EP1354133B1 - Fuel-injection device - Google Patents
Fuel-injection device Download PDFInfo
- Publication number
- EP1354133B1 EP1354133B1 EP01990326A EP01990326A EP1354133B1 EP 1354133 B1 EP1354133 B1 EP 1354133B1 EP 01990326 A EP01990326 A EP 01990326A EP 01990326 A EP01990326 A EP 01990326A EP 1354133 B1 EP1354133 B1 EP 1354133B1
- Authority
- EP
- European Patent Office
- Prior art keywords
- pressure
- fuel
- injection
- injector
- 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
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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
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- 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
- F02M59/02—Pumps specially adapted for fuel-injection and not provided for in groups F02M39/00 -F02M57/00, e.g. rotary cylinder-block type of pumps of reciprocating-piston or reciprocating-cylinder type
- F02M59/10—Pumps specially adapted for fuel-injection and not provided for in groups F02M39/00 -F02M57/00, e.g. rotary cylinder-block type of pumps of reciprocating-piston or reciprocating-cylinder type characterised by the piston-drive
- F02M59/105—Pumps specially adapted for fuel-injection and not provided for in groups F02M39/00 -F02M57/00, e.g. rotary cylinder-block type of pumps of reciprocating-piston or reciprocating-cylinder type characterised by the piston-drive hydraulic drive
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- 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
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- 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
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
- F02M63/00—Other fuel-injection apparatus having pertinent characteristics not provided for in groups F02M39/00 - F02M57/00 or F02M67/00; Details, component parts, or accessories of fuel-injection apparatus, not provided for in, or of interest apart from, the apparatus of groups F02M39/00 - F02M61/00 or F02M67/00; Combination of fuel pump with other devices, e.g. lubricating oil pump
- F02M63/02—Fuel-injection apparatus having several injectors fed by a common pumping element, or having several pumping elements feeding a common injector; Fuel-injection apparatus having provisions for cutting-out pumps, pumping elements, or injectors; Fuel-injection apparatus having provisions for variably interconnecting pumping elements and injectors alternatively
- F02M63/0225—Fuel-injection apparatus having a common rail feeding several injectors ; Means for varying pressure in common rails; Pumps feeding common rails
Definitions
- the invention relates to a fuel injection device according to the preamble of claim 1
- Such a fuel injection device is, for example, by the US 5,505,384 become known.
- the fuel injection device is pressure-controlled.
- a pressure-controlled fuel injection device is understood to be moved by the pressure prevailing in the nozzle chamber of an injector fuel nozzle needle 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.
- Fuel metering means to provide a defined amount of fuel for injection.
- Leakage is understood to mean an amount of fuel that arises during operation of the fuel injection device (eg a pilot leakage or control amount), is not used for injection and is fed back to the fuel tank.
- the pressure level of this leakage may have a steady state pressure, with the fuel subsequently being expanded to the pressure level of the fuel tank.
- each injector requires a complex 3/2-way valve or two 2/2-way valves are used.
- a pressure booster is possible, as he For example, from US 5,143,291 or US 5,522,545 is known.
- US 5,143,291 or US 5,522,545 is known.
- Disadvantage of these pressure-boosted systems lies in a lack of flexibility of the Injection and a poor quantity tolerance in the metering smaller Quantities of fuel.
- the first pressure relief throttle leads to a lower Leakage during the injection.
- the second pressure relief throttle leads to Acceleration of the closing process.
- the use of a single 2/2-way valve as a metering valve per cylinder in combination with a pressure booster leads to a more cost effective system. It follows in training of Invention a common rail injection system, with two 2/2-way valves realized both a control of the pressure amplifier and the injector. Both injection concepts allow a very high maximum injection pressure, one Pre-injection at a lower pressure level and the realization of a Boat injection at the main injection.
- first embodiment of a pressure-controlled fuel injection apparatus 1 conveys a fuel pump fuel from a storage tank via a feed pipe in a in FIGS. not shown central pressure storage space (common rail), from which several, corresponding to the number of individual cylinders discharge pressure lines 2 to the individual, projecting into the combustion chamber of the engine to be supplied injectors 3 .
- central pressure storage space common rail
- only one of the injectors 3 is located .
- a first system pressure is generated and stored in the pressure storage space. This first system pressure is used for pre-injection and, if necessary and post-injection (HC enrichment for exhaust aftertreatment or soot reduction) and for displaying a course of injection with plateau (boat injection).
- each injector 3 is assigned a respective local pressure booster 4 .
- the pressure booster 4 cooperates with a 3/2-way valve 5 for controlling the pressure boost, a check valve 6 and a pressure means 7 in the form of a displaceable piston.
- the pressure means 7 can be connected at one end by means of the valve 5 to the pressure line 2, so that the pressure medium 7 can be pressurized at one end.
- a differential space 8 is depressurized by means of a leakage line 9 , so that the pressure medium 7 can be moved to reduce the volume of a pressure chamber 10 .
- the pressure means 7 is moved in the compression direction, so that the fuel located in the pressure chamber 10 is compressed and a control chamber 11 and a nozzle chamber 12 is supplied.
- the check valve 6 prevents the return of compressed fuel in the accumulator chamber.
- a second higher pressure can be generated.
- the primary chamber 13 is connected by means of the valve 5 to the leakage line 9, then the provision of the pressure medium 7 and the refilling of the pressure chamber 10. Due to the pressure conditions in the pressure chamber 10 and the primary chamber 13 opens the check valve 6, so that the pressure chamber 10th under rail pressure (pressure of the pressure accumulator space) is and the pressure fluid 7 is returned hydraulically to its original position.
- one or more springs may be arranged in the spaces 8, 10 or 13. By means of the pressure boost, a second system pressure can thus be generated.
- the injector 3 has a first pressure relief throttle 17 and a second pressure relief throttle 18 .
- the pressure line 19 has a permanent continuous connection to the leakage line 20.
- the pressure line 19 is connected to the leakage line 20 only when the injection port is closed.
- the injector 3 therefore has the further pressure-relief throttle 18, which can be closed by a stroke of the nozzle needle 16.
- the smaller pressure relief throttle 17 results in less leakage during injection.
- FIG. 2 shows a further embodiment (fuel injection device 21 ) in which, in addition to the control of the pressure booster 4, a 2/2-way valve 22 is also used.
- the valve 22 In the unswitched state, the valve 22 has no flow. It is the rail pressure from the accumulator chamber for metering to valve 14.
- the pressure booster 4 has returned to its starting position. If the Veritil 22 is switched to flow, then the pressure booster 4 causes an increase in the rail pressure. This increased pressure is now at the metering valve 14.
- Both 2/2-way valves can be switched with an actuator, as shown in Fig. 3 (fuel injector 23 ).
- the actuator solenoid actuator or piezo actuator
- the actuator is connected to both valves and has a 3-stage design, ie one idle and two switch positions. The two switching positions are controlled with different control voltages. At rest, both valves have no flow. In the first switching position, only the valve 24 is switched to flow and thus generates an injection with rail pressure. In the second switching position, the valve 24 and the valve 25 are switched to flow and there is an injection with the increased pressure by the pressure booster 4. If the first switching position is initially realized and after a certain delay during injection, the second switching position is formed, the result is a boot injection.
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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)
Description
Die Erfindung betrifft eine Kraftstoffeinspritzeinrichtung gemäß dem Oberbegriff des Patentanspruchs 1.The invention relates to a fuel injection device according to the preamble of claim 1
Eine derartige Kraftstoffeinspritzeinrichtung ist beispielsweise durch die US 5,505,384 bekannt geworden.Such a fuel injection device is, for example, by the US 5,505,384 become known.
Zum besseren Verständnis der Beschreibung und der Patentansprüche werden nachfolgend einige Begriffe erläutert: Die Kraftstoffeinspritzeinrichtung gemäß der Erfindung ist druckgesteuert ausgebildet. Im Rahmen der Erfindung wird unter einer druckgesteuerten Kraftstoffeinspritzeinrichtung verstanden, dass durch den im Düsenraum eines Injektors herrschenden Kraftstoffdruck eine Düsennadel gegen die Wirkung einer Schließkraft (Feder) bewegt wird, so dass die Einspritzöffnung für eine Einspritzung des Kraftstoffs aus dem Düsenraum in den Zylinder freigegeben wird. Der Druck, mit dem Kraftstoff aus dem Düsenraum in einen Zylinder einer Brennkraftmaschine austritt, wird als Einspritzdruck bezeichnet, während unter einem Systemdruck der Druck verstanden wird, unter dem Kraftstoff innerhalb der Kraftstoffeinspritzeinrichtung zur Verfügung steht bzw. bevorratet ist. Kraftstoffzumessung bedeutet, eine definierte Kraftstoffmenge zur Einspritzung bereitzustellen. Unter Leckage ist eine Menge an Kraftstoff zu verstehen, die beim Betrieb der Kraftstoffeinspritzeinrichtung entsteht (z.B. eine Führungsleckage oder Steuermenge), nicht zur Einspritzung verwendet und zum Kraftstofftank zurückgefördert wird. Das Druckniveau dieser Leckage kann einen Standdruck aufweisen, wobei der Kraftstoff anschließend auf das Druckniveau des Kraftstofftanks entspannt wird. For a better understanding of the description and the claims, some terms are explained below: The fuel injection device according to the invention is pressure-controlled. In the context of the invention, a pressure-controlled fuel injection device is understood to be moved by the pressure prevailing in the nozzle chamber of an injector fuel nozzle needle 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 , The pressure with which fuel exits the nozzle chamber into a cylinder of an internal combustion engine is referred to as injection pressure , while a system pressure is understood to mean the pressure below which fuel is available or stored in the fuel injector. Fuel metering means to provide a defined amount of fuel for injection. Leakage is understood to mean an amount of fuel that arises during operation of the fuel injection device (eg a pilot leakage or control amount), is not used for injection and is fed back to the fuel tank. The pressure level of this leakage may have a steady state pressure, with the fuel subsequently being expanded to the pressure level of the fuel tank.
Bei Common Rail Systemen kann der Einspritzdruck an Last und Drehzahl angepaßt werden. Zur Geräuschminderung wird hier oft eine Voreinspritzung durchgeführt. Zur Reduzierung von Emissionen ist eine druckgesteuerte Einspritzung bekanntermaßen günstig. Bei den bekannten druckgesteuerten Common Rail Systemen wird pro Injektor jedoch ein aufwendig zu fertigendes 3/2-Wege-Ventil oder es werden zwei 2/2-Wege-Ventile verwendet.In common rail systems, the injection pressure can be adapted to load and speed become. To reduce noise, a pilot injection is often carried out here. To reduce emissions is a pressure-controlled injection known to be cheap. In the known pressure-controlled common rail However, each injector requires a complex 3/2-way valve or two 2/2-way valves are used.
Zur Erhöhung des Einspritzdruckes ist ein Druckverstärker möglich, wie er beispielsweise aus der US 5,143,291 oder der US 5,522,545 bekannt ist. Der Nachteil dieser druckverstärkten Systeme liegt in einer mangelnden Flexibilität der Einspritzung und einer schlechten Mengentoleranz bei der Zumessung kleiner Kraftstoffmengen.To increase the injection pressure, a pressure booster is possible, as he For example, from US 5,143,291 or US 5,522,545 is known. Of the Disadvantage of these pressure-boosted systems lies in a lack of flexibility of the Injection and a poor quantity tolerance in the metering smaller Quantities of fuel.
Die Verwendung eines einzigen 2/2-Wege-Ventils als Zumeßventil gemäß der Lehre der US 5,505,384 oder der DE 196 29 107 A1 pro Zylinder in Kombination mit einem Druckverstärker führt zu einem kostengünstigeren System.The use of a single 2/2-way valve as a metering valve according to the teaching US 5,505,384 or DE 196 29 107 A1 per cylinder in combination with a pressure booster leads to a lower cost system.
Zur Kostenersparnis bei der Fertigung einer Kraftstoffeinrichtung insbesondere für kleine Motoren wird eine Kraftstoffeinspritzeinrichtung gemäß Patentanspruch 1 vorgeschlagen. Die erste Druckentlastungsdrossel führt zu einer geringeren Leckage während der Einspritzung. Die zweite Druckentlastungsdrossel führt zur Beschleunigung des Schließvorgangs. Die Verwendung eines einzigen 2/2-Wege-Ventils als Zumeßventil pro Zylinder in Kombination mit einem Druckverstärker führt zu einem kostengünstigeren System. Es ergibt sich in Weiterbildung der Erfindung ein Common Rail Einspritzsystem, das mit zwei 2/2-Wege-Ventilen sowohl eine Ansteuerung des Druckverstärkers als auch des Injektors realisiert. Beide Einspritzkonzepte erlauben einen sehr hohen maximalen Einspritzdruck, eine Voreinspritzung bei niedrigerem Druckniveau und die Realisierung einer Bootinjektion bei der Haupteinspritzung. For cost savings in the manufacture of a fuel device in particular for small engines is a fuel injection device according to claim 1 proposed. The first pressure relief throttle leads to a lower Leakage during the injection. The second pressure relief throttle leads to Acceleration of the closing process. The use of a single 2/2-way valve as a metering valve per cylinder in combination with a pressure booster leads to a more cost effective system. It follows in training of Invention a common rail injection system, with two 2/2-way valves realized both a control of the pressure amplifier and the injector. Both injection concepts allow a very high maximum injection pressure, one Pre-injection at a lower pressure level and the realization of a Boat injection at the main injection.
Drei Ausführungsbeispiele der erfindungsgemäßen Kraftstoffeinspritzeinrichtung sind in der schematischen Zeichnung dargestellt und werden in der nachfolgenden Beschreibung erläutert. Es zeigen:
- Fig. 1
- eine erste druckgesteuerte Kraftstoffeinspritzeinrichtung mit einem Druckverstärker;
- Fig. 2
- eine zweite druckgesteuerte Kraftstoffeinspritzeinrichtung mit einem Druckverstärker;
- Fig. 3
- eine dritte druckgesteuerte Kraftstoffeinspritzeinrichtung mit einem Druckverstärker.
- Fig. 1
- a first pressure-controlled fuel injection device with a pressure booster;
- Fig. 2
- a second pressure-controlled fuel injection device with a pressure booster;
- Fig. 3
- a third pressure-controlled fuel injection device with a pressure booster.
Bei dem in der Fig. 1 dargestellten ersten Ausführungsbeispiel einer
druckgesteuerten Kraftstoffeinspritzeinrichtung 1 fördert eine Kraftstoffpumpe
Kraftstoff aus einem Vorratstank über eine Förderleitung in einen in den Fign. nicht
gezeigten zentralen Druckspeicherraum (Common-Rail), von dem mehrere, der
Anzahl einzelner Zylinder entsprechende Druckleitungen 2 zu den einzelnen, in den
Brennraum der zu versorgenden Brennkraftmaschine ragenden Injektoren 3
abführen. In der Fig. 1 ist lediglich eine der Injektoren 3 eingezeichnet. Mit Hilfe
der Kraftstoffpumpe wird ein erster Systemdruck erzeugt und im
Druckspeicherraum gelagert. Dieser erste Systemdruck wird zur Voreinspritzung
und bei Bedarf und Nacheinspritzung (HC-Anreicherung zur Abgasnachbehandlung
oder Rußreduktion) sowie zur Darstellung eines Einspritzverlaufs mit Plateau
(Bootinjektion) verwendet. Zur Einspritzung von Kraftstoff mit einem zweiten
höheren Systemdruck ist jedem Injektor 3 jeweils ein lokaler Druckverstärker 4
zugeordnet. Der Druckverstärker 4 wirkt mit einem 3/2-Wege-Ventil 5 zur
Ansteuerung der Druckverstärkung, einem Rückschlagventil 6 und ein Druckmittel
7 in Gestalt eines verschieblichen Kolbens zusammen. Das Druckmittel 7 kann
einenends mit Hilfe des Ventils 5 an die Druckleitung 2 angeschlossen werden, so
dass das Druckmittel 7 einenends druckbeaufschlagt werden kann. Ein
Differenzraum 8 ist mittels einer Leckageleitung 9 druckentlastet, so dass das
Druckmittel 7 zur Verringerung des Volumens einer Druckkammer 10 verschoben
werden kann. Das Druckmittel 7 wird in Kompressionsrichtung bewegt, so dass
der in der Druckkammer 10 befindliche Kraftstoff verdichtet und einem Steuerraum
11 und einem Düsenraum 12 zugeführt wird. Das Rückschlagventil 6 verhindert
den Rückfluß von komprimierten Kraftstoffs in den Druckspeicherraum. Mittels
eines geeigneten Flächenverhältnisses in einer Primärkammer 13 und der
Druckkammer 10 kann ein zweiter höherer Druck erzeugt werden. Wird die
Primärkammer 13 mit Hilfe des Ventils 5 an die Leckageleitung 9 angeschlossen,
so erfolgt die Rückstellung des Druckmittels 7 und die Wiederbefüllung der
Druckkammer 10. Aufgrund der Druckverhältnisse in der Druckkammer 10 und der
Primärkammer 13 öffnet das Rückschlagventil 6, so dass die Druckkammer 10
unter Raildruck (Druck des Druckspeicherraums) steht und das Druckmittel 7
hydraulisch in seine Ausgangsstellung zurückgefahren wird. Zur Verbesserung des
Rückstellverhaltens können eine oder mehrere Federn in den Räumen 8, 10 oder
13 angeordnet sein. Mittels der Druckverstärkung kann somit ein zweiter
Systemdruck erzeugt werden.In the example shown in Fig. 1 first embodiment of a pressure-controlled fuel injection apparatus 1 conveys a fuel pump fuel from a storage tank via a feed pipe in a in FIGS. not shown central pressure storage space (common rail), from which several, corresponding to the number of individual cylinders
Als Zumeßventile werden 2/2-Wege-Ventile 14 verwendet, die als direkt betätigte
kraftausgeglichene Magnetventile ausgebildet sind. Es kann aber auch ein
Piezoaktor mit entsprechendem Kopplerraum sein. Mit Hilfe des Zumeßventils 14
wird die Einspritzung für jeden Zylinder druckgesteuert realisiert. Mit Hilfe des
Ventils 14 wird eine Druckleitung 15 mit dem Düsenraum 12 verbunden. Die
Einspritzung erfolgt mit Hilfe einer in einer Führungsbohrung axial verschiebbaren
kolbenförmigen Düsennadel 16 mit einer konischen Ventildichtfläche an ihrem
einen Ende, mit der sie mit einer Ventilsitzfläche am Injektorgehäuse
zusammenwirkt. An der Ventilsitzfläche des Gehäuses sind Einspritzöffnungen
vorgesehen. Innerhalb des Düsenraums 12 ist eine in Öffnungsrichtung der
Düsennadel 16 weisende Druckfläche dem dort herrschenden Druck ausgesetzt,
welcher dem Düsenraum 12 über die Druckleitung 15 zugeführt wird.As Zumeßventile 2/2-
Der Injektor 3 weist eine erste Druckentlastungsdrossel 17 und eine zweite
Druckentlastungsdrossel 18 auf. Über die Druckentlastungsdrossel 18 besitzt die
Druckleitung 19 eine permanente durchgängige Verbindung zur Leckageleitung 20.
Über die Druckentlastungsdrossel 18 und den Steuerraum 11 ist die Druckleitung
19 nur bei geschlossener Einspritzöffnung mit der Leckageleitung 20 verbunden.
Der Injektor 3 weist neben einer stets durchgängigen Druckentlastungsdrossel 17
daher die weitere durch einen Hub der Düsennadel 16 verschließbare
Druckentlastungsdrossel 18 auf. Die kleinere Druckentlastungsdrossel 17 führt zu
einer während der Einspritzung geringeren Leckage. Bei Beendigung der
Einspritzung sinkt der Druck im Düsenraum 12 zunächst nur über die
Druckentlastungsdrossel 17 ab und die Düsennadel 16 beginnt mit dem
Schließvorgang. Dadurch wird die noch verschlossene Druckentlastungsdrossel 18
freigegeben, so dass der Schließvorgang der Düsennadel 16 stark beschleunigt
wird.The
Zur Steuerung des Druckverstärkers 4 zeigt Fig. 2 eine weitere Ausführungsform
(Kraftstoffeinspritzeinrichtung 21) bei der zusätzlich zur Steuerung des
Druckverstärkers 4 ebenfalls ein 2/2-Wege-Ventil 22 eingesetzt wird. Im
ungeschalteten Zustand hat das Ventil 22 keinen Durchfluß. Es steht der Raildruck
aus dem Druckspeicherraum zur Zumessung an Ventil 14 an. Der Druckverstärker
4 ist in seine Ausgangsstellung zurückgefahren. Wird das Veritil 22 auf Durchfluß
geschaltet, dann bewirkt der Druckverstärker 4 eine Erhöhung des Raildrucks.
Dieser erhöhte Druck steht nun am Zumeßventil 14 an.For controlling the
Beide 2/2-Wege-Ventile können mit einem Aktor geschaltet werden, wie dies in
Fig. 3 gezeigt ist (Kraftstoffeinspritzeinrichtung 23). Der Aktor (Magnetaktor oder
Piezosteller) ist dabei mit beiden Ventilen verbunden und ist 3-stufig ausgeführt, d.
h. eine Ruhe- und zwei Schaltstellungen. Die beiden Schaltstellungen werden mit
unterschiedlichen Steuerspannungen angesteuert. In Ruhestellung haben beide
Ventile keinen Durchfluß. In der ersten Schaltstellung wird nur das Ventil 24 auf
Durchfluß geschaltet und damit eine Einspritzung mit Raildruck erzeugt. In der
zweiten Schaltstellung sind das Ventil 24 und das Ventil 25 auf Durchfluß
geschaltet und es erfolgt eine Einspritzung mit dem durch den Druckverstärker 4
erhöhten Druck. Wird zunächst die erste Schaltstellung realisiert und nach einer
gewissen Verzögerung während der Einspritzung die zweite Schaltstellung
ausgebildet, so ergibt sich eine Bootinjektion.Both 2/2-way valves can be switched with an actuator, as shown in Fig. 3 (fuel injector 23 ). The actuator (solenoid actuator or piezo actuator) is connected to both valves and has a 3-stage design, ie one idle and two switch positions. The two switching positions are controlled with different control voltages. At rest, both valves have no flow. In the first switching position, only the
Claims (3)
- Pressure-controlled fuel injection device (1; 21; 23) having a common pressure storage chamber, having an injector (3) per cylinder and having a local pressure intensifier (4) which is assigned to each injector (3), having a pressure chamber (10) which is connected via a pressure line (15, 19) to a leakage line (20) and a nozzle chamber of the injector (3), a 2/2-way valve (14; 24) being provided to meter fuel to the injector (3) via the pressure line (15, 19), characterized in that a first pressure relief throttle (17) is provided for the permanent continuous connection of the pressure line (19) downstream of the 2/2-way valve (14, 24) to the leakage line (20), and a second pressure relief throttle (18) is provided for the connection, which can be closed by the stroke of a nozzle needle (15) of the injector (3), of the pressure line (19) downstream of the 2/2-way valve (14, 24) to the leakage line (20).
- Fuel injection device according to Claim 1, characterized in that a 2/2-way valve (22) is provided for actuating the pressure intensifier (4).
- Fuel injection device according to Claim 1 or 2, characterized in that the actuation means of both control valves (14, 22, 24, 25) is provided with a common actuator.
Applications Claiming Priority (3)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
DE10101358 | 2001-01-13 | ||
DE10101358A DE10101358A1 (en) | 2001-01-13 | 2001-01-13 | Fuel injection system |
PCT/DE2001/004798 WO2002055871A2 (en) | 2001-01-13 | 2001-12-19 | Fuel-injection device |
Publications (2)
Publication Number | Publication Date |
---|---|
EP1354133A2 EP1354133A2 (en) | 2003-10-22 |
EP1354133B1 true EP1354133B1 (en) | 2005-11-16 |
Family
ID=7670463
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
EP01990326A Expired - Lifetime EP1354133B1 (en) | 2001-01-13 | 2001-12-19 | Fuel-injection device |
Country Status (5)
Country | Link |
---|---|
US (1) | US20040003794A1 (en) |
EP (1) | EP1354133B1 (en) |
JP (1) | JP2004517259A (en) |
DE (2) | DE10101358A1 (en) |
WO (1) | WO2002055871A2 (en) |
Families Citing this family (8)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
JP2001323858A (en) | 2000-05-17 | 2001-11-22 | Bosch Automotive Systems Corp | Fuel injection device |
JP4003770B2 (en) * | 2004-10-01 | 2007-11-07 | トヨタ自動車株式会社 | Fuel injection device |
US7293547B2 (en) * | 2005-10-03 | 2007-11-13 | Caterpillar Inc. | Fuel injection system including a flow control valve separate from a fuel injector |
DE102005060552B4 (en) * | 2005-12-17 | 2009-06-10 | Man Diesel Se | Injection device for fuel engines |
US7578283B1 (en) | 2008-06-30 | 2009-08-25 | Caterpillar Inc. | System for selectively increasing fuel pressure in a fuel injection system |
WO2014034962A1 (en) * | 2012-08-31 | 2014-03-06 | Unicharm Corporation | Pet food |
US10738749B1 (en) | 2019-01-18 | 2020-08-11 | Pratt & Whitney Canada Corp. | Method of using heat from fuel of common-rail injectors |
US10865728B2 (en) * | 2019-01-18 | 2020-12-15 | Pratt & Whitney Canada Corp. | Method of using backflow from common-rail fuel injector |
Citations (1)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
DE19629107A1 (en) * | 1996-07-19 | 1998-01-29 | Mtu Friedrichshafen Gmbh | Diesel engine fuel injection system |
Family Cites Families (11)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
JPS57124073A (en) * | 1981-01-24 | 1982-08-02 | Diesel Kiki Co Ltd | Fuel injection device |
US5143291A (en) | 1992-03-16 | 1992-09-01 | Navistar International Transportation Corp. | Two-stage hydraulic electrically-controlled unit injector |
US5722373A (en) * | 1993-02-26 | 1998-03-03 | Paul; Marius A. | Fuel injector system with feed-back control |
US5505384A (en) * | 1994-06-28 | 1996-04-09 | Caterpillar Inc. | Rate shaping control valve for fuel injection nozzle |
JP2885076B2 (en) * | 1994-07-08 | 1999-04-19 | 三菱自動車工業株式会社 | Accumulator type fuel injection device |
US5522545A (en) | 1995-01-25 | 1996-06-04 | Caterpillar Inc. | Hydraulically actuated fuel injector |
US5862792A (en) * | 1996-02-28 | 1999-01-26 | Paul; Marius A. | Self-injection system |
US5685272A (en) * | 1996-02-28 | 1997-11-11 | Paul; Marius A. | Self injection system |
DE19742320A1 (en) * | 1997-09-25 | 1999-04-01 | Bosch Gmbh Robert | Fuel injector |
US5931139A (en) * | 1997-10-14 | 1999-08-03 | Caterpillar Inc. | Mechanically-enabled hydraulically-actuated electronically-controlled fuel injection system |
JP4574762B2 (en) * | 1998-08-28 | 2010-11-04 | ヴェルトジィレ シュヴァイツ アクチェンゲゼルシャフト | Fuel injection device for reciprocating piston engine |
-
2001
- 2001-01-13 DE DE10101358A patent/DE10101358A1/en not_active Withdrawn
- 2001-12-19 US US10/221,314 patent/US20040003794A1/en not_active Abandoned
- 2001-12-19 EP EP01990326A patent/EP1354133B1/en not_active Expired - Lifetime
- 2001-12-19 WO PCT/DE2001/004798 patent/WO2002055871A2/en active IP Right Grant
- 2001-12-19 DE DE50108115T patent/DE50108115D1/en not_active Expired - Lifetime
- 2001-12-19 JP JP2002556501A patent/JP2004517259A/en active Pending
Patent Citations (1)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
DE19629107A1 (en) * | 1996-07-19 | 1998-01-29 | Mtu Friedrichshafen Gmbh | Diesel engine fuel injection system |
Also Published As
Publication number | Publication date |
---|---|
DE10101358A1 (en) | 2002-07-25 |
WO2002055871A3 (en) | 2002-09-19 |
JP2004517259A (en) | 2004-06-10 |
WO2002055871A2 (en) | 2002-07-18 |
EP1354133A2 (en) | 2003-10-22 |
US20040003794A1 (en) | 2004-01-08 |
DE50108115D1 (en) | 2005-12-22 |
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