EP1287254A1 - Disposition d'injection pour un systeme d'injection de carburant a accumulateur dans un moteur a combustion interne - Google Patents

Disposition d'injection pour un systeme d'injection de carburant a accumulateur dans un moteur a combustion interne

Info

Publication number
EP1287254A1
EP1287254A1 EP01929262A EP01929262A EP1287254A1 EP 1287254 A1 EP1287254 A1 EP 1287254A1 EP 01929262 A EP01929262 A EP 01929262A EP 01929262 A EP01929262 A EP 01929262A EP 1287254 A1 EP1287254 A1 EP 1287254A1
Authority
EP
European Patent Office
Prior art keywords
fuel
valve
chamber
control chamber
path
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
EP01929262A
Other languages
German (de)
English (en)
Other versions
EP1287254B1 (fr
Inventor
Wolfgang Stoecklein
Dietmar Schmieder
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 EP1287254A1 publication Critical patent/EP1287254A1/fr
Application granted granted Critical
Publication of EP1287254B1 publication Critical patent/EP1287254B1/fr
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
    • 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
    • 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
    • F02M2547/00—Special features for fuel-injection valves actuated by fluid pressure
    • F02M2547/001—Control chambers formed by movable sleeves
    • 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

Definitions

  • the invention relates to an injection arrangement for a fuel storage injection system of an internal combustion engine according to the kind defined in the preamble of claim 1.
  • Fuel storage injection systems, common-rail injection systems, for a multi-cylinder internal combustion engine have a high-pressure fuel distributor or rail, from which several high-pressure fuel supply paths each lead to an injection nozzle protruding into one of the cylinder combustion chambers of the internal combustion engine.
  • the fuel injection into the respective combustion chamber is controlled by means of a nozzle needle, which opens and closes the respective injection nozzle depending on the pressure in a control chamber.
  • a nozzle needle which opens and closes the respective injection nozzle depending on the pressure in a control chamber.
  • an always open inlet channel is provided, through which fuel under the rail pressure from the respective fuel supply path into the Control chamber can flow.
  • Fuel can be drained from the control chamber via a separate drainage path and pressure relaxation can thus be brought about in the control chamber.
  • the pressure level in the control chamber and thus the position of the nozzle needle can be influenced by optionally opening and closing a shut-off valve arranged in the discharge path.
  • Tax chamber again. This increase in pressure pushes the nozzle needle back against its seat and closes the injection nozzle.
  • the drainage path and the inlet channel are designed so that when the drain is open, eg the flow rate of the fuel flowing off via the drainage path is greater than the flow rate of the fuel flowing through the inlet channel, so that the fuel volume in the control chamber is effectively smaller.
  • the dosing accuracy of the amount of fuel injected is largely determined by the speed at which the injector can be opened and closed. When the nozzle is closed, it may be due to the comparatively small passage cross section of the inlet channel that the fuel is insufficient Quantity flows to achieve sufficiently fast closing times.
  • the opening of the bypass channel into the discharge path can cause disturbances in the flow behavior of the fuel when it flows out of the control chamber.
  • unavoidable flow edges at the mouth parts can lead to eddies which ultimately prevent the amount of fuel required to open the injection nozzle from flowing out of the control chamber at the desired speed.
  • the delayed opening of the injection nozzle can then have a negative effect on the dosing accuracy.
  • the junction of the bypass channel lies in the drainage path in the area of the valve chamber. It has been shown that this localization of the junction undesirable Disruptions in the flow behavior of the fuel flowing out of the control chamber can be kept very low. Since increased turbulence of the fuel flow must generally be expected anyway in the area of the valve chamber, the additional swirling effect of the flow edges of the confluence point can take a back seat to this turbulence.
  • bypass channel If the bypass channel is open, fuel - if there is a pressure drop - flows from the fuel supply path via the bypass channel into the drain path and increases the pressure there. While this effect is desired when the injection nozzle is closed in order to fill the control chamber more quickly, when the injection nozzle is opened, the fuel flow entering the discharge path via the bypass channel can in some cases considerably hinder the outflow of the fuel from the control chamber and thus result in a delayed opening the injector.
  • the junction of the bypass channel has also proven to be advantageous in this regard.
  • bypass channel In the area of the valve chamber there is sufficient design freedom to allow the bypass channel to open into the drain path in such a way that such obstructions to the fuel drain can be kept as low as possible.
  • the bypass channel can therefore always be open at any time.
  • a discharge throttle will usually be arranged in the discharge path upstream of the valve chamber, by means of which a desired flow of the outflowing fuel can be set.
  • This discharge throttle is preferably at a distance from the valve chamber along the discharge path.
  • the bypass channel opens into the valve chamber and that between the discharge throttle and the
  • the area of the drainage path located in the valve chamber is free of flow edges that arise from the opening of the bypass channel, this area of the drainage path can be optimized in terms of design more easily with regard to a desired flow behavior in the fuel drainage than would be the case if the bypass channel would flow into the discharge path between the discharge throttle and the valve chamber.
  • shut-off element is adjustable in the valve chamber between two opposite valve seats
  • Seat element is designed such that the upstream and downstream sections of the discharge path open into the valve chamber on the two valve seats and that the point of confluence of the bypass channel and the valve chamber — based on the direction in which the fuel drains away — lies between the two valve seats.
  • FIG. 1 shows a schematic, partial representation of an injector assembly of a storage injection system in longitudinal section
  • FIG. 2 schematically shows a quantity map of the injector assembly according to FIG. 1.
  • Rail injection system depicting memory injection system indicated that diesel fuel under a high hen feed pressure of, for example, more than 1500 bar into a distributor pipe or rail 12.
  • the injection nozzle 16 projects in a manner not shown in a cylinder combustion chamber of a multi-cylinder internal combustion engine, for example a motor vehicle internal combustion engine. It is part of an injector assembly, generally designated 18, which can be used as a preassembled unit in a cylinder block of the internal combustion engine.
  • the injector assembly 18 has a housing assembly 20 with a nozzle housing 22 and a valve housing 24.
  • a guide bore 28 is formed which extends along a housing axis 26 and in which an elongated nozzle needle 30 is guided so as to be axially movable.
  • the nozzle needle 30 has a closing surface 34, with which it can be brought into tight contact with a needle seat 36 formed on the nozzle housing 22.
  • Needle seat 36 flows past to nozzle hole arrangement 38. men and there are injected into the combustion chamber essentially under high pressure or rail pressure.
  • the nozzle needle 30 is biased towards its closed position by a biasing spring 42.
  • the biasing spring 42 is accommodated in a spring chamber 44 formed in the nozzle housing 22. It is supported on the one hand by a sleeve 46 sealingly but axially movably receiving the end of the nozzle needle 30 remote from the combustion chamber, with a biting edge biting into the valve housing 24 on the housing assembly 20 and on the other hand by a spring plate 48 attached to the nozzle needle 30 on the nozzle needle 30.
  • the spring plate 48 is supported on a retaining ring 50 inserted into a U groove of the nozzle needle 30.
  • a control chamber 58 is delimited between an end face 56 of the nozzle needle 30, the sleeve 46 and the valve housing 24 which is remote from the combustion chamber and into which an inlet duct 62 with an inlet throttle 60 opens. Fuel from the spring can flow through the inlet channel 62. space 44 flow into the control chamber 58. Fuel can flow out of the control chamber 58 to a relief chamber (not shown in more detail) via an outlet duct 66 designed with an outlet throttle 64.
  • a shut-off valve 70 which can be actuated by means of an electromagnetic or preferably piezoelectric actuator 68, which is only indicated schematically, makes it possible to block the fuel outflow to the relief chamber.
  • a closing force directed axially towards the combustion chamber is exerted on the nozzle needle 30.
  • This closing force axially counteracts an opening force which is exerted on the nozzle needle 30 as a result of the action of the pressure prevailing in the spring chamber 44 or the annular chamber 40 on a step surface 72 formed on the nozzle needle 30. If the shut-off valve 70 is in a closed position and the fuel outflow through the outlet channel 66 is thus blocked, the closing force is greater than the opening force in the stationary state, which is why the nozzle needle 30 then assumes its closed position. If the shut-off valve 70 is then opened, fuel flows out of the control chamber 58.
  • the flow cross-sections of the inlet throttle 60 and the outlet throttle 64 are matched to one another in such a way that the inflow through the inlet duct 62 is weaker than the outflow through the outlet duct 66 and accordingly a net outflow of fuel results.
  • the following Pressure drop in the control chamber 58 causes the closing force to drop below the opening force and the nozzle needle 30 to lift off the needle seat 36.
  • shut-off valve 70 is brought back into a closed position. This blocks the fuel outflow through the outlet channel 64. Fuel continues to flow through the inlet channel 62 from the spring chamber 44 into the control chamber 58, the pressure in the control chamber 58 rising again. As soon as the pressure in the control chamber 58 reaches a level at which the closing force is greater than the opening force, the nozzle needle 30 moves into its closed position, which stops the fuel escaping from the nozzle hole arrangement 38.
  • a bypass duct 74 is therefore provided, by means of which an additional fuel inflow into the control unit 58 can be achieved.
  • the bypass duct 74 branches off from the bore 52 or from the spring chamber 44 and is just like the inlet channel 62 - fed with fuel that is essentially under the rail pressure.
  • bypass duct 74 allows the pressure in the control chamber 58 to rise again to the level required to move the nozzle needle 30 from its open to its closed position faster than when it is filled solely through the inlet duct 62. Ultimately, the amount of fuel injected into the combustion chamber can be metered more finely.
  • Actuator 68 in the sense of keeping the valve 70 open.
  • the ordinate represents the injected fuel quantity M.
  • the solid line L1 shows the relationship between the actuation time and the injection quantity when the bypass channel 74 is present, while the dashed line L2 illustrates this relationship when the bypass channel is missing.
  • the characteristic curve L1 is flatter than the characteristic curve L2. This means that with the same activation time, less fuel emerges from the injection nozzle 16 if the bypass channel 74 is present. The reason for this is that after de-energization of the actuator 68 or after the valve 70 has been closed, the nozzle needle 30, in the absence of a bypass channel 74, takes longer to return from its open position to its closed position than is the case when an additional - rather, fuel flow through the bypass channel 74 accelerates the needle closing.
  • the injection nozzle 16 is thus open for a longer time in the absence of a bypass channel 74 than in the presence of a bypass channel 74. Accordingly, the total fuel output is also greater in the absence of a bypass channel 74.
  • the flatter characteristic curve L1 with the bypass duct 74 present allows the injected fuel quantity to be metered more finely, and thus leads to an injector which is overall less critical.
  • the shut-off valve 70 is designed as a so-called double-switching directional valve, the shut-off element 76 - here a spherical seat element - can be adjusted between two end positions and at least one intermediate position in a valve chamber 78 by means of the actuator 68.
  • the drain channel 66 In the two end positions or valve closing positions, the drain channel 66 is blocked against fuel outflow from the control chamber 58. In the at least one intermediate position or valve opening position, on the other hand, it is released for fuel outflow from the control chamber 58.
  • This configuration of the valve 70 makes it easy to implement a pre-injection and a main injection phase.
  • the shut-off element 76 is moved from a first of the end positions into the second, for the main injection it is moved out of the two ten end position moved back to the first.
  • the time during which the shut-off element 76 is between the two end positions determines the amount of fuel injected for the pre-injection or main injection.
  • the shut-off element 76 can be moved quickly from the first to the second end position for the pre-injection, that is to say without a longer stopover, so that only a little fuel is sprayed out.
  • the shut-off element 76 can be held in the intermediate position for a certain time in order to allow a correspondingly larger amount of fuel to escape.
  • the actuator 68 must be designed as a positioning actuator for this purpose, which also enables the shut-off element 76 to be positioned in the at least one intermediate position.
  • the valve chamber 78 forms a flow connection between an upstream part 66 ′ with respect to the downward direction of the fuel and a downstream part 66 ′′ of the outlet channel 66.
  • a first valve seat 80 for the shut-off element 76 which is designed as a ball or flat seat element, forms a second valve seat 82 at the mouth parts of the upstream part 66 '.
  • the seating of the shut-off element 76 on the first valve seat 80 defines the first of the two end positions mentioned above, the seating on the second valve seat 82 defines the second end position.
  • the shut-off element 76 cannot in FIG be spring-biased in the first end position.
  • the bypass channel 74 also opens into the valve chamber 78.
  • the formation of the valve 70 with two opposite valve seats 80, 82 then has the consequence that in the first end position of the shut-off element 76, i.e. in contact with the first valve seat 80, a fuel flow which accelerates the filling of the control chamber 58 can flow through the bypass channel 74 into the upstream part 66 'of the outlet 66.
  • the outlet channel 66 is designed such that the fuel flowing out of the control chamber 58 cavitates in the outlet throttle 64. This has the advantage that the
  • Fuel flow is independent of the pressure prevailing in the valve chamber 78 and therefore also by a Pressure increase in the valve chamber 78 is not impaired, which can occur when the valve 70 is open due to the inflow of fuel via the bypass channel 74.
  • the outlet throttle 64 is not arranged here directly in front of the valve chamber 78, but at a distance from it.
  • a so-called diffuser 84 is formed between the outlet throttle 64 and the valve chamber 78 and promotes the formation of cavitation in the outlet throttle 64. If the bypass channel 74 would open into the diffuser 84, flow edges at the mouth parts would interfere with, if not prevent, the formation of cavitation. However, because the bypass channel 74 opens into the valve chamber 78 at a distance from the diffuser 84, such disturbances in the cavitation behavior can be avoided.
  • the angle at which the bypass channel 74 opens into the valve chamber 78 can also influence the outflow behavior of the fuel.
  • an acute junction angle of the bypass channel 74 with respect to the drain direction of the fuel can lead to good results.
  • the bypass duct 74 also contains a bypass throttle 86, the design of which is, on the one hand, with regard to the greatest possible fuel flow to the control chamber 58, on the other hand, it is designed with a view to the lowest possible leakage currents that flow unused via the downstream part 66 ′′ of the outlet 66 when the valve 70 is open or the shut-off element 76 abuts the valve seat 82.

Landscapes

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

Abstract

L'invention concerne une disposition d'injection pour un système d'injection de carburant à accumulateur, comportant un injecteur (16), disposé en saillie dans une chambre de combustion et alimenté en carburant à partir d'une rampe (10) d'alimentation en carburant haute pression et par l'intermédiaire d'un circuit (14, 52, 44, 40) d'alimentation en carburant haute pression, ainsi qu'un pointeau (30) ouvrant et fermant l'injecteur en fonction de la pression régnant dans une chambre de commande (58). Le carburant est amené dans la chambre de commande par l'intermédiaire d'une conduite d'alimentation (62) dérivée du circuit d'alimentation en carburant haute pression, une voie d'écoulement (66, 78) permettant au carburant de s'écouler hors de ladite chambre de commande. Sur la voie d'écoulement, une soupape de retenue (70) permet d'obturer une section en aval (66'') par rapport à une section en amont (66'). La section en aval et la section en amont de la voie d'écoulement débouchent dans une chambre de soupape (78), dans laquelle se trouve un élément d'obturation (76) réglable. A partir du circuit d'alimentation en carburant, une conduite de dérivation (74) débouche dans la voie d'écoulement pour déverser dans la chambre de commande un flux de carburant supplémentaire. Afin de gêner le moins possible l'écoulement du carburant, l'embouchure de la conduite de dérivation dans la voie d'écoulement se situe dans la zone de la chambre de soupape.
EP01929262A 2000-05-18 2001-03-24 Disposition d'injection pour un systeme d'injection de carburant a accumulateur dans un moteur a combustion interne Expired - Lifetime EP1287254B1 (fr)

Applications Claiming Priority (3)

Application Number Priority Date Filing Date Title
DE10024702 2000-05-18
DE10024702A DE10024702A1 (de) 2000-05-18 2000-05-18 Einspritzanordnung für ein Kraftstoff-Speichereinspritzsystem einer Verbrennungsmaschine
PCT/DE2001/001159 WO2001088366A1 (fr) 2000-05-18 2001-03-24 Disposition d'injection pour un systeme d'injection de carburant a accumulateur dans un moteur a combustion interne

Publications (2)

Publication Number Publication Date
EP1287254A1 true EP1287254A1 (fr) 2003-03-05
EP1287254B1 EP1287254B1 (fr) 2006-05-24

Family

ID=7642737

Family Applications (1)

Application Number Title Priority Date Filing Date
EP01929262A Expired - Lifetime EP1287254B1 (fr) 2000-05-18 2001-03-24 Disposition d'injection pour un systeme d'injection de carburant a accumulateur dans un moteur a combustion interne

Country Status (8)

Country Link
US (1) US6814302B2 (fr)
EP (1) EP1287254B1 (fr)
JP (1) JP4625228B2 (fr)
KR (1) KR20020019539A (fr)
CZ (1) CZ298185B6 (fr)
DE (2) DE10024702A1 (fr)
ES (1) ES2261403T3 (fr)
WO (1) WO2001088366A1 (fr)

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DE10254749A1 (de) * 2002-11-23 2004-06-17 Robert Bosch Gmbh Kraftstoffeinspritzvorrichtung mit einem 3/3-Wege-Steuerventil zur Einspritzverlaufsformung
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US8448878B2 (en) 2010-11-08 2013-05-28 Caterpillar Inc. Fuel injector with needle control system that includes F, A, Z and E orifices
DE102011077464A1 (de) * 2011-06-14 2012-12-20 Robert Bosch Gmbh Kraftstoffinjektor für eine Brennkraftmaschine
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US8690075B2 (en) 2011-11-07 2014-04-08 Caterpillar Inc. Fuel injector with needle control system that includes F, A, Z and E orifices
DE102011090060A1 (de) 2011-12-28 2013-07-04 Robert Bosch Gmbh Kraftstoffeinspritzventil für Brennkraftmaschinen
DE102012220025A1 (de) 2012-06-29 2014-01-02 Robert Bosch Gmbh Kraftstoffeinspritzventil für Brennkraftmaschinen
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DE102012224398A1 (de) 2012-12-27 2014-07-03 Robert Bosch Gmbh Kraftstoffeinspritzventil für Brennkraftmaschinen
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Also Published As

Publication number Publication date
WO2001088366A1 (fr) 2001-11-22
JP4625228B2 (ja) 2011-02-02
KR20020019539A (ko) 2002-03-12
US6814302B2 (en) 2004-11-09
CZ200282A3 (cs) 2003-06-18
JP2003533636A (ja) 2003-11-11
DE10024702A1 (de) 2001-11-22
US20020134853A1 (en) 2002-09-26
ES2261403T3 (es) 2006-11-16
CZ298185B6 (cs) 2007-07-18
EP1287254B1 (fr) 2006-05-24
DE50109882D1 (de) 2006-06-29

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