EP1387940A1 - Soupape d'injection de carburant pour moteurs a combustion - Google Patents

Soupape d'injection de carburant pour moteurs a combustion

Info

Publication number
EP1387940A1
EP1387940A1 EP02735007A EP02735007A EP1387940A1 EP 1387940 A1 EP1387940 A1 EP 1387940A1 EP 02735007 A EP02735007 A EP 02735007A EP 02735007 A EP02735007 A EP 02735007A EP 1387940 A1 EP1387940 A1 EP 1387940A1
Authority
EP
European Patent Office
Prior art keywords
chamber
pressure
housing
inlet channel
fuel
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.)
Granted
Application number
EP02735007A
Other languages
German (de)
English (en)
Other versions
EP1387940B1 (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
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 EP1387940A1 publication Critical patent/EP1387940A1/fr
Application granted granted Critical
Publication of EP1387940B1 publication Critical patent/EP1387940B1/fr
Anticipated expiration legal-status Critical
Expired - Lifetime 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
    • 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
    • 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
    • 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

Definitions

  • the invention is based on a fuel injection valve for internal combustion engines, which corresponds to the preamble of claim 1.
  • fuel injection valves are known in various embodiments from the prior art.
  • a fuel injection valve is described in the document DE 196 50 865 AI, which is constantly connected to a high-pressure collection chamber, in which fuel is provided under high pressure.
  • the fuel injection valve has a housing in which a valve member is arranged so as to be longitudinally displaceable in a bore, the longitudinal movement of which controls the opening of at least one injection opening through which fuel is injected into the combustion chamber of the internal combustion engine from a pressure chamber surrounding the valve member.
  • the pressure chamber is in this case continuously connected to the high-pressure accumulation chamber via an inlet channel running in the housing of the fuel injection valve, the fuel in the pressure chamber acting on a pressure surface formed on the valve member in the opening direction.
  • a control chamber is also formed in the housing, which can be filled with fuel and indirectly exerts a hydraulic force acting on the valve in the closing direction. member exercises. The valve member thus remains in the closed state at a corresponding pressure in the control chamber. If the pressure in the control chamber is reduced by a control valve by connecting the control chamber to a leakage oil chamber, the closing force on the valve member is reduced and this is moved in the opening direction by the hydraulic pressure in the pressure chamber and releases the at least one injection opening.
  • control valve is actuated and fuel flows from the inlet channel into the control chamber, so that a high fuel pressure builds up again.
  • valve member is moved in the closing direction and interrupts the fuel injection through the injection openings.
  • the fuel injection valve according to the invention with the characterizing features of claim 1 has the advantage that rapidly successive, precisely defined injection processes are made possible. Pressure fluctuations that occur in the area of the inlet channel are quickly dampened, so that a static pressure level is reached again very quickly after actuation of the control valve in the inlet channel and thus also in the control chamber. Pressure fluctuations in the inlet channel, which can spread throughout the fuel column located in the inlet channel, from the pressure chamber back into the high-pressure fuel source, subside rapidly through the damping chamber according to the invention.
  • the inlet channel is connected to a damping space which is formed as a cavity in the housing of the fuel injection valve.
  • a throttle is formed between the inlet channel and the damping chamber, so that the fuel flowing from the inlet channel into the damping chamber or in the opposite direction must overcome the resistance of the throttle and the flow movement is consequently damped. If pressure changes occur in the inlet channel, such as those caused by the opening or closing of the control valve or the valve member, the inlet channel has a higher or lower fuel pressure than in the damping chamber. Because of this pressure drop, fuel will flow through the throttle either from the inlet duct into the damping chamber or from the damping chamber into the inlet duct and thus lead to pressure equalization between the damping chamber and inlet duct.
  • the damping space is designed as a blind bore formed in the housing of the fuel injection valve.
  • the throttle is formed near the inlet channel in the connection of the inlet channel and the damping chamber in order to achieve an optimal damping effect.
  • more than one throttle is arranged in the housing, which forms the connection from the damping space to the inlet channel.
  • FIG. 1 shows a fuel injection valve in longitudinal section together with the schematically illustrated high-pressure fuel supply and
  • Figure 2 shows a cross section through the fuel injector along the line II-II. Description of the embodiments
  • FIG. 1 shows a longitudinal section through a fuel injection valve according to the invention, together with the schematically illustrated high-pressure fuel supply.
  • the fuel injection valve has a housing 12 which comprises a valve holding body 15, a valve body 32 and a control valve body 21. Facing the combustion chamber, the valve body 32 is arranged in the internal combustion engine, to which the valve holding body 15 is connected, facing away from the combustion chamber. In this case, valve body 32 and valve holding body 15 are braced against one another by a clamping nut (not shown in the drawing).
  • the control valve body 21 is arranged facing away from the combustion chamber towards the valve holding body 15, both bodies abutting one another on the facing end faces.
  • the control valve body 21 is in this case braced against the valve holding body 15 by a device, not shown in the drawing, so that a sealing connection of the fuel passages running in both bodies is possible.
  • a bore 34 is formed in the valve body 32, in which a piston-shaped valve member 35 is arranged to be longitudinally displaceable.
  • the valve member 35 is sealingly guided in a section facing away from the combustion chamber in the bore 34 and tapers towards the combustion chamber, forming a pressure shoulder 36.
  • a radial expansion of the bore 34 forms a pressure space 37 in the valve body 32, which continues as an annular channel surrounding the valve member 35 up to the end of the bore 34 on the combustion chamber side.
  • the valve member 35 controls the opening of at least one injection opening 39, which connects the pressure chamber 37 to the combustion chamber of the internal combustion engine.
  • a valve sealing surface 40 is provided on the combustion chamber end of the valve member 35.
  • the pressure chamber 37 is connected to a high-pressure connection 8 formed on the control valve body 21 via an inlet channel 14 formed in the housing 12.
  • the high-pressure connection 8 is connected via a high-pressure line 7 to a high-pressure collection chamber 5, in which fuel is present at a predetermined high pressure, the fuel being supplied to the high-pressure collection chamber 5 from a fuel tank 1 via a high-pressure pump 2 and a fuel line 4.
  • the helical compression spring 30 has a compressive prestress and acts on the valve member 35 in the closing direction with its end facing the valve member 35.
  • a piston bore 27 is formed in the valve holding body 15, which opens into the spring chamber 28 and in which a piston rod 26 is arranged, which with its end facing the combustion chamber bears against the valve member 35 and which has a control chamber with its end facing away from the combustion chamber 20 limited.
  • the control chamber 20 is connected to the inlet channel 14 via a channel designed as an inlet throttle 19 and via an outlet throttle 17 to a leak oil chamber 23 formed in the valve body 15, which is connected to a leak oil system (not shown in the drawing) and is therefore constantly at a low pressure.
  • a magnet armature 22 is arranged in the leakage oil chamber 23, which is acted upon by a closing spring 31 in the direction of the control chamber 20 and to which a sealing ball 29 is fastened, which closes the outlet throttle 17.
  • an electromagnet 24 is arranged in the leak oil chamber 23, which, when suitably energized, has an attractive force against the force the closing spring 31 exerts on the magnet armature 22 and moves it away from the control chamber 20, whereby the control chamber 20 is connected to the leakage oil chamber 23. If the electromagnet 24 is de-energized, the magnet armature 22 moves again in the direction of the control chamber 20 by the force of the closing spring 31 and closes the flow restrictor 17 with the sealing ball 29. The magnet armature 22 thus forms a control valve 16 together with the flow restrictor 17.
  • a damping space 46 is formed, which is designed as a blind bore and the open end of which is arranged on the end face of the valve holding body 15 facing the control valve body 21.
  • the blind bore forming the damping chamber 46 runs parallel to the piston bore 27 and is connected to the inlet channel 14 via a groove running on the end face of the valve holding body 15, which forms an arcuate connection 42.
  • FIG. 2 shows a cross section along the line II-II in FIG. 1, so that the course of the connection 42 becomes clear.
  • the throttle 44 is arranged near the end face of the valve holding body 15 facing the control valve body 21, preferably by reducing the cross section of the blind bore forming the damping space 46. If there is a pressure difference between the inlet channel 14 and the damping chamber 46, fuel can flow from one to the other chamber via the connection 42 and the throttle 44 and thus lead to pressure equalization.
  • the fuel injector works as follows: By connecting the pressure chamber 37 to the high-pressure collecting chamber 5 via the inlet channel 14 and the high-pressure line 7, there is always a high fuel pressure in the pressure chamber 37, as is also held in the high-pressure collecting chamber 5. If an injection is to take place, the electromagnet 24 is actuated and the magnet armature 22 gives in the above described the flow restrictor 17 free. As a result, the fuel pressure in the control chamber 20 drops and the hydraulic force on the end of the piston rod 26 facing away from the combustion chamber is reduced, so that the hydraulic force predominates on the pressure shoulder 36 and the valve member 35 is moved in the opening direction, whereby the injection openings 29 are opened.
  • the energization of the electromagnet 24 is changed accordingly and the magnet armature 22 closes, moved by the force of the closing spring 31, the outlet throttle 17 with the sealing ball 29 again.
  • the fuel flowing in through the inlet throttle 19 builds up again in the control chamber 20 High fuel pressure, as it also exists in the inlet channel 14, so that the hydraulic force on the piston rod 26 is greater than the hydraulic force on the pressure shoulder 36, and the valve member 35 returns to the closed position.
  • the closing process of the valve member 35, the magnet armature 22 and the rapid closing of the outlet throttle 17 lead to pressure vibrations in the control chamber 20, which have an effect as far as the inlet channel 14.
  • the fuel which flows in the pressure chamber 37 during the injection in the direction of the injection openings 39, is braked abruptly by the closing operation, so that the kinetic energy of the fuel is converted into compression work.
  • the damping space 46 is not designed as a blind bore, but rather as a cavity in the housing of the fuel injection valve, which can take on almost any shape. In this way, the spatial possibilities of the fuel injection valve can be optimally used without structural changes having to be made to the existing functional components.
  • it can be provided to arrange more than one throttle 44 in the connection of the inlet channel to the damping space 46. In this way, an optimal damping behavior of the throttle 44 can be achieved.

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 de carburant pour moteurs à combustion, cette soupape comprenant un corps (12) dans lequel un obturateur (35) en forme de piston est disposé mobile longitudinalement dans un trou (34) ménagé dans le corps. Cet obturateur (35) relie par déplacement longitudinal dans une direction d'ouverture, avec son extrémité côté chambre de combustion, au moins une ouverture d'injection (39) avec une chambre de pression (37) formée dans le corps (12). Dans le corps (12) est formé un canal d'alimentation (14) qui débouche dans la chambre de pression (37) et par l'intermédiaire duquel ladite chambre de pression (37) peut être remplie de carburant sous haute pression. Une chambre de commande (20) remplie de carburant est également formée dans le corps (12), la pression dans la chambre de commande (20) exerçant sur l'obturateur (35), au moins indirectement, une force agissant dans la direction de fermeture. La chambre de commande (20) est reliée au canal d'alimentation (14) et elle peut être reliée par l'intermédiaire d'une soupape de commande (16) à une chambre pour huile de fuite (23) dans laquelle la pression est nettement inférieure à celle régnant dans le canal d'alimentation (14). Une chambre d'amortissement (46) est formée dans le corps (12), cette chambre étant reliée au canal d'alimentation (14) par l'intermédiaire d'un étranglement (44).
EP02735007A 2001-05-05 2002-03-22 Soupape d'injection de carburant pour moteurs a combustion Expired - Lifetime EP1387940B1 (fr)

Applications Claiming Priority (3)

Application Number Priority Date Filing Date Title
DE10121892 2001-05-05
DE10121892A DE10121892A1 (de) 2001-05-05 2001-05-05 Kraftstoffeinspritzventil für Brennkraftmaschinen
PCT/DE2002/001038 WO2002090755A1 (fr) 2001-05-05 2002-03-22 Soupape d'injection de carburant pour moteurs a combustion

Publications (2)

Publication Number Publication Date
EP1387940A1 true EP1387940A1 (fr) 2004-02-11
EP1387940B1 EP1387940B1 (fr) 2007-01-17

Family

ID=7683741

Family Applications (1)

Application Number Title Priority Date Filing Date
EP02735007A Expired - Lifetime EP1387940B1 (fr) 2001-05-05 2002-03-22 Soupape d'injection de carburant pour moteurs a combustion

Country Status (6)

Country Link
US (1) US6691934B2 (fr)
EP (1) EP1387940B1 (fr)
JP (1) JP2004519598A (fr)
CN (1) CN1462337A (fr)
DE (2) DE10121892A1 (fr)
WO (1) WO2002090755A1 (fr)

Families Citing this family (29)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE10205970A1 (de) * 2002-02-14 2003-09-04 Bosch Gmbh Robert Kraftstoffeinspritzventil für Brennkraftmaschinen
JP3991756B2 (ja) * 2002-04-17 2007-10-17 トヨタ自動車株式会社 燃料噴射装置
DE10217592A1 (de) * 2002-04-19 2003-11-06 Siemens Ag Injektor zur Einspritzung von Kraftstoff
DE10321594A1 (de) 2003-05-14 2004-12-02 Man Nutzfahrzeuge Ag Vorrichtung zur Lagerung eines gelenkten Fahrzeugrades
FR2862352B1 (fr) * 2003-11-14 2006-02-24 Renault Sas Dispositif d'injection de carburant equipe de moyens d'amortissement d'ondes de pression
US20070007363A1 (en) * 2005-07-04 2007-01-11 Hitachi, Ltd. Fuel injection valve
DE102006009659A1 (de) * 2005-07-25 2007-02-01 Robert Bosch Gmbh Kraftstoff-Einspritzvorrichtung für eine Brennkraftmaschine mit Kraftstoff-Direkteinspritzung
DE102005046669A1 (de) * 2005-09-29 2007-04-05 Robert Bosch Gmbh Lochdüse für eine Kraftstoff-Einspritzvorrichtung eines Kraftstoff-Einspritzsystem
DE102006033937A1 (de) * 2006-07-21 2008-01-24 Robert Bosch Gmbh Kraftstoffinjektor
DE102006060657A1 (de) * 2006-12-21 2008-07-03 Robert Bosch Gmbh Brennstoffeinspritzventil
DE102007025617A1 (de) * 2007-06-01 2008-12-04 Robert Bosch Gmbh Kraftstoffinjektor mit geringem Verschleiß
DE102007043538A1 (de) * 2007-09-12 2009-03-19 Robert Bosch Gmbh Injektor mit hydraulischem Dämpfer
US20100123031A1 (en) * 2008-11-17 2010-05-20 Caterpillar Inc. Fluid oscillator assembly for fuel injectors and fuel injection system using same
JP5195602B2 (ja) * 2009-04-14 2013-05-08 株式会社デンソー 燃料噴射弁
DE102009055129A1 (de) * 2009-12-22 2011-06-30 Robert Bosch GmbH, 70469 Brennstoffeinspritzeinrichtung
DE102010003202A1 (de) * 2010-03-24 2011-09-29 Robert Bosch Gmbh Common-Rail-Injektor mit druckausgeglichenem Schaltventil und zusätzlichem Speichervolumen
DE102012203607A1 (de) * 2012-03-07 2013-09-12 Robert Bosch Gmbh Ventil zum Zumessen eines Fluids
CN103590947B (zh) * 2013-11-22 2016-04-27 中北大学 一种可控燃油温度的双油道喷油器
GB201420051D0 (en) * 2014-11-11 2014-12-24 Delphi International Operations Luxembourg S.�.R.L. Fuel injector
CN104533678A (zh) * 2014-12-29 2015-04-22 沪东重机有限公司 增压活塞外置式船用低速柴油机共轨燃油喷射系统
CN104632485A (zh) * 2014-12-29 2015-05-20 沪东重机有限公司 船用低速柴油机双电磁阀控制的共轨燃油喷射系统
CN104612872A (zh) * 2014-12-29 2015-05-13 沪东重机有限公司 船用低速柴油机重油高压共轨燃油喷射系统
CN104879258A (zh) * 2015-03-27 2015-09-02 中国北方发动机研究所(天津) 一种液压放大式超高压燃油供给装置
CN105927442A (zh) * 2016-05-03 2016-09-07 广西欧讯科技服务有限责任公司 一种可检修的轴针式喷油器
DE102016218669A1 (de) * 2016-09-28 2018-03-29 Robert Bosch Gmbh Haltekörper für einen Kraftstoffinjektor, Kraftstoffinjektor mit Haltekörper sowie Verfahren zur Herstellung eines Haltekörpers
JP2019199810A (ja) * 2018-05-14 2019-11-21 株式会社デンソー 噴射弁
CN109604079A (zh) * 2018-12-06 2019-04-12 宁波安创电子科技有限公司 一种双极增压旋转式喷嘴
RU2731155C1 (ru) * 2019-07-05 2020-08-31 федеральное государственное бюджетное образовательное учреждение высшего образования "Московский политехнический университет" (Московский Политех) Форсунка с электрогидравлическим управлением
CN114458498B (zh) * 2022-02-24 2022-10-28 哈尔滨工程大学 一种基于节流阻容效应实现高稳定喷射的高压共轨喷油器

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Publication number Priority date Publication date Assignee Title
DE888038C (de) * 1940-10-26 1953-08-27 Bosch Gmbh Robert Kraftstoffeinspritzvorrichtungen fuer Brennkraftmaschinen
FR2344722A1 (fr) * 1976-03-15 1977-10-14 Semt Dispositif d'amortissement des ondes de pr ession dans un systeme d'injection de combustible d'un moteur a combustion interne
DE19500706C2 (de) * 1995-01-12 2003-09-25 Bosch Gmbh Robert Zumeßventil zur Dosierung von Flüssigkeiten oder Gasen
IT1276503B1 (it) * 1995-07-14 1997-10-31 Elasis Sistema Ricerca Fiat Perfezionamenti ad una valvola di dosaggio a comando elettromagnetico, per un iniettore di combustibile.
DE19650865A1 (de) 1996-12-07 1998-06-10 Bosch Gmbh Robert Magnetventil
DE19727896A1 (de) * 1997-07-01 1999-01-07 Bosch Gmbh Robert Kraftstoffeinspritzventil
DE19842067A1 (de) * 1998-09-15 2000-03-16 Daimler Chrysler Ag Kraftstoffeinspritzanlage für eine Dieselbrennkraftmaschine
DE19940293A1 (de) * 1999-08-25 2001-03-01 Bosch Gmbh Robert Kraftstoffeinspritzventil
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Also Published As

Publication number Publication date
EP1387940B1 (fr) 2007-01-17
US20030168528A1 (en) 2003-09-11
JP2004519598A (ja) 2004-07-02
CN1462337A (zh) 2003-12-17
DE10121892A1 (de) 2002-11-07
DE50209290D1 (de) 2007-03-08
WO2002090755A1 (fr) 2002-11-14
US6691934B2 (en) 2004-02-17

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