EP1210513A1 - Dispositif d'injection de carburant pour moteurs a combustion interne - Google Patents

Dispositif d'injection de carburant pour moteurs a combustion interne

Info

Publication number
EP1210513A1
EP1210513A1 EP00958258A EP00958258A EP1210513A1 EP 1210513 A1 EP1210513 A1 EP 1210513A1 EP 00958258 A EP00958258 A EP 00958258A EP 00958258 A EP00958258 A EP 00958258A EP 1210513 A1 EP1210513 A1 EP 1210513A1
Authority
EP
European Patent Office
Prior art keywords
seat
valve
fuel injection
fuel
injection device
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Withdrawn
Application number
EP00958258A
Other languages
German (de)
English (en)
Inventor
Patrick Mattes
Dietmar Schmieder
Wolfgang Stoecklein
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 EP1210513A1 publication Critical patent/EP1210513A1/fr
Withdrawn legal-status Critical Current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
    • 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
    • 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
    • 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
    • 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
    • F02M63/02—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

Definitions

  • the invention relates to a fuel injection device for internal combustion engines according to the preamble of claim 1, as is known from DE 196 24 001 AI.
  • the known device has a valve element which can be actuated by a piezo and which seals or opens the control chamber to a discharge channel in a fuel injection valve.
  • the sealing takes place either via a conical seat formed on the valve member or via a ball seat. Because of this design, when the valve member is lifted from its valve seat on the valve housing, the effect arises that the hydraulically effective seat diameter of the valve member is larger than its geometric seat diameter. The result of this is that an increased opening force has to be exerted by the piezo in order to lift the valve member from its valve seat. This increased opening force reduces the stroke of the piezo or limits the area of application of an upstream hydraulic force-displacement translator.
  • the effect of the hydraulically effective seat diameter of the valve member which is increased in relation to the geometric seat diameter in the case of the cone or ball seats mentioned, can be determined from flow or Explain throttling effects that arise when, when the valve member is lifted from its valve seat, a flow channel with a certain length is formed between the valve member and the valve seat, through which the fuel flows from the control chamber to the drain channel.
  • valve member has executed a certain minimum stroke, the effects described no longer occur.
  • valve member seals the relief chamber both to the relief line connected to the discharge chamber and to the control chamber.
  • the valve member forms, together with the valve housing, an upper and a lower sealing seat, which in the prior art are each designed as a ball or conical seat. Since the valve housing is divided horizontally in the area of the two sealing seats for manufacturing reasons and the valve member has a closing body mounted on the valve stem, a very complex and exact production is necessary so that no lateral forces are not caused on the valve member when changing from one sealing seat to the other aligned sealing seats occur, which in addition to increased wear and tear also results in increased noise.
  • the fuel injection device for internal combustion engines according to the invention with the characterizing feature of claim 1 has the advantage that the flat seat used when lifting the valve member from its valve seat whose hydraulically effective seat diameter is in practice only slightly larger than the geometric seat diameter of the valve member.
  • the hydraulically effective seat diameter corresponds more closely to the geometric seat diameter of the valve member, the smaller the difference in diameter between the opening closed by the valve member and the diameter of the valve member on the valve seat, since very short flow paths for the pressure medium at the valve seat are then created when the valve member is lifted, whereby the flow or throttling effects causing the differently effective seat diameters are reduced.
  • a flat seat can be realized particularly easily in terms of production technology, since the tolerance requirements with regard to the guidance of the valve member with respect to the valve seat are relatively low.
  • valve seat is designed as a flat seat, since the closing member then essentially only has to be aligned with a sealing seat.
  • valve member interacts with a peripheral, raised seat edge on the valve seat.
  • This circumferential seat edge can be realized relatively easily in terms of production technology by means of a bevel.
  • the hydraulically effective seat diameter of the valve member is almost the same as the geometric seat diameter, regardless of the size or diameter of the valve member at the level of the flat seat.
  • Figure 1 is a schematic representation of a fuel injection device according to the invention
  • FIG. 2 shows a fuel injection valve corresponding to section A of FIG. 1 in longitudinal section and FIGS. 3 and 4 modified compared to FIG. 2
  • Fuel injectors also in longitudinal section.
  • a so-called common rail system realizes a fuel injection device with which a large variation of the fuel injection is possible with high injection pressures and little effort, in particular with very precisely controllable injection times and injection quantities.
  • This provides a different type of high-pressure fuel source than is provided by the conventional high-pressure fuel injection pump.
  • the invention is in this so-called common rail system as well as in one Fuel injection pump can be used. However, preference is given to the common rail system.
  • a high-pressure fuel reservoir 1 is provided with respect to a common rail system as a high-pressure fuel source, which is supplied with fuel by a high-pressure fuel delivery pump 2 from a fuel reservoir 4.
  • the pressure in the high-pressure fuel accumulator 1 is controlled by a pressure control valve 5 in conjunction with a pressure sensor 6 via an electrical control device 8. This also controls a fuel injection valve 9.
  • the fuel injection valve 9 has a valve housing 11, which at one end, which is for installation on the
  • Fuel injection valve 9 is controlled by an injection valve member 14.
  • this is designed as an elongated valve needle which has a sealing surface 15 at one end, which cooperates with an internal valve seat.
  • the valve needle is located within a pressure chamber 16 connected to the high-pressure fuel reservoir 1 by a pressure line 17 within the valve housing 11.
  • a compression spring 19 is arranged, which is clamped axially between a valve plate 20 and the valve housing 11 and the injection valve member 14 acts in the closing direction.
  • a plunger 21 is provided coaxially to the compression spring 19, which rests on the one hand on the valve plate 20 and on the other hand dips into a guide bore 22 and there encloses a control chamber 25 with the closed end of the guide bore 22 with its end face 23, which forms a movable wall.
  • This control room 25 opens Inflow channel 26, in which an inlet throttle 27 is arranged, and which, starting from the pressure chamber 16, always delivers fuel under high pressure via the inlet throttle 27 into the control chamber 25.
  • Relief line 31 to a receivable drainage space 32 which can also be the fuel reservoir 4, for example.
  • the relief chamber 30 has an upper region 33 and a lower region 34 facing the control chamber 25.
  • the relief line 31 branches off from the upper area 33, which is smaller in diameter in relation to the lower area 34, on the side opposite the inlet channel 26.
  • a circumferential elevation or a web 35 projects into the lower region 34, the inner wall 36 of which is designed as an extension of the bore wall 37 of the upper region 33.
  • the web 35 On the side facing away from the inner wall 36, the web 35 has a slope 39, so that the web 35 is triangular in the longitudinal section shown in FIG.
  • the end face of the web 35 facing the drain channel 29 forms a peripheral seat edge 40 which, when it interacts with a valve member 42, forms a first sealing seat 41.
  • the valve member 42 is part of a control valve 43, the valve member 42 being able to be brought into the closed or open position by a piezo 45.
  • the valve member 42 has a valve stem 46 and a closing element 47 which adjoins one end of the valve stem 46 and cooperates with the seat edge 40.
  • the valve stem 46 is arranged in the upper region 33 of the relief chamber 30 with radial play.
  • Closing element 47 is hemispherical or spherical section-shaped, with a flat seat surface 48 facing the seat edge 40, to which the valve stem 46 is also connected.
  • the first sealing seat 41 is thus formed as a flat seat by the seat surface 48 and the seat edge 40, the seat surface 48 of the closing element 47 projecting beyond the seat edge 40 in diameter.
  • the fuel injection device described above works as follows:
  • the fuel high-pressure feed pump 2 which is preferably driven synchronously with the internal combustion engine, transfers fuel from the fuel tank 4 into the fuel tank 4
  • High-pressure fuel accumulator 1 is conveyed, the pressure of which is set to a preferably constant value via the pressure control valve 5 in conjunction with the pressure sensor 6. This value can also be changed if necessary.
  • valve member 42 of the control valve 43 is in the closed position shown, is due to the Pressure line 17 supplied fuel also maintained a relatively high pressure in the control chamber 25, which acts on the injection valve member 14 in addition to the compression spring 19 with a closing force via the movable wall 23, so that the injection valve member 14 is brought into the closed position and remains in this position.
  • the control valve 43 is opened, the control chamber 25 can be relieved via the drain channel 29, the relief chamber 30 and the relief line 31 to the drain chamber 32.
  • the first sealing seat 41 As a flat seat when the closing element 47 is lifted from the seat edge 40, only a very short flow path for the fuel from the lower region 34 into the upper region 33 of the relief chamber 30 is created. Thus, there are only very small flow effects which increase the opening force of the piezo 45.
  • the special design of the seat edge 40 on the raised web 35 additionally reduces the effect of the diameter differences between the closing element 47 in the region of the seat surface 48 and the upper region 33, which has an additional positive effect on the required opening force of the piezo 45.
  • valve member 42 If the valve member 42 is now moved again in the direction of the first sealing seat 41, a second injection process, called the main injection, is triggered. This triggering takes place in analogy to the first
  • Injection process by lowering the pressure in the control chamber 25 as a result of fuel flowing out into the drain chamber 32.
  • the main injection is ended as soon as the valve member 42 rests on the seat edge 40 with its seat 48, forming the first sealing seat 41.
  • the closing element 47 shuts off the upper region 33 to the lower region 34 in the relief chamber 30, so that the high fuel pressure is generated again in the control chamber 25, which then brings the injection valve member 14 back into the closed position.
  • FIG. 3 shows the multi-part construction of the valve housing with a lower valve housing part 111 and an upper valve housing part
  • valve stem 461 and the closing element 471 are designed as separate, interconnected components which together form the valve member 421. Furthermore, the web 35 is dispensed with, so that the contact surface on the first sealing seat 411 is enlarged.
  • the conical seat offers advantages in terms of wear resistance and leakage losses.

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)

Abstract

L'invention concerne un dispositif d'injection de carburant pour moteurs à combustion interne, dans lequel une soupape d'injection de carburant (9) présente une tige (21) commandée par un organe (14) de la soupape d'injection, délimitant un espace de commande (25) sollicité en permanence par une pression élevée de carburant, et qui peut être libéré, via une soupape de commande (43) et un conduit d'écoulement (29), vers un compartiment de décharge (32). La soupape de commande (43) présente un organe de soupape (42, 421, 422) qui est commandé par un système piézo (45), ledit organe de soupape formant, conjointement avec un bord du siège (40), un premier siège d'étanchéité (41, 411, 522) comportant un siège plat.
EP00958258A 1999-08-20 2000-08-17 Dispositif d'injection de carburant pour moteurs a combustion interne Withdrawn EP1210513A1 (fr)

Applications Claiming Priority (3)

Application Number Priority Date Filing Date Title
DE19939450A DE19939450A1 (de) 1999-08-20 1999-08-20 Kraftstoffeinspritzvorrichtung für Brennkraftmaschinen
DE19939450 1999-08-20
PCT/DE2000/002782 WO2001014721A1 (fr) 1999-08-20 2000-08-17 Dispositif d'injection de carburant pour moteurs a combustion interne

Publications (1)

Publication Number Publication Date
EP1210513A1 true EP1210513A1 (fr) 2002-06-05

Family

ID=7918976

Family Applications (1)

Application Number Title Priority Date Filing Date
EP00958258A Withdrawn EP1210513A1 (fr) 1999-08-20 2000-08-17 Dispositif d'injection de carburant pour moteurs a combustion interne

Country Status (5)

Country Link
EP (1) EP1210513A1 (fr)
JP (1) JP2003507646A (fr)
KR (1) KR20020029383A (fr)
DE (1) DE19939450A1 (fr)
WO (1) WO2001014721A1 (fr)

Families Citing this family (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE10122245A1 (de) * 2001-05-08 2002-12-12 Bosch Gmbh Robert Leckagereduzierter druckgesteuerter Kraftstoffinjektor
DE102004021652A1 (de) * 2004-05-03 2005-12-01 Siemens Ag Verfahren zum Herstellen eines Injektors
ATE493577T1 (de) * 2004-12-03 2011-01-15 Ganser Hydromag Brennstoffeinspritzventil mit druckverstärkung
KR101314991B1 (ko) 2012-01-25 2013-10-04 홍종한 차량용 피에조 인젝터

Family Cites Families (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
IT220660Z2 (it) * 1990-10-31 1993-10-08 Elasis Sistema Ricerca Fiat Perfezionamenti al sistema di otturatore per alta pressione in una valvola pilota di un iniettore elettromagnetico per sistemi di iniezione del combustibile di motori a combustione interna
DE4406901C2 (de) * 1994-03-03 1998-03-19 Daimler Benz Ag Magnetventilgesteuerter Injektor für eine Brennkraftmaschine
DE19717833A1 (de) * 1996-05-12 1997-11-20 Dualon International S A Hydraulisches Servosteuerelement
DE19624001A1 (de) * 1996-06-15 1997-12-18 Bosch Gmbh Robert Kraftstoffeinspritzvorrichtung für Brennkraftmaschinen
JP3719468B2 (ja) * 1996-09-02 2005-11-24 株式会社デンソー 蓄圧式燃料噴射装置
EP0976924B1 (fr) * 1998-07-31 2003-09-17 Siemens Aktiengesellschaft Injecteur avec une servovalve

Non-Patent Citations (1)

* Cited by examiner, † Cited by third party
Title
See references of WO0114721A1 *

Also Published As

Publication number Publication date
DE19939450A1 (de) 2001-03-01
JP2003507646A (ja) 2003-02-25
WO2001014721A1 (fr) 2001-03-01
KR20020029383A (ko) 2002-04-18

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Inventor name: STOECKLEIN, WOLFGANG

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