EP1483499A1 - Systeme pour moduler en pression le comportement d'injection - Google Patents

Systeme pour moduler en pression le comportement d'injection

Info

Publication number
EP1483499A1
EP1483499A1 EP03701469A EP03701469A EP1483499A1 EP 1483499 A1 EP1483499 A1 EP 1483499A1 EP 03701469 A EP03701469 A EP 03701469A EP 03701469 A EP03701469 A EP 03701469A EP 1483499 A1 EP1483499 A1 EP 1483499A1
Authority
EP
European Patent Office
Prior art keywords
valve
pressure
control unit
injection
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.)
Granted
Application number
EP03701469A
Other languages
German (de)
English (en)
Other versions
EP1483499B1 (fr
Inventor
Jaroslaw Hlousek
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 EP1483499A1 publication Critical patent/EP1483499A1/fr
Application granted granted Critical
Publication of EP1483499B1 publication Critical patent/EP1483499B1/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
    • F02M63/00—Other fuel-injection apparatus having pertinent characteristics not provided for in groups F02M39/00 - F02M57/00 or F02M67/00; Details, component parts, or accessories of fuel-injection apparatus, not provided for in, or of interest apart from, the apparatus of groups F02M39/00 - F02M61/00 or F02M67/00; Combination of fuel pump with other devices, e.g. lubricating oil pump
    • F02M63/0003—Fuel-injection apparatus having a cyclically-operated valve for connecting a pressure source, e.g. constant pressure pump or accumulator, to an injection valve held closed mechanically, e.g. by springs, and automatically opened by fuel pressure
    • F02M63/0005—Fuel-injection apparatus having a cyclically-operated valve for connecting a pressure source, e.g. constant pressure pump or accumulator, to an injection valve held closed mechanically, e.g. by springs, and automatically opened by fuel pressure using valves actuated by fluid 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
    • F02M45/12—Fuel-injection apparatus characterised by having a cyclic delivery of specific time/pressure or time/quantity relationship providing a continuous cyclic delivery with variable pressure
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M63/00—Other fuel-injection apparatus having pertinent characteristics not provided for in groups F02M39/00 - F02M57/00 or F02M67/00; Details, component parts, or accessories of fuel-injection apparatus, not provided for in, or of interest apart from, the apparatus of groups F02M39/00 - F02M61/00 or F02M67/00; Combination of fuel pump with other devices, e.g. lubricating oil pump
    • F02M63/0012—Valves
    • F02M63/0059—Arrangements of valve actuators
    • F02M63/0064—Two or more actuators acting on two or more valve bodies
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B3/00—Engines characterised by air compression and subsequent fuel addition
    • F02B3/06—Engines characterised by air compression and subsequent fuel addition with compression ignition
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02F—CYLINDERS, PISTONS OR CASINGS, FOR COMBUSTION ENGINES; ARRANGEMENTS OF SEALINGS IN COMBUSTION ENGINES
    • F02F7/00—Casings, e.g. crankcases or frames
    • F02F2007/0097—Casings, e.g. crankcases or frames for large diesel engines
    • 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
    • F02M2200/04—Fuel-injection apparatus having means for avoiding effect of cavitation, e.g. erosion

Definitions

  • injection course denotes the course of the amount of K-fuel injected into the combustion chamber as a function of the crankshaft or camshaft angle.
  • the 15th essential variables are the injection duration and the injection amount. These represent the course of the injection in degrees / crankshaft angles , Camshaft angle or ms, while the injectors are open and fuel enters the interior of the combustion chamber.
  • DE 198 37 332 AI relates to a control unit for controlling the pressure build-up in a pump unit.
  • the control unit has a control valve and a valve actuation inlet connected to it.
  • the control valve is designed as
  • 25 NEN opening I-shaped valve which has a valve body axially displaceably mounted in a housing of the control unit, which sits on the inside of a valve seat of the control valve when the control valve is closed. It is a throttling arrangement provided by which, h is the flow through the control valve in order emen small stroke. open control valve is throttled. When the control valve is open by this stroke, the is
  • valve seat still open, but another valve seat closed, so that the pumped medium through the throttle bores through the control valve H manen ⁇ ss. Due to the throttled flow through the control valve, a lower pressure is built up in a high-pressure area of the system. When the control valve is completely closed, however, both the first valve seat and the further valve seat are
  • DE 42 38 727 AI relates to a solenoid valve.
  • the solenoid valve is used to control the passage of a connection between a high-pressure chamber, at least temporarily brought to high fluid pressure, in particular a pump working chamber of a fuel injection pump and a low-pressure chamber.
  • a valve body inserted into a valve housing and a bore arranged therein are provided, in which a valve closing member in the form of a piston can be displaced by an electromagnet against the force of a return spring.
  • the piston tapers, starting from a circular cylindrical outer surface via a conical surface to a reduced diameter, the conical surface interacting with a conical high pressure space surrounding the circular cylindrical outer surface of the piston with a connecting valve seat surrounding the reduced diameter of the piston on the valve body. Its cone angle is smaller than the cone angle of the conical surface of the piston, so that the piston interacts with the valve seat via a sealing edge which is created at the transition between its cylindrical outer surface and the conical surface.
  • the sealing edge is connected in the overflow direction from the high-pressure chamber to the low-pressure chamber, a throttle point which becomes effective at the start of the opening stroke.
  • the throttle point is formed by a throttle section in the overlap area between the angular surface of the piston and the valve seat surface, the angle of the conical surface of the piston being slightly, preferably 0.5 to 1 °, larger than the angle of the valve seat surface, so that the passage cross section between the The tapered surface of the piston and the valve seat surface steadily decreases over the entire circumference in the overflow direction to the eder pressure chamber at the beginning of the opening stroke. Due to the high flow velocities of the fuel between the injection phases - be it pre-, main or post-injection phases, cavitation damage can be prevented with this solution.
  • the solution proposed according to the invention permits the first phase of the injection process (the so-called "bootplias") with regard to to control the length and the pressure level.
  • the NO x emissions can be influenced very favorably by influencing the boot phase.
  • the boot phase upstream of the main injection serves to condition the mixture to be reacted during the main injection phase with regard to an optimal, ie as complete as possible combustion with an optimal exhaust gas composition.
  • the possibility of influencing the duration of the boot phase independently of the control parameters injection start, injection quantity and injection pressure etc.
  • the proposed solution also takes into account the use of heavy oil as fuel for diesel engines in that the actuators, for example solenoids of electromagnets or piezo actuators with hydraulic translators, are separated from the fuel by a membrane.
  • the membrane shield for example, from the anchor plates' and magnets from the fuel, which may be to improve its flow properties at temperatures of up to 140 ° C and preheated it.
  • FIG. 1 shows a control unit with a combination of a 3/2 way valve and a 2/2 way valve connected in series
  • FIG. 2 shows the control unit according to FIG. 1, fastened to a high-pressure collector (common rail),
  • FIG. 3 the control unit according to FIG. 1, directly assigned to an injector (DHK),
  • Figure 4 is a split version of the control unit according to
  • control unit is assigned to the high-pressure alarm chamber and the other part of the control unit to the injector (DHK) and
  • Figure 6 shows the curves of pressure, needle stroke and control times of a 3/2 and a 2/2-way valve
  • FIG. 7 shows the courses of pressure, needle stroke and activation times of a 3/2 and a 2/2 way valve with multiple injection, combined with the "boot rate shaping".
  • Figure 1 shows a control unit with a series combination of a 3/2-way valve and a 2/2-way valve.
  • the control unit 6 which can be seen in FIG. 1, is supplied with fuel under high pressure by means of a high-pressure inlet 1 via a high-pressure accumulation chamber (common rail), not shown here, or another high-pressure source.
  • the control unit 6 comprises an unpressurized outlet 3 and a drain on the high-pressure side 2.
  • the control unit 6 is of modular construction and comprises an upper part 7, in which a first actuating device 4 and a second actuating device 5 are accommodated next to one another. Below the upper part 7 of the control unit 7 there is a central part 8, to which a lower part 9 is connected.
  • the control unit 6 comprises a first valve 10 and a second valve 11.
  • the first valve 10 is designed as a 3/2-way valve, the pressure chamber 28 of which is pressurized with fuel under high pressure via the high-pressure inlet 1.
  • the opposite Via the second valve 11 is designed as a 2/2-way valve.
  • the first valve 10 is controlled by the first actuating device 4, which is designed as an electromagnet in the illustration according to FIG. 1.
  • the magnet coil 13 of the electromagnet is accommodated in the upper part 7 of the control unit 6.
  • An actuating arrangement 21, 22 for relieving pressure in a control chamber 24 of the first valve 10 acts on a closing element 20, which in turn releases or closes an outlet throttle 23 for relieving pressure in the control chamber 24 of the first valve 10.
  • the first actuating device 4 is designed as an electromagnet.
  • the configuration of the first actuating device 4 as a piezo actuator is possible, which can be followed by a hydraulic translator to increase the travel.
  • the actuation arrangement 21, 22 - configured as an anchor plate 21 and pin 22 connected to it in the illustration according to FIG. 1 - is acted upon by a return spring 12, which the anchor plate 21 of the actuation arrangement 21, 22 at a distance from the lower end face of the magnet coil 13 first actuator 4 holds.
  • the pin 22 of the actuating arrangement 21, 22 comprises a contact surface 19 which partially encloses the spherical locking element 20 and presses it into the seat within the middle part 8 which closes the outlet of the control chamber 24.
  • the reference line 18 designates the line of symmetry of the first actuating device 4 and the first valve 10.
  • a first cavity 15 is formed in the upper part 7 of the control unit 6, which serves to receive the anchor plate 21 of the actuating arrangement 21, 22.
  • the first cavity 15 is sealed against the entry of fuel by means of a flexible membrane element 17.
  • the first cavity 15 and analogously the second cavity 16 of the second actuating device 5 are in the region by means of flexible membrane elements 17 the parting line to the central part 8 of the control unit 6 is protected against the entry of hot fuel.
  • the first valve 10 comprises a valve body 27, the upper end of which delimits the control chamber 24.
  • the control chamber 24 is also delimited by the lower part 9 of the control unit 6 and a partial area of the lower surface of the central part 8 of the control unit 6, in which the outlet throttle 23 is accommodated, which can be closed or released by the spherically configured closing element 20.
  • the valve body 27 of the first valve 10 also includes, in the area which is enclosed by the annularly configured pressure chamber 28, an inlet throttle point 30 which is connected to a longitudinal bore opening on the upper end face of the valve body 27. Via the high pressure inlet 1, the inlet throttle point 30 and the aforementioned longitudinal bore shown in broken lines in FIG.
  • valve body 27 of the first valve 10 comprises a conical seat 29 which interacts with a corresponding seat surface of the lower part 9.
  • the conical seat 29 of the valve body 27 is inserted into a corresponding seat surface of the lower part 9 of the control unit 6 and closes both the unpressurized outlet 3 as well as the transverse bore 32 branching below the annular pressure chamber 28 to the pressure chamber 36 of the second valve 11, which is preferably designed as a 2/2-way valve.
  • the valve body 27 of the first valve 10 further comprises an extension 31, which is arranged below the conical seat 29 and corresponding to the stroke of the valve body 27 in the lower part 9 of FIG.
  • Control unit 6 closes or releases the unpressurized drain 3.
  • the control chamber 24 is relieved of pressure by energizing the first actuating unit 4
  • the control chamber 24 is relieved of pressure, and consequently the valve body 27 moves upwards in the vertical direction until its upper end face rests on the contact surface 18 of the middle part 8.
  • the conical seat 29 moves out of its seat in the lower part 9 of the control unit 6 and the extension 31 partially extends into the bore adjoining the pressure chamber 28 to such an extent that the high pressure 1 and the pressure chamber via the annular pressure chamber 28 36 of the second valve 11 acting cross bore 32 is supplied with high pressure.
  • the second actuating unit 5 which is likewise accommodated in the upper part 7 of the control unit 6 and which, in the embodiment variant according to FIG. is executed, actuates a valve body 35 of the second valve 11.
  • an injection device such as a nozzle holder combination or an injector
  • a conical seat 39 is formed which interacts with a corresponding seat surface in the lower part 9 of the control unit 6.
  • a throttle point 37 is formed in connection with the pressure chamber 36, which is connected to a longitudinal bore 38 within the valve body 35.
  • the first actuating device 4 and the second actuating device 5 are controlled by means of a control part 40, which is connected via control lines 14 to the solenoids 13 of the first actuating device 4 and the second actuating device 13, respectively.
  • the operating mode of the embodiment variant shown in FIG. 1 is as follows:
  • the valve body 27 of the hydraulic 3/2-way valve 10 is controlled by means of the first actuating device 4 designed as an electromagnet.
  • the opening and closing of the valve body 27 is controlled by the pressure relief of the control chamber 24 via the first actuating device 4.
  • the pressure drop or the pressure rise is dependent on the diameters of the inlet throttle parts 30 in the lower part of the valve body 27 or the design of the outlet throttle 23 above the control chamber 24. If the solenoid 13 of the first actuating device 4 is deenergized, the valve body 27 closes by retracting its conical seat 29 the high-pressure inlet 1 via the transverse bore 22 to the pressure chamber 36 of the second valve 11 into the corresponding seat surface within the lower part 9 of the control unit 6.
  • the pressure-free outlet 13 is closed, the high-pressure inlet 1 being connected via the pressure chamber 28 to the pressure chamber 36 of the second control valve 11.
  • the injection pressure is controlled via the second actuating device 5, which actuates the valve body 35 of the second valve 11, the solenoid coil of which is activated by the control part 40 via a control line 14.
  • the inlet to the injection nozzle is throttled via the throttle point 37 formed in the valve body 35.
  • the high-pressure outlet 1 is connected via the pressure chamber 28 and " via the transverse bore 32 to the pressure chamber 36 of the second valve 11, however, in this phase of the injection there is only a throttled action on the high pressure inlet 2 to the injection nozzle (see illustration in Figure 2.)
  • an unthrottled action on the nozzle space 59 of a nozzle holder combination 56 can take place (see illustration according to FIG. 2) depending on the control, ie the stroke of the valve body 35 of the second valve 11 takes place within the lower part 9 of the control unit 6.
  • FIG. 2 shows the control unit according to FIG. 1 attached to a high-pressure collecting room (Cornmon Rail).
  • control unit 6 is only represented by the upper part 7, the middle part 8 and the lower part 9.
  • the Hochdmcksa melraum 50 is configured essentially tubular.
  • the high-pressure collecting space 50 (cornmon rail) and the control unit 6 are connected to one another along a butt joint 51.
  • control lines 14 of the first actuating device 4 and the second actuating device 5 are shown in the upper part 7 of the control unit 6, via which the solenoid coils for actuating the first valve 10 and the second valve 11 are actuated by means of the actuating part 40.
  • the high-pressure plenum 50 (Cornmon Rail) is connected to the tank 55 via a fuel feed 53 and comprises a high-pressure fuel pump 52, which pumps the fuel from the tank 55 to an arbitrary pressure level, e.g. brings between 600 and 1800 bar.
  • the unpressurized outlet 3 on the control unit 6 is also connected to the tank 55 via a return line 54, so that the fuel quantity discharged from the control chamber 24 of the first valve 10 can flow back into the fuel reservoir.
  • the high-pressure outlet 2 of the control unit 6 caused by pressurizing the pressure chamber 36 of the second valve 11, there is high pressure, which is present at the control chamber 59 of the nozzle holder combination 56 in accordance with the further course of the high-pressure outlet 2.
  • Reference number 56 denotes a nozzle holder combination which comprises a nozzle needle 58 which is acted upon within the nozzle holder combination 56 by a compression spring.
  • control unit 6 is assigned directly to the high-pressure collecting space 50 (Cornmon Rail), as a result of which a short overall length of the high-pressure inlet 1 from the high-pressure collecting space 50 (Cornmon Rail) to the control unit 6 can be achieved.
  • the representation according to FIG. 3 shows the control unit according to FIG. 1 which is arranged directly above an injector (DHK).
  • the integrated version, designated by reference numeral 70, of a control unit 6 in the upper region of a nozzle holder combination 56 or a differently configured device for injecting fuel into the combustion chambers of a self-igniting internal combustion engine is controlled analogously to the illustration according to FIG. 2 via control lines 14 by means of a control part 40.
  • the high-pressure collecting chamber 50 is acted upon by a high-pressure fuel volume 52 via a high-pressure fuel pump 52, which in turn conveys the high-pressure fuel pump 52 from the tank 55 via a flow 53.
  • a pressure-free outlet 60 of the egg device for injecting fuel 56 opens out in the tank 55, which is designed here as a nozzle holder combination. From the unpressurized outlet 3 of the control unit 6, which in the embodiment variant according to FIG. 3 opens into the spring chamber of the nozzle holder combination 56, the leakage oil volume flows back into the tank 55 via the unpressurized outlet 60 and the return 54.
  • the integrated version 70 of the control unit 6 above a device for injecting fuel 56 advantageously results in a particularly short high-pressure outlet 2, via which the high pressure can be applied to the nozzle chamber 59, which encloses the nozzle needle 58.
  • the control unit 6 in its integrated version 70 also has an upper part 7, the central part 8 and the lower part 9 receiving the first valve 10 and the second valve 11, not shown in FIG. 3.
  • FIG. 4 shows a variant embodiment of the control unit which is divided, with part of the control unit on the high-pressure collecting space (Cornmon Rail) and the other part of the control unit being directly assigned to the injector.
  • the divided embodiment variant of the control unit 6 is designated by reference number 80.
  • the control unit 80 comprises two components, the first valve 10 and the first actuating device 4 actuating it being accommodated in the upper part 7.1, in the middle part 8.1 and in the lower part 9.1.
  • the high-pressure collecting space 50 (Cornmon Rail) is directly connected to the lower part 9.1 of the control unit 80.
  • a connecting line 81 branches off, via which the pressure chamber 36 of the second valve 11, which is contained in the second part of the divided control unit 80, is pressurized with fuel under high pressure.
  • the second valve 11 preferably designed as a 2/2-way valve, is accommodated in the upper part 7.2, middle part 8.2 and lower part 9.2 of the split version of the control unit 80.
  • the high-pressure outlet 2 branches off from the pressure chamber 36 of the second valve 11 and pressurizes the nozzle chamber 59 of the nozzle holder combination 56 with high pressure. According to the stroke movement of the nozzle needle 58 against the spring preload tion, the injection openings 57 at the combustion chamber end of the nozzle holder combination 56 are either acted upon by fuel or closed.
  • Reference numeral 60 denotes an unpressurized outflow via which excess fuel volume flows back into a tank, not shown here.
  • Figure 5.1 and 5.2 show the courses of the nozzle needle stroke and the injection pressure, each plotted over the time axis.
  • the representation according to FIG. 5.1 shows the needle stroke path 23 plotted over the time axis 84.
  • both short boot phases 87 of a main injection 90 and longer boot phases 88 can be connected up.
  • the curves in FIG. 5.2 show the pressure level 92, which during the main injection 90 upstream boot phase 86, be it as a short boot phase 87 or be measured as a long boot phase 88, is reached.
  • the pressure level 92 during the boot phase 86 is with the throttle 37 shown in Figure 1 in relation to the system pressure 91, i.e. adjustable to the maximum pressure and depending on the stroke and throttle size.
  • the injection pressure during the boot phases 86 runs at a lower pressure level 92.
  • a small amount of fuel is injected into the combustion chamber, which essentially improves the swirl serves the compressing air within the combustion chamber and the aim of conditioning the air mixture to bring about a subsequent optimal combustion during the main injection phase 90.
  • the course of the main injection phase 90 is characterized by a pressure maximum 89, a falling pressure flank 93 and a steeply rising pressure flank 94 at the beginning of the main injection phase 90.
  • the maximum pressure level 91 which arises during the main injection phase 90 corresponds essentially to the pressure maximum 89, which is within the high Dracksammelraumes 50 (Cornmon Rail) sets.
  • Figure 5.3 shows different activation times of a 3/2-way valve, which define the injection duration and the injection quantity.
  • Reference numeral 95 marks a first start of injection of the first valve 10, which is designed as a 3/2 way valve, while reference numeral 103 identifies the end of a first injection duration 98.
  • the first start of injection 95 is triggered by the control line point of the electromagnet 13 which controls the first valve 10.
  • a second injection start 96 or a third injection start 97 can also be represented, whereby - while maintaining the injection end 103 - injection durations 98, 99, 100 of different lengths can be realized, by means of which the fuel quantity supplied to the combustion chamber of an internal combustion engine is determined.
  • the pressure level which is reached by the electromagnet 13 when the first valve 10 is activated is identified by reference symbol 101.
  • Figure 5.4 shows the activation time of the second valve 11, which is designed as a 2/2-way valve. This is opened by the electromagnet 13 at time 102 and closed at time 103. During the period identified by reference number 100, both valves are open, so that during this phase the pressure maximum 89 is established according to FIG. 5.3, at which the two pressure levels 101 and 105 on the 3/2-way valve and on the 2/2 -Way valve, ie overlay on the first valve 10 and the second valve 11.
  • the boot phase 86 upstream of the main injection phase 50 can be shaped as a short boot phase 87 or as a long boot phase 88, in which the first pressure level 101 prevailing when the 3/2-way valve designed as the first valve 10 is opened.
  • FIG. 6 shows the courses of pressure and needle stroke and the activation times of a 3/2-way valve and a 2/2-way valve with multiple injection with boot rate shaping.
  • FIG. 6 shows the parameters mentioned above in relation to the top dead center (TDC) 106 of a piston in the cylinder of an internal combustion engine.
  • TDC top dead center
  • the first valve 10 designed as a 3/2-way valve
  • the first valve 10 is briefly opened for the duration 112 and then closed again, as a result of which a small amount of fuel is injected into the combustion chamber of the internal combustion engine for preconditioning.
  • the 3/2-way valve opens for the duration of the main injection phase 113 and closes again at point in time 103.
  • the 3/2-way valve ie the first valve 10 is opened for the duration 114.
  • the 2/2-way valve ie the second valve 11
  • the 2/2-way valve is opened at time 116 and only closed at time 117, which according to the shifted opening duration curve shown in FIG 2/2-way valves 115 can coincide with the end of the post-injection phase 114.
  • boot rate shaping can be achieved, ie the injection pressure curve and thus the injection quantity can be shaped according to certain conditions and criteria .
  • a main injection phase 90 be it with or without boot phase 86, both a pre-injection 108 and a post-injection 109 can be connected upstream or downstream.
  • Nozzle holder combination DHKV injector
  • Nozzle needle 100 third injection period 3/2-WV
  • Nozzle chamber 101 first pressure level 312- WV pressure-free outlet 102 opening time 2/2-WV
  • Boot phase 111 nozzle needle fully open short boot phase 112 opening time pre-injection long boot phase 113 opening time main input

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  • 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

La présente invention concerne un système pour injecter du carburant dans la chambre de combustion d'un moteur à combustion interne à inflammation spontanée au moyen d'une unité de commande (6, 80) qui agit sur un dispositif d'injection (56) à ressort. Ce dispositif comprend un pointeau (58) grâce auquel une ou plusieurs ouvertures d'injection (57) sont ouvertes ou refermées. L'unité de commande (6, 80) comprend une première soupape (10) et une seconde soupape (11) qui présentent chacune une chambre de pression (28, 36). Les chambres de pression (28, 36) sont reliées par une conduite pressurisée (32, 81). La première soupape (10) et la seconde soupape (11) sont connectées en série, la première soupape (10) commandant la contrainte de pression exercée sur la chambre de compression (36) de la seconde soupape (11), et la valeur (91, 92) de la pression d'injection étant commandée par la seconde soupape (11) au cours des phases d'injection (86, 90).
EP03701469A 2002-03-04 2003-01-07 Systeme pour moduler en pression le comportement d'injection Expired - Lifetime EP1483499B1 (fr)

Applications Claiming Priority (3)

Application Number Priority Date Filing Date Title
DE10209527A DE10209527A1 (de) 2002-03-04 2002-03-04 Einrichtung zur druckmodulierten Formung des Einspritzverlaufes
DE10209527 2002-03-04
PCT/DE2003/000013 WO2003074865A1 (fr) 2002-03-04 2003-01-07 Systeme pour moduler en pression le comportement d'injection

Publications (2)

Publication Number Publication Date
EP1483499A1 true EP1483499A1 (fr) 2004-12-08
EP1483499B1 EP1483499B1 (fr) 2006-04-12

Family

ID=27770975

Family Applications (1)

Application Number Title Priority Date Filing Date
EP03701469A Expired - Lifetime EP1483499B1 (fr) 2002-03-04 2003-01-07 Systeme pour moduler en pression le comportement d'injection

Country Status (6)

Country Link
US (1) US7096857B2 (fr)
EP (1) EP1483499B1 (fr)
JP (1) JP2005519222A (fr)
CN (1) CN100379980C (fr)
DE (2) DE10209527A1 (fr)
WO (1) WO2003074865A1 (fr)

Families Citing this family (7)

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Publication number Priority date Publication date Assignee Title
DE10246208A1 (de) * 2002-10-04 2004-04-15 Robert Bosch Gmbh Einrichtung zur Unterdrückung von Druckwellen an Speichereinspritzsystemen
DE102004003113A1 (de) * 2004-01-21 2005-08-11 Siemens Ag Vorrichtung zum Steuern eines Druckes in einer Kraftstoff-Vorlaufleitung
US20060202053A1 (en) * 2005-03-09 2006-09-14 Gibson Dennis H Control valve assembly and fuel injector using same
EP1899598A1 (fr) * 2005-06-21 2008-03-19 Universität Karlsruhe Procede et dispositif d'injection directe de carburant dans des moteurs a pistons alternatifs
AT501573B1 (de) * 2006-06-13 2008-05-15 Avl List Gmbh Hydraulische vorrichtung mit zumindest einem druckspeicher
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DE50302960D1 (de) 2006-05-24
CN100379980C (zh) 2008-04-09
CN1639458A (zh) 2005-07-13
WO2003074865A1 (fr) 2003-09-12
DE10209527A1 (de) 2003-09-25
US7096857B2 (en) 2006-08-29
EP1483499B1 (fr) 2006-04-12
JP2005519222A (ja) 2005-06-30
US20050115539A1 (en) 2005-06-02

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