EP1392965A1 - Amplificateur de pression pour systeme d'injection de carburant - Google Patents

Amplificateur de pression pour systeme d'injection de carburant

Info

Publication number
EP1392965A1
EP1392965A1 EP02735066A EP02735066A EP1392965A1 EP 1392965 A1 EP1392965 A1 EP 1392965A1 EP 02735066 A EP02735066 A EP 02735066A EP 02735066 A EP02735066 A EP 02735066A EP 1392965 A1 EP1392965 A1 EP 1392965A1
Authority
EP
European Patent Office
Prior art keywords
pressure
pressure booster
piston
control 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
EP02735066A
Other languages
German (de)
English (en)
Other versions
EP1392965B1 (fr
Inventor
Wolfgang Braun
Bernd Mahr
Martin Kropp
Hans-Christoph Magel
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Robert Bosch GmbH
Original Assignee
Robert Bosch GmbH
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Robert Bosch GmbH filed Critical Robert Bosch GmbH
Publication of EP1392965A1 publication Critical patent/EP1392965A1/fr
Application granted granted Critical
Publication of EP1392965B1 publication Critical patent/EP1392965B1/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
    • 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
    • F02M57/026—Construction details of pressure amplifiers, e.g. fuel passages or check valves arranged in the intensifier piston or head, particular diameter relationships, stop members, arrangement of ports or conduits
    • 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
    • F02M57/00—Fuel-injectors combined or associated with other devices
    • F02M57/02—Injectors structurally combined with fuel-injection pumps
    • F02M57/022—Injectors structurally combined with fuel-injection pumps characterised by the pump drive
    • F02M57/025—Injectors structurally combined with fuel-injection pumps characterised by the pump drive hydraulic, e.g. with pressure amplification
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • 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

Definitions

  • the invention relates to a pressure booster of a fuel injection device according to the preamble of patent claim 1.
  • the fuel injection device according to the invention can be designed both stroke-controlled and pressure-controlled. In the context of the invention is under a stroke-controlled
  • Fuel injection device understood that the opening and closing of the injection opening takes place with the aid of a displaceable nozzle needle due to the hydraulic interaction of the fuel pressures in a nozzle chamber and in a control chamber.
  • a pressure drop within the control room causes the nozzle needle to lift.
  • the nozzle needle can be deflected by an actuator (actuator, actuator).
  • the nozzle needle is moved by the fuel pressure prevailing in the nozzle chamber of an injector against the action of a closing force (spring), so that the injection opening is released for an injection of fuel from the nozzle chamber into the cylinder.
  • injection pressure The pressure at which fuel emerges from the nozzle chamber into a cylinder of an internal combustion engine
  • system pressure is understood to mean the pressure at which fuel is available or is stored within the fuel injection device.
  • Fuel metering means providing a defined amount of fuel for injection. Leakage is to be understood as an amount of fuel that is generated during operation of the fuel injection device (for example, a guide leakage), is not used for injection and is returned to the fuel tank. The pressure level of this leakage can have a static pressure, the fuel then being expanded to the pressure level of the fuel tank.
  • the entire high-pressure space in the injector and in the pressure booster must be relaxed when the piston of the pressure booster is reset, so that there are high relaxation losses.
  • an additional control quantity occurs during the activation of the pressure booster.
  • This control quantity flows from the high pressure line through a throttle and the differential space of the pressure booster into the leak.
  • This throttle should be designed small to reduce leakage losses.
  • a larger design is desirable, so that excessive forces do not have to be overcome during the resetting.
  • means for overcoming the forces counteracting the restoration cannot be realized with small throttles. The reset slows down and may not be finished until the next injection.
  • the force that would have to be used to reset the piston in the case of only one control channel formed in the piston is reduced.
  • the throttle in the permanent control channel can be designed to be small to avoid leakage losses when the pressure booster is switched on.
  • the necessary resetting force is reduced by an additional control channel.
  • control channel is released by a relative movement of two pistons when resetting. At the Compression stroke, the additional control channel is closed, so that the leakage losses can be reduced.
  • the restoring force is relieved by the control channel after a large piston stroke (> h) by the released control channel.
  • FIG. 5 Three embodiments of the invention are shown schematically in the drawing and are explained with reference to the figures.
  • a known fuel injection device is included in FIG. 5 for a better understanding of the invention. It shows:
  • FIG. 1 shows a first pressure booster of a fuel injection device.
  • FIG. 2 shows a second pressure booster of a fuel injection device
  • FIG. 3 shows a third pressure booster of a fuel injection device
  • Fig. 5 shows a fuel injection device according to the prior art. Description of the embodiments of the invention
  • the pressure booster 9a of a first exemplary embodiment in a development of a prior art according to FIG. 4 has a first piston 30a and a second piston 31a (two-part piston design). There is a continuous transmission of force from the first piston 30a to the second piston 31a when a piston surface 32 is pressurized when the pressure booster 9a (open valve 15) is switched on.
  • a control amount of fuel flows into the leakage line 1 6 via a first control channel 33 with a first throttle 34 and via a differential space 10a.
  • An additional second control channel 35 is formed in the first piston 30a, which has a second throttle 36 contains.
  • the gap 38a is released, so that fuel can also flow from the pressure booster chamber 13a on the low-pressure side into the differential chamber 10a via the second control channel 35.
  • the force that would have to be used to reset the pistons 30a and 31a in the case of only one control channel formed in the piston 30a is reduced.
  • the throttle 34 can be designed to be small in order to reduce leakage losses when the pressure booster 9a is switched on.
  • Fig. 2 relates to an arrangement similar to Fig. 1. Identical or similar components are identified by the same reference numerals (9a, 9b, 10a, 10b, 13a * 13b, 30a * 30b, 31a, 31b, 37a, 37b, 38a, 38b). Differences in the arrangement come about through the plate spring 37b, the sealing gap 38b and the contact surfaces of the pistons 30b, 31b. 3 comprises a pressure booster or pressure booster 51 with a first piston 52 and a second piston 53. The first piston 51 has a first control channel 55 and a second control channel 54 with a throttle.
  • the two pistons 52 and 53 are arranged such that they can move relative to one another such that a gap occurs during the reset, which releases an additional connection between the pressure booster space 56 on the low-pressure side and the differential space 57 through the channel 54.
  • the relative movement of the pistons 52 and 53 is limited by a stop (connecting means 58) and a spring 59.
  • the pistons 52 and 53 abut one another as shown in FIG. 3 and thus close the additional control channel 54.
  • the opening and closing of the gap are effected by the piston stroke of the pistons 52 and 53 - in a similar manner to that in FIG. 1 shown and described - controlled.
  • FIG. 4 shows a pressure booster 61 of an exemplary embodiment in a development of a prior art according to FIG. 5.
  • a first control channel 62 with a first throttle 63 and a second control channel 64 with a second throttle 65 are formed in a piston 66 of the pressure booster 61.
  • the first control channel 62 permanently connects the control chamber 67 on the low pressure side to a differential chamber 68.
  • the second control channel 64 establishes a piston stroke-dependent connection between the chambers 67 and 68. After a piston stroke h, the connection is released.
  • the control channels 62 and 64 With a small piston stroke ( ⁇ h), the control channel 64 is sufficient so that leakage losses can be kept within limits.
  • a quantity-controlled fuel pump 2 delivers fuel 3 from a storage tank 4 via a delivery line 5 into a central pressure storage space 6 (Common rail), from which several pressure lines 7, corresponding to the number of individual cylinders, lead to the individual injectors 8 (injection device) projecting into the combustion chamber of the internal combustion engine to be supplied. Only one of the injectors 8 is shown in FIG. 3.
  • a first system pressure is generated and stored in the pressure storage space 6. This first system pressure is used for pre-injection and if necessary and post-injection (HC enrichment for exhaust gas aftertreatment or soot reduction) as well as for displaying an injection course with a plateau (boat injection).
  • each injector 8 is assigned a local pressure booster 9, which is located within an injector 8.
  • the pressure in the differential space 10 formed by a transition from a larger to a smaller piston cross section is used.
  • the differential space 10 is supplied with a supply pressure (rail pressure). Then the same pressure conditions (rail pressure) prevail on all pressure surfaces of a piston 11.
  • the piston 1 1 is pressure balanced.
  • the piston 11 is pressed into its initial position by an additional spring.
  • the differential space 10 is relieved of pressure and the pressure booster generates a pressure boost according to the area ratio. With this type of control it can be achieved that a pressure-reducing pressure-reducing chamber 13 does not have to be relieved of pressure in order to reset the pressure booster 9 and to refill a high-pressure-side pressure booster chamber 1 2. With a small hydraulic ratio, the relaxation losses can be greatly reduced.
  • a throttle 14 and a 2/2-way valve 15 are used to control the pressure booster 9.
  • the throttle 14 connects the differential space 10 with fuel under supply pressure from a pressure storage space 6.
  • the 2/2-way valve 15 connects the differential space 10 to a leakage line 16. If the 2/2-way valves 1 5 and 17 are closed, the injector 8 is under the Pressure of the pressure storage space 6.
  • the pressure booster 9 is in the starting position. Injection at rail pressure can now be controlled by valve 17. If an injection with higher pressure is desired, the 2/2-way valve 15 is activated (opened) and a pressure boost is achieved.
  • the piston 1 1 can be moved in the compression direction, so that the fuel located in the pressure booster chamber .1 2 compresses and is supplied to a control chamber 18 and a nozzle chamber 19.
  • a check valve 20 prevents the backflow of compressed fuel into the pressure storage space 6.
  • the injection takes place via a fuel metering with the aid of a nozzle needle 21 which can be axially displaced in a guide bore and has a conical valve sealing surface at one end, with which it cooperates with a valve seat surface on the injector housing of the injector 8.
  • Injection openings are provided on the valve seat surface of the injector housing.
  • a pressure surface pointing in the opening direction of the nozzle needle 21 is exposed to the pressure prevailing there, which is supplied to the nozzle space 19 via a pressure line 22.
  • a pressure piece 23 Coaxial with a valve spring, a pressure piece 23 also acts on the nozzle needle 21 and, with its end face 24 facing away from the valve sealing surface, delimits the control chamber 18.
  • the control chamber 18 has an inlet with a first throttle 25 and an outlet to a pressure relief line 26 with a second throttle 27, which is controlled by the 2/2-way valve 17, from the fuel pressure connection.
  • the nozzle chamber 19 continues through an annular gap between the nozzle needle 21 and the guide bore up to the valve seat surface of the injector housing.
  • the pressure piece 22 is pressurized in the closing direction by the pressure in the control chamber 18.
  • Fuel under the first or second system pressure constantly fills the nozzle chamber 1 9 and the control chamber 1 8.
  • valve 17 the pressure in the control chamber 18 can be reduced, so that in the
  • Nozzle chamber 1 9 exceeds the pressure force acting on the nozzle needle 21 in the closing direction.
  • the valve sealing surface lifts off the valve seat surface and fuel is injected.
  • the pressure relief process of the control chamber 19 and thus the stroke control of the valve member 17 can be influenced by the dimensioning of the throttle 25 and the throttle 27.
  • the end of the injection is initiated by renewed actuation (closing) of the 2/2-way valve 17, which decouples the control chamber 18 from the leakage line 26 again, so that a pressure builds up again in the control chamber 18, which pushes the pressure piece 23 in Closing direction can move.
  • bypass line 28 connected to the pressure storage space 6 is provided.
  • the bypass line 28 is connected directly to the pressure line 22.
  • the bypass line 28 can be used for injection with rail pressure and is arranged parallel to the pressure booster chamber 1 2, so that the bypass line 28 is continuous regardless of the movement and position of the piston 1 1.

Abstract

La présente invention concerne un amplificateur de pression (9a) destiné à un système d'injection de carburant, comprenant une unité de piston mobile (30a, 31a) qui, à l'une de ses extrémités, peut être pressurisée par une chambre d'amplification de pression (13) située côté basse pression, et présente à l'autre extrémité une chambre d'amplification de pression située côté pression élevée et servant à comprimer le carburant. L'unité de piston (30a, 31a) présente un second diamètre de piston réduit par rapport au premier diamètre de piston servant à la pressurisation, et sert à former une chambre différentielle (10a) pouvant être reliée à une conduite d'évacuation. Au moins un canal de commande (33, 35) relie la chambre d'amplification de pression (13) située côté basse pression à la chambre différentielle (10a) dont l'ouverture est refermée ou ouverte en fonction du mouvement au moins de parties de l'unité de piston (30a, 31a).
EP02735066A 2001-05-11 2002-05-10 Amplificateur de pression pour systeme d'injection de carburant Expired - Lifetime EP1392965B1 (fr)

Applications Claiming Priority (3)

Application Number Priority Date Filing Date Title
DE10124207A DE10124207A1 (de) 2001-05-11 2001-05-11 Druckverstärker einer Kraftstoffeinspritzeinrichtung
DE10124207 2001-05-11
PCT/DE2002/001701 WO2002092999A1 (fr) 2001-05-11 2002-05-10 Amplificateur de pression pour systeme d'injection de carburant

Publications (2)

Publication Number Publication Date
EP1392965A1 true EP1392965A1 (fr) 2004-03-03
EP1392965B1 EP1392965B1 (fr) 2005-07-27

Family

ID=7685241

Family Applications (1)

Application Number Title Priority Date Filing Date
EP02735066A Expired - Lifetime EP1392965B1 (fr) 2001-05-11 2002-05-10 Amplificateur de pression pour systeme d'injection de carburant

Country Status (5)

Country Link
US (1) US6883498B2 (fr)
EP (1) EP1392965B1 (fr)
JP (1) JP2004527685A (fr)
DE (2) DE10124207A1 (fr)
WO (1) WO2002092999A1 (fr)

Families Citing this family (7)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE10229412A1 (de) * 2002-06-29 2004-01-29 Robert Bosch Gmbh Kraftstoffinjektor mit Druckübersetzer für Mehrfacheinspritzung
DE10247903A1 (de) * 2002-10-14 2004-04-22 Robert Bosch Gmbh Druckverstärkte Kraftstoffeinspritzeinrichtung mit innenliegender Steuerleitung
JP4075894B2 (ja) * 2004-09-24 2008-04-16 トヨタ自動車株式会社 燃料噴射装置
US7588012B2 (en) 2005-11-09 2009-09-15 Caterpillar Inc. Fuel system having variable injection pressure
SE529810C2 (sv) * 2006-04-10 2007-11-27 Scania Cv Ab Insprutningsorgan för en förbränningsmotor
US7832374B2 (en) * 2008-10-21 2010-11-16 Gm Global Technology Operations, Inc. Fuel pressure amplifier
US8775054B2 (en) 2012-05-04 2014-07-08 GM Global Technology Operations LLC Cold start engine control systems and methods

Family Cites Families (8)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPS51101628A (fr) * 1975-01-24 1976-09-08 Diesel Kiki Co
DE3102697A1 (de) 1980-12-20 1982-10-21 Volkswagenwerk Ag, 3180 Wolfsburg Kraftstoffeinspritzeinrichtung
US4485789A (en) * 1981-07-31 1984-12-04 The Bendix Corporation Fuel injector with inner chamber vacuum
US4372272A (en) * 1981-07-31 1983-02-08 The Bendix Corporation Fuel delivery system with feed and drain line damping
JP2885076B2 (ja) * 1994-07-08 1999-04-19 三菱自動車工業株式会社 蓄圧式燃料噴射装置
DE19531870C2 (de) 1995-08-30 2002-07-18 Bosch Gmbh Robert Kraftstoffeinspritzsystem
DE19910970A1 (de) 1999-03-12 2000-09-28 Bosch Gmbh Robert Kraftstoffeinspritzeinrichtung
DE19939422A1 (de) * 1999-08-20 2001-03-01 Bosch Gmbh Robert Kraftstoffeinspritzsystem für eine Brennkraftmaschine

Non-Patent Citations (1)

* Cited by examiner, † Cited by third party
Title
See references of WO02092999A1 *

Also Published As

Publication number Publication date
DE10124207A1 (de) 2002-11-21
US20040206335A1 (en) 2004-10-21
US6883498B2 (en) 2005-04-26
JP2004527685A (ja) 2004-09-09
EP1392965B1 (fr) 2005-07-27
DE50203765D1 (de) 2005-09-01
WO2002092999A1 (fr) 2002-11-21

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