EP1186773B1 - Brennstoffeinspritzventil - Google Patents

Brennstoffeinspritzventil Download PDF

Info

Publication number
EP1186773B1
EP1186773B1 EP20010121254 EP01121254A EP1186773B1 EP 1186773 B1 EP1186773 B1 EP 1186773B1 EP 20010121254 EP20010121254 EP 20010121254 EP 01121254 A EP01121254 A EP 01121254A EP 1186773 B1 EP1186773 B1 EP 1186773B1
Authority
EP
European Patent Office
Prior art keywords
fuel
pressure control
displaced
needle
chamber
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
EP20010121254
Other languages
English (en)
French (fr)
Other versions
EP1186773A2 (de
EP1186773A3 (de
Inventor
Yoshimasa Watanabe
Kazuhiro Omae
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.)
Toyota Motor Corp
Original Assignee
Toyota Motor Corp
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 Toyota Motor Corp filed Critical Toyota Motor Corp
Publication of EP1186773A2 publication Critical patent/EP1186773A2/de
Publication of EP1186773A3 publication Critical patent/EP1186773A3/de
Application granted granted Critical
Publication of EP1186773B1 publication Critical patent/EP1186773B1/de
Anticipated expiration legal-status Critical
Expired - Lifetime legal-status Critical Current

Links

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
    • 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
    • F02M45/00—Fuel-injection apparatus characterised by having a cyclic delivery of specific time/pressure or time/quantity relationship
    • F02M45/12—Fuel-injection apparatus characterised by having a cyclic delivery of specific time/pressure or time/quantity relationship providing a continuous cyclic delivery with variable pressure
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • 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
    • 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
    • F02M63/0033—Lift valves, i.e. having a valve member that moves perpendicularly to the plane of the valve seat
    • F02M63/0036—Lift valves, i.e. having a valve member that moves perpendicularly to the plane of the valve seat with spherical or partly spherical shaped valve member ends
    • 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
    • F02M63/004—Sliding valves, e.g. spool valves, i.e. whereby the closing member has a sliding movement along a seat for opening and closing
    • 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
    • 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
    • F02M63/0056—Throttling valves, e.g. having variable opening positions throttling the flow
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • 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
    • F02M63/0059—Arrangements of valve actuators
    • F02M63/0068—Actuators specially adapted for partial and full opening of the valves

Definitions

  • the present invention relates to a fuel injector as well as to a method of fuel injection.
  • Japanese Unexamined Patent Publication No. 8-334072 discloses a fuel injector having a housing with a nozzle, a needle movably accommodated in a needle accommodating chamber formed in the housing, and a control valve for controlling a displacement of the needle.
  • the control valve is displaced by the pressure applied to the fuel injector, and is displaced to a zero-displaced position when the fuel pressure is low, to a fully-displaced position when the fuel pressure is high, and to an intermediate position between the zero displaced and the fully-displaced positions when the fuel pressure is medium.
  • the needle can displace fully when the control valve is displaced to the zero-displaced position or a fully-displaced position, and can displace partly when the control valve is displaced to the intermediate position.
  • control valve In the displacement of the control valve from the zero-displaced position to the fully-displaced position, the control valve must pass the intermediate position in which the displacement of the needle is limited. This may prevent a rapid displacement of the needle to open the nozzle fully.
  • the object of the invention is to provide a fuel injector and a method of fuel injection for enabling a rapidly displacing the needle.
  • a fuel injector 1 comprises a housing 2 and a needle 3.
  • the housing 2 includes a nozzle holder 2a with a pair of nozzles 4, a casing body 2b, a actuator casing 2c, and chamber defining members 2d, 2e, 2f, 2g, and 2h.
  • the needle 3 includes a needle body 3a and a plurality of piston members 3b, and is accommodated in a needle accommodating chamber 5 formed in the housing 2, movably along its longitudinal axis. The needle 3 is displaced to open or close the nozzles 4.
  • a fuel supply conduit 6 is formed in the housing 2 from a fuel inlet 7 formed in the housing 2 to the nozzles 4.
  • the fuel inlet 7 is connected to a high pressure fuel source such as a common rail (not shown) with a constant fuel pressure.
  • a pressure control chamber 8 is defined between the top end of the needle 3 and an inner wall of the needle accommodating chamber 5.
  • a displacement control piston 9 is axially and movably accommodated to divide the pressure control chamber 8 into first and second pressure control chambers 8a and 8b.
  • the first pressure control chamber 8a is defined between the bottom end of the displacement control piston 9 and the top end of the needle 3
  • the second pressure control chamber 8b is defined between the top end of the displacement control piston 9 and the inner wall of the needle accommodating chamber 5.
  • the displacement control piston 9 includes an annular shoulder 9a, which limits a downward displacement of the piston 9 together with an annular shoulder 5a formed in the needle accommodating chamber 5. Note that an upward displacement of the piston 9 is limited by contact between the top end of the piston 9 and the top end wall of the needle accommodating chamber 5.
  • a valve chamber 10 is also formed in the housing 2, which is connected to the pressure control chamber 8 via a discharging conduit. Specifically, the valve chamber 10 is connected to the first pressure control chamber 8a via a first discharging conduit 11a, and is connected to the second pressure control chamber 8b via a second discharging conduit 11b.
  • the pressure control chambers 8a and 8b and the valve chamber 10 are filled with fuel.
  • Relief conduits 12, formed in the housing 2 extend from the valve chamber 10 to a fuel outlet 13 formed in the housing 2.
  • the fuel outlet 13 may be connected to a fuel tank (not shown).
  • a pressure control valve 14 is movably accommodated in the valve chamber 10 along its longitudinal axis.
  • the pressure control valve 14 includes a ball-shaped member 14a and a rod-shaped member 14b, integral with each other.
  • the pressure control valve 14 is driven by an actuator 15, of a piezo-electronic type, accommodated in the housing 2.
  • the actuator 15 controls an axial displacement of the pressure control valve 14 though a control of a fuel pressure in a fuel-filled chamber 16 between the actuator 15 and the pressure control valve 14.
  • a fuel pressure in the chamber 16 increases, and thus the pressure control valve 14 displaces downwardly.
  • the actuator shrinks along its longitudinal axis a fuel pressure in the chamber 16 drops, and thus the pressure control valve 14 displaces upwardly.
  • the fuel supply conduit 6 includes a fuel collecting chamber 17, formed therein, in which a pressure receiving surface 3c, formed on the needle, is arranged. Accordingly, the needle 3 is urged by the fuel pressure, in the fuel collecting chamber 17, in a direction in which the needle 3 opens the nozzles 4. The needle 3 is also urged by a compressed spring 18, arranged between the needle 3 and the inner wall of the needle accommodating chamber 5, in a direction in which the needle 3 closes the nozzles 4.
  • a high fuel pressure conduit 19 branches off from the fuel supply conduit 6, and is connected to the first and the second pressure control chambers 8a and 8b via first and second inflowing conduit 20a and 20b, respectively.
  • the high fuel pressure conduit 19 is also connected to the valve chamber 10 via a third inflowing conduit 20c.
  • first and second discharging conduits 11a and 11b, and the first, second, and third inflowing conduits 20a, 20b, 20c include chokes formed therein.
  • the flow resistance of the second inflowing conduit 20b is set smaller than that of the first inflowing conduit 20a, and the flow resistance of the second discharging conduit 11b is set larger than that of the first discharging conduit 11a.
  • a hydro erosive grinding is applied only in a direction from the valve chamber 10 to the pressure control chamber 8b, so that a discharge coefficient of the second discharging conduit 11b in a direction from the second pressure control chamber 8b to the valve chamber 10 is set smaller than that in a direction from the valve chamber 10 to the pressure control chamber 8b. Therefore, the pressure in the second pressure control chamber 8b is easily increased but difficult to reduce, with respect to the pressure in the first pressure control chamber 8a.
  • Fig. 2 shows the case where the pressure control valve 14 is in a zero-displaced position. In this position, the pressure control valve 14 prevents communication between the valve chamber 10 and the relief conduits 12, and connects the valve chamber 10 with the high fuel pressure conduit 19. In this condition, fuel in the high fuel pressure conduit 19 flows into the first pressure control chamber 8a, via the first inflowing conduit 20a, and via the third inflowing conduit 20c, the valve chamber 10, and the first discharging conduit 11a. Also, fuel flows into the second pressure control chamber 8b via the second inflowing conduit 20b, and via the third inflowing conduit 20c, the valve chamber 10, and the second discharging conduit 11b.
  • the top of the needle 3 and the bottom of the displacement control piston 9 are spaced apart from each other by a distance D1
  • the top of the piston 9 and the top of the inner wall of the needle accommodating chamber 5 are spaced apart from each other by a distance D2, as shown in Fig. 3.
  • Fig. 4 shows the case where the pressure control valve 14 is in an intermediate position or is displaced by a small displacement SD from the zero-displacement position.
  • the pressure control valve 14 partly connects the valve chamber 10 with the relief conduits 12, and connects the valve chamber 10 with the high fuel pressure conduit 19.
  • fuel flows into the first pressure control chamber 8a via the first inflowing conduit 20a.
  • fuel in the first pressure control chamber 8a flows out therefrom via the first discharging conduit 11a and the valve chamber 10 to the relief conduits 12. Therefore, the pressure in the first pressure control chamber 8a drops.
  • the upward force acting on the needle 3 exceeds the downward force acting on the needle 3, and thus the needle 3 is displaced upwardly.
  • the upward displacement of the needle 3 is limited by an abutment of the needle 3 with the displacement control piston 9, as shown in Fig. 5. In this way, the needle 3 is displaced by the displacement D1 or partly opens the nozzles 4, by the small displacement of the pressure control valve 14.
  • Fig. 5 shows the case where the pressure control valve 14 is in a fully-displaced position or is displaced by a full displacement FD from the zero-displacement position. In this position, the pressure control valve 14 connects the valve chamber 10 with the relief conduits 12, and prevents communication between the valve chamber 10 and the high fuel pressure conduit 19. In this condition, the pressure in the first pressure control chamber 8a is kept low because fuel in the first pressure control chamber 8a flows out therefrom via the first discharging conduit 11a and the valve chamber 10 to the relief conduits 12.
  • the displacement control piston 9 is displaced upwardly until it contacts with the inner wall of the needle accommodating chamber 5, and is kept its uppermost position.
  • the needle 3 is also displaced upwardly until it contacts with the displacement control piston 9. Therefore, the needle 3 is displaced by the displacement D2 from the condition shown in Fig. 4 or fully opens the nozzles 4, by the full displacement of the pressure control valve 14.
  • Figs. 6 to 11 shows various embodiments of the fuel injection.
  • the displacement VD of the pressure control valve 14 is made equal to and is temporarily kept at the small displacement SD, and then is made equal to and is temporarily kept at the full displacement FD. Then, the valve displacement VD is returned to zero.
  • the needle displacement ND is first made equal to and is temporarily kept at the displacement D1, and thus the fuel injection with a fuel injection rate FIR being a low rate RL is performed.
  • the needle displacement ND is then increased to D1 + D2, and thus the fuel injection with the fuel injection rate FIR being a high rate RH is performed.
  • the fuel injection shown in Fig. 6 is started with the low injection rate RL, and therefore, a generation of NO x , and the combustion noise, are suppressed.
  • valve displacement VD is continuously increased from the zero-displaced position to the fully-displaced position, and kept at the full displacement FD for a preset time. Then, the valve displacement VD is returned to zero.
  • a displacing rate of the pressure control valve 14 is set so that the needle displacement ND is first made equal to and is temporarily kept at the displacement D1 and then the needle displacement ND is increased to D1 + D2, as in the embodiment shown in Fig. 6.
  • the fuel injection with a fuel injection rate FIR being the low rate RL is first performed, and then the fuel injection with the fuel injection rate FIR being the high rate RH is performed.
  • the pressure in the second pressure control chamber 8b is easily increased but is difficult to reduce, with respect to the pressure in the first pressure control chamber 8a. Therefore, even if the valve displacement VD is smaller than the small displacement SD, the needle 3 starts displacing upwardly when the upward force acting on the needle 3 exceeds the downward force acting on the needle 3. Further, even if the valve displacement VD is larger than the small displacement SD, the needle displacement ND is kept at the displacement D1 as long as the displacement control piston 9 is kept at its lowermost position. This means that no precise control of the displacement of the pressure control valve 14 is necessary in order to displace the needle 3 by the displacement D1.
  • Fig. 8 shows a low-rate fuel injection in which the displacement VD of the pressure control valve 14 is made equal to, and is temporarily kept at, the small displacement SD, and then is returned to zero.
  • the needle displacement ND is made equal to, and is temporarily kept at, the displacement D1
  • the fuel injection with the low rate RL is performed.
  • the low-rate injection provides a fuel jet having a low penetration force.
  • valve displacement VD may be temporarily kept at a displacement larger than the small displacement SD, and then, may be temporarily kept at the small displacement SD, when the low-rate fuel injection should be performed. This promotes a rapid displacement of the needle 3 to open the nozzles 4.
  • Fig. 10 shows a high-rate fuel injection in which the displacement VD of the pressure control valve 14 is made equal to, and is temporarily kept at, the full displacement FD, and then is returned to zero.
  • the needle displacement ND is made equal to, and is temporarily kept at, the displacement D1 + D2, and the fuel injection with the high rate RH is performed.
  • the high-rate injection provides a jet of fuel having a high penetration force.
  • Fig. 11 shows an embodiment of fuel injections performed in one combustion cycle of an engine, including a main fuel injection and additional fuel injections which is performed in addition to the main fuel injection.
  • the main fuel injection M in the form of the high-rate injection may be performed around the top dead center of the intake stroke of the engine.
  • a first additional injection A1 in the form of the low-rate injection is performed in the intake stroke, and a second additional injection A2 in the form of the high-rate injection is then performed at the end of the compression stroke.
  • the first additional injection A1 in the form of the low-rate injection serves to form an air-fuel mixture spreading over the combustion chamber while preventing an adhesion of the additional fuel on the cylinder wall.
  • the second additional injection A2 in the form of the high-rate injection serves to position the additional fuel near the fuel injected by the main fuel injection M, to thereby suppress generation of smoke.
  • a third additional injection A3 in the form of the high-rate injection is performed at the top of the power stroke, and a fourth additional injection A4 in the form of the low-rate injection is then performed in the power or exhaust stroke.
  • the third additional injection A3 in the form of the high-rate injection serves to enhance mixing of an air-fuel mixture in the combustion chamber.
  • the fourth additional injection A4 in the form of the low-rate injection serves to feed a reducing agent to a catalyst provided in the exhaust passage for reducing NO x while preventing an adhesion of the additional fuel on the cylinder wall.
  • Fig. 12 shows another embodiment of the fuel injection, in which the first inflowing conduit 20a is omitted. In this case, the fuel flows into the first pressure control chamber 8a via the first discharging conduit 11a.
  • the needle displacement increases when the valve displacement increases.
  • the pressure control valve 14 displaces from the zero-displaced position to the fully-displaced position, it is prevented that the nozzle is first displaced to its fully-displaced position and then its intermediate position. Therefore, a rapid displacement of the needle 3 is ensured.
  • the actuator 15 is connected to the pressure control valve 14 via the fuel-filled chamber 16, and therefore, no precise control of a displacement of the actuator 15 is necessary. Even if the actuator 15 undesirably extends or shrinks according to its temperature, an undesirable change of the pressures in the first and second pressure control chambers 8a and 8b is prevented.
  • the fuel is fed to the fuel injector 1 at a constant fuel pressure.
  • the pressure of fuel supplied to the fuel injector 1 may vary according to the engine operating condition. In this case, if the fuel pressure becomes high, an amount of the actually injected fuel becomes large and, if the fuel pressure becomes low, the amount of the actually injected fuel becomes small.
  • the low-rate injection may be performed when the fuel pressure is higher than an upper threshold, and the high-rate injection is performed when the fuel pressure is lower than a lower threshold. This avoids an excess or a lack of fuel fed to the engine. Further, when the fuel pressure is high, it is unnecessary to discharge a part of fuel in the fuel injector 1 therefrom to reduce the amount of the actually injected fuel.
  • a pressure sensor may be provided in the common rail. Alternatively, it may be judged on the basis of the engine operating condition. Specifically, the fuel pressure will become high during a rapid deceleration just after a heavy-load operation of the engine.
  • the needle 3 closes the nozzles 4 when the pressure control valve 14 is in the zero-displaced position, partly opens the nozzles 4 when the valve 14 is in the intermediate position, and fully opens the nozzles 4 when the valve 14 is in the fully-displaced position.
  • the needle 3 closes the nozzles 4 when the valve 14 is in the fully-displaced position, partly opens the nozzles 4 when the valve 14 is in the intermediate position, and fully opens the nozzles 4 when the valve 14 is in the zero-displaced position.
  • the embodiments described above include the displacement control piston 9 arranged in the pressure control chamber 8.
  • the piston 9 may be omitted to provide a single pressure control chamber, a single inflowing conduit, and a single discharging conduit.
  • a fuel injector comprising a housing with a nozzle, a needle movably accommodated in a needle accommodating chamber formed in the housing, for opening or closing the nozzle, a pressure control chamber defined between the needle and an inner wall of the needle accommodating chamber and filled with a fuel, a displacement of the needle depending on the fuel pressure in the pressure control chamber, a pressure control valve movably provided in the housing for controlling the fuel pressure in the pressure control chamber; and an actuator for controlling a displacement of the pressure control valve.
  • the needle is displaced to a position in which it closes the nozzle when the pressure control valve is displaced to the zero-displaced position, is displaced to a position in which it partly opens the nozzle when the pressure control valve is displaced to an intermediate position, and is displaced to a position in which it fully opens the nozzle when the pressure control valve is displaced to a fully-displaced position.

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 (15)

  1. Kraftstoffeinspritzeinrichtung (1) mit:
    einem Gehäuse (2) mit einer Düse (4);
    einer Nadel (3), die beweglich in einer in dem Gehäuse (2) ausgebildeten Nadelunterbringungskammer (5) zum Zwecke des Öffnens oder Schließens der Düse (4) untergebracht ist;
    einer Drucksteuerkammer (8), die zwischen der Nadel (3) und einer Innenwand der Nadelunterbringungskammer (5) definiert ist und mit Kraftstoff gefüllt ist, wobei ein Versetzen der Nadel (3) von dem Kraftstoffdruck in der Drucksteuerkammer (8) abhängig ist;
    einem Drucksteuerventil (14), das beweglich in dem Gehäuse (2) vorgesehen ist, um den Kraftstoffdruck in der Drucksteuerkammer (8) zu steuern; und
    einem Betätigungsglied (15) für ein Steuern eines Versatzes des Drucksteuerventils (14);
    wobei die Nadel (3) durch ein erstes Versetzen versetzt wird, wenn das Drucksteuerventil (14) zu der Null-Versatz-Position versetzt wird,
    wobei die Nadel (3) durch ein zweites Versetzen versetzt wird, wenn das Drucksteuerventil (14) zu der gänzlich versetzten Position versetzt ist,
    wobei die Nadel (3) durch ein drittes Versetzen versetzt wird, wenn das Drucksteuerventil (14) zu einer Zwischenposition zwischen der Null-Versatz-Position und der gänzlich versetzten Position versetzt ist, und
    wobei das dritte Versetzen zwischen dem ersten Versetzen und dem zweiten Versetzen liegt,
    wobei die Nadel (3) die Düse (4) dann schließt, wenn sie durch das erste Versetzen versetzt ist, wobei die Nadel (3) teilweise die Düse (4) dann öffnet, wenn sie durch das dritte Versetzen versetzt ist, und wobei die Nadel (3) gänzlich die Düse (4) dann öffnet, wenn sie durch das zweite Versetzen versetzt ist,
    wobei ein Versatzsteuerkolben (9) beweglich in der Drucksteuerkammer (8) untergebracht ist, wobei der Versatzsteuerkolben (9) die Drucksteuerkammer (8) in eine erste und in eine zweite Drucksteuerkammer (8a, 8b) teilt,
    wobei die erste Drucksteuerkammer (8a) zwischen dem Versatzsteuerkolben (9) und der Nadel (3) definiert ist und
    wobei die zweite Drucksteuerkammer (8b) zwischen dem Versatzsteuerkolben (9) und der Innenwand der Nadelunterbringungskammer (5) definiert ist, wobei eine Ventilkammer (10), die mit Kraftstoff gefüllt ist, in dem Gehäuse (2) ausgebildet ist, um in ihr das Drucksteuerventil (14) unterzubringen, wobei eine Kraftstoffhochdruckquelle mit der zweiten Drucksteuerkammer (8b) und der Ventilkammer (10) über einen zweiten bzw. einen dritten Einströmkanal (20b, 20c) jeweils verbunden ist, und wobei die erste und die zweite Drucksteuerkammer (8a, 8b) mit der Ventilkammer (10) über einen ersten bzw. einen zweiten Abgabekanal (20a, 20b) jeweils verbunden sind, und wobei das Drucksteuerventil (14) eine Verbindung zwischen der Ventilkammer (10) und einem Entlastungskanal (12) und eine Verbindung (19) zwischen der Ventilkammer (10) und der Kraftstoffhochdruckquelle steuert.
  2. Kraftstoffeinspritzeinrichtung gemäß Anspruch 1, wobei das Drucksteuerventil (14) eine Verbindung zwischen der Ventilkammer (10) und dem Entlastungskanal (12) verhindert und die Ventilkammer (10) mit der Kraftstoffhochdruckquelle verbindet, wenn es zu der Null-Versatz-Position versetzt ist, wobei das Drucksteuerventil (14) teilweise die Ventilkammer (10) mit dem Entlastungskanal (12) verbindet und die Ventilkammer (10) mit der Kraftstoffhochdruckquelle verbindet, wenn es zu der Zwischenposition versetzt ist, und wobei das Drucksteuerventil (14) die Ventilkammer (10) mit dem Entlastungskanal (12) verbindet und eine Verbindung zwischen der Ventilkammer (10) und der Kraftstoffhochdruckquelle verhindert, wenn es zu der gänzlich versetzten Position versetzt ist.
  3. Kraftstoffeinspritzeinrichtung gemäß Anspruch 1, wobei die erste Drucksteuerkammer (8a) mit der Kraftstoffhochdruckquelle über einen ersten Einströmkanal (20a) verbunden ist.
  4. Kraftstoffeinspritzeinrichtung gemäß Anspruch 3, wobei der Strömungswiderstand des zweiten Einströmkanals (20a) geringer als jener des ersten Einströmkanals (20a) eingestellt ist.
  5. Kraftstoffeinspritzeinrichtung gemäß Anspruch 1, wobei der Strömungswiderstand des zweiten Abgabekanals (11b) größer als derjenige des ersten Abgabekanals (11a) eingestellt ist.
  6. Kraftstoffeinspritzeinrichtung gemäß Anspruch 1, wobei ein Abgabekoeffizient des zweiten Abgabekanals (11b) in einer Richtung von der zweiten Drucksteuerkammer (8b) zu der Ventilkammer (10) geringer als jener in einer Richtung von der Ventilkammer (10) zu der zweiten Druckstrahlkammer (8b) eingestellt ist.
  7. Kraftstoffeinspritzeinrichtung gemäß Anspruch 1, wobei die Kraftstoffhochdruckquelle einen Kraftstofflieferkanal (6) aufweist, der sich von dem Gehäuse (2) zu der Düse (4) erstreckt.
  8. Verfahren zum Einspritzen von Kraftstoff mit einer Kraftstoffeinspritzeinrichtung gemäß einem der Ansprüche 1-7, wobei
    das Drucksteuerventil (14) zu der Zwischenposition versetzt wird und vorübergehend bei dieser gehalten wird, so dass die Nadel (3) vorübergehend teilweise die Düse (4) öffnet, und dann zu der gänzlich versetzten Position versetzt wird, so dass die Nadel (2) die Düse (4) gänzlich öffnet, und dann zu der Null-Versatz-Position zurückkehrt, so dass die Nadel (3) die Düse (4) schließt.
  9. Verfahren zum Einspritzen von Kraftstoff mit einer Kraftstoffeinspritzeinrichtung gemäß einem der Ansprüche 1-7, wobei
    das Drucksteuerventil (14) von der Null-Versatz-Position zu der gänzlich versetzten Position fortlaufend versetzt wird, wobei eine Versatzrate des Drucksteuerventils (14) so eingestellt ist, dass die Nadel (3) vorübergehend die Düse (4) teilweise öffnet und dann die Düse (4) gänzlich öffnet.
  10. Verfahren zum Einspritzen von Kraftstoff mit einer Kraftstoffeinspritzeinrichtung gemäß einem der Ansprüche 1-7, wobei
    die Kraftstoffeinspritzeinrichtung wahlweise entweder eine Kraftstoffeinspritzung mit geringer Rate, bei der das Drucksteuerventil (14) zu der Zwischenposition versetzt wird und dann zu der Null-Versatz-Position zurückkehrt, oder eine Kraftstoffeinspritzeinrichtung mit einer hohen Rate, bei der das Drucksteuerventil (14) zu der gänzlich versetzten Position versetzt wird und dann zu der Null-Versatz-Position zurückkehrt, ausführt.
  11. Verfahren gemäß Anspruch 10, wobei
    vor einem Hauptkraftstoffeinspritzen die Kraftstoffeinspritzeinrichtung zusätzlich die Kraftstoffeinspritzung mit einer geringen Rate und wiederum die Kraftstoffeinspritzeinrichtung mit einer hohen Rate ausführt.
  12. Verfahren gemäß Anspruch 10, wobei
    nach einem Hauptkraftstoffeinspritzen die Kraftstoffeinspritzeinrichtung (1) zusätzlich die Kraftstoffeinspritzung mit der hohen Rate und wiederum die Kraftstoffeinspritzung mit der niedrigen Rate ausführt.
  13. Verfahren gemäß Anspruch 10, wobei
    wenn die Kraftstoffeinspritzeinrichtung (1) die Kraftstoffeinspritzung mit der niedrigen Rate ausführen soll, das Drucksteuerventil (14) vorübergehend um einen Versatz versetzt wird, der größer als ein Versatz ist, der für die Zwischenposition erforderlich ist.
  14. Verfahren gemäß Anspruch 10, wobei
    wenn der Druck des Kraftstoffes, der zu der Kraftstoffeinspritzeinrichtung (1) geliefert wird, höher als ein oberer Grenzwert ist, die Kraftstoffeinspritzeinrichtung (1) die Kraftstoffeinspritzung mit der niedrigen Rate ausführt.
  15. Verfahren gemäß Anspruch 10, wobei
    wenn der Druck des Kraftstoffes, der zu der Kraftstoffeinspritzeinrichtung (1) geliefert wird, niedriger als ein unterer Grenzwert ist, die Kraftstoffeinspritzeinrichtung (1) die Kraftstoffeinspritzung mit der hohen Rate ausführt.
EP20010121254 2000-09-06 2001-09-05 Brennstoffeinspritzventil Expired - Lifetime EP1186773B1 (de)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
JP2000275012 2000-09-06
JP2000275012A JP3804421B2 (ja) 2000-09-06 2000-09-06 燃料噴射装置

Publications (3)

Publication Number Publication Date
EP1186773A2 EP1186773A2 (de) 2002-03-13
EP1186773A3 EP1186773A3 (de) 2004-01-07
EP1186773B1 true EP1186773B1 (de) 2005-01-19

Family

ID=18760696

Family Applications (1)

Application Number Title Priority Date Filing Date
EP20010121254 Expired - Lifetime EP1186773B1 (de) 2000-09-06 2001-09-05 Brennstoffeinspritzventil

Country Status (4)

Country Link
EP (1) EP1186773B1 (de)
JP (1) JP3804421B2 (de)
DE (1) DE60108454T2 (de)
ES (1) ES2231365T3 (de)

Families Citing this family (11)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE10152268A1 (de) * 2001-10-20 2003-04-30 Bosch Gmbh Robert Einspritzventil
DE102005027853A1 (de) * 2005-06-16 2006-12-21 Robert Bosch Gmbh Kraftstoffeinspritzventil für Brennkraftmaschinen
DE102006009069A1 (de) * 2006-02-28 2007-08-30 Robert Bosch Gmbh Brennstoffeinspritzventil
DE102007035739A1 (de) * 2007-07-30 2009-02-05 Robert Bosch Gmbh Kraftstoffeinspritzventileinrichtung
JP5210791B2 (ja) * 2008-10-08 2013-06-12 株式会社日本自動車部品総合研究所 燃料噴射装置
DE102010040316A1 (de) * 2010-09-07 2012-03-08 Robert Bosch Gmbh Kraftstoffinjektor
JP5056966B2 (ja) * 2011-03-10 2012-10-24 株式会社豊田自動織機 燃焼制御装置
JP5745934B2 (ja) * 2011-05-23 2015-07-08 株式会社日本自動車部品総合研究所 燃料噴射制御装置
JP6130280B2 (ja) 2013-09-25 2017-05-17 日立オートモティブシステムズ株式会社 燃料噴射装置の駆動装置
JP6726130B2 (ja) * 2017-04-13 2020-07-22 日立オートモティブシステムズ株式会社 燃料噴射装置の駆動装置
JP2020041509A (ja) * 2018-09-12 2020-03-19 日立オートモティブシステムズ株式会社 内燃機関の制御装置、および燃料噴射弁

Family Cites Families (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPH08334072A (ja) 1995-06-06 1996-12-17 Nissan Motor Co Ltd 内燃機関の燃料噴射制御装置
DE19624001A1 (de) * 1996-06-15 1997-12-18 Bosch Gmbh Robert Kraftstoffeinspritzvorrichtung für Brennkraftmaschinen
DE19741850A1 (de) * 1997-09-23 1999-03-25 Bosch Gmbh Robert Eispritzventil
JP3557996B2 (ja) * 1999-06-21 2004-08-25 トヨタ自動車株式会社 燃料噴射装置

Also Published As

Publication number Publication date
EP1186773A2 (de) 2002-03-13
ES2231365T3 (es) 2005-05-16
EP1186773A3 (de) 2004-01-07
DE60108454D1 (de) 2005-02-24
JP2002081358A (ja) 2002-03-22
JP3804421B2 (ja) 2006-08-02
DE60108454T2 (de) 2005-06-30

Similar Documents

Publication Publication Date Title
KR100634031B1 (ko) 내연기관의 연료공급장치
JP5549293B2 (ja) 燃料噴射装置
EP1186773B1 (de) Brennstoffeinspritzventil
KR20000069080A (ko) 내연기관용 연료 분사 장치
JPH06323220A (ja) 内燃機関の燃料噴射装置
CN100360787C (zh) 气体燃料供给装置
GB2324343A (en) A control valve for a high pressure fuel pump in a fuel supply system providing pre-injection and main injection for an i.c. engine
JP2003328898A (ja) 内燃機関用の燃料噴射装置
US6427664B1 (en) Pressure booster for a fuel injection system for internal combustion engines
US6598811B2 (en) Pressure controlled injector for injecting fuel
KR20010082242A (ko) 연료 어큐뮬레이터 분사 시스템용 자기 인젝터
US6637409B2 (en) Fuel injection device for internal combustion engines
EP1184563B1 (de) Kraftstoffeinpritzventil
JPS6120303Y2 (de)
JP2005500467A (ja) 内燃機関に用いられる燃料噴射装置
JP2636361B2 (ja) ユニットインジェクタ
JP3610112B2 (ja) ディーゼル機関の燃料供給装置
EP1065368A2 (de) Kraftstoffeinspritzventil
KR930000211Y1 (ko) 다종 연료 고압 분사장치
US20040020458A1 (en) Method for operating a pump-nozzle unit and a corresponding pump-nozzle unit
JPS62126259A (ja) ガス噴射弁駆動用の作動油制御装置
JP2526856B2 (ja) 二種の燃料を順次に噴射可能な燃料噴射装置
JP2760040B2 (ja) ユニットインジェクタの燃料供給排出装置
EP1359319B1 (de) Brennstoffeinspritzventil
JP2953667B2 (ja) 住復ピストン機関の燃焼室内に燃料を噴射する装置

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

17P Request for examination filed

Effective date: 20010905

AK Designated contracting states

Kind code of ref document: A2

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

AX Request for extension of the european patent

Free format text: AL;LT;LV;MK;RO;SI

RIC1 Information provided on ipc code assigned before grant

Ipc: 7F 02M 59/46 B

Ipc: 7F 02M 47/02 A

Ipc: 7F 02M 45/12 B

PUAL Search report despatched

Free format text: ORIGINAL CODE: 0009013

AK Designated contracting states

Kind code of ref document: A3

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

AX Request for extension of the european patent

Extension state: AL LT LV MK RO SI

17Q First examination report despatched

Effective date: 20040210

GRAP Despatch of communication of intention to grant a patent

Free format text: ORIGINAL CODE: EPIDOSNIGR1

AKX Designation fees paid

Designated state(s): DE ES FR GB IT SE

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): DE ES FR GB IT SE

REG Reference to a national code

Ref country code: GB

Ref legal event code: FG4D

REG Reference to a national code

Ref country code: SE

Ref legal event code: TRGR

REG Reference to a national code

Ref country code: IE

Ref legal event code: FG4D

REF Corresponds to:

Ref document number: 60108454

Country of ref document: DE

Date of ref document: 20050224

Kind code of ref document: P

REG Reference to a national code

Ref country code: ES

Ref legal event code: FG2A

Ref document number: 2231365

Country of ref document: ES

Kind code of ref document: T3

ET Fr: translation filed
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

26N No opposition filed

Effective date: 20051020

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

Ref country code: FR

Payment date: 20080915

Year of fee payment: 8

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

Ref country code: GB

Payment date: 20080910

Year of fee payment: 8

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

Ref country code: DE

Payment date: 20080919

Year of fee payment: 8

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

Ref country code: ES

Payment date: 20080930

Year of fee payment: 8

Ref country code: SE

Payment date: 20080908

Year of fee payment: 8

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

Ref country code: IT

Payment date: 20080927

Year of fee payment: 8

EUG Se: european patent has lapsed
GBPC Gb: european patent ceased through non-payment of renewal fee

Effective date: 20090905

REG Reference to a national code

Ref country code: FR

Ref legal event code: ST

Effective date: 20100531

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: 20090930

Ref country code: DE

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

Effective date: 20100401

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: 20090905

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

Ref country code: IT

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

Effective date: 20090905

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 NON-PAYMENT OF DUE FEES

Effective date: 20090906

REG Reference to a national code

Ref country code: ES

Ref legal event code: FD2A

Effective date: 20110714

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: 20110704

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: 20090906