EP1311755B1 - Dispositif d'injection de carburant - Google Patents

Dispositif d'injection de carburant Download PDF

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Publication number
EP1311755B1
EP1311755B1 EP01956391A EP01956391A EP1311755B1 EP 1311755 B1 EP1311755 B1 EP 1311755B1 EP 01956391 A EP01956391 A EP 01956391A EP 01956391 A EP01956391 A EP 01956391A EP 1311755 B1 EP1311755 B1 EP 1311755B1
Authority
EP
European Patent Office
Prior art keywords
pressure
valve
filling valve
space
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.)
Expired - Lifetime
Application number
EP01956391A
Other languages
German (de)
English (en)
Other versions
EP1311755A1 (fr
Inventor
Hans-Christoph Magel
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 EP1311755A1 publication Critical patent/EP1311755A1/fr
Application granted granted Critical
Publication of EP1311755B1 publication Critical patent/EP1311755B1/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
    • F02M57/00—Fuel-injectors combined or associated with other devices
    • F02M57/02—Injectors structurally combined with fuel-injection pumps
    • F02M57/022—Injectors structurally combined with fuel-injection pumps characterised by the pump drive
    • F02M57/025—Injectors structurally combined with fuel-injection pumps characterised by the pump drive hydraulic, e.g. with pressure amplification
    • 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
    • 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
    • F02M59/44—Details, components parts, or accessories not provided for in, or of interest apart from, the apparatus of groups F02M59/02 - F02M59/42; Pumps having transducers, e.g. to measure displacement of pump rack or piston
    • F02M59/46—Valves
    • F02M59/462—Delivery valves

Definitions

  • the invention relates to a fuel injection device according to the preamble of patent claim 1.
  • the fuel injection device according to the invention may be formed both stroke-controlled and pressure-controlled.
  • a stroke-controlled fuel injection device is understood to mean that the opening and closing of the injection opening takes place by means of a displaceable valve member due to the hydraulic interaction of the fuel pressures in a nozzle space and in a control space.
  • a pressure reduction within the control chamber causes a stroke of the valve member.
  • the deflection of the valve member by an actuator take place.
  • a pressure-controlled fuel injection device In a pressure-controlled fuel injection device according to the invention, the valve member is moved by the pressure prevailing in the nozzle chamber of an injector fuel pressure against the action of a closing force (spring), so that the injection port for injection of the fuel from the nozzle chamber is released into the cylinder.
  • injection pressure The pressure with which fuel exits the nozzle chamber into a cylinder of an internal combustion engine
  • system pressure is understood to mean the pressure below which fuel is available or stored in the fuel injector.
  • a stroke-controlled injection has become known for example from DE 196 19 523 A1.
  • the achievable injection pressure is limited here by the pressure storage space (rail) and the high pressure pump to about 1600 to 1800 bar.
  • a pressure booster unit is possible, as is known, for example, from US Pat. No. 5,143,291 or US Pat. No. 5,522,545.
  • the disadvantage of these pressure-translated systems lies in a lack of flexibility of the injection and a poor quantity tolerance in the metering of small amounts of fuel.
  • a pressure booster unit arranged in the injector is known from EP 0 691 471 A1.
  • a bypass line for a pressure injection and a pressure chamber of the pressure booster unit are in series, so that the bypass line only continuously is as long as a displaceable piston unit of the pressure booster unit is not moved and is fully retracted.
  • a fuel injection device in which a pressure booster unit is arranged between a pressure storage space and a nozzle space, which has a displaceable piston unit in order to increase the pressure of the fuel to be supplied to the nozzle space.
  • the piston unit for controlling the pressure booster unit has a transition from a larger to a smaller piston cross-section and a difference space formed thereby, which is connected via a filling path with a filling valve to the pressure storage space.
  • EPC for the states DE, FR, GB and IT discloses a fuel injection device in which a pressure booster unit is arranged between a pressure storage space and a nozzle space, which has a displaceable piston unit to increase the pressure of the fuel to be supplied to the nozzle chamber.
  • the piston unit for controlling the pressure booster unit has a transition from a larger to a smaller piston cross-section and a difference space formed thereby, which is connected via a filling path with a filling valve to the pressure storage space.
  • the piston unit is pressed by means of a spring in a low-pressure chamber via a stop for the spring in the region of the larger piston cross section in its initial position.
  • a pressure booster unit is advantageous.
  • a control of the pressure booster unit is used with a simple 2/2-way valve.
  • a throttling can be formed between the valve body and the guide bore.
  • An additional supply line with a preferably small-held throttle serves to initiate the provision of the piston unit. If the filling valve has a spring and corresponding pressure surfaces pressurizable by fuel for switching the filling valve, the valve body of the filling valve can be easily transferred to the closed position of the filling valve.
  • Fig. 1 shows a part of a common rail system.
  • This comprises a pressure booster unit 1, the drive of which is apparent from FIG. 1, and an injector (nozzle needle displaceable to carry out the injection process).
  • the pressure in the formed by a transition from a larger to a smaller piston cross-section differential space 2 is used.
  • the differential space 2 is acted upon by a supply pressure (rail pressure) by connecting the pressure booster unit 1 via a supply line 3 to a common pressure storage space (rail) of the common rail system, not shown in FIG. Then prevail at all pressure surfaces of a piston unit 4, the same pressure conditions (rail pressure).
  • the piston unit 4 is druckausgegfichen.
  • the piston unit 4 is pressed into its starting position.
  • the differential space 2 is depressurized by means of a valve 6 and the pressure booster unit 1 generates a pressure boost according to the area ratio.
  • a valve 6 By this type of control can be achieved that for resetting the pressure booster unit 1 and for refilling a pressure chamber 7, a large primary chamber 8 need not be depressurized. With a small hydraulic ratio, the relaxation losses can be greatly reduced.
  • this type of control of the pressure booster unit 1 can be achieved by means of a simple 2/2-way valve.
  • the throttle 11 and the filling valve 10 connect the differential chamber 2 with standing under supply pressure fuel from the pressure storage chamber.
  • the 2/2-way valve 6 connects the differential chamber 2 to a leakage line 12.
  • To activate the pressure booster unit 11 opens valve 6.
  • the differential chamber 2 is relieved of pressure via the valve 6.
  • the pressure in the differential space 2 drops sharply.
  • the throttle 11 should be designed as small as possible become. The amount of control during injection is reduced.
  • the throttle 11 may be integrated in the valve body or the valve seat in the filling path 13.
  • the throttle 11 may be integrated into the piston unit 4 or formed by the gap leakage of the piston guides. Possibly. can be dispensed with appropriate design and the throttled inlet 13 '.
  • the pressure in the differential space 2 is used to control the filling valve 10. If the pressure drops in the differential chamber 2 during activation of the pressure booster unit 1, the filling valve 10 closes the filling path 13. Thus, no loss can flow through the filling path 13 in the leakage.
  • the valve 6 is closed and in the differential space 2 is built on the throttle 11, the rail pressure. Then the filling valve 10 opens and releases the filling path 13. The required when deferring the piston unit 4 filling the differential space 2 can be done quickly and without strong throttling. As a result, a smaller spring force is required to return. This brings great structural advantages, since in modern engines in the existing space no large spring forces can be realized.
  • the filling valve 10 is designed so that it closes at a certain pressure difference ⁇ p1 between the valve inlet and the differential chamber 2.
  • the valve body 14 has a pressure surface for the valve inlet and a pressure surface for the differential space 2. Furthermore, the valve body 14 is acted upon by an opening spring force. If the pressure in the differential chamber 2 falls below the set pressure difference ⁇ p1 in relation to the pressure in the valve inlet, then the filling valve 10 rises. If the pressure booster unit 1 deactivates, the pressure in the differential chamber 2 rises again and reaches the pressure in the valve inlet minus the pressure difference ⁇ p1, the filling valve opens 10 and the filling path 13 is released again.
  • the pressure difference necessary for switching the filling valve 10 is determined by the spring force and the pressure surfaces.
  • a restriction between the valve body 14 and the valve housing must be present. This can be done, for example, by limiting the valve lift or by throttling between the valve body 14 and its guide bore.
  • the injector is under the pressure of the pressure storage chamber 7.
  • the pressure booster unit 1 is in the starting position. Now, by opening the valve 16, an injection with rail pressure can take place, because a nozzle needle 17 can lift off from a sealing surface 18 as a result of the hydraulic pressure conditions at the nozzle needle 17. If an injection with a higher pressure is desired, the 2/2-way valve 6 is activated (opened) and thus reaches a pressure boost.
  • FIG. 2 An alternative control of the pressure booster unit 1 results from FIG. 2.
  • the inlet to the differential space 2 is regulated by the throttle 11 and the filling valve 19.
  • the inlet side (in front of the sealing seat) of the filling valve 19 is pressure balanced.
  • a pressure surface 20 In the region of the sealing seat is a pressure surface 20 which is acted upon by a pressure present in the differential space 2. If the pressure in the differential chamber 2 below the closing pressure, the pressure force 20 is smaller than the force of a spring 23 and the filling valve 19 closes the filling path 13. If the pressure in the differential chamber 2 on the closing pressure increases, the pressure force on the pressure surface 20 is greater than the force of Spring 23 and the filling valve 19 opens the filling path 13.
  • the piston unit 4 may be formed in one piece as well as in several parts.
  • the filling valve 19 may also be integrated in the piston unit 4.
  • the piston unit 4 may be formed in one piece as well as in several parts.
  • the filling valve 10, 19 may also be integrated in the piston unit 4.

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 (7)

  1. Dispositif d'injection de carburant comprenant, entre une rampe d'accumulation de pression et une chambre d'injecteur, une unité d'amplification de pression (1) avec, pour amplifier la pression du carburant à acheminer vers la chambre d'injecteur, une unité de pistons (4) présentant, pour commander une unité d'amplification de la pression (1), une transition d'une section de piston plus grande vers une section plus petite et une chambre différentielle (2) ainsi formée et raccordée à une soupape de remplissage (10 ; 19) au niveau de la rampe d'accumulation de pression par un chemin de remplissage (13), et avec dans la chambre différentielle (2) un ressort (5) pour pousser l'unité de pistons (4) dans sa position initiale,
    caractérisé en ce que
    la soupape de remplissage (10 ; 19) peut être commandée par les rapports de pression dans la chambre différentielle (2).
  2. Dispositif d'injection de carburant selon la revendication 1,
    caractérisé en ce que
    la chambre différentielle (2) est en outre raccordée par une admission (13') à un étranglement (11) sur la rampe d'accumulation de pression
  3. Dispositif d'injection de carburant selon une ou plusieurs des revendications précédentes,
    caractérisé en ce que
    la soupape de remplissage (19) présente un étranglement dans le siège d'étanchéité.
  4. Dispositif d'injection de carburant selon une ou plusieurs des revendications précédentes,
    caractérisé en ce que
    la soupape de remplissage (10 ; 19) présente un ressort et des surfaces de pression correspondantes qui peuvent être pressurisées par le carburant pour commuter la soupape de remplissage (10 ; 19).
  5. Dispositif d'injection de carburant selon une ou plusieurs des revendications précédentes,
    caractérisé en ce que
    la soupape de remplissage (10 ; 19) est configurée pour être ouverte lorsque la pression dans la chambre différentielle (2) est supérieure à la pression régnant dans l'alimentation de la soupape après déduction de la pression différentielle réglée Δp1.
  6. Dispositif d'injection de carburant selon une ou plusieurs des revendications précédentes,
    caractérisé en ce que
    la soupape de remplissage (10 ; 19) est configurée pour être fermée lorsque la pression dans la chambre de différence (2) est inférieure à la pression régnant dans l'alimentation de la soupape après déduction de la pression différentielle réglée Δp1.
  7. Dispositif d'injection de carburant selon une ou plusieurs des revendications précédentes,
    caractérisé en ce qu'
    une soupape à deux voies (6) prévue entre la chambre différencielle (2) et la conduite de retour (12) commande l'unité d'amplification de la pression (1).
EP01956391A 2000-08-18 2001-07-27 Dispositif d'injection de carburant Expired - Lifetime EP1311755B1 (fr)

Applications Claiming Priority (3)

Application Number Priority Date Filing Date Title
DE10040526 2000-08-18
DE10040526A DE10040526A1 (de) 2000-08-18 2000-08-18 Kraftstoffeinspritzeinrichtung
PCT/DE2001/002845 WO2002014681A1 (fr) 2000-08-18 2001-07-27 Dispositif d'injection de carburant

Publications (2)

Publication Number Publication Date
EP1311755A1 EP1311755A1 (fr) 2003-05-21
EP1311755B1 true EP1311755B1 (fr) 2006-07-12

Family

ID=7652946

Family Applications (1)

Application Number Title Priority Date Filing Date
EP01956391A Expired - Lifetime EP1311755B1 (fr) 2000-08-18 2001-07-27 Dispositif d'injection de carburant

Country Status (5)

Country Link
US (1) US6810856B2 (fr)
EP (1) EP1311755B1 (fr)
JP (1) JP2004506839A (fr)
DE (2) DE10040526A1 (fr)
WO (1) WO2002014681A1 (fr)

Families Citing this family (10)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE10229418A1 (de) * 2002-06-29 2004-01-29 Robert Bosch Gmbh Einrichtung zur Dämpfung des Nadelhubes an Kraftstoffinjektoren
DE10229419A1 (de) 2002-06-29 2004-01-29 Robert Bosch Gmbh Druckübersetzter Kraftstoffinjektor mit schnellem Druckabbau bei Einspritzende
US6854446B2 (en) 2002-07-11 2005-02-15 Toyota Jidosha Kabushiki Kaisha Fuel injection apparatus
DE10247210A1 (de) * 2002-10-10 2004-04-22 Robert Bosch Gmbh Filteranordnung für Kraftstoffeinspritzsysteme
DE10251932B4 (de) * 2002-11-08 2007-07-12 Robert Bosch Gmbh Kraftstoffeinspritzeinrichtung mit integriertem Druckverstärker
DE10315016A1 (de) * 2003-04-02 2004-10-28 Robert Bosch Gmbh Kraftstoffinjektor mit leckagefreiem Servoventil
DE102004010760A1 (de) * 2004-03-05 2005-09-22 Robert Bosch Gmbh Kraftstoffeinspritzeinrichtung für Brennkraftmaschinen mit Nadelhubdämpfung
CA2757646C (fr) 2009-04-06 2020-03-10 Vanda Pharmaceuticals, Inc. Methode de prediction d'une predisposition a la prolongation qt
JP7027956B2 (ja) 2018-02-28 2022-03-02 株式会社Ihi 圧縮比可変機構
DE102019219441A1 (de) * 2019-01-31 2020-08-06 Robert Bosch Gmbh Zweistoffinjektor

Citations (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2001052916A2 (fr) * 2000-01-20 2001-07-26 Robert Bosch Gmbh Systeme d'injection et procede pour injecter un fluide

Family Cites Families (12)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE2803049A1 (de) * 1978-01-25 1979-08-09 Bosch Gmbh Robert Pumpe-duese fuer brennkraftmaschinen
JPS5726261A (en) * 1980-07-24 1982-02-12 Diesel Kiki Co Ltd Fuel injector of internal combustion engine
US4426977A (en) * 1980-12-17 1984-01-24 The Bendix Corporation Dual solenoid distributor pump system
JPS57124073A (en) * 1981-01-24 1982-08-02 Diesel Kiki Co Ltd Fuel injection device
US4417557A (en) * 1981-07-31 1983-11-29 The Bendix Corporation Feed and drain line damping in a fuel delivery system
JPH0199948U (fr) * 1987-12-24 1989-07-05
US5143291A (en) 1992-03-16 1992-09-01 Navistar International Transportation Corp. Two-stage hydraulic electrically-controlled unit injector
JP2885076B2 (ja) 1994-07-08 1999-04-19 三菱自動車工業株式会社 蓄圧式燃料噴射装置
US5522545A (en) 1995-01-25 1996-06-04 Caterpillar Inc. Hydraulically actuated fuel injector
DE19619523A1 (de) 1996-05-15 1997-11-20 Bosch Gmbh Robert Kraftstoffeinspritzventil für Hochdruckeinspritzung
US6053421A (en) 1998-05-19 2000-04-25 Caterpillar Inc. Hydraulically-actuated fuel injector with rate shaping spool control valve
DE19910970A1 (de) 1999-03-12 2000-09-28 Bosch Gmbh Robert Kraftstoffeinspritzeinrichtung

Patent Citations (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2001052916A2 (fr) * 2000-01-20 2001-07-26 Robert Bosch Gmbh Systeme d'injection et procede pour injecter un fluide

Also Published As

Publication number Publication date
EP1311755A1 (fr) 2003-05-21
JP2004506839A (ja) 2004-03-04
US6810856B2 (en) 2004-11-02
DE50110459D1 (de) 2006-08-24
WO2002014681A1 (fr) 2002-02-21
US20030029422A1 (en) 2003-02-13
DE10040526A1 (de) 2002-03-14

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