EP1362179A1 - Soupape d'injection - Google Patents

Soupape d'injection

Info

Publication number
EP1362179A1
EP1362179A1 EP01991688A EP01991688A EP1362179A1 EP 1362179 A1 EP1362179 A1 EP 1362179A1 EP 01991688 A EP01991688 A EP 01991688A EP 01991688 A EP01991688 A EP 01991688A EP 1362179 A1 EP1362179 A1 EP 1362179A1
Authority
EP
European Patent Office
Prior art keywords
valve
chamber
valve control
injection
injection valve
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.)
Withdrawn
Application number
EP01991688A
Other languages
German (de)
English (en)
Inventor
Patrick Mattes
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 EP1362179A1 publication Critical patent/EP1362179A1/fr
Withdrawn legal-status Critical Current

Links

Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M63/00—Other fuel-injection apparatus having pertinent characteristics not provided for in groups F02M39/00 - F02M57/00 or F02M67/00; Details, component parts, or accessories of fuel-injection apparatus, not provided for in, or of interest apart from, the apparatus of groups F02M39/00 - F02M61/00 or F02M67/00; Combination of fuel pump with other devices, e.g. lubricating oil pump
    • F02M63/0012—Valves
    • F02M63/0014—Valves characterised by the valve actuating means
    • F02M63/0015—Valves characterised by the valve actuating means electrical, e.g. using solenoid
    • F02M63/0026—Valves characterised by the valve actuating means electrical, e.g. using solenoid using piezoelectric or magnetostrictive actuators
    • 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
    • F02M63/00—Other fuel-injection apparatus having pertinent characteristics not provided for in groups F02M39/00 - F02M57/00 or F02M67/00; Details, component parts, or accessories of fuel-injection apparatus, not provided for in, or of interest apart from, the apparatus of groups F02M39/00 - F02M61/00 or F02M67/00; Combination of fuel pump with other devices, e.g. lubricating oil pump
    • F02M63/0012—Valves
    • F02M63/0031—Valves characterized by the type of valves, e.g. special valve member details, valve seat details, valve housing details
    • F02M63/0033—Lift valves, i.e. having a valve member that moves perpendicularly to the plane of the valve seat
    • F02M63/0036—Lift valves, i.e. having a valve member that moves perpendicularly to the plane of the valve seat with spherical or partly spherical shaped valve member ends
    • 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
    • F02M2200/70—Linkage between actuator and actuated element, e.g. between piezoelectric actuator and needle valve or pump plunger
    • F02M2200/703—Linkage between actuator and actuated element, e.g. between piezoelectric actuator and needle valve or pump plunger hydraulic

Definitions

  • the invention is based on an injection valve, in particular an injection valve for an internal combustion engine, according to the type defined in more detail in the preamble of claim 1.
  • valve control piston is at least partially enclosed by a fuel-containing space connected to a high-pressure connection.
  • One end of the valve control piston is needle-shaped and interacts with a correspondingly designed valve seat.
  • the fuel injection can thus take place via an opening of the space surrounding the valve control chamber leading to a combustion chamber of the internal combustion engine. be controlled in the combustion chamber.
  • the position of the valve control piston is determined by the pressure prevailing in the valve control chamber.
  • the pressure prevailing in the valve control chamber is in turn controlled by means of the valve control unit, which can be operatively connected to actuation, for example, with a piezoelectric actuator unit.
  • valve control unit itself is designed in the manner of a valve and has a valve closing element which interacts with a valve seat
  • fuel is injected into the combustion chamber when the valve closing element is in the open position and thus the one prevailing in the valve control chamber Pressure is reduced, whereby the valve control piston opens the opening leading to the combustion chamber.
  • valve control piston closes the opening leading to the combustion chamber when the valve closing member is in positive engagement with the valve seat and the so-called common rail pressure is established in the valve control chamber.
  • the valve control chamber itself has an inlet throttle which is arranged in a supply duct and via which fuel can be fed into the valve control chamber.
  • the inlet throttle serves to ensure that when the valve closing member opens, there is no sudden pressure equalization in the valve control chamber, but rather that the pressure equalization only occurs after the valve closing member has been closed. Otherwise, the valve control piston could not be moved beyond the pressure prevailing in the valve control chamber.
  • the valve control chamber of the injection valve has an outlet throttle arranged in an outlet channel, which leads to a valve chamber in which the valve closing member is arranged. This outlet throttle serves to ensure that the fuel that is discharged via it and that is led to a fuel tank via a return line does not flow into the return line with the common rail pressure, since this would lead to high leakage losses.
  • valve closing member is actuated by means of an actuating piston which interacts via a hydraulic translator with an actuating piston actuated by the actuator.
  • actuating piston which interacts via a hydraulic translator with an actuating piston actuated by the actuator.
  • the closing speed of the latter is considerably lower than its opening speed, since the hydraulic translator cannot reset the valve closing element. Rather, this is usually done via the prevailing after the discharge throttle
  • the reset speed is relatively slow.
  • the proposed injection valve with the features according to the preamble of claim 1, in which the valve closing member and the at least one valve seat are arranged in the valve control chamber, has the advantage that the valve closing member is almost the common rail Pressure, ie a very high pressure up to 1.5 kbar, is exposed, which causes the valve closing member to close very quickly.
  • this high restoring force leads to a more direct coupling between the electrically controlled unit of the injection valve on the one hand and the dynamics of the nozzle needle and the hydraulic system of the injection valve on the other hand, which in turn results in flatter quantity characteristics of the injection valve and a reduction in tolerances in the injection quantity entails.
  • the construction according to the invention also leads to a reduction in the valve vibrations when the valve is opened compared to the prior art, since a stepped force is exerted on the switching valve and the restoring force is pressure-dependent.
  • the injection valve according to the invention leads to a considerable reduction in the sample spread, i.e. With the same manufacturing tolerances, a larger number of usable parts can be manufactured.
  • the valve control chamber comprises at least two, preferably three, chambers which are each connected to one another via a channel.
  • These chambers which are preferably arranged coaxially to the valve control piston, are advantageously designed such that the valve control piston projects into a first of the chambers and a channel opens with the inlet throttle, the valve closing member is arranged in a next chamber, and one branches off a leakage channel in the third chamber, in which the outlet throttle is arranged and which rather ends in a return line leading to a storage tank.
  • This structure is structurally particularly easy to manufacture and therefore useful.
  • a return spring can act on the valve closing element to support the resetting process.
  • FIG. 1 shows a region of an injection valve relevant to the invention in longitudinal section
  • FIG. 2 shows a force / displacement diagram in which the injection valve according to the invention is compared with an injection valve according to the prior art
  • Figure 3 shows the quantity map of the injection valve according to the invention and the quantity map of an injection valve according to the prior art in comparison.
  • FIG. 1 shows a fuel injection valve 1 for installation in an internal combustion engine of a motor vehicle.
  • the injection valve 1 is designed as a common rail injector for the injection of preferably diesel fuel.
  • the fuel injection process is controlled via the pressure level in a valve control chamber 2, which is connected to a fuel supply duct 5 via an inlet duct 3, in which an inlet throttle 4 is arranged.
  • the fuel supply channel 5 is connected to a high-pressure accumulator common to several injection valves, a so-called common rail.
  • the fuel guided in the fuel supply channel 5 can thus be under a pressure of up to 1.5 kbar.
  • valve piston 6 shown only in detail in FIG. 1, which acts rather on a nozzle needle in such a way that it closes or opens injection openings into a combustion chamber.
  • a valve member 7 is actuated via an actuator unit which is designed here as a piezoelectric actuator 8 and which is arranged on the side of the valve member 7 facing away from the valve control chamber 2 and the combustion chamber.
  • the piezoelectric actuator 8 is constructed in the usual manner from several layers and has an actuator head 9 on its side facing the valve member 7 and an actuator foot 10 on its side facing away from the valve member 7, which is supported on a wall of a valve body 11.
  • the actuator head 9 engages over a support 12 on a first one Piston 13 on, which is referred to as an actuating piston.
  • the valve member 7 is arranged axially displaceably in a longitudinal bore of the valve body 11 and, in addition to the actuating piston 13, comprises a second piston 15, a so-called actuating piston, which actuates a valve closing member 16.
  • the actuating piston 13 and the actuating piston 15 are coupled to one another via a hydraulic transmission, which is designed as a hydraulic chamber 14 and transmits the axial deflection of the piezoelectric actuator 8.
  • the diameter AI of the actuating piston 15 is less than the diameter A0 of the actuating piston 13.
  • the hydraulic transmission ratio defined in this way causes the actuating piston 15 to make a stroke which is increased by the transmission ratio of the piston diameter when the actuating piston 13 has a larger diameter by means of the piezoelectric actuator 8 a certain distance is traveled.
  • the valve closing member 16 interacts with a valve seat 17 and is by means of a return spring 18 in the direction of the piezoelectric actuator 8, i.e. in the closing direction, loaded.
  • the valve control chamber 2 has three chambers, namely a first chamber 19, into which the valve control piston 6 protrudes and into which the inlet channel 3 connected to the fuel supply line 5 and provided with the inlet throttle 4 opens out, furthermore a chamber designed as a valve chamber 20, in which the valve closing member 16, the return spring 18 and the valve seat 17 are arranged and which is connected via a channel 21 to the first chamber 19, and a suction called drain chamber 22, which is in communication with the valve chamber 20 when the valve closing member 16 is open and from which a leakage duct 23 branches off, in which in turn an outlet throttle 24 is arranged.
  • the fuel injection valve according to FIG. 1 operates in the manner described below.
  • the spherical valve closing member 16 In the closed state of the fuel injection valve 1, i.e. if there is no voltage at the piezoelectric actuator 8, the spherical valve closing member 16 is located on the valve seat 17 associated therewith.
  • the valve closing member 16 is in this position on the one hand by the pressure acting on the valve control chamber 2 via the inlet channel 3 and also by means of the force the spring 18 in the valve seat 17. which is designed here as a ball seat, pressed.
  • the valve closing member 17 is thus in the blocking position.
  • valve closing member 16 In this position of the valve closing member 16, fuel located in the chamber 2 and the valve chamber 20 flows into the outlet chamber 22 and from there via the leakage channel 23 and the outlet throttle 24 arranged therein.
  • the valve control chamber 2 and in particular the chamber 19 of the valve control chamber 2 are relieved of pressure, so that the pressure in the latter is reduced and the valve control piston 6 moves in the direction of the valve member 7.
  • the opening leading to the combustion chamber of the internal combustion engine which cannot be seen in FIG. 1, is in turn released and high-pressure fuel which is brought in via the fuel supply channel 5 is injected into the combustion chamber.
  • the actuating piston 13 is retracted in the direction of the piezoelectric actuator 8, as a result of which the pressure prevailing in the hydraulic chamber 14 is reduced and the valve closing member 16 and thus the actuating piston 15 by means of the inlet throttle 4 pressure acting in the valve control chamber 2 are also displaced in the direction of the piezoelectric actuator 8 until the Valve closing member 16 comes to rest in the valve seat 17. Since, in the injection valve 1 according to the invention, a very high pressure acts via the inlet throttle 4, the closing operation of the valve closing member takes place extremely quickly. The common rail pressure then building up again in the chamber 19 and the valve chamber 20 moves the valve control piston 6 back into its closed position.
  • FIGS. 2 and 3 Differences between the injection valve according to the invention and an injection valve according to the prior art are shown by way of example in FIGS. 2 and 3.
  • FIG. 2 it can be seen from a line symbolizing the force curve F_new for an injection valve according to the invention and a line symbolizing the force curve F_alt for a conventional injection valve that the actuating valve according to the invention has a greater actuating force for moving the valve closing member by a certain distance F is required than in the prior art valve.
  • FIG. 3 in which the flow rate Q through the injection nozzle against the activation period of the piezoelectric actuator is plotted against the time t for an injection valve according to the invention with a line Q_new and for a conventional injection valve with a line Q_alt that in the injection valve according to the invention the hydraulics are more directly coupled to the electrical behavior of the piezoelectric actuator 8, a flattening of the quantity characteristic Q (t) of the injection valve is achieved since the valve closing member 16 is significant Reaches its blocking position more quickly than in the case of an injection valve according to the prior art, in which the valve closing element is not arranged in the valve control chamber, but in the flow direction downstream of the valve control chamber behind the outlet throttle.
  • the invention can not only be used in the exemplary embodiment shown here. Rather, the invention can also be used, for example, in an injection valve with a valve control unit which has a double-seat valve.

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)

Abstract

L'invention concerne une soupape d'injection, notamment pour moteur à combustion interne, comprenant un piston de commande de soupape (6), une chambre de commande de soupape (2) avec un élément d'étranglement d'admission (4) et un élément d'étranglement d'évacuation (24) pour actionner le piston de commande de soupape (6), une unité de commande de soupape actionnée au moyen d'une unité piézo-électrique à actionneur (8) et destinée à piloter la chambre de commande de soupape (2), qui se présente sous forme de soupape et présente un élément de fermeture de soupape (16) coopérant avec au moins un siège de soupape (17). Afin de garantir une vitesse de fermeture élevée de l'élément de fermeture de soupape (16), l'élément de fermeture de soupape (16) et le siège de soupape (17) (au moins au nombre de un) sont disposés dans la chambre de commande de soupape (2).
EP01991688A 2001-01-17 2001-12-22 Soupape d'injection Withdrawn EP1362179A1 (fr)

Applications Claiming Priority (3)

Application Number Priority Date Filing Date Title
DE10101797A DE10101797A1 (de) 2001-01-17 2001-01-17 Einspritzventil
DE10101797 2001-01-17
PCT/DE2001/004917 WO2002057620A1 (fr) 2001-01-17 2001-12-22 Soupape d'injection

Publications (1)

Publication Number Publication Date
EP1362179A1 true EP1362179A1 (fr) 2003-11-19

Family

ID=7670745

Family Applications (1)

Application Number Title Priority Date Filing Date
EP01991688A Withdrawn EP1362179A1 (fr) 2001-01-17 2001-12-22 Soupape d'injection

Country Status (5)

Country Link
US (1) US6988679B2 (fr)
EP (1) EP1362179A1 (fr)
JP (1) JP2004517263A (fr)
DE (1) DE10101797A1 (fr)
WO (1) WO2002057620A1 (fr)

Families Citing this family (8)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE10254749A1 (de) * 2002-11-23 2004-06-17 Robert Bosch Gmbh Kraftstoffeinspritzvorrichtung mit einem 3/3-Wege-Steuerventil zur Einspritzverlaufsformung
DE102004045249A1 (de) 2004-09-17 2006-03-23 Robert Bosch Gmbh Kraftstoffeinspritzvorrichtung
DE102004062073B4 (de) * 2004-12-23 2015-08-13 Continental Automotive Gmbh Verfahren und Vorrichtung zur Kompensation von Prelleffekten in einem piezogesteuerten Einspritzsystem einer Verbrennungskraftmaschine
DE102005029473A1 (de) * 2005-06-24 2006-12-28 Siemens Ag Kraftstoffinjektor
DE102005030132A1 (de) * 2005-06-28 2007-01-04 Siemens Ag Injektor, insbesondere Kraftstoffinjektor
DE102007004874A1 (de) * 2006-10-02 2008-04-03 Robert Bosch Gmbh Piezoaktor, bestehend aus übereinander gestapelten, elektrisch kontaktierten Piezoelementen
DE102008001330A1 (de) * 2008-04-23 2009-10-29 Robert Bosch Gmbh Kraftstoffeinspritzventil für Brennkraftmaschinen
CN113062823A (zh) * 2021-04-28 2021-07-02 一汽解放汽车有限公司 一种流量调节装置及共轨系统

Family Cites Families (10)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE4434892A1 (de) * 1994-09-29 1996-04-11 Siemens Ag Einspritzventil
JP3446432B2 (ja) * 1995-12-05 2003-09-16 株式会社デンソー 燃料噴射装置
JP3740733B2 (ja) * 1996-02-13 2006-02-01 いすゞ自動車株式会社 内燃機関の燃料噴射装置
DE19624001A1 (de) 1996-06-15 1997-12-18 Bosch Gmbh Robert Kraftstoffeinspritzvorrichtung für Brennkraftmaschinen
US5779149A (en) 1996-07-02 1998-07-14 Siemens Automotive Corporation Piezoelectric controlled common rail injector with hydraulic amplification of piezoelectric stroke
DE19729844A1 (de) 1997-07-11 1999-01-14 Bosch Gmbh Robert Kraftstoffeinspritzvorrichtung
US5988142A (en) * 1997-12-22 1999-11-23 Stanadyne Automotive Corp. Duration control of common rail fuel injector
US5890653A (en) * 1998-04-23 1999-04-06 Stanadyne Automotive Corp. Sensing and control methods and apparatus for common rail injectors
DE59908941D1 (de) * 1998-05-28 2004-04-29 Siemens Ag Kraftstoffeinspritzventil für brennkraftmaschinen
DE19859592C1 (de) * 1998-12-22 2000-05-04 Bosch Gmbh Robert Kraftstoffeinspritzventil

Non-Patent Citations (1)

* Cited by examiner, † Cited by third party
Title
See references of WO02057620A1 *

Also Published As

Publication number Publication date
JP2004517263A (ja) 2004-06-10
DE10101797A1 (de) 2002-07-18
US20040074477A1 (en) 2004-04-22
US6988679B2 (en) 2006-01-24
WO2002057620A1 (fr) 2002-07-25

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