EP1407131A1 - Soupape d'injection de carburant pour des moteurs a combustion interne - Google Patents

Soupape d'injection de carburant pour des moteurs a combustion interne

Info

Publication number
EP1407131A1
EP1407131A1 EP02760089A EP02760089A EP1407131A1 EP 1407131 A1 EP1407131 A1 EP 1407131A1 EP 02760089 A EP02760089 A EP 02760089A EP 02760089 A EP02760089 A EP 02760089A EP 1407131 A1 EP1407131 A1 EP 1407131A1
Authority
EP
European Patent Office
Prior art keywords
pressure
valve
valve needle
control
chamber
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Withdrawn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
EP02760089A
Other languages
German (de)
English (en)
Inventor
Gerhard Mack
Christoph Buehler
Peter Boehland
Thomas Kuegler
Adrian Jacob
Andreas Wengert
Detlev Di Potz
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 EP1407131A1 publication Critical patent/EP1407131A1/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Withdrawn legal-status Critical Current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
    • 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
    • F02M45/00—Fuel-injection apparatus characterised by having a cyclic delivery of specific time/pressure or time/quantity relationship
    • F02M45/02—Fuel-injection apparatus characterised by having a cyclic delivery of specific time/pressure or time/quantity relationship with each cyclic delivery being separated into two or more parts
    • F02M45/04—Fuel-injection apparatus characterised by having a cyclic delivery of specific time/pressure or time/quantity relationship with each cyclic delivery being separated into two or more parts with a small initial part, e.g. initial part for partial load and initial and main part for full load
    • F02M45/08—Injectors peculiar thereto
    • F02M45/086—Having more than one injection-valve controlling discharge orifices
    • 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
    • F02M47/04—Fuel-injection apparatus operated cyclically with fuel-injection valves actuated by fluid pressure using fluid, other than fuel, for injection-valve actuation
    • F02M47/043—Fluid pressure acting on injection-valve in the period of non-injection to keep it closed
    • 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
    • F02M2200/46—Valves, e.g. injectors, with concentric valve bodies

Definitions

  • the invention is based on a fuel injection valve for internal combustion engines according to the preamble of claim 1.
  • a fuel injection valve for example from published patent application DE 198 27 267 AI.
  • the known fuel injection valve comprises a housing in which a valve needle is arranged to be longitudinally displaceable in a bore and which cooperates with a valve seat for controlling at least one injection opening.
  • the injection opening is formed in the housing and connects the bore to the combustion chamber of the internal combustion engine.
  • a pressure chamber can be filled with fuel under high pressure, which extends to the valve seat, so that fuel is injected from the pressure chamber into the internal combustion engine when the injection openings are open.
  • the valve needle has pressure surfaces which are acted upon by the fuel pressure in the pressure chamber, so that the valve needle experiences an opening force which is directed away from the valve seat.
  • a control chamber is formed in the housing of the fuel injection valve, the pressure of which acts on the valve needle at least indirectly in the direction of the valve seat, that is to say counter to the opening force, the pressure in the first control chamber being able to be controlled by a valve. So can the longitudinal movement of the valve needle can be controlled via the pressure in the control room.
  • the known fuel injection valve has the disadvantage that when the valve needle is lifted from the valve seat, all injection openings are opened and fuel is injected through all injection openings simultaneously. If only a little fuel is to be injected into the combustion chamber of the internal combustion engine, which is particularly desirable in part-load operation, the injection duration must be reduced accordingly, which results in a violent combustion process with a correspondingly high level of noise.
  • the fuel injection valve according to the invention with the characterizing features of patent claim 1 has the advantage over the fact that the injection cross section can be set between two values by the pressure in a second control chamber.
  • the valve needle is designed as an outer valve needle in which an inner valve needle is guided so as to be longitudinally displaceable. Injection openings are formed in the region of the valve seat, at least one of which is controlled by the outer valve needle and at least one additional injection opening by the inner valve needle.
  • the hydraulic pressure in the second control chamber exerts, at least indirectly, a closing force in the direction of the valve seat on the inner valve needle, the closing force being opposed by a hydraulic opening force on an inner valve sealing surface formed on the inner valve needle and serving as a pressure surface.
  • the inner valve needle remains in contact with the valve seat during the opening stroke movement - i.e. in the closed position - or, like the outer valve needle, also lifts against the closing force caused by the pressure is generated in the second control room, from the valve seat and opens the additional injection opening.
  • the second control chamber is formed by the wall of a control bore formed in a pressure sleeve, the bottom surface of the control bore designed as a blind bore and the end face of a pressure piston, the pressure piston resting on the inner valve needle.
  • a valve spring is arranged under pressure prestress in the second control chamber between the bottom surface of the control bore and the end face of the pressure piston. This valve spring supports the closing force generated by the hydraulic pressure in the second control chamber, so that a relatively low pressure in the second control chamber is sufficient to control the closing force on the inner valve needle, since only a part of the total closing force is applied by the hydraulic pressure in the second control chamber got to .
  • the second control chamber is connected through a connecting bore in the wall of the pressure piston to a control channel formed in the housing of the fuel injection valve.
  • the second control chamber is connected to a fuel pressure source via the control channel, so that the pressure in the second control chamber is simply generated via the fuel pressure source. can be applied and thus the closing force on the inner valve needle.
  • the first control chamber is delimited by the end face of a valve piston which bears against the pressure sleeve, the pressure sleeve in turn being connected to the outer valve needle and being longitudinally displaceable in a receiving bore in the housing, so that the valve piston, the pressure sleeve and move the outer valve needle synchronously.
  • the control pressure for the second control chamber can be branched off from the pressure supply for the pressure chamber without the need for a further pressure increase or a separate high-pressure pump which can generate a corresponding fuel pressure. The control can thus be easily integrated into the already known fuel injection systems.
  • a fuel injection valve according to the invention is shown in the drawing. It shows
  • FIG. 1 shows a longitudinal section through a fuel injection valve according to the invention, the fuel supply to the fuel injection valve being shown only schematically,
  • FIG. 2 shows an enlargement of the area designated by II in FIG. 1
  • FIG. 3 shows an enlargement of FIG. 1 in the area of the valve seat
  • FIG 4 shows the same detail as Figure 2 of another embodiment
  • FIG. 5 shows an enlarged illustration of the region designated by V in FIG. 1.
  • the fuel injection valve has a housing 1 which comprises a valve holding body 3 and a valve body 5, the valve body 5 being braced against the valve holding body 3 by means of a clamping nut 7.
  • a bore 9 is formed in the valve body 5, in which an outer valve needle 10 is arranged to be longitudinally displaceable, the outer valve needle 10 being sealingly guided in the bore 9 in a section facing away from the combustion chamber.
  • a valve seat 23 is formed, in which a plurality of injection openings 20 are arranged, which connect the bore 9 with the combustion chamber of the internal combustion engine.
  • the injection openings 20 are arranged in two injection opening rows, the outer injection opening row 120 being arranged upstream of the fuel flow from the bore 9 to the injection openings, while the second injection opening row 220 is arranged downstream.
  • FIG. 3 shows an enlargement of the area designated by III in FIG. 1 in the area of the valve seat 23.
  • the outer valve needle 10 tapers from the guided section to the combustion chamber to form a pressure shoulder 13 and merges into a conical valve sealing surface 24 at its end on the combustion chamber side.
  • a pressure chamber 14 which extends as an annular channel surrounding the outer valve needle 10 to the valve seat 23 and is filled with fuel under high pressure via an inlet channel 16 running in the valve body 5 and in the valve holding body 3 ,
  • the inlet channel extends from the pressure chamber 14 to a high-pressure connection 18 on the valve holding body 3.
  • an outer sealing edge 25 is formed, which comes into contact with the valve seat 23 in the closed position of the outer valve needle 10 and seals the pressure chamber 14 from the injection openings 20.
  • the outer valve needle 10 is designed as a hollow needle in which an inner valve needle 12 is arranged.
  • the inner valve needle 12 is guided in the outer valve needle 10 at least over a portion of its length.
  • the inner valve needle 12 merges into an inner valve sealing surface 26, which is followed by a conical end surface 33 on the end of the inner valve needle 12 on the combustion chamber side.
  • an inner sealing edge 27 is formed which interacts with the valve seat 23.
  • a receiving bore 56 is formed coaxially to the bore 9, which, facing away from the valve body 5, merges into a valve piston bore 21, which has a smaller diameter than the receiving bore 56.
  • a pressure sleeve 44 is arranged in the receiving bore 56, with a compensating ring 42 interposed at the outer Ren valve needle 10 is present.
  • the pressure sleeve 44 has a control bore 48 designed as a blind bore, which is too open to the valve body 5.
  • a pressure piston 52 is arranged in the control bore 58, which abuts the inner valve needle 12 and can be moved longitudinally in the control bore 48 in a sealing manner.
  • a second control chamber 46 is delimited by the wall of the control bore 48, its bottom surface 54 and the end face of the pressure piston 52, which is connected by a connection bore 50 formed in the wall of the pressure piston 52 to a control channel formed in the valve holding body 3.
  • Figure 2 shows the corresponding, designated II section of Figure 1 in an enlarged view.
  • a spring chamber 62 is formed by the end face of the pressure sleeve 44 facing away from the valve body 5 and the wall of the receiving bore 46, in which a closing spring 60 is arranged under prestress.
  • the closing spring 60 rests with one end on the pressure sleeve 44 and at the other end with the interposition of a shim 64 on a ring shoulder, which is formed by the transition of the receiving bore 56 to the valve piston bore 21.
  • a valve piston 22 is arranged in the valve piston bore 21, the front face of the valve body 5 facing the pressure sleeve 44 and the front face facing away from the valve body 5 delimiting a first control chamber 28.
  • the control chamber 28 is connected to the inlet channel 16 via an inlet throttle 31 and via an outlet throttle 29 to a leak oil chamber 30 formed in the valve holding body 3.
  • a magnet armature 32 is arranged in the leak oil chamber 30, and a sealing ball 34 is arranged at the end thereof facing the first control chamber 28 which controls the opening of the discharge throttle 29.
  • the magnet armature 32 is acted upon by a return spring 38 which presses the magnet armature 32 with the sealing ball 34 onto the opening of the throttle 29 presses.
  • An electromagnet 36 is arranged in the area of the leakage oil chamber 30, which, when appropriately energized, exerts an attractive force on the magnet armature 32 and can move it against the force of the return spring 38.
  • the leakage oil chamber 30 is connected to a fuel tank 70 via a leakage oil connection 40 and a leakage oil line 84, so that the leakage oil chamber 30 is always depressurized.
  • the fuel tank 70 is connected to a high-pressure pump 72, which supplies fuel to a high-pressure collection space 74 under high pressure.
  • a predetermined pressure level is maintained there by means of a control device (not shown in the drawing).
  • the high-pressure plenum 74 is connected via a high-pressure line 76 to a high-pressure connection 18 of the fuel injection valve formed on the valve holding body 3, so that the predetermined high pressure of fuel in the high-pressure plenum 74 always prevails in the inlet channel 16 and thus also in the pressure chamber 14 of the fuel injection valve.
  • control channel 17 opens into a control connection 19 formed on the valve holding body 3 and connected to a control line 82.
  • Fig. 5 shows the detailed representation of this device.
  • a control pressure pump 78 which is connected to the fuel tank 70 and serves as a fuel pressure source, can supply the second control chamber 46 with fuel at a predetermined pressure via the control line 82.
  • the pressure control takes place here via a pressure control valve 80, which opens, controlled by the pressure in the control line 82, and directs fuel from the control line 82 back into the fuel tank 70 when the predetermined pressure is exceeded.
  • the fuel pressure at which the pressure control valve 80 opens can be adjusted on the pressure control valve 80. This device allows the pressure control valve 80 set a certain fuel pressure in the second control chamber 46.
  • the fuel injector works as follows: By connecting the pressure chamber 14 via the inlet channel 16 to the high-pressure accumulator 74, a predetermined high fuel pressure prevails in the pressure chamber 14.
  • the first control chamber 28 is connected to the inlet channel 16 via the inlet throttle 31, so that there is also a high fuel pressure in the first control chamber 28. Since the area of the end of the valve piston 22 facing away from the combustion chamber, which is acted upon by the pressure in the first control chamber 28, is larger than the hydraulically effective area of the pressure shoulder 13, the force acting in the closing direction predominates on the outer valve needle 10, so that it contacts the outer sealing edge 25 remains in contact with the valve seat 23 and closes the injection openings 20 against the pressure chamber 14.
  • the connection to the control channel 17 results in the predetermined fuel pressure, which exerts a closing force on the pressure piston 52 and presses the inner valve needle 12 into the closed position.
  • the electromagnet 36 is energized and the magnet armature 32 moves against the force of the return spring 38 towards the electromagnet 36 and thereby raises the sealing ball 34 from the outlet throttle 29.
  • a suitable dimensioning of the inlet throttle 31 and the outlet throttle 29 ensures that the fuel pressure in the first pressure chamber 28 drops, so that the hydraulic force on the end of the valve piston 22 facing away from the combustion chamber is correspondingly reduced.
  • the surfaces of the valve piston 22 and the pressure shoulder 13 are designed such that the hydraulic force on the pressure shoulder 13 now predominates.
  • the outer valve needle 10 moves away from the valve seat 23 and connects the first row of injection openings 120 to the pressure chamber 14. Moved together with the outer valve needle 10 also the pressure sleeve 44 and the valve piston 22 until the valve piston 22 comes to rest with its end face remote from the combustion chamber on the base surface of the valve piston bore 21. In this state, fuel is injected into the combustion chamber of the internal combustion engine only through the first row of injection openings 120.
  • the inner valve needle 12 now experiences a hydraulic force acting in the opening direction due to the pressurization of the inner sealing surface 26, said hydraulic force counteracting the hydraulic force on the pressure piston 52.
  • the hydraulic force on the inner pressure surface 26 is not sufficient to move the inner valve needle 12, so that the second row of injection openings 220 remains closed and fuel is injected exclusively via the row of injection openings 120 takes place.
  • the energization of the electromagnet 36 is changed so that the return spring 38 moves the armature 32 back into the closed position and the sealing ball 34 closes the flow restrictor 29 again.
  • the fuel pressure in the first control chamber 28 rises via the connection of the first control chamber 28 to the inlet channel 16 until it corresponds to the pressure in the first control chamber 28.
  • the outer valve needle 10 then moves towards the valve seat 2 until the sealing edge 25 comes into contact with the valve seat 23 and the injection openings 20 closes against the pressure chamber 14. This also eliminates the hydraulic force on the inner pressure surface 26 of the inner valve needle 12, so that it moves back into the closed position regardless of the prevailing pressure in the second control chamber 46.
  • FIG. 4 shows a further exemplary embodiment of the fuel injection valve according to the invention, the section shown in FIG. 4 being the same as that shown in FIG. 2.
  • the two exemplary embodiments differ in that, in this exemplary embodiment, a valve spring 58 is arranged in the second control chamber 46 and is arranged under prestress between the bottom surface 54 of the control bore 48 and the pressure piston 52. This results in a closing force on the inner valve needle 12 which is selected to be so high that it is smaller than the opening force on the inner valve needle 12 when the inner sealing surface 26 is acted upon.
  • the hydraulic pressure in the second control chamber 46 no longer has to the entire closing force is applied to the inner valve needle 12, so that a significantly lower control pressure in the second control chamber 46 is sufficient than is necessary for the exemplary embodiment shown in FIG. 2.
  • the control pressure for the second control chamber 46 can therefore be generated with simpler devices, which is correspondingly less expensive than the generation of a higher control pressure.
  • the closing spring 60 which exerts a force acting in the closing direction on the pressure sleeve 44 and via the compensating ring 42 on the outer valve needle 10, only plays a role in the function of the fuel injection valve insofar as it holds the outer valve needle 10 in the closed position when the internal combustion engine is switched off and prevents the inflow of fuel from the now unpressurized pressure chamber 14 through the injection openings 20 into the combustion chamber of the internal combustion engine.
  • the very low force of the closing spring 60 does not play an essential functional role in the fuel injector.
  • connection bore 50 is dimensioned such that a connection of the second control chamber 46 to the control channel 17 is always ensured, even when the outer valve needle 10 is fully lifted.
  • the maximum stroke of the outer valve needle 10 is thus significantly smaller than the diameter of the connecting bore 50.
  • It can also be provided to form a plurality of connecting bores 50 over the circumference of the pressure sleeve 44, which are aligned in the radial direction with respect to the longitudinal axis of the pressure sleeve 44.
  • the individual connection bores 50 are connected to one another by an annular groove running in the circumferential direction of the pressure sleeve 44, so that all the connection bores 50 have a connection to the control channel 17.

Landscapes

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

Abstract

L'invention concerne une soupape d'injection de carburant qui comprend un corps de soupape (1) dans lequel un pointeau de soupape externe (10) est placé dans un alésage (3) et concourt avec un siège de soupape (23) pour commander au moins un orifice d'injection (20). Dans le corps de soupape (1) est formée une chambre de pression (14) qui est remplie de carburant et qui sollicite un épaulement de pression (13) sur le pointeau de soupape externe (10) de sorte que le pointeau de soupape externe (10) est soumis à une force d'ouverture qui l'éloigne du siège de soupape (23). Le pointeau de soupape externe (10) est sollicité au moins indirectement en direction du siège de soupape (23) par la pression dans une première chambre de commande (28), cette pression pouvant être commandée. Dans un alésage longitudinal du pointeau de soupape externe (10) se trouve un pointeau de soupape interne (12) qui peut être déplacé longitudinalement, qui commande au moins un orifice d'injection supplémentaire (20) et qui présente une surface d'étanchéité de soupape interne (26) pouvant être sollicitée par la pression dans la chambre de pression (14) et par laquelle une force d'ouverture agit sur le pointeau de soupape interne (12).
EP02760089A 2001-07-10 2002-07-10 Soupape d'injection de carburant pour des moteurs a combustion interne Withdrawn EP1407131A1 (fr)

Applications Claiming Priority (3)

Application Number Priority Date Filing Date Title
DE2001133434 DE10133434A1 (de) 2001-07-10 2001-07-10 Kraftstoffeinspritzventil für Brennkraftmaschinen
DE10133434 2001-07-10
PCT/DE2002/002524 WO2003006816A1 (fr) 2001-07-10 2002-07-10 Soupape d'injection de carburant pour des moteurs a combustion interne

Publications (1)

Publication Number Publication Date
EP1407131A1 true EP1407131A1 (fr) 2004-04-14

Family

ID=7691249

Family Applications (1)

Application Number Title Priority Date Filing Date
EP02760089A Withdrawn EP1407131A1 (fr) 2001-07-10 2002-07-10 Soupape d'injection de carburant pour des moteurs a combustion interne

Country Status (3)

Country Link
EP (1) EP1407131A1 (fr)
DE (1) DE10133434A1 (fr)
WO (1) WO2003006816A1 (fr)

Families Citing this family (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE10304605A1 (de) * 2003-02-05 2004-08-19 Robert Bosch Gmbh Kraftstoffeinspritzventil mit zwei koaxialen Ventilnadeln
DE10312738B4 (de) * 2003-03-21 2005-02-24 Siemens Ag Einspritzventil mit hydraulisch betätigter Nadel und Hohlnadel und Verfahren zum Steuern einer Einspritzung
DE10344942B4 (de) * 2003-09-27 2017-12-21 Robert Bosch Gmbh Kraftstoff-Einspritzvorrichtung für eine Brennkraftmaschine
DE10357873A1 (de) * 2003-12-11 2005-07-07 Robert Bosch Gmbh Einspritzventil

Family Cites Families (8)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE3824467A1 (de) * 1988-07-19 1990-01-25 Man B & W Diesel Ag Einspritzventil
DE4210563A1 (de) * 1991-04-15 1992-10-22 Volkswagen Ag Kraftstoffeinspritzduese fuer eine mit vor- und haupteinspritzung arbeitende brennkraftmaschine
DE4214646A1 (de) * 1992-05-02 1993-11-04 Bosch Gmbh Robert Kraftstoffeinspritzduese fuer vor- und haupteinspritzung
GB9709678D0 (en) * 1997-05-14 1997-07-02 Lucas Ind Plc Fuel injector
US5884611A (en) * 1997-10-14 1999-03-23 Cummins Engine Company, Inc. Effervescent injector for diesel engines
DE19827267A1 (de) 1998-06-18 1999-12-23 Bosch Gmbh Robert Kraftstoff-Einspritzventil für Hochdruck-Einspritzung mit verbesserter Steuerung der Kraftstoffzufuhr
EP0978649B1 (fr) * 1998-08-06 2004-05-12 Siemens Aktiengesellschaft Buse d'injection de combustible
AT3763U3 (de) * 1999-08-05 2000-12-27 Avl List Gmbh Nockenbetätigte einspritzeinrichtung für eine brennkraftmaschine

Non-Patent Citations (1)

* Cited by examiner, † Cited by third party
Title
See references of WO03006816A1 *

Also Published As

Publication number Publication date
DE10133434A1 (de) 2003-01-23
WO2003006816A1 (fr) 2003-01-23

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Inventor name: WENGERT, ANDREAS

Inventor name: BOEHLAND, PETER

Inventor name: JACOB, ADRIAN

Inventor name: KUEGLER, THOMAS

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