EP1310668B1 - Système d'injection de carburant pour un moteur à combustion - Google Patents

Système d'injection de carburant pour un moteur à combustion Download PDF

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Publication number
EP1310668B1
EP1310668B1 EP02022362A EP02022362A EP1310668B1 EP 1310668 B1 EP1310668 B1 EP 1310668B1 EP 02022362 A EP02022362 A EP 02022362A EP 02022362 A EP02022362 A EP 02022362A EP 1310668 B1 EP1310668 B1 EP 1310668B1
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EP
European Patent Office
Prior art keywords
control
injection
pressure
valve
space
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
EP02022362A
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German (de)
English (en)
Other versions
EP1310668A3 (fr
EP1310668A2 (fr
Inventor
Peter Boehland
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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Filing date
Publication date
Application filed by Robert Bosch GmbH filed Critical Robert Bosch GmbH
Publication of EP1310668A2 publication Critical patent/EP1310668A2/fr
Publication of EP1310668A3 publication Critical patent/EP1310668A3/fr
Application granted granted Critical
Publication of EP1310668B1 publication Critical patent/EP1310668B1/fr
Anticipated expiration legal-status Critical
Expired - Lifetime legal-status Critical Current

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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
    • F02M61/00—Fuel-injectors not provided for in groups F02M39/00 - F02M57/00 or F02M67/00
    • F02M61/16—Details not provided for in, or of interest apart from, the apparatus of groups F02M61/02 - F02M61/14
    • F02M61/20—Closing valves mechanically, e.g. arrangements of springs or weights or permanent magnets; Damping of valve lift
    • F02M61/205—Means specially adapted for varying the spring tension or assisting the spring force to close the injection-valve, e.g. with damping of valve lift
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M45/00—Fuel-injection apparatus characterised by having a cyclic delivery of specific time/pressure or time/quantity relationship
    • F02M45/02—Fuel-injection apparatus characterised by having a cyclic delivery of specific time/pressure or time/quantity relationship with each cyclic delivery being separated into two or more parts
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M45/00—Fuel-injection apparatus characterised by having a cyclic delivery of specific time/pressure or time/quantity relationship
    • F02M45/02—Fuel-injection apparatus characterised by having a cyclic delivery of specific time/pressure or time/quantity relationship with each cyclic delivery being separated into two or more parts
    • F02M45/04—Fuel-injection apparatus characterised by having a cyclic delivery of specific time/pressure or time/quantity relationship with each cyclic delivery being separated into two or more parts with a small initial part, e.g. initial part for partial load and initial and main part for full load
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • 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
    • 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
    • F02M57/00—Fuel-injectors combined or associated with other devices
    • F02M57/02—Injectors structurally combined with fuel-injection 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
    • F02M59/00—Pumps specially adapted for fuel-injection and not provided for in groups F02M39/00 -F02M57/00, e.g. rotary cylinder-block type of pumps
    • F02M59/20—Varying fuel delivery in quantity or timing
    • F02M59/36—Varying fuel delivery in quantity or timing by variably-timed valves controlling fuel passages to pumping elements or overflow passages
    • F02M59/366—Valves being actuated electrically

Definitions

  • the invention relates to a fuel injection device for an internal combustion engine according to the preamble of claim 1.
  • Such a fuel injection device is known from EP 0 987 431 A2.
  • This fuel injection device has a high-pressure fuel pump and a fuel injection valve connected thereto for each cylinder of the internal combustion engine.
  • the high-pressure fuel pump has a driven by the internal combustion engine in a lifting pump piston, which limits a pump working space.
  • the fuel injection valve has a pressure chamber connected to the pump working chamber and an injection valve member, by which at least one injection opening is controlled and which is movable by the pressure prevailing in the pressure chamber against a closing force in the opening direction for releasing the at least one injection opening.
  • There is provided a first electrically operated control valve by which a connection of the pump working space is controlled with a discharge space.
  • a second electrically operated control valve by which a connection of a control pressure chamber is controlled with a discharge space.
  • the injection valve member is by the im Control pressure prevailing pressure applied at least indirectly in a closing direction and the control pressure chamber is connected to the pump working space.
  • the first control valve is closed and the second control valve is opened, so that no high pressure can build up in the control pressure chamber and can open the fuel injection valve.
  • the second control valve With the second control valve open, however, fuel flows out of the pump chamber via the control pressure chamber, so that the amount of fuel available for injection of the amount of fuel pumped by the pump piston is reduced and, in addition, the pressure available for injection is reduced. It follows that the efficiency of the fuel injector is not optimal.
  • the fuel injection device with the features of claim 1 has the advantage that the second control valve for fuel injection can be closed, so that no fuel quantity and fuel pressure loss occurs during injection and thus the efficiency of the fuel injection device is improved. Due to the throttle point results in open second control valve as a result of the outflow of fuel into the discharge space, a pressure drop in one of the subspaces of the control pressure chamber, so that acts on the control piston and on this on the injection valve member a greater force in the closing direction than when the second control valve closed, though at least approximately the same pressure prevails in both subspaces.
  • FIG. 1 shows a fuel injection device for an internal combustion engine in a schematic representation
  • Figure 2 is a designated II section of the fuel injection device in an enlarged view
  • Figure 3 is a curve of a pressure at injection openings of a fuel injection valve of the fuel injection device.
  • FIGS. 1 and 2 show a fuel injection device for an internal combustion engine of a motor vehicle.
  • the internal combustion engine is preferably a self-igniting internal combustion engine.
  • the fuel injection device is preferably designed as a so-called pump-nozzle unit and has for each cylinder of the internal combustion engine in each case a high-pressure fuel pump 10 and a fuel injection valve 12 connected thereto, which form a common structural unit.
  • the fuel injection device may also be designed as a so-called pump-line-nozzle system, in which the high-pressure fuel pump and the fuel injection valve each cylinder are arranged separately from each other and connected to each other via a line.
  • the high-pressure fuel pump 10 has a pump body 14 with a cylinder bore 16 in which a pump piston 18 is tightly guided, which is driven at least indirectly by a cam 20 of a camshaft of the internal combustion engine against the force of a return spring 19 in a lifting movement.
  • the pump piston 18 defines in the cylinder bore 16 a pump working chamber 22, in which the delivery stroke of the pump piston 18 compresses fuel under high pressure.
  • the pump working chamber 22 is supplied with fuel from a fuel tank 24 of the motor vehicle.
  • the fuel injection valve 12 has a valve body 26 connected to the valve body 14, which may be formed in several parts, and in which an injection valve member 28 is guided longitudinally displaceably in a bore 30.
  • the valve body 26 At its end region facing the combustion chamber of the cylinder of the internal combustion engine, the valve body 26 has at least one, preferably a plurality of injection openings 32.
  • the injection valve member 28 has, at its end region facing the combustion chamber, an approximately conical sealing surface 34, for example, which cooperates with a valve seat 36 formed in the valve body 26 in its end region facing the combustion chamber, from or after which the injection openings 32 are discharged.
  • annular space 38 is present between the injection valve member 28 and the bore 30 toward the valve seat 36, which merges in its end region remote from the valve seat 36 by a radial widening of the bore 30 into a pressure chamber 40 surrounding the injection valve member 28.
  • the injection valve member 28 has at the level of the pressure chamber 40 by a cross-sectional reduction on a pressure shoulder 42.
  • a biased closing spring 44 At the end of the combustion chamber facing away from the Injection valve member 28 engages a biased closing spring 44, through which the injection valve member 28 is pressed to the valve seat 36 back.
  • the closing spring 44 is arranged in a spring chamber 46 of the valve body 26, which adjoins the bore 30.
  • FIG. 2 connects to the spring chamber 46 at its bore 30 facing away from the end in the valve body 26, a further bore 48, in which a control piston 50 is guided tightly, which is connected to the injection valve member 28.
  • the bore 48 forms a control pressure chamber 52 which is subdivided by the control piston 50 into two subspaces 54, 56 which are tightly separated from one another by the control piston 50.
  • the control piston 50 defines, with its end face facing the injection valve member 28, a first subspace 54 and its end face facing away from the injection valve member 28 a second subspace 56 in the control pressure chamber 52.
  • the control piston 50 is connected to the injection valve member 28 via a piston rod 51 of smaller diameter.
  • the end face of the control piston 50 arranged in the first subspace 54 is somewhat smaller than the end face of the control piston 50 arranged in the second subspace 56.
  • the control pressure chamber 52 is sealed off from the spring chamber 46.
  • the two subspaces 54,56 are connected to each other via a throttle point 55, which is preferably arranged in the form of a bore in the control piston 50, but alternatively can also be arranged in a running outside of the control pressure chamber 52 bypass.
  • a channel 60 leads through the pump body 14 and the valve body 26 to the pressure chamber 40 of the fuel injection valve 12.
  • a channel 62 leads to the control pressure chamber 52 in the second subspace 56 opens.
  • a channel 64 which forms a connection to a discharge space, as can serve at least indirectly the fuel tank 24 or another area in which a low pressure prevails.
  • a connection 66 leads to a relief space 24, which is controlled by a first electrically actuated control valve 68.
  • the control valve 68 may be formed as a 2/2-way valve or as shown in Figure 1 as a 2/3-way valve.
  • the control valve 68 When forming a 2/3-way valve, the control valve 68 can be switched between three switching positions, wherein in a first switching position, the connection 66 is fully open, in a second switching position, the connection 66 is opened via a throttle point 67 and in a third switching position the Compound 66 is completely disconnected.
  • the connection 64 of the control pressure chamber 52 with the relief chamber 24 is controlled by a second electrically operated control valve 70, which may be formed as a 2/2-way valve.
  • a throttle point 71 In the connection of the first portion 54 of the control pressure chamber 52 with the discharge chamber 24, a throttle point 71 may be provided.
  • the control valves 68,70 may comprise an electromagnetic actuator or a piezoelectric actuator and are controlled by an electronic control device 72.
  • FIG. 3 shows the course of the pressure p at the injection openings 32 of the fuel injection valve 12 over the time t during an injection cycle.
  • this fuel is supplied from the fuel tank 24.
  • the fuel injection begins with a pilot injection, wherein the first control valve 68 is brought by the control device 72 in its second switching position or in its third switching position, so that the pump working chamber 22 is connected via the throttle 67 with the discharge chamber 24 and not in the pump working chamber 22 at the second switching position the full high pressure corresponding to Lifting movement of the pump piston 18 can build or can build the full high pressure at the third switching position.
  • the second control valve 70 is also closed.
  • the injection valve member 28 moves in the opening direction 29 and releases the at least one injection port 32.
  • the pilot injection corresponds to an injection phase designated by I in FIG.
  • the first control valve 68 in its first, fully open switching position and / or the second control valve 70 gerbacht in its open switching position.
  • the second control valve 70 is closed by the control device 72. It can be provided that the first control valve 68 is first brought by the control device 70 in its second open position, so that the connection 66 of the pump working chamber 22 is opened to the discharge chamber 24 via the throttle body 67. The main injection then begins with a reduced pressure level, as shown in solid line in FIG. At a later time, the first control valve 68 is brought by the controller 72 in its third, fully closed switching position, so that the pump chamber 22 is separated from the discharge chamber 24 and the fuel injection is carried out at high pressure.
  • the first control valve 68 is brought by the control device 72 already at the beginning of the main injection in its third, fully closed switching position, so that the fuel injection takes place at high pressure, as shown in Figure 3 with a dashed line.
  • the second control valve 68 can be closed by the control device 72 already at the beginning of the main injection. In this case, a pressure curve, as shown in Figure 3 with a dash-dotted line.
  • the second control valve 70 is brought by the control device 72 in its open switching position, so that the control piston 50, a greater force acts in the closing direction and the fuel injection valve 12 closes.
  • the first control valve 68 remains in its third switching position.
  • the second control valve 70 is closed again by the control device 72, so that acts on the control piston 50, a lower force in the closing direction and the fuel injection valve 12 opens.
  • the post-injection corresponds to an injection phase designated III in FIG. 3 and takes place at high pressure.
  • the first control valve 68 is brought by the control device 72 in its first, fully open switching position and the second control valve 70 is brought into its open switching position.

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  • 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 (5)

  1. Installation d'injection de carburant pour un moteur à combustion comportant une pompe à carburant à haute pression (10) et un injecteur (12) relié à celle-ci, pour chaque cylindre du moteur à combustion,
    la pompe à carburant à haute pression (10) ayant un piston de pompe (18) entraîné en translation par le moteur à combustion, ce piston délimitant une chambre de travail (22) de la pompe qui reçoit du carburant d'un réservoir (24),
    l'injecteur (12) ayant une chambre de pression (40) reliée à la chambre de travail (22) de la pompe et une aiguille d'injecteur (28) qui commande au moins un trou d'injection (32) et est entraînée par la pression régnant dans la chambre de pression (40) contre une force de fermeture, dans le sens de l'ouverture (29) pour libérer au moins un trou d'injection (32),
    une première vanne de commande (68) qui commande la liaison (66) entre la chambre de travail (22) de la pompe et une chambre de décharge (24) ainsi qu'une seconde vanne de commande (70) qui commande la liaison (64) entre la chambre de pression de commande (52) de l'injecteur et la chambre de décharge (24),
    l'aiguille d'injecteur (28) étant sollicitée au moins indirectement par la pression régnant dans la chambre de pression de commande (52) reliée à la chambre de travail (22) de la pompe,
    caractérisée en ce qu'
    un piston de commande (50) logé dans la chambre de pression de commande (52), est relié à l'aiguille d'injecteur (28) et subdivise la chambre de pression de commande (52) en deux chambres partielles (54, 56) séparées l'une de l'autre et reliées l'une à l'autre par un point d'étranglement (55), et
    lorsque la seconde vanne de commande (70) est fermée, lorsque la chambre de pression de commande (52) est coupée de la chambre de décharge (24), le piston de commande (50) est soumis dans le sens de fermeture de l'aiguille d'injecteur (28) à une force moindre que lorsque la seconde vanne de commande (70) est ouverte.
  2. Installation d'injection de carburant selon la revendication 1,
    caractérisée en ce que
    le piston de commande (50) est sollicité d'une part par la pression régnant dans la première chambre partielle (54), dans le sens de l'ouverture (29) de l'aiguille d'injecteur (28) et d'autre part par la pression régnant dans la seconde chambre partielle (56) agissant dans le sens de la fermeture de l'aiguille d'injecteur (28),
    la liaison (64) de la chambre de pression de commande (52) à la chambre de décharge (24) débouchant dans la première chambre partielle (54) et
    la liaison (62) de la chambre de pression de commande (52) à la chambre de travail (22) de la pompe débouche dans la seconde chambre partielle (56).
  3. Installation d'injection de carburant selon la revendication 1 ou 2,
    caractérisée en ce que
    le point d'étranglement (55) est prévu dans le piston de commande (50).
  4. Installation d'injection de carburant selon la revendication 2 ou 3,
    caractérisée en ce que
    la première chambre partielle (54) de la chambre de pression de commande (52) est tournée vers l'aiguille d'injecteur (28), et la seconde chambre partielle (56) de la chambre de pression de commande (52) est à l'opposé de l'aiguille d'injecteur (28).
  5. Installation d'injection de carburant selon l'une des revendications précédentes,
    caractérisée en ce que
    le piston de commande (50) est une pièce distincte reliée à l'aiguille d'injecteur (28) par une tige de piston (51) plus petite que la section de l'aiguille d'injecteur.
EP02022362A 2001-11-10 2002-10-08 Système d'injection de carburant pour un moteur à combustion Expired - Lifetime EP1310668B1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE10155406A DE10155406A1 (de) 2001-11-10 2001-11-10 Kraftstoffeinspritzeinrichtung für eine Brennkraftmaschine
DE10155406 2001-11-10

Publications (3)

Publication Number Publication Date
EP1310668A2 EP1310668A2 (fr) 2003-05-14
EP1310668A3 EP1310668A3 (fr) 2004-12-15
EP1310668B1 true EP1310668B1 (fr) 2006-09-20

Family

ID=7705404

Family Applications (1)

Application Number Title Priority Date Filing Date
EP02022362A Expired - Lifetime EP1310668B1 (fr) 2001-11-10 2002-10-08 Système d'injection de carburant pour un moteur à combustion

Country Status (3)

Country Link
US (1) US6779741B2 (fr)
EP (1) EP1310668B1 (fr)
DE (2) DE10155406A1 (fr)

Families Citing this family (7)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE10160258A1 (de) * 2001-12-07 2003-06-18 Bosch Gmbh Robert Kraftstoffeinspritzeinrichtung für eine Brennkraftmaschine
DE10160263A1 (de) * 2001-12-07 2003-06-18 Bosch Gmbh Robert Kraftstoffeinspritzeinrichtung für eine Brennkraftmaschine
US7191762B2 (en) * 2002-03-26 2007-03-20 Volvo Lastvagnar Ab Fuel injection system
DE10358010B3 (de) * 2003-12-11 2005-06-23 Volkswagen Mechatronic Gmbh & Co. Kg Pumpe-Düse-Vorrichtung
DE102004024926A1 (de) * 2004-05-19 2005-12-15 Volkswagen Mechatronic Gmbh & Co. Kg Pumpe-Düse-Einheit
US6976474B1 (en) * 2004-07-19 2005-12-20 Caterpillar Inc. Mechanically actuated, electronically controlled fuel injection system
DE102013210036A1 (de) 2013-05-29 2014-12-04 Robert Bosch Gmbh Hochdruckpumpe für ein Kraftstoffeinspritzsystem

Family Cites Families (10)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US3469793A (en) * 1967-05-11 1969-09-30 Int Harvester Co Fuel injection system
US4200231A (en) * 1978-06-19 1980-04-29 General Motors Corporation Fuel injector nozzle
DE3788406T2 (de) * 1986-09-25 1994-04-14 Ganser Hydromag Zuerich Elektronisch gesteuertes Einspritzsystem.
GB9720003D0 (en) * 1997-09-20 1997-11-19 Lucas Ind Plc Drive circuit
DE19826719A1 (de) * 1998-06-16 1999-12-23 Bosch Gmbh Robert Ventilsteuereinheit für ein Kraftstoffeinspritzventil
GB9820237D0 (en) * 1998-09-18 1998-11-11 Lucas Ind Plc Fuel injector
GB9920352D0 (en) * 1999-08-28 1999-11-03 Lucas Ind Plc Fuel injector
GB9923823D0 (en) * 1999-10-09 1999-12-08 Lucas Industries Ltd Fuel injector
DE19951964A1 (de) * 1999-10-28 2001-05-03 Bosch Gmbh Robert Kraftstoffeinspritzventil für Brennkraftmaschinen
DE19952512A1 (de) * 1999-10-30 2001-05-10 Bosch Gmbh Robert Druckverstärker und Kraftstoffeinspritzsystem mit einem Druckverstärker

Also Published As

Publication number Publication date
EP1310668A3 (fr) 2004-12-15
EP1310668A2 (fr) 2003-05-14
US20030111051A1 (en) 2003-06-19
DE50208195D1 (de) 2006-11-02
DE10155406A1 (de) 2003-05-22
US6779741B2 (en) 2004-08-24

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