuel is injected.
  • the relief process of the control chamber 15 and thus the stroke control of the valve member 11 can be influenced by the dimensioning of the throttle 24 and a further throttle 28 .
  • the end of the injection process is initiated by renewed actuation (closing) of the 2/2-way valve 26, which connects the control chamber 15 to the pressure line 17 again, so that a pressure builds up in the control chamber 15 again, the valve member 11 in the closing direction can move.
  • the 3/2-way valve 18 can also be a 2/2-way valve and a check valve to be replaced.
  • Piezo actuators are also used, which are necessary Temperature compensation and a possible force or have path translation.
  • Pressure accumulator for the two system pressures can also be used combined pressure accumulator (combined rail) provided his.
  • An outer pressure storage space encloses the lower system pressure an internal pressure storage space with the higher system pressure. In this way, minor occur Pressure gradients on a housing of the pressure storage spaces exposure to lower material loads and, for example the formation of an even higher pressure in the Allow high pressure storage space.
  • the 3/2-way valve 18 in the fuel injection system shown in FIG. 1 b is not arranged in the injector but instead outside the injector 8 a, for example in the region of the pressure accumulators 6, 9.
  • a smaller size of the injector 8a and an increased injection pressure can be achieved by utilizing wave reflections in the now longer pressure lines 16.
  • fuel is conveyed from a fuel tank 31 to the injectors 32 of four cylinders and from there via injection openings 33 into the combustion chamber 34 of the respective cylinder.
  • a quantity-controlled two-stage high-pressure pump 35 is used to generate two different, high system pressures.
  • the fuel In the first, lower pump stage, the fuel is compressed to a first high system pressure of approximately 300 bar, which is stored in a first pressure accumulator 36 (first rail).
  • first pressure accumulator 36 first rail
  • second, higher pump stage the fuel is compressed to a second, higher system pressure of approximately 300 bar to approximately 1800 bar and then stored in a second pressure accumulator 37 (second rail).
  • a control circuit with a pressure sensor is provided for each of the two pressure accumulators 36, 37.
  • the lower system pressure level can be used for the pre-injection and, if necessary, for the post-injection as well as for the main injection if a low injection pressure is required.
  • a 2/2-way valve 38 for the high pressure side is provided as the switching element for each cylinder or injector 32, the output of which from the low pressure side is provided by a check valve 39 (or by a third / 2-way valve) is disconnected.
  • a 3/2-way valve 40 the respectively prevailing pressure is then conducted via a line 41 into the nozzle chamber 42 of the injector 2, which is designed in a pressure-controlled manner. That is, its nozzle needle 43 , which seals the injection openings 33, is opened by the pressure prevailing in the nozzle chamber 32 against the action of a closing force.
  • an injection with a lower injection pressure takes place by energizing the 3/2-way valve 10.
  • a switch is then made for an injection with a high injection pressure, the check valve 39 causing an undesired return from the high pressure side to the Low pressure side prevented.
  • the 3/2-way valve 40 is switched to leakage 44 . This relieves on the one hand the line 41 and on the other hand the nozzle space 42, so that the spring-loaded nozzle needle 43 closes the injection openings 33 again.
  • valve arrangement formed from the two valves 38, 40 and the check valve 39 is located in the injector 32 in the exemplary embodiment in FIG. 2a, in the injection system shown in FIG. 2b this valve arrangement is outside the injector 32a , for example in the region of the pressure accumulator 36. 37 arranged. In this way, a smaller size of the injector 32a and an increased injection pressure can be achieved by utilizing wave reflections in the now longer injection line.
  • the two-stage high-pressure pump 35 shown in FIG. 2 is replaced by a high-pressure pump 35a which only feeds the first pressure accumulator 37 and a high-pressure pump 35b which only feeds the second pressure accumulator 36.
  • the 3/2-way valves can also each with a combination of two 2/2-way valves be replaced.
  • For switching the two system pressure levels is also an arrangement of 2/2-way valve and check valve possible with a given relief of the injector.

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)

Claims (3)

  1. Système d'injection de carburant (1, 30), fonctionnant avec au moins deux pressions systématiques de niveau différent pour un moteur thermique ayant un premier accumulateur de pression (9, 36) central pour la pression systématique basse et un second accumulateur de pression (6, 37) central, alimenté par une pompe haute pression pour la pression systématique élevée,
    les deux accumulateurs de pression (6, 9, 36, 37) sont reliés en puissance à l'injecteur (8, 8a, 32) de chaque cylindre,
    caractérisé par
    une pompe à haute pression (2, 35) à deux étages dont l'étage bas alimente le premier accumulateur de pression (9, 36) et l'étage haut le second accumulateur de pression (6, 37).
  2. Système d'injection de carburant selon la revendication 1,
    caractérisé en ce que
    l'injecteur (8, 8a) est commandé en translation.
  3. Système d'injection de carburant selon la revendication 1,
    caractérisé en ce que
    l'injecteur (32) est commandé en pression.
EP00958195A 1999-08-20 2000-08-02 Systeme d'injection de carburant pour un moteur a combustion interne Expired - Lifetime EP1125045B1 (fr)

Applications Claiming Priority (3)

Application Number Priority Date Filing Date Title
DE19939424A DE19939424A1 (de) 1999-08-20 1999-08-20 Kraftstoffeinspritzsystem für eine Brennkraftmaschine
DE19939424 1999-08-20
PCT/DE2000/002550 WO2001014710A1 (fr) 1999-08-20 2000-08-02 Systeme d'injection de carburant pour un moteur a combustion interne

Publications (2)

Publication Number Publication Date
EP1125045A1 EP1125045A1 (fr) 2001-08-22
EP1125045B1 true EP1125045B1 (fr) 2004-11-24

Family

ID=7918959

Family Applications (1)

Application Number Title Priority Date Filing Date
EP00958195A Expired - Lifetime EP1125045B1 (fr) 1999-08-20 2000-08-02 Systeme d'injection de carburant pour un moteur a combustion interne

Country Status (6)

Country Link
US (1) US6499465B1 (fr)
EP (1) EP1125045B1 (fr)
JP (1) JP2003507636A (fr)
AT (1) ATE283424T1 (fr)
DE (2) DE19939424A1 (fr)
WO (1) WO2001014710A1 (fr)

Families Citing this family (16)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE10112432A1 (de) * 2001-03-15 2002-09-19 Bosch Gmbh Robert Kraftstoffeinspritzeinrichtung für Brennkraftmaschinen
DE10122245A1 (de) * 2001-05-08 2002-12-12 Bosch Gmbh Robert Leckagereduzierter druckgesteuerter Kraftstoffinjektor
DE10123775B4 (de) * 2001-05-16 2005-01-20 Robert Bosch Gmbh Kraftstoff-Einspritzvorrichtung für Brennkraftmaschinen, insbesondere Common-Rail-Injektor, sowie Kraftstoffsystem und Brennkraftmaschine
JP4013529B2 (ja) * 2001-11-16 2007-11-28 三菱ふそうトラック・バス株式会社 燃料噴射装置
DE10205185A1 (de) * 2002-02-08 2003-08-21 Bosch Gmbh Robert Kraftstoffeinspritzeinrichtung für eine Brennkraftmaschine
EP1378660A3 (fr) * 2002-07-04 2004-01-21 Delphi Technologies, Inc. Systeme d'alimentation en carburant
JP4096652B2 (ja) * 2002-07-30 2008-06-04 三菱ふそうトラック・バス株式会社 増圧型燃料噴射装置
US7219655B2 (en) * 2003-02-28 2007-05-22 Caterpillar Inc Fuel injection system including two common rails for injecting fuel at two independently controlled pressures
DE102004010760A1 (de) * 2004-03-05 2005-09-22 Robert Bosch Gmbh Kraftstoffeinspritzeinrichtung für Brennkraftmaschinen mit Nadelhubdämpfung
FR2894632B1 (fr) * 2005-12-14 2011-06-24 Renault Sas Systeme d'injection de carburant
US20080047527A1 (en) * 2006-08-25 2008-02-28 Jinhui Sun Intensified common rail fuel injection system and method of operating an engine using same
CN102364079B (zh) * 2011-11-21 2013-02-06 哈尔滨工程大学 柴油机多级蓄压分级增压可配置式燃油喷射系统
US10982635B2 (en) * 2012-05-29 2021-04-20 Delphi Technologies Ip Limited Fuel injector and method for controlling the same
EP2669503A1 (fr) * 2012-05-29 2013-12-04 Delphi Technologies Holding S.à.r.l. Injecteur de carburant
RU2531163C2 (ru) * 2013-07-15 2014-10-20 Погуляев Юрий Дмитриевич Способ управления подачей топлива и устройство управления подачей топлива
US20170298887A1 (en) * 2016-04-13 2017-10-19 Cummins Inc. Systems and methods for controlling fuel injection into a plurality of fuel rails

Family Cites Families (9)

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Publication number Priority date Publication date Assignee Title
DE2907279A1 (de) 1979-02-24 1980-08-28 Inst Motorenbau Prof Huber E V Kraftstoffeinspritzsystem fuer verbrennungsmotoren
US4421088A (en) * 1980-07-03 1983-12-20 Lucas Industries Limited Fuel system for compression ignition engine
DE3618447A1 (de) * 1986-05-31 1987-12-03 Bosch Gmbh Robert Kraftstoffeinspritzvorrichtung fuer brennkraftmaschinen
DE3634962A1 (de) * 1986-10-14 1988-04-21 Bosch Gmbh Robert Kraftstoffeinspritzvorrichtung fuer brennkraftmaschinen, insbesondere fuer dieselmotoren
AT408133B (de) * 1990-06-08 2001-09-25 Avl Verbrennungskraft Messtech Einspritzsystem für brennkraftmaschinen
US5357929A (en) * 1993-09-29 1994-10-25 Navistar International Transportation Corp. Actuation fluid pump for a unit injector system
GB9422864D0 (en) * 1994-11-12 1995-01-04 Lucas Ind Plc Fuel system
JP3476202B2 (ja) * 1996-08-29 2003-12-10 三菱ふそうトラックバス株式会社 燃料噴射装置
AT2960U3 (de) * 1998-07-02 1999-11-25 Avl List Gmbh Brennkraftmaschine mit direkter einspritzung

Also Published As

Publication number Publication date
US6499465B1 (en) 2002-12-31
ATE283424T1 (de) 2004-12-15
JP2003507636A (ja) 2003-02-25
WO2001014710A1 (fr) 2001-03-01
DE50008747D1 (de) 2004-12-30
DE19939424A1 (de) 2001-03-08
EP1125045A1 (fr) 2001-08-22

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