EP1456525A1 - Dispositif d'injection de carburant pour moteur a combustion interne - Google Patents

Dispositif d'injection de carburant pour moteur a combustion interne

Info

Publication number
EP1456525A1
EP1456525A1 EP02805245A EP02805245A EP1456525A1 EP 1456525 A1 EP1456525 A1 EP 1456525A1 EP 02805245 A EP02805245 A EP 02805245A EP 02805245 A EP02805245 A EP 02805245A EP 1456525 A1 EP1456525 A1 EP 1456525A1
Authority
EP
European Patent Office
Prior art keywords
control
injection valve
chamber
fuel
fuel injection
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
EP02805245A
Other languages
German (de)
English (en)
Other versions
EP1456525B1 (fr
Inventor
Peter Boehland
Michael Kurrle
Joerg-Peter Fischer
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 EP1456525A1 publication Critical patent/EP1456525A1/fr
Application granted granted Critical
Publication of EP1456525B1 publication Critical patent/EP1456525B1/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
    • F02M57/00—Fuel-injectors combined or associated with other devices
    • F02M57/02—Injectors structurally combined with fuel-injection pumps
    • 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
    • F02M61/00—Fuel-injectors not provided for in groups F02M39/00 - F02M57/00 or F02M67/00
    • F02M61/16—Details not provided for in, or of interest apart from, the apparatus of groups F02M61/02 - F02M61/14
    • 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
    • F02M2200/16—Sealing of fuel injection apparatus not otherwise provided for
    • 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
    • F02M2200/28—Details of throttles in fuel-injection apparatus

Definitions

  • the invention is based on one
  • Fuel injection device for an internal combustion engine according to the preamble of claim 1.
  • Such a fuel injection device is known from EP 0 987 431 A2.
  • This fuel injection device has a high-pressure fuel pump and a fuel injection valve connected to it for each cylinder of the internal combustion engine.
  • the high-pressure fuel pump has a pump piston which is driven by the internal combustion engine in a stroke movement and delimits a pump working space.
  • the fuel injection valve has a pressure chamber connected to the pump working chamber and an injection valve member, through which at least one injection opening is controlled and which, when acted upon by the pressure in the pressure chamber, can be moved in the opening direction to release the at least one injection opening, against a closing force.
  • a first electrically operated control valve is provided, by means of which a connection of the pump work space to a relief space is controlled.
  • a second electrically actuated control valve is also provided, by means of which a connection of a control pressure chamber to a relief chamber is controlled.
  • the control pressure chamber is connected to the pump work chamber via a throttling point.
  • the control pressure chamber is delimited by a control piston, which is supported on the injection valve member in its closing direction and by the one prevailing in the control pressure chamber Pressure is applied in the closing direction of the injection valve member.
  • the first control valve is closed and the second control valve is opened, so that no high pressure can build up in the control pressure chamber and the fuel injection valve can open.
  • the second control valve is open, however, fuel flows out of the pump work chamber via the control pressure chamber, so that the quantity of fuel available for injection is reduced from the quantity of fuel delivered by the pump piston, and the pressure available for injection is also reduced. It follows that the efficiency of the
  • Fuel injection device is not optimal and the course of the fuel injection can not be set in the desired manner.
  • the fuel injection device according to the invention with the features according to claim 1 has the advantage that only a small flow cross-section is released from the control pressure chamber to the relief chamber when the second control valve is open for fuel injection and thus open and thus only a small amount of fuel flows out, so that the fuel is available for injection standing pressure and the efficiency of the fuel injector is increased.
  • a rapid opening or closing of the fuel injection valve is also achieved, which is made possible by a rapid pressure reduction or pressure build-up in the control pressure chamber that occurs as a result of the variable flow cross section controlled by the control piston when the second control valve is opened or closed.
  • Advantageous refinements and developments of the fuel injection device according to the invention are specified in the dependent claims.
  • the embodiment according to claim 2 enables the flow cross-section to be controlled in a simple manner.
  • FIG. 2 shows a detail designated II in FIG. 1 in an enlarged representation with a control piston in a first stroke position
  • FIG. 3 shows detail II with the control piston in a second stroke position.
  • the internal combustion engine is preferably a self-igniting internal combustion engine.
  • the fuel injection device is preferably designed as a so-called pump-nozzle unit and has for each cylinder of the internal combustion engine a high-pressure fuel pump 10 and a fuel injection valve 12 connected to it, which form a common structural unit.
  • the fuel injection device is preferably designed as a so-called pump-nozzle unit and has for each cylinder of the internal combustion engine a high-pressure fuel pump 10 and a fuel injection valve 12 connected to it, which form a common structural unit.
  • Fuel injection device can also be designed as a so-called pump-line-nozzle system, in which the high-pressure fuel pump and the fuel injection valve of each cylinder are arranged separately from one another and are connected to one another via a line.
  • the high-pressure fuel pump 10 has a pump body 14 a cylinder bore 16, in which a pump piston 18 is tightly guided, which is driven at least indirectly by a cam 20 of a camshaft of the internal combustion engine against the force of a return spring 19 in a lifting movement.
  • the pump piston 18 delimits a pump working chamber 22 in the cylinder bore 16, in which fuel is compressed under high pressure during the delivery stroke of the pump piston 18.
  • the pump working chamber 22 is supplied with fuel from a fuel tank 24 of the motor vehicle.
  • the fuel injection valve 12 has a valve body 26 which is connected to the pump body 14 and which can be constructed in several parts and in which an injection valve member 28 is guided so as to be longitudinally displaceable in a bore 30.
  • the valve body 26 has at least one, preferably a plurality of injection openings 32 at its end region facing the combustion chamber of the cylinder of the internal combustion engine.
  • the injection valve member 28 has at its end region facing the combustion chamber an, for example, approximately conical sealing surface 34 which interacts with a valve seat 36 formed in the valve body 26 in its end region facing the combustion chamber, from or after which the injection openings 32 lead away.
  • valve body 26 there is an annular space 38 between the injection valve member 28 and the bore 30 towards the valve seat 36, which in its end region facing away from the valve seat 36 merges into a pressure space 40 surrounding the injection valve member 28 by a radial expansion of the bore 30.
  • the injection valve member 28 has a pressure shoulder 42 at the level of the pressure chamber 40 by reducing the cross section.
  • a prestressed closing spring 44 engages, for example via a sleeve 48 which the injection valve member 28 is pressed in its closing direction towards the valve seat 36.
  • the closing spring 44 is arranged in a spring chamber 46 of a housing part 50 which adjoins the valve body 26.
  • the spring chamber 46 is formed by a bore in the housing part 50 which is coaxial with the bore 30 in the valve body 26.
  • a shim 49 can be arranged within the sleeve 48, which enables an exact adjustment of the length of the composite consisting of the injection valve member 28 and the control piston 60 by using a disk 49 with the required thickness.
  • the closing spring 44 surrounds the piston rod 61 and is supported on the one hand on the sleeve 48, and thus indirectly on the injection valve member 28, and on the other hand on a spring plate 64 resting on the annular shoulder formed at the transition from the spring chamber bore 46 to the smaller control pressure chamber bore 62.
  • An intermediate disk 54 is arranged between the housing part 50 and the pump body 14.
  • a channel 70 leads from the pump work chamber 22 through the pump body 14, the intermediate disk 54, the housing part 50 and the valve body 26 to the pressure chamber 40 of the fuel injector 12.
  • a channel 72 leads through the intermediate disk 54 and the housing part 50 to the control pressure chamber 62
  • Channel 72 has a first throttle point in the form of a throttle bore 73 in the housing part 50.
  • a channel 74 also opens into the control pressure chamber 62, which forms a connection to a relief chamber, which can serve at least indirectly as the fuel reservoir 24 or another area in which a low pressure prevails.
  • a connection 76 leads from the pump work chamber 22 or from the channel 70 to a relief chamber 24, which is controlled by a first electrically operated control valve 78.
  • the control valve 78 can, as shown in FIG. 1, be designed as a 2/2-way valve.
  • the connection 74 of the control pressure chamber 62 to the relief chamber 24 is controlled by a second electrically operated control valve 80, which can be designed as a 2/2-way valve.
  • the control valves 78, 80 can have an electromagnetic actuator or a piezo actuator and are controlled by an electronic control device 82.
  • the bore 52 has a radial widening in its end region to form the control pressure chamber 62.
  • the channel 72 opens into the control pressure chamber 62 in an edge region offset to the longitudinal axis 59 of the control piston 60.
  • the channel 74 preferably opens into the control pressure chamber 62 coaxially with the longitudinal axis 59 of the control piston 60 and in the channel 74 a second throttle point in the form of a throttle bore 75 is arranged.
  • the throttle bore 75 is arranged at a distance from the mouth of the channel 74 into the control pressure chamber 62 in the housing part 50.
  • the mouth 56 of the channel 74 in the control pressure chamber 62 is designed in such a way that the cross section of the channel 74 increases towards the control pressure chamber 62, it being possible for the mouth 56 to be conically widening, for example.
  • the control piston 60 has at its end facing away from the injection valve member 28 a pin 66 which is arranged coaxially with its longitudinal axis 59 and protrudes towards the channel 74 and which is adapted in cross-section to the mouth 56, for example smaller than the area of the control piston 60 guided in the bore 52 ,
  • the pin 66 is designed in such a way that it tapers towards the channel 74, the pin 66, for example, being conically tapered.
  • the control piston 60 interacts with its pin 66 with the mouth 56 of the channel 74 for controlling a flow cross-section from the control pressure chamber 62 into the channel 74 and through this with the second control valve 80 open to the relief chamber 24. If the control piston 60 is in a stroke position according to FIG. 2, in which it is arranged with its pin 66 at a large distance from the mouth 56 of the channel 74, then a large flow cross-section becomes from the control pressure chamber 62 between the pin 66 and the mouth 56 released into channel 74.
  • the smallest flow cross-section for the outflow of fuel from the control pressure chamber 62 is the throttle bore 75 in the housing part 50, which has a defined fixed flow cross-section.
  • the control piston 60 is in this stroke position when the fuel injection valve 12 is closed and its injection valve member 28 bears with its sealing surface 34 on the valve seat 36.
  • the control piston 60 moves with its pin 66 towards the mouth 56 of the channel 74 in a lifting movement, the released flow cross section becomes smaller. If the control piston 60 according to Figure 3 with its pin 66 only a short distance is arranged to the mouth 56 of the channel 74, only a flow cross-section is released, which is less than the flow cross-section of the throttle point 75, so that the flow cross-section between the pin 66 and the mouth 56 represents the actual Drossseistelle for fuel flowing out of the control pressure chamber 62.
  • the control piston 60 is in this stroke position when the fuel injection valve 12 is open and the injection valve member 28 of its sealing surface 34 is lifted off the valve seat 36.
  • Fuel injector explained. During the suction stroke of the pump piston 18, fuel is supplied to it from the fuel reservoir 24. During the delivery stroke of the pump piston 18, the fuel injection begins with a pre-injection, the first control valve 78 being closed by the control device 82, so that the pump working chamber 22 is separated from the relief chamber 24.
  • the second control valve 80 can initially be closed, so that the control pressure chamber 62 is separated from the relief chamber 24 and the same pressure prevails in the pump work chamber 22, so that no fuel injection can take place.
  • the control device 72 then opens the second control valve 80, so that the control pressure chamber 62 is connected to the relief chamber 24. In this case, no high pressure can build up in the control pressure chamber 62, since this is relieved towards the relief chamber 24.
  • the control device closes the second control valve 80, so that the control pressure chamber 62 is separated from the relief chamber 24.
  • the first control valve 78 remains in its closed position. High pressure builds up in the control pressure chamber 62 as in the pump work chamber 22, so that a large pressure force acts on the control piston 60 in the closing direction and the injection valve member 28 is moved into its closed position.
  • the control piston 60 then assumes its stroke position according to FIG. 3.
  • the second control valve 80 is opened by the control device 82.
  • the fuel injection valve 12 then opens due to the reduced pressure force on the control piston 60 and the injection valve member 28 moves over its maximum opening stroke into its opening position.
  • the injection valve member 28 opens, the flow cross-section of the throttle bore 75 is effective as the smallest flow cross-section, since a large flow cross-section is released between the pin 66 of the control piston 60 and the mouth 56 of the channel 74.
  • the fuel injection valve 12 opens quickly enables because the throttle bore 75 can be formed with a relatively large flow cross-section.
  • the pin 66 of the control piston 60 is arranged at a short distance from the mouth 56 of the channel 74, so that only a small flow cross-section is released, which is smaller than the flow cross-section of the throttle bore 75.
  • the control piston 60 remains in a state of equilibrium with its pin 66 at a distance from the mouth 56 of the channel 74, since the pin 66 coming into contact with the mouth 56 would completely separate the control pressure chamber 62 from the relief chamber 24, so that the pressure in the control pressure chamber 62 would increase, which in turn would have the consequence that the injection valve member 28 would move in the closing direction and the control piston 60 with its pin 66 would move away from the mouth 56.
  • the second control valve 80 is brought into its closed switching position by the control device 82, so that the control pressure chamber 62 is separated from the relief chamber 24 and builds up in this high pressure and the fuel injection valve 12 is closed via the force acting on the control piston 60.
  • the control piston 60 releases a large flow cross-section between its pin 66 and the mouth 56, so that the pressure in the control pressure chamber 62 rises quickly and onto the control piston 60 a high pressure force acts, so that the fuel injection valve 12 closes quickly.
  • the second control valve 80 is opened again by the control device 82, so that the fuel injection valve 12 opens as a result of the reduced pressure in the control pressure chamber 62.
  • the second control valve 80 is closed and / or the first control valve 78 is opened.

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 un dispositif d'injection de carburant qui comprend, pour chaque cylindre d'un moteur à combustion interne, une pompe à carburant haute pression (10) à laquelle est reliée une soupape d'injection de carburant (12). Un piston de pompage (18) de la pompe à carburant haute pression (10) délimite une chambre de travail de pompage (22) qui est reliée à une chambre de pression (40) de la soupape d'injection de carburant (12) qui comporte un obturateur de soupape d'injection (28) par lequel des ouvertures d'injections (32) sont commandées et qui peut être déplacé dans le sens d'ouverture (29), à l'encontre d'une force de fermeture, sous l'effet de la pression régnant dans la chambre de pression (40). Une soupape de commande (80) commande l'ouverture d'une conduite (74) entre une chambre de pression de commande (62), qui est reliée à la chambre de travail de pompage (22) et délimitée par un piston de commande (60), et une chambre de détente (24), conduite dans laquelle se trouve un étranglement (75). Le piston de commande (60) commande une section d'écoulement de la conduite (74) entre la chambre et de pression de commande (62) et la chambre de détente (24) en fonction de sa course, de sorte que lorsque la course d'ouverture de l'obturateur de soupape d'injection (28) augmente, une plus faible section d'écoulement est libérée par le piston de commande (60) et que, lorsque la course d'ouverture de l'obturateur d'injection (28) est au maximum, la section d'écoulement libérée est plus petite que celle du second étranglement (75).
EP02805245A 2001-12-07 2002-11-12 Dispositif d'injection de carburant pour moteur a combustion interne Expired - Lifetime EP1456525B1 (fr)

Applications Claiming Priority (3)

Application Number Priority Date Filing Date Title
DE10160264A DE10160264A1 (de) 2001-12-07 2001-12-07 Kraftstoffeinspritzeinrichtung für eine Brennkraftmaschine
DE10160264 2001-12-07
PCT/DE2002/004139 WO2003054375A1 (fr) 2001-12-07 2002-11-12 Dispositif d'injection de carburant pour moteur a combustion interne

Publications (2)

Publication Number Publication Date
EP1456525A1 true EP1456525A1 (fr) 2004-09-15
EP1456525B1 EP1456525B1 (fr) 2005-11-16

Family

ID=7708453

Family Applications (1)

Application Number Title Priority Date Filing Date
EP02805245A Expired - Lifetime EP1456525B1 (fr) 2001-12-07 2002-11-12 Dispositif d'injection de carburant pour moteur a combustion interne

Country Status (6)

Country Link
US (1) US6953157B2 (fr)
EP (1) EP1456525B1 (fr)
JP (1) JP2005513332A (fr)
DE (2) DE10160264A1 (fr)
PL (1) PL367446A1 (fr)
WO (1) WO2003054375A1 (fr)

Families Citing this family (8)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE10259950A1 (de) * 2002-12-20 2004-07-01 Robert Bosch Gmbh Steuerventil für Injektoren, insbesondere Common-Rail-Injektoren von Brennkraftmaschinen
DE10352504A1 (de) * 2003-11-11 2005-06-02 Robert Bosch Gmbh Einspritzdüse
DE102004010759A1 (de) * 2004-03-05 2005-09-22 Robert Bosch Gmbh Common-Rail Injektor
DE102005014180A1 (de) * 2005-03-29 2006-10-05 Robert Bosch Gmbh Kraftstoffeinspritzeinrichtung für eine Brennkraftmaschine
FI122557B (fi) * 2009-04-02 2012-03-30 Waertsilae Finland Oy Mäntämoottorin polttoaineenruiskutusjärjestely
JP6015398B2 (ja) * 2012-12-05 2016-10-26 株式会社日本自動車部品総合研究所 燃料噴射弁
DE102014225412A1 (de) * 2014-12-10 2016-06-16 Robert Bosch Gmbh Kolbenpumpe mit einem Kolben mit profilierter Kolbenvorderseite
US11028810B2 (en) 2016-11-22 2021-06-08 Cummins, Inc. Injector method of switching between injection state and drain state

Family Cites Families (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE3900762A1 (de) * 1989-01-12 1990-07-19 Voest Alpine Automotive Kraftstoffeinspritzduese mit hohlem ausweichkolben
DE19624001A1 (de) * 1996-06-15 1997-12-18 Bosch Gmbh Robert Kraftstoffeinspritzvorrichtung für Brennkraftmaschinen
DE19743669A1 (de) * 1997-10-02 1999-04-08 Bosch Gmbh Robert Ventil zum Steuern von Flüssigkeiten
GB9820237D0 (en) 1998-09-18 1998-11-11 Lucas Ind Plc Fuel injector
DE19939445A1 (de) * 1999-08-20 2001-03-01 Bosch Gmbh Robert Injektor
DE10006111A1 (de) * 2000-02-11 2001-08-30 Bosch Gmbh Robert Kraftstoffeinspritzventil

Non-Patent Citations (1)

* Cited by examiner, † Cited by third party
Title
See references of WO03054375A1 *

Also Published As

Publication number Publication date
DE50204980D1 (de) 2005-12-22
JP2005513332A (ja) 2005-05-12
EP1456525B1 (fr) 2005-11-16
US6953157B2 (en) 2005-10-11
PL367446A1 (en) 2005-02-21
US20040065751A1 (en) 2004-04-08
WO2003054375A1 (fr) 2003-07-03
DE10160264A1 (de) 2003-06-18

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