EP1342005B1 - Systeme d'injection de carburant pour moteurs a combustion interne - Google Patents

Systeme d'injection de carburant pour moteurs a combustion interne Download PDF

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Publication number
EP1342005B1
EP1342005B1 EP01999740A EP01999740A EP1342005B1 EP 1342005 B1 EP1342005 B1 EP 1342005B1 EP 01999740 A EP01999740 A EP 01999740A EP 01999740 A EP01999740 A EP 01999740A EP 1342005 B1 EP1342005 B1 EP 1342005B1
Authority
EP
European Patent Office
Prior art keywords
pressure
valve
control valve
chamber
fuel injection
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
EP01999740A
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German (de)
English (en)
Other versions
EP1342005A1 (fr
Inventor
Walter Egler
Peter Boehland
Sebastian Kanne
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
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Publication of EP1342005A1 publication Critical patent/EP1342005A1/fr
Application granted granted Critical
Publication of EP1342005B1 publication Critical patent/EP1342005B1/fr
Anticipated expiration legal-status Critical
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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
    • 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
    • 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
    • F02M55/00—Fuel-injection apparatus characterised by their fuel conduits or their venting means; Arrangements of conduits between fuel tank and pump F02M37/00
    • F02M55/04—Means for damping vibrations or pressure fluctuations in injection pump inlets or outlets
    • 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
    • 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
    • F02M63/0003—Fuel-injection apparatus having a cyclically-operated valve for connecting a pressure source, e.g. constant pressure pump or accumulator, to an injection valve held closed mechanically, e.g. by springs, and automatically opened by fuel pressure
    • F02M63/0007—Fuel-injection apparatus having a cyclically-operated valve for connecting a pressure source, e.g. constant pressure pump or accumulator, to an injection valve held closed mechanically, e.g. by springs, and automatically opened by fuel pressure using electrically actuated 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
    • F02M2200/00—Details of fuel-injection apparatus, not otherwise provided for
    • F02M2200/31—Fuel-injection apparatus having hydraulic pressure fluctuations damping elements
    • F02M2200/315—Fuel-injection apparatus having hydraulic pressure fluctuations damping elements for damping fuel pressure fluctuations
    • 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
    • F02M2200/00—Details of fuel-injection apparatus, not otherwise provided for
    • F02M2200/40—Fuel-injection apparatus with fuel accumulators, e.g. a fuel injector having an integrated fuel accumulator

Definitions

  • the invention relates to a fuel injection system for internal combustion engines according to the preamble of claim 1.
  • a fuel injection system for example from the document DE 197 01 879 A1 and comprises a fuel tank from which fuel is conveyed by a high-pressure pump into a high-pressure collecting space.
  • a predetermined high-pressure fuel is maintained by a control device.
  • the high-pressure accumulation lead according to the number of combustion chambers of the engine high-pressure feed lines to a respective fuel injection valve, wherein the fuel injection valve is connectable by a control valve to the high-pressure line.
  • the control valve and the fuel injection valve are often arranged in this case for reasons of space in a housing.
  • the fuel injection valve in this case comprises a valve needle, which is guided in a bore and in the combustion chamber region facing is surrounded by a pressure chamber.
  • a pressure surface is formed, which is acted upon by the fuel in the pressure chamber, so that the valve needle against a closing force performs a longitudinal movement upon reaching a certain opening pressure in the pressure chamber and thus releases at least one injection port, through the fuel from the pressure chamber into the combustion chamber Internal combustion engine passes.
  • the control valve of the fuel injection system is designed as a 3/2-way valve which connects in one position the high-pressure accumulation chamber with the pressure chamber of the fuel injection valve and in a second position, the connection to the high-pressure accumulator interrupts and connects the pressure chamber with a formed in the valve body leakage oil space, which oil leakage space on a Line is connected to the fuel tank, so that there is always a low fuel pressure in the leakage oil space.
  • Switches the control valve from the closed position to the open position a pressure wave is generated, which runs through the inlet channel in the pressure chamber and there leads to a pressure increase, that is, the injection of the fuel is carried out at a pressure which is significantly higher as the pressure in the high-pressure collecting space.
  • the present invention has for its object to construct a fuel injection system that allows accurate metering of injection quantity and precisely deductible main, pre and post injections.
  • the fuel injection system according to the invention with the characterizing features of claim 1 has the advantage that the pressure fluctuations occurring during the closing of the control valve, so when interrupting the connection to the high-pressure accumulation chamber damped by the connection of the first pressure chamber or the high pressure supply line with a damping chamber via a throttle and thus quickly fade away. Therefore, the control valve comes back after closing very quickly in a steady state, so that it is possible to carry out a second injection at a close interval to the previous injection and thereby to be able to control their injection quantity very accurately.
  • the control valve is a 3/2-way valve in a control valve body and includes a control valve member which is longitudinally displaceably guided on a control bore.
  • two pressure chambers are formed in the control bore, wherein the first pressure chamber is connected to the high-pressure accumulation chamber and the second pressure chamber with the pressure chamber formed in the fuel injection valve.
  • the connection In the closed position of the control valve member, the connection is interrupted from the first to the second pressure chamber in the first position, and the second pressure chamber and thus the pressure chamber is connected to a leakage oil chamber and thus depressurized.
  • the connection In the open position of the control valve member, the connection is opened from the first to the second pressure chamber and the connection of the second pressure chamber is interrupted with the leakage oil space, so that the high-pressure accumulation chamber is connected to the pressure chamber.
  • the first pressure chamber is connected via a throttle with a damping chamber, so that pressure oscillations, as in the opening and closing of the control valve in the first pressure chamber and also occur in the high-pressure supply line to be damped.
  • the damping characteristic can be adjusted so that pressure oscillations in the pressure chamber decay completely after a few oscillation periods.
  • the damping chamber is formed as a bore extending in the valve holding body parallel to its longitudinal axis.
  • valve holding body is axially braced against the control valve body with the interposition of an intermediate disc.
  • the bore forming the damping chamber extends in part in the control valve body, through the washer and, to a greater extent, in the valve holding body.
  • the throttle is formed in the intermediate disc, so that by replacing the intermediate disc against one with another throttle, the fuel injection valve can be adapted to the requirements of the respective, without the other fuel injector design changes must be made.
  • the damping chamber consists of two mutually parallel bore sections, both extending in the valve holding body.
  • the two bore portions of the damping chamber are interconnected by a transverse channel, so that it is possible to realize a shorter valve holding body with the same volume of the throttle bore.
  • the two bore sections of the damping chamber are connected by a transverse channel, which is arranged in an intermediate disc, which is arranged between the valve holding body and the valve body. This configuration eliminates a cross connection of the bore sections within the valve holding body, which can only relatively expensive, for example by means of a finger milling cutter, can be made.
  • the formation of the transverse connection in the intermediate disc makes it possible to form both bore sections of the damping chamber starting from one of the end sides of the valve holding body.
  • a closing valve is disposed between the damping chamber and the first pressure chamber, which opens the connection from the first pressure chamber to the damping chamber only when damping is desired.
  • the targeted for injection with the highest possible pressure pressure increase when opening the control valve is slightly lowered by the constant connection of the first pressure chamber with the damping chamber. Therefore, the closing valve interrupts the connection of the first pressure chamber to the damping chamber during the opening phase of the control valve. After completion of the injection, the closing valve is opened, so that the pressure waves in the first pressure chamber are damped quickly as before.
  • the closing valve is controlled by the pressure in the second pressure chamber.
  • the control valve When the control valve is open, at least approximately the same pressure prevails in the second pressure chamber as in the first pressure chamber and the closing valve is closed by this pressure. If the control valve closes the connection from the first to the second pressure chamber, then the pressure in the second pressure chamber drops and the closing valve thereby opens the connection from the first pressure chamber to the damping chamber. Subsequently, the damping of the pressure oscillation takes place in the manner already described. The control by the pressure in the second pressure chamber makes additional electronic activation of the closing valve superfluous.
  • the control valve body is made of a hard steel, while the valve holding body, in which the damping chamber is formed, is made of a relatively soft steel.
  • the control valve is arranged, which contains sealing surfaces, which are exposed to heavy stress. The formation by means of a hard steel wear in the valve seat of the control valve is reduced.
  • a soft steel is advantageous because no seat or sealing surfaces are provided here and thus no strong mechanical stress takes place.
  • the cavity forming the damping space can be formed inexpensively and quickly in the soft steel.
  • a fuel injection valve according to the invention is shown in longitudinal section, which forms a fuel injection system together with the high-pressure fuel supply shown schematically and also shown only schematically drain oil system.
  • fuel is supplied via a fuel line 3 to a high-pressure pump 5, which delivers the fuel under high pressure via a supply line 7 in a high-pressure accumulator 10.
  • a control device not shown in the drawing.
  • high pressure supply lines 12 which are each connected to a fuel injection valve 15, one of which is exemplified in the drawing.
  • the Fuel injection valve 15 is constructed in several parts and comprises a control valve body 17, in which a control valve 50 is arranged.
  • a valve holding body 22 with the interposition of an intermediate disc 19 by means of a clamping nut 20 is axially braced.
  • the valve holding body 22 rests with the interposition of a valve intermediate disk 24 against a valve body 25, which valve body 25 is braced against the valve holding body 22 by means of a clamping nut 27.
  • a bore 30 is formed, at the combustion chamber end of which a substantially conical valve seat 36 is formed, in which at least one injection opening 38 is arranged.
  • a piston-shaped valve needle 32 is arranged, which is sealingly guided in a brennraumabgewandten portion of the bore 30 and which tapers to form a pressure surface 33 to the combustion chamber.
  • the valve needle 32 merges at its combustion-chamber-side end into a substantially conical valve sealing surface 34, which interacts with the valve seat 36 and thus closes the injection openings 38 in the closed position, ie when it rests against the valve seat 36.
  • a pressure chamber 31 which continues as a valve needle 32 surrounded annular channel to the valve seat 36.
  • the pressure chamber 31 is connected via a in the valve body 25, the intermediate valve disc 24, the valve holding body 22, the washer 19 and the control valve body 17 extending inlet bore 28 with the high-pressure accumulator 10 and thus filled with fuel under high pressure.
  • a central opening 83 is formed, which connects the bore 30 with a valve housing 22 formed in the spring chamber 40.
  • the spring chamber 40 is in this case designed as a bore and coaxial with the bore 30 arranged.
  • the central opening 83 has a smaller diameter than the valve needle 32 leading bore 30, so that at the transition of the valve body 25 to the intermediate valve disk 24, a stop shoulder 35 is formed.
  • the axial distance of the combustion chamber facing away from the end face of the valve needle 32 of the stop shoulder 35 of the intermediate valve disc 24 in the closed position of the fuel injection valve defines the opening stroke of the valve needle 32nd
  • the valve needle 32 merges into a pressure pin 37, which is arranged coaxially with the valve needle 32 and is arranged in the central opening 83 of the intermediate valve disk 24.
  • the pressure pin 37 passes into a spring chamber 40 arranged in the spring plate 42, between which and the brennraumabgewandten end of the spring chamber 40 is designed as a helical compression spring closing spring 44 is arranged under pressure bias.
  • the pressure bias of the closing spring 44 can be set across the thickness of a shim 45 which is disposed between the closing spring 44 and the combustion chamber facing away from the end of the spring chamber 40.
  • the valve needle 32 is pressed with the valve sealing surface 34 against the valve seat 36 via the spring plate 42 and the pressure pin 37, thereby closing the injection openings 38.
  • the spring chamber 40 is connected via a drain line 69 to the fuel tank 1, so that in the spring chamber 40 penetrating fuel is discharged into the fuel tank 1, which is why in the spring chamber 40 is always a low fuel pressure.
  • the spring chamber 40 merges into a through hole 46, which is arranged coaxially with the bore 30 and the spring chamber 40 and extends into a discharge chamber 76 formed in the intermediate disk 19.
  • control valve 50 is shown in longitudinal section.
  • the control valve bore 52 is divided into a sealing portion 152 and a smaller diameter guide portion 252.
  • the control valve bore 52 opens the combustion chamber facing away from the combustion chamber formed in a control valve body 17 leakage oil chamber 66 and with its other end in the Abêtraum 76, which via the through hole 46 with the Spring chamber 40 is connected.
  • a first pressure chamber 57 is formed, which is connected via a formed in the control valve body 17 inlet channel 13 with the high-pressure feed line 12 and thus with the high-pressure accumulator 10.
  • a second pressure chamber 58 is formed.
  • the inlet bore 28, which connects the second pressure chamber 58 with the pressure chamber 31 opens.
  • a substantially conical control valve seat 56 is formed on the wall of the control valve bore 52.
  • a control valve member 54 is arranged longitudinally displaceably, which is sealingly guided in the sealing portion 152 of the control valve bore 52.
  • control valve member 54 tapers the valve holding body 22 to form a control valve sealing surface 55 which is substantially conical and cooperates with the control valve seat 56.
  • the control valve member 54 extends through the second pressure chamber 58 into the discharge space 76 formed in the intermediate disk 19, where the control valve member 54 merges into a control portion 62 which is cylindrical and has a diameter which is only slightly smaller than the diameter of the guide portion 252 of the control valve bore 52.
  • the control valve member 54 is guided in the guide portion 252 of the control valve bore 52, wherein the control valve member 54 recesses 60 are formed so that fuel can flow past the guided portion of the control valve member 54.
  • the control valve body 17 facing annular end face 78 of the control section 62 has in the closed position of the control valve member 54, which is when the Steuerventildicht Chemistry 55 abuts the control valve seat 56, an axial distance from the beginning of the control valve bore 52, which corresponds to a Abêthub h a .
  • the control valve member 54 merges into a magnet armature 67, which is arranged in the leakage oil space 66, wherein the leakage oil space 66 is connected to the fuel tank 1 via a leak oil line 73.
  • the armature 67 In the closed position of the control valve member 54, the armature 67 has an axial distance h g from an electromagnet 65 likewise arranged in the leakage oil space 66.
  • the electromagnet 65 surrounds a valve spring 68, which is arranged between a fixed stop, not shown in the drawing and the armature 67 under bias and the control valve member 54 is acted upon in the closed position.
  • the electromagnet 65 is fixedly arranged in the leakage oil space 66 and can exert an attractive force on the armature 67 by suitable energization, which is thereby pulled in the opening direction of the control valve member 54 until it comes to the electromagnet 65 to the plant.
  • This opening stroke of the control valve member 54 takes place against the closing force of the valve spring 68, so that the control valve member 54 is pressed by eliminating the energization of the electromagnet 65 through the valve spring 68 back into the closed position.
  • a line which is designed as a connecting channel 71.
  • the connecting channel 71 extends inclined to the longitudinal axis of the control valve member 54 to the intermediate disc 19.
  • a throttle 72 is formed, via which the connecting channel 71 is connected to a formed in the valve holding body 22 damping chamber 70.
  • the damping chamber 70 is in this case designed as a blind bore, which runs parallel to the longitudinal axis 23 of the valve holding body 22 and the through hole 46.
  • the blind bore forming the damping chamber 70 can, depending on the desired volume of the damping chamber 70, have a different length. It is also possible to form the blind space forming the damping space 70 with different diameters.
  • FIG. 3 shows a further exemplary embodiment of the fuel injection system according to the invention, wherein the same detail enlargement is shown in FIG.
  • the function and the construction correspond exactly to the embodiment shown in Figure 2, but the damping chamber 70 is shown here by a recess in the control valve body 17, which is cylindrical and parallel to the control valve bore 52.
  • the damping chamber is connected via a line, which is designed as a connecting channel 71, near the first pressure chamber 57 with the inlet channel 13.
  • a throttle 72 is arranged, which dampens the flow of fuel through the connecting channel 71. Since the damping space 70 including the communication passage 71 and the throttle 72 are disposed inside the control valve body 17, the valve holding body 22 does not need to be structurally changed from the fuel injection valve without a damping space 70.
  • the damping chamber 70 is in this embodiment not formed as a simple blind hole, but is divided into two bore portions 170, 270 which are formed parallel to each other in the valve holding body 22.
  • the first bore portion 170 of the damping chamber 70 extends from one end face of the valve holding body 22 to the other end, ie from the intermediate disk 19 to the intermediate valve disk 24.
  • the first bore portion 170 of the damping chamber 70 opens into a cross-connection 85, which in cross section oval to kidney-shaped form, as Figure 5 shows in a cross section of the intermediate valve disc 24.
  • a second bore portion 270 of the damping space 70 is formed, which is designed as a blind bore and which is arranged at an angle ⁇ about the longitudinal axis 23 of the valve holding body 22 in relation to the first bore portion 170.
  • the two bore portions 170 and 270 are connected together so that they together form the damping chamber 70.
  • FIG. 5 shows a cross section through the fuel injection valve along the line V-V of FIG.
  • two further Zentrier dampbohronne 88 and 89 are formed in addition to the central opening 83 and the cross-connection 85.
  • centering pins are inserted during assembly of the fuel injection valve, which dip into corresponding holes in the valve holding body 22 and the valve body 25 and thereby ensure an exact positioning of these bodies to each other.
  • the operation of the fuel injection system is as follows:
  • the high-pressure pump 5 promotes through the fuel line.
  • a predetermined high fuel pressure level is maintained by a control device, not shown in the drawing.
  • the pressure level is up to 140 MPa in the usual today high-pressure collection chambers.
  • From the high-pressure accumulator 10, the fuel is passed through the high-pressure feed lines 12 to the fuel injection valves 15. In the fuel injection valve 15, the fuel passes through the inlet channel 13 in the first pressure chamber 57.
  • the control valve 50 in the closed position that is, the solenoid 65 is de-energized and the control valve member 54 by the valve spring 68 with the control valve sealing surface 55 at
  • the second pressure chamber 58 is connected via the recesses 60 with the Abêtraum 76, which communicates through the through hole 46 with the spring chamber 40 in connection, which is connected to the fuel tank 1 is.
  • the damping chamber 70 prevails because of the connecting channel 71, the same pressure as in the first pressure chamber 57 and thus also the same pressure as in the high-pressure accumulator 10.
  • the electromagnet 65 is energized, so that the armature 67 against the force of the valve spring 68 the electromagnet 65 moves toward.
  • the movement of the magnet armature 67 also moves the control valve member 54 and the control valve sealing surface 55 lifts off the control valve seat 56.
  • the first pressure chamber 57 is connected to the second pressure chamber 58.
  • the second pressure chamber 58 remains on the recesses 60 with the Abberichtraum 76 connected so that at the beginning of the lifting movement of the control valve member 54 fuel from the first pressure chamber 57 flows into the second pressure chamber 58 and from this into the Ab tenuraum 76.
  • valve sealing surface 34 from the valve seat 36 and the injection ports 38 are released so that fuel from the pressure chamber 31 flows past the valve needle 32 to the injection ports 38 and is injected from there into the combustion chamber of the internal combustion engine.
  • the valve needle 32 in this case continues its opening stroke until it lies with its side facing away from the combustion chamber at the abutment shoulder 35 of the intermediate valve disc 24. If the injection is terminated, the solenoid 65 is no longer energized, so that the valve spring 68, the control valve member 54 presses back into the closed position.
  • This pressure oscillation is damped by the throttle 72, so that the pressure oscillation, in contrast to fuel injection systems has subsided without a corresponding damping after a few oscillations and in the first pressure chamber 57 again a constant pressure prevails, which corresponds to the pressure in the high-pressure accumulator 10.
  • the strength of the damping can be adapted to the requirements of the fuel injection valve.
  • FIG. 6 shows a further exemplary embodiment of the fuel injection system according to the invention as a schematic block diagram.
  • the operation of the control valve 50 is, as in the previous embodiments, a 3/2-way valve that connects the first pressure chamber 57, the second pressure chamber 58 and the drain line 69 accordingly.
  • the first pressure chamber 57 is connected via a connecting channel 71 and a throttle 72 with the damping chamber 70, wherein in this embodiment between the throttle 72 and the damping chamber 70, a closing valve 92 is arranged.
  • the closing valve 92 is controlled by the force of a spring 94 and the pressure in the second pressure chamber 58, which acts on the closing valve 92 via a connecting line 96.
  • the closing valve 92 will interrupt the connecting channel 71 and the damping chamber 70 is no longer connected to the first pressure chamber 57, so that a occurring in the first pressure chamber 57 pressure vibration is no longer attenuated. If the fuel pressure in the second pressure chamber 58 is correspondingly low, as is the case when the control valve 50 is closed, then the force of the spring 94 outweighs the force of the fuel pressure in the second pressure chamber 58 and the closing valve 92 opens the connection from the first pressure chamber 57 to the damping chamber 70 ,
  • the advantage of the closing valve 92 is that pressure oscillations in the first pressure chamber 57 are only damped when the control valve 50 is closed, that is, when no injection takes place. Namely, the first pressure chamber 57 is constantly connected to the damping chamber 70 via the throttle 72, so the desired pressure surge at the beginning of the injection is somewhat damped, so that the maximum achievable pressure increase in the pressure chamber 31 is slightly lower than in a closed first pressure chamber 57th which otherwise has no damping. By the closing valve 92 is thus obtained a higher injection pressure at the same pressure in the high-pressure accumulator 10.
  • the closing valve 92 is also advantageously formed in the control valve body 17, so that further a compact design of the fuel injection system is possible and the circuit of the closing valve 92 is not delayed by an unnecessarily long connection line 96.
  • the throttle 72 in the washer 19 it may also be provided to form the throttle point in the control valve body 17 or the valve holding body 22.
  • the intermediate disc 19 can be omitted and it is thus saved a high-pressure sealing surface.
  • the Abgresraum 76 is arranged in accordance with the valve holding body 22.
  • the damping chamber 70 may be formed by two bore sections 170, 270, wherein the connection of the bore sections 170, 270 is not formed in the valve intermediate disk 24 but in the valve holding body 22. This results in a longitudinal section at least approximately U-shaped damping chamber.
  • Such a damping chamber can be produced, for example, with the aid of a milling cutter.
  • FIG. 7 shows a detail of a further exemplary embodiment of the fuel injection system shown in FIG. It is provided here, not to control the closing valve 92 by the pressure in the second pressure chamber 58, but directly, for example by means of an electrical actuator 102 which is controlled by a control unit 100.
  • the control unit can use the pressure in the second pressure chamber 58 as an input variable, the pressure being measured by means of a sensor element 101.
  • damping chamber 70 it may also be provided not to form the damping chamber 70 as a bore, but to form any cavity in the valve holding body 22 and this via a throttled connection with the first pressure chamber 57 to connect.
  • a damping chamber can be optimally adapted to the space conditions of the valve holding body 22.
  • control valve 50 is not controlled directly by means of an electromagnet, as shown in the exemplary embodiments.
  • control valve member 54 may be controlled by a device that causes the control valve member 54 to open and closed by means of hydraulic forces.
  • the control valve seat 56 of the control valve 50 is exposed by the placement of the control valve sealing surface 55 during the longitudinal movement of the control valve member 52 a high mechanical load. It is therefore necessary to manufacture the control valve body 17 from a hard, wear-resistant steel. In contrast, the formation of the damping chamber 70 is possible as a blind bore in the valve holding body 22 in a hard steel only with considerable effort. Since no mechanically highly stressed surfaces are present in the valve holding body 22, the valve holding body 22 can be made of a relatively soft steel, in which bores can be formed well.

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

Abstract

Système d'injection de carburant comportant une soupape d'injection (15) de carburant et une soupape de commande (50) qui possède un obturateur (54) de soupape mobile longitudinalement dans un alésage (52) de ladite soupape de commande (50). L'obturateur (54) de la soupape de commande possède une surface d'étanchéité (55) qui coopère avec un siège (56) de soupape de commande et commande ainsi la liaison entre une première chambre de pression (57) et une deuxième chambre de pression (58), la première chambre de pression (57) étant raccordée à une chambre de collecte (10) de haute pression. Un corps (25) de soupape possède un alésage (30) dans lequel un pointeau (32) de soupape en forme de piston commande, à l'aide de son extrémité située du côté de la chambre de combustion, l'ouverture d'au moins un orifice d'injection (38), du fait que ledit pointeau effectue un mouvement longitudinal dû à la pression exercée sur lui provenant d'une chambre de pression (31). Ladite chambre de pression (31) est raccordée à la deuxième chambre de pression (58) par l'intermédiaire d'une conduite d'amenée (28). La première chambre de pression (57) est reliée par l'intermédiaire d'un restricteur (72) à une chambre de vaporisation (70) par ailleurs fermée, grâce à quoi les oscillations dues à la pression qui se produisent lors de la fermeture de la soupape de commande (50) sont rapidement amorties.

Claims (9)

  1. Système d'injection de carburant pour moteurs à combustion interne comportant un injecteur de carburant alimenté par une source de carburant sous haute pression, lequel présente un organe de soupape (32) mobile en conséquence de la pression régnant dans une chambre de pression (31) configurée dans l'injecteur de carburant et commandant ainsi au moins une ouverture d'injection (38) pouvant communiquer avec la chambre de pression (31), et comportant une soupape de commande (50) présentant un organe de soupape de commande (54) qui, dans une première position, marque la séparation entre une première chambre de pression (57) raccordée continuellement à la source de carburant sous haute pression et un orifice d'amenée (28) menant à la chambre de pression (31) et, dans une seconde position, ouvre la liaison entre la source de carburant sous haute pression et la chambre de pression (31),
    caractérisé en ce qu'
    entre la source de carburant sous haute pression et la première chambre de pression (57), une conduite (71) présentant un étranglement (72) mène à une chambre d'amortissement (70) normalement fermée, disposée à l'intérieur de l'injecteur de carburant.
  2. Système d'injection de carburant selon la revendication 1,
    caractérisé en ce que
    la conduite (71) relie la première chambre de pression (57) à la chambre d'amortissement (70).
  3. Système d'injection de carburant selon la revendication 1,
    caractérisé en ce que
    l'injecteur de carburant présente un corps de soupape de commande (17), un corps de maintien de soupape (22) et un corps de soupape (25), le corps de soupape de commande (17) et le corps de soupape (25) étant disposés sur des faces frontales opposées du corps de maintien de soupape (22) et la soupape de commande (50) étant disposée dans le corps de soupape de commande (17) et l'organe de soupape (32) dans le corps de soupape (25).
  4. Système d'injection de carburant selon la revendication 3,
    caractérisé en ce que
    la chambre d'amortissement (70) est formée à l'intérieur du corps de soupape de commande (17).
  5. Système d'injection de carburant selon l'une des revendications précédentes,
    caractérisé en ce qu'
    une soupape de fermeture (92) commandant l'ouverture de la conduite (71) est disposée dans ladite conduite (71) menant à la chambre d'amortissement (70).
  6. Système d'injection de carburant selon la revendication 5,
    caractérisé en ce que
    la soupape de fermeture (92) est commandée par la pression hydraulique régnant dans le canal d'amenée (28).
  7. Système d'injection de carburant selon la revendication 5,
    caractérisé en ce que
    la soupape de fermeture (92) ouvre la liaison entre la première chambre de pression (57) et la chambre d'amortissement (70) lorsqu'elle est sollicitée par une certaine pression d'ouverture régnant dans le canal d'amenée (28) et elle la ferme lorsque cette pression d'ouverture est dépassée.
  8. Système d'injection de carburant selon la revendication 5,
    caractérisé en ce que
    la soupape de fermeture (92) est actionnée par un actionneur (102) qui peut être commandé par voie électrique.
  9. Système d'injection de carburant selon l'une des revendications précédentes,
    caractérisé en ce que
    la source de carburant sous haute pression consiste en une chambre de collecte à haute pression (10) (« common rail »).
EP01999740A 2000-12-07 2001-12-05 Systeme d'injection de carburant pour moteurs a combustion interne Expired - Lifetime EP1342005B1 (fr)

Applications Claiming Priority (3)

Application Number Priority Date Filing Date Title
DE10060811 2000-12-07
DE10060811A DE10060811A1 (de) 2000-12-07 2000-12-07 Kraftstoffeinspritzsystem für Brennkraftmaschinen
PCT/DE2001/004531 WO2002046602A1 (fr) 2000-12-07 2001-12-05 Systeme d'injection de carburant pour moteurs a combustion interne

Publications (2)

Publication Number Publication Date
EP1342005A1 EP1342005A1 (fr) 2003-09-10
EP1342005B1 true EP1342005B1 (fr) 2004-12-22

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Family Applications (1)

Application Number Title Priority Date Filing Date
EP01999740A Expired - Lifetime EP1342005B1 (fr) 2000-12-07 2001-12-05 Systeme d'injection de carburant pour moteurs a combustion interne

Country Status (6)

Country Link
US (1) US7066150B2 (fr)
EP (1) EP1342005B1 (fr)
JP (1) JP4146229B2 (fr)
CN (1) CN100400852C (fr)
DE (2) DE10060811A1 (fr)
WO (1) WO2002046602A1 (fr)

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DE10307871A1 (de) 2003-02-25 2004-09-02 Robert Bosch Gmbh Hochdruckleitung für eine Kraftstoffeinspritzanlage
FR2862352B1 (fr) * 2003-11-14 2006-02-24 Renault Sas Dispositif d'injection de carburant equipe de moyens d'amortissement d'ondes de pression
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US8122012B2 (en) 2005-01-14 2012-02-21 International Business Machines Corporation Abstract record timeline rendering/display
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DE102009015528B4 (de) * 2009-04-02 2021-08-12 Man Energy Solutions Se Ventileinheit einer Kraftstoffversorgungsanlage
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Also Published As

Publication number Publication date
JP4146229B2 (ja) 2008-09-10
JP2004515690A (ja) 2004-05-27
US7066150B2 (en) 2006-06-27
DE10060811A1 (de) 2002-06-13
EP1342005A1 (fr) 2003-09-10
CN100400852C (zh) 2008-07-09
US20030136382A1 (en) 2003-07-24
WO2002046602A1 (fr) 2002-06-13
CN1396985A (zh) 2003-02-12
DE50104913D1 (de) 2005-01-27

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