EP1520095A1 - Commande d'un multiplicateur de pression par le mouvement d'un element d'injecteur - Google Patents

Commande d'un multiplicateur de pression par le mouvement d'un element d'injecteur

Info

Publication number
EP1520095A1
EP1520095A1 EP03718646A EP03718646A EP1520095A1 EP 1520095 A1 EP1520095 A1 EP 1520095A1 EP 03718646 A EP03718646 A EP 03718646A EP 03718646 A EP03718646 A EP 03718646A EP 1520095 A1 EP1520095 A1 EP 1520095A1
Authority
EP
European Patent Office
Prior art keywords
pressure
chamber
control
injection
valve
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
EP03718646A
Other languages
German (de)
English (en)
Other versions
EP1520095B1 (fr
Inventor
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 EP1520095A1 publication Critical patent/EP1520095A1/fr
Application granted granted Critical
Publication of EP1520095B1 publication Critical patent/EP1520095B1/fr
Anticipated expiration legal-status Critical
Expired - Lifetime legal-status Critical Current

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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
    • 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
    • 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
    • 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
    • F02M61/04—Fuel-injectors not provided for in groups F02M39/00 - F02M57/00 or F02M67/00 having valves, e.g. having a plurality of valves in series
    • F02M61/042—The valves being provided with fuel passages
    • 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
    • F02M63/02—Fuel-injection apparatus having several injectors fed by a common pumping element, or having several pumping elements feeding a common injector; Fuel-injection apparatus having provisions for cutting-out pumps, pumping elements, or injectors; Fuel-injection apparatus having provisions for variably interconnecting pumping elements and injectors alternatively
    • F02M63/0225—Fuel-injection apparatus having a common rail feeding several injectors ; Means for varying pressure in common rails; Pumps feeding common rails

Definitions

  • Pressure intensifier control by moving an injection valve member
  • Both pressure-controlled and stroke-controlled injection systems can be used to supply the combustion chambers of self-igniting internal combustion engines with fuel.
  • accumulator injection systems are also used as fuel injection systems.
  • Accumulator injection systems (common rail) advantageously make it possible to adapt the injection pressure to the load and speed of the self-igniting internal combustion engine. In order to achieve high specific outputs and to reduce the emissions of the internal combustion engine, the highest possible injection pressure is generally required.
  • DE 199 10 970 AI relates to a fuel injection device.
  • This fuel injection device has a pressure translation unit arranged between a pressure storage chamber and a nozzle chamber, the pressure chamber of which is connected to the nozzle chamber via a pressure line.
  • a bypass line connected to the pressure storage space is also provided.
  • the bypass line is connected directly to the pressure line.
  • the bypass line can be used for a pressure injection and is arranged parallel to the pressure chamber, so that the bypass line is continuous regardless of the movement and position of a displaceable pressure medium of the pressure translation unit. This measure increases the flexibility of the injection.
  • a differential room can be connected to a leakage line via a 2/2-way valve and it exists a connection from the differential space to the pressure storage space.
  • the pressure translation unit is assigned a valve arrangement for controlling the same outside of the injector at any point between the pressure storage space and the injector.
  • DE 190 40 526 AI also relates to a fuel injection device.
  • This has a pressure translation unit which is arranged between a pressure storage chamber and a nozzle chamber and which comprises a displaceable piston unit in order to increase the pressure of the fuel to be supplied to the nozzle chamber.
  • the piston unit has a transition from a larger to a smaller piston cross section and a differential space formed thereby.
  • the differential space is connected to the pressure storage space via a filling path with a filling valve. A reduction in the control quantity is achieved during the actuation of the pressure booster unit and the piston unit is quickly reset.
  • control of a fuel injector of a fuel injection system with an actuator is possible, as a result of which the manufacturing outlay and the manufacturing costs can be considerably reduced.
  • the pressure intensifier can be switched on when the injection valve member opens.
  • the pressure intensifier comprises a piston unit separating its working space and control space, on which a partial stroke can be set, after the passage of which the pressure intensifier can be activated. This allows considerable advantages to be achieved with regard to the design of a fuel injector with a pressure intensifier.
  • a pre-injection can be generated which takes place at a pressure level which essentially corresponds to that in the interior of a high-pressure storage space (common rail). seeing pressure levels.
  • a main injection with activated pressure booster can be achieved, whereby during the main injection a high pressure level which favors the emissions of the self-igniting internal combustion engines is set, which is higher than that which is in the interior of a high-pressure storage space (common -Rail) prevails.
  • the pressure intensifier can be achieved before the injection valve member, which is preferably designed as a nozzle needle, is closed, as a result of which pressure peaks above the maximum injection pressure when the needle is closed can be avoided. This has a favorable effect on the service life of the fuel injection system on a self-igniting internal combustion engine. Furthermore, with the solution according to the invention, a post-injection phase following a main injection phase can be achieved under very high injection pressure, as can a remote post-injection which follows the main injection in a somewhat longer period.
  • FIG. 1 shows an embodiment variant of a pressure booster operated via an injection valve member in a first state
  • FIG. 2 shows the embodiment variant of the solution proposed according to the invention according to FIG. 1 with a pressure intensifier in a second state
  • FIG. 3 shows a further embodiment variant of a pressure booster which can be actuated via an injection valve member and has two valve elements and which are inserted into one another
  • Figure 4 is a Ausfurrungs Variants of a pressure booster operated via an injection valve member with two valve elements, one of which is designed spring-loaded.
  • FIG. 1 shows a first embodiment variant of a pressure booster that can be actuated via an injection valve member, which is shown in a first state in which the control chamber of the pressure booster is separated from the return, i.e. is separated from the low pressure area of the fuel injection system.
  • a high-pressure inlet 2 extends to a pressure booster 3 from a high-pressure source 1, which can be designed, for example, as a high-pressure storage space (common rail).
  • the high-pressure inlet 2 includes a high-pressure line 7, in which a check valve 8 can be accommodated. Parallel to the high-pressure line 7, the high-pressure inlet 2 acts on the parallel branch 11 from the high-pressure source 1, in which a filling valve 10 can be accommodated.
  • a further parallel branch 12, which includes a throttle point 13, runs to this.
  • the pressure intensifier 3 also includes a working chamber 14, which likewise communicates via the high-pressure inlet 2 with the High pressure source 1 is connected.
  • the piston unit 17 can be of single or multi-part design and comprises a section which is designed with a larger diameter and with its end face delimits the working space 14 of the pressure booster 3, and a piston part which is designed with a reduced diameter, the lower end face thereof limited a compression space 18 of the pressure booster 3.
  • a compression line 20 extends from the compression chamber 18 of the pressure booster 3, which later unites with the high-pressure inlet 7, which contains the check valve 8, and merges with this into a nozzle chamber inlet 9.
  • a spring element 16 is received within the control chamber 15 of the pressure booster 3, which acts on an underside of the piston unit 17 and is supported on the bottom of the control chamber 15.
  • the pressure booster 3 is located within the injector body 5, the control chamber 15 of the pressure booster 3 having a control line 19, which in turn is connected to an annular space 33 of a valve element 27.
  • a high-pressure branch 22 which comprises an inlet throttle element 23, branches off from the nozzle chamber inlet 9.
  • the high-pressure branch 22 opens into a control chamber 21 within a nozzle body 6 of the fuel injector 4.
  • the control chamber 21 can be relieved of pressure via a control valve 25 designed as a 2/2-way valve.
  • An outlet throttle element 24 is accommodated between the control valve 25 (2/2-way valve) and the control chamber 21.
  • On the low-pressure side of the control valve 25 (2/2-way valve) runs a low-pressure side return 26, which opens into a fuel tank of a motor vehicle, not shown here.
  • the control valve 25 can be designed both as a solenoid valve and as a valve which can be actuated by a piezo actuator.
  • the control valve 25 can also be a servo valve as well as a directly actuable valve.
  • the fuel injector 4 shown in FIG. 1 comprises an injection valve member 34, which is advantageously designed as a nozzle needle.
  • the injection valve member 34 is acted upon by a one-piece valve element 27, which can be designed as a valve piston.
  • the end face 29 of the one-piece valve element 27 delimits the control chamber 21, which can be filled via the inlet throttle point 23 and can be relieved of pressure via the outlet throttle point 24.
  • the one-piece valve element 27 designed as a valve piston is enclosed by an annular space 33, into which the control line 19 opens, which connects the annular space 33 to the control chamber 15 of the pressure booster 3.
  • a control edge 31 is formed on the annular space 33, which cooperates with a control edge 30 which is implemented on the one-piece valve element 27.
  • the control edges 30 and 31 are one stroke h ls cf. Reference number 32, overlapping.
  • a further hydraulic space is formed within the nozzle body 6, from which a second low-pressure return 26.2 branches off to the fuel tank of the motor vehicle, not shown in FIG.
  • the nozzle space inlet 9 acts on the nozzle space 36 of the fuel injector 4 within the nozzle body 6 with fuel under high pressure, so that a hydraulic force acting in the opening direction is established on a pressure shoulder 35 formed on the peripheral surface of the injection valve member 34.
  • An annular gap 38 extends from the nozzle chamber 36 within the nozzle body 6 to a seat 40 on the combustion chamber side Injection valve element 34. Below the seat 40 on the combustion chamber side, there are arranged injection openings 39, which can be designed, for example, as ring-shaped rows of holes, or as one or more circles of holes running concentrically to one another. In the position of the injection valve member 34 shown in FIG.
  • the injection openings 39 are closed by the injection valve member 34 moved into the seat 40 on the combustion chamber side, so that no fuel can get into a combustion chamber 41 of the self-igniting internal combustion engine.
  • the closed position of the injection valve member 34 with respect to the injection openings 39 is identified in the illustration according to FIG. 1 by reference numeral 42. In this position of the injection valve member 34, there is no injection of fuel into the combustion chamber 41 of the self-igniting internal combustion engine.
  • the fuel injection system comprises a number of fuel injectors 4, each of the fuel injectors 4 comprising a pressure intensifier 3 and a control valve 25 being assigned to each fuel injector 4.
  • the control valve 25 which is preferably designed as a 2/2-way control valve, is in its closed position, i.e. the control chamber 21 of the injection valve member 34 and the low-pressure return 26 are separated from each other. Due to the overlapping of the control edge 31 on the nozzle body 6 and the control edge 30 on the one-piece valve element 27, the slide seal formed by the control edges 30 and 31 is closed.
  • the injection valve member 34 is in its position 42 which closes the injection openings 39 on the combustion chamber side, the piston unit 17 of the pressure booster 3 is pressure-balanced, so that no pressure amplification takes place.
  • the filling valve 10 in the first parallel line 11, which branches off from the high-pressure inlet 2, is open and the piston unit 17 of the pressure booster 3 is in its initial position.
  • the pressure prevailing in the main chamber of a high-pressure storage chamber (common rail), to name an example of a high-pressure source 1 is applied to the rear chamber 15 of the pressure booster 3 via the open filling valve 10 and reaches the control chamber 21 via the check valve 8 accommodated in the high-pressure line 7 of the fuel injector 4 and to its nozzle chamber 36.
  • an injection can take place at any time with the pressure level prevailing in the high-pressure source 1, the rail pressure level.
  • control valve 25 which can preferably be designed as a 2/2-way valve, is switched to its open position, the pressure in the control chamber 21 is relieved via the outlet throttle 24 into the first low-pressure side return 26.1 to the low-pressure side of the fuel injector 4 falling pressure in the control chamber 21 of the fuel injector 4 outweigh the pressure shoulder 35 of the Injection valve member 34 attacking hydraulic forces and the injection valve member 34 opens.
  • An injection of fuel through the combustion chamber-side injection openings 39 into the combustion chamber 41 of the self-igniting internal combustion engine begins at the pressure level that the high-pressure source 1 provides.
  • the one-piece valve element 27 moves with its end face 29 into the control chamber 21 of the fuel injector 4 during an opening movement of the injection valve member 34. If the stroke distance hi (reference numeral 32) is exceeded during this stroke movement, the control edges 30 and 31 are no longer in the state shown in FIG. 1, ie in their covered state, but are open so that the slide seal is open. As a result, the control chamber 15 of the pressure booster 3 is connected to the second return 26.2 on the low-pressure side via the control line 19, which connects the control chamber 15 to the annular chamber 33.
  • the piston unit 17 of the pressure booster 3 is no longer pressure-balanced, so that the pressure within the working chamber 14 of the pressure booster 3 predominates and the lower end face of the piston unit 17 is in enters the compression space 18.
  • the piston unit 17 moves into the compression chamber 18, so that via the compression chamber line 20, which opens together with the high pressure line 7 from the high pressure source 1 into the nozzle inlet 9, enters the nozzle chamber 36 translated, ie higher pressure is present than the high pressure source 1 can apply alone.
  • the piston unit 17 is retracted, the lower end face of the fuel in the compression chamber 18 is compressed into the latter, so that a higher, ie translated pressure is present in the nozzle chamber 36 via the nozzle inlet 9.
  • the injection takes place from the exceeding of the stroke h] (see reference number 32) with a translated, i.e. higher pressure. This enables a boat-shaped injection to be achieved.
  • the first injection phase for example the pre-injection phase, takes place at the pressure level available at the high pressure source 1, which is designed, for example, as a high-pressure storage space (common rail), which is followed by a further injection phase at a substantially higher injection pressure level, which is due to the pressure area conditions of the piston unit 17 of the pressure intensifier 3 and is present via the compression space line 20 in the nozzle chamber 36 in the nozzle body 6 of the fuel injector 4.
  • FIG. 2 shows the embodiment variant of a fuel injector according to FIG. 1 with a pressure intensifier in a second state. -OE-
  • FIG. 2 it is shown that the control edge 31 on the housing side in the nozzle body 6 and the control edge 30 of the one-piece valve element 27 are out of overlap, as a result of which there is a connection 50 on the low pressure side between the control chamber 15 of the pressure booster 3 via the control line 19 which leads into the annular space 33, which surrounds the one-piece valve element 27.
  • the control chamber 15 is relieved of pressure via the second low-pressure return 26.2, so that the piston unit 17 compresses the fuel volume contained in the compression chamber 18 of the pressure booster 3 due to the pressure prevailing in the working chamber 14 of the pressure booster 3 and via the compression chamber line 20, the nozzle inlet 9 in the nozzle space 36 of the nozzle body 6 calls.
  • the injection valve member 34 of the fuel injector 4 is now in its open position 51, i.e. its open position, so that fuel is injected at very high pressure into the combustion chamber 41 of the self-igniting internal combustion engine via the nozzle chamber 36, the annular gap 38 and the released injection openings 39 in accordance with the pressure-increased pressure level.
  • the control valve 25, which is preferably designed as a 2/2-way valve, is closed, so that a pressure build-up occurs in the control chamber 21 of the injection valve member 34. Due to the action on the end face 29 of the one-piece valve element 27, the injection valve member 34 which cooperates with it moves in the closing direction.
  • the control edge 31 on the nozzle body 6 is reached, the control edges 30 and 31 overlap with one another, so that the slide seal formed by this is closed.
  • the connection of the control chamber 15 via the control line 19 and the annular space 33 into the low-pressure-side return 26 is closed and the pressure intensifier 3 is thus deactivated.
  • the injection valve member 34 moves further into its seat 40 on the combustion chamber side and thereby closes the injection openings 39 opening into the combustion chamber 41 of the self-igniting internal combustion engine at a later time. Since the pressure intensifier 3 is already deactivated, pressure peaks occur when the injection valve member closes 34 occur, compensated.
  • the switch-off time of the pressure booster 3 ie the time at which the control edges 30 and 31 overlap, can be optimally coordinated with the end of the respective injection phase.
  • the injection valve member 34 which is preferably designed as a nozzle needle, cannot be opened completely along the entire stroke path hi (reference numeral 32), so that the pressure intensifier 3 remains deactivated. This means that any number of pre-injections can be carried out without activated pressure Realize translator 3.
  • the pressure level in the context of the pre-injection for conditioning the combustion mixture contained in the combustion chamber 41 lies within the scope of these pre-injections at the pressure level which the high-pressure source 1, for example a high-pressure storage space (common rail), makes available and not on the level provided by the pressure booster 3 achievable increased pressure level.
  • the number and the duration of the respective pre-injection phases and the duration of the main injection at an increased pressure level can be set by the control time of the control valve 25.
  • FIG 3 shows a further embodiment of a pressure intensifier actuated via an injection valve member with two valve elements inserted into one another.
  • the fuel injector 4 shown in FIG. 3 for supplying fuel to a self-igniting internal combustion engine also comprises a pressure booster 3 integrated in the injector body 5.
  • a high-pressure source 1 a high-pressure inlet 2, a high-pressure line 7, a first parallel branch 11 and a further parallel branch 12 and the working space 14 of the pressure booster 3 acted upon.
  • a filling valve 10 is accommodated in the first parallel branch 11 and a throttle point 13 in the further parallel branch 12.
  • a check valve 8 is accommodated in the high-pressure line 7.
  • the pressure intensifier 3 according to the further embodiment variant in FIG. 3 comprises, analogously to the pressure intensifier 3 shown in FIG. 1, a piston unit 17 which separates the working space 14 from the control space 15.
  • the underside of the piston unit 17 acts on the compression space 18 in the injector body 5 of the pressure booster 3, from which the compression space line 20 branches off to the nozzle space inlet 9 and merges with the high pressure line 7 from the high pressure source 1.
  • the injection valve member 34 is acted upon by a multi-part valve element 28 as shown in FIG. 3.
  • the multi-part valve element 28 comprises a first valve element 28.1 and a further, second valve element 28.2 surrounding it.
  • the first valve element 28.1 and the further valve element 28.2 can be made piston-shaped.
  • An annular surface 60 on the second valve element 28.2 partially delimits the control chamber 21.
  • An opening 61 is formed in the second valve element 28.2, through which an end face 62 of the first valve element 28.1 can be acted upon by the pressure prevailing in the control chamber 21.
  • first valve element 28.1 ie its end face 62, and a collar at the opening 61 in the second valve element 28.2 of the multi-part valve element 28 set a stroke hi (reference numeral 32).
  • the control line 19 from the control chamber 15 of the pressure booster 3 opens into the valve chamber 63 above the seat.
  • a first return line 64 branches off from the valve chamber 63 to the low-pressure side of the fuel supply system.
  • a piston extension 66 is formed on the first valve element 28.1, which has a smaller diameter than the piston part of the first valve element 28.1.
  • the piston extension 66 passes through a further cavity, located below the valve chamber 63 in the nozzle body 6, in which a closing spring 67 is received.
  • the end face of the piston extension 66 bears against the end face of the injection valve member 34, which is preferably designed as a nozzle needle.
  • the control valve 25 which is preferably designed as a 2/2-way valve, and the nozzle chamber 36 of the injection valve member 34 is simultaneously acted upon, a hydraulic force acting on the pressure shoulder 35 of the injection valve member 34 is generated via the nozzle chamber inlet 9 in the nozzle chamber 36 on.
  • the injection valve member 34 opens, so that, for example, a pre-injection can be achieved via the injection opening 39 into a combustion chamber (not shown here) of an internal combustion engine.
  • the pilot injection only takes place at the pressure level that is present in the high-pressure source 1, since the pressure intensifier 3 has not yet been activated at this time.
  • the further embodiment variant of a fuel injector according to the invention shown in FIG. 3 comprises, in addition to the first return line 64, which branches off from the valve chamber 63, a second return line 65 into the low-pressure region of the fuel supply system, which branches off from the cavity above the injection valve element 34, which contains the closing spring element 67.
  • the stop point from which the end face 62 of the inner Most valve element 28.1 strikes the external, second valve element 28.2 and takes it along with further pressure relief of the control chamber 21 in the opening direction is identified in the illustration according to FIG. 3 with reference numeral 68.
  • FIG. 4 shows an embodiment variant of a pressure booster actuated via an injection valve member with two valve elements, one of which is designed to be spring-loaded.
  • the high-pressure inlet 2 extends both via a high-pressure line branch 7, which contains a check valve 8, and also via a first parallel branch 11 and a further parallel branch 12 to the control chamber 15 of the pressure booster 3.
  • the high-pressure source 1 acts, for example, on High-pressure storage space (common rail), the working space 14 of the pressure intensifier 3 directly.
  • a compression chamber line 20 extends from the compression chamber 18 within the injector body 5 of the fuel injector 4 and unites with the high pressure line 7 receiving the check valve 8 and merges into the nozzle chamber inlet 9.
  • the control chamber 21 within the fuel injector 4 is pressurized via a high-pressure branch 22 with inlet throttle point 23 and can be relieved of pressure via an outlet throttle point 24 when a control valve 25 is actuated into the low-pressure side return 26.
  • a multi-part valve element 28 is also used in the embodiment variant of the fuel injector 4 shown in FIG.
  • the multi-part valve element 28, which acts on the injection valve member 34 in the nozzle body 6 of the fuel injector 4, comprises a first valve element 28.1, the end face 62 of which delimits the control chamber 21.
  • the first valve element 28.1 comprises a piston extension 66, which rests with its lower end face on the end face of the injection valve member 34.
  • the first valve element 28.1 is enclosed by a second, further valve element 28.2, where - ⁇ - a passage gap 72 is set between the first valve element 28.1 and the second valve element 28.2.
  • - ⁇ - a passage gap 72 is set between the first valve element 28.1 and the second valve element 28.2.
  • the second valve element 28.2 does not delimit the control chamber 21, but is arranged below the first valve element 28.1 and a spring element 70 acts on its annular surface 60.
  • the spring element 70 is supported on the top 71 of the valve chamber 63 in the nozzle body 6 of the fuel injector 4.
  • the second, sleeve-shaped valve element 28.2 is pressed with its control edge 30 into its closed position, so that the valve seat between the control edge 30 and the housing edge 31 of the valve chamber 63 is closed in the rest position and the pressure intensifier 3 is deactivated , Since the seat is closed by the control edges 30 on the second valve element 28.2 and the control edge 31 on the valve chamber 63, pressure relief of the control chamber 15 via the line 19 into the valve chamber 63 is not possible, so that the piston unit 17 is between the working chamber 14 and the Control room 15 of the pressure booster 3 is in its starting position.
  • a closing hydraulic pressure force can be generated by a corresponding pressure stage within the valve chamber 63.
  • the control chamber 21 is depressurized so that the end face 62 of the first valve element 28.1 moves into the latter. If the control chamber 21 above the end face 62 of the first valve element 28.1 is depressurized so long that the end face of the injection valve member 34 strikes the lower ring surface of the second valve element 28.2, ie if the stroke hi (reference number 32) is exceeded, the pressure intensifier 3 is replaced by the Injection valve member 34 is activated because, due to the hydraulic force acting on the pressure shoulder 35 in the nozzle chamber 36, the sealing seat between the control edges 30 on the second valve element 28.2 and on the control edge 31 of the valve chamber 63 is opened and a pressure reduction in the control chamber 15 of the pressure booster 3 via the line device 19 can take place in the first low-pressure side return 64.
  • the fuel compressed in the compression chamber 18 of the pressure booster 3 is in contact with the nozzle chamber inlet 9 at the mouth 37 of the nozzle chamber inlet 9 into the nozzle chamber 36 via the compression chamber line 20.
  • pre-injection phases on the prevailing in the high-pressure source 1 can be carried out within certain limits, ie so that the drive-up path of the injection valve member 34 is below the stroke distance hi (reference numeral 32) Represent pressure level, with an activation from a further relief of pressure in the control chamber 21 via the injection valve member 34 of the pressure intensifier 3, and a main injection phase with rate shaping can be implemented at an elevated pressure level.
  • one or more pre-injection phases can be carried out, solely depending on the control times and the control program of the control valve 25, which can preferably be designed as a 2/2-way valve.
  • fuel can be injected into the combustion chamber 41 of a self-igniting internal combustion engine below a needle stroke h 1 (reference numeral 32) with a first pressure level which, for example, corresponds to the pressure level one High pressure source 1 corresponds.
  • a stroke distance hi reference numeral 32
  • a pressure booster 3 is activated by the injection valve member 34, so that a subsequent injection at an increased pressure level follows.
  • this allows a boat-shaped injection, since the first injection phase (pre-injection) takes place at a lower pressure level than the subsequent main injection.
  • the pressure booster 3 By activating the pressure booster 3 by the vertical stroke movement of the injection valve member 34, an increased pressure level occurs precisely when this is required in terms of process technology in accordance with the progress of combustion in the combustion chamber 41 of the self-igniting internal combustion engine.
  • the injection valve member 34 cannot be pre-injected by means of a controlled pressure relief of the control chamber 21 in terms of its relief duration until the stroke stroke hi (reference numeral 32) is reached, so that the pressure intensifier 3 remains deactivated.
  • any number of pre-injections are possible at a pressure level which is low in comparison to the activated pressure intensifier 3, the fuel injector 4 according to the solution proposed according to the invention being operable only with one control valve 25.
  • Annular surface of the second valve element through opening, end face, first valve element, valve chamber, first return line, second return line, piston extension, closing spring, stop, first valve element on the second valve element

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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

L'invention concerne un dispositif d'injection de carburant dans une chambre de combustion (41) d'un moteur à combustion interne. Ce dispositif d'injection comprend un corps d'injecteur (5, 6), dans lequel est logé un élément d'injecteur (34) pouvant être actionné par le biais d'une mise sous pression/décompression d'une chambre de commande (21), induites par une soupape de commande (25). Ce dispositif d'injection comprend également un multiplicateur de pression (3) pourvu d'une unité à piston (17) séparant une chambre de travail (14) et une chambre de commande (15) du multiplicateur de pression (3), laquelle unité à piston sollicite une chambre de compression (18) en communication (9, 20) avec une chambre d'injecteur (36) entourant l'élément d'injecteur (34). Une mise sous pression (2, 11, 12) ou une décompression (19, 26.2, 64) de la chambre de commande (15) du multiplicateur de pression (3) s'effectue en fonction du mouvement de va-et-vient de l'élément d'injecteur (34).
EP03718646A 2002-06-29 2003-04-03 Commande d'un multiplicateur de pression par le mouvement d'un element d'injecteur Expired - Lifetime EP1520095B1 (fr)

Applications Claiming Priority (3)

Application Number Priority Date Filing Date Title
DE10229413 2002-06-29
DE10229413A DE10229413A1 (de) 2002-06-29 2002-06-29 Druckübersetzersteuerung durch Bewegung eines Einspritzventilgliedes
PCT/DE2003/001100 WO2004003373A1 (fr) 2002-06-29 2003-04-03 Commande d'un multiplicateur de pression par le mouvement d'un element d'injecteur

Publications (2)

Publication Number Publication Date
EP1520095A1 true EP1520095A1 (fr) 2005-04-06
EP1520095B1 EP1520095B1 (fr) 2005-11-02

Family

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EP03718646A Expired - Lifetime EP1520095B1 (fr) 2002-06-29 2003-04-03 Commande d'un multiplicateur de pression par le mouvement d'un element d'injecteur

Country Status (5)

Country Link
US (1) US20050116058A1 (fr)
EP (1) EP1520095B1 (fr)
JP (1) JP2005531714A (fr)
DE (2) DE10229413A1 (fr)
WO (1) WO2004003373A1 (fr)

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Publication number Priority date Publication date Assignee Title
DE102004017305A1 (de) * 2004-04-08 2005-10-27 Robert Bosch Gmbh Kraftstoffeinspritzeinrichtung für Brennkraftmaschinen mit direkt ansteuerbaren Düsennadeln
DE102004019836A1 (de) * 2004-04-23 2005-11-17 Robert Bosch Gmbh Kraftstoffeinspritzventil für Brennkraftmaschinen
DE102004022268A1 (de) * 2004-05-06 2005-12-01 Robert Bosch Gmbh Ansteuerverfahren zur Beeinflussung der Öffnungsgeschwindigkeit eines Steuerventiles an einem Kraftstoffinjektor
DE102004028521A1 (de) * 2004-06-11 2005-12-29 Robert Bosch Gmbh Kraftstoffinjektor mit mehrteiligem Einspritzventilglied und mit Druckverstärker
DE102004035293A1 (de) * 2004-07-21 2006-02-16 Robert Bosch Gmbh Kraftstoffinjektor mit Nadelhubdämpfung
JP4075894B2 (ja) * 2004-09-24 2008-04-16 トヨタ自動車株式会社 燃料噴射装置
US7334741B2 (en) * 2005-01-28 2008-02-26 Cummins Inc. Fuel injector with injection rate control
DE102005033123B3 (de) * 2005-07-15 2006-12-21 L'orange Gmbh Kraftstoffinjektor
DE102006062216A1 (de) * 2006-12-22 2008-06-26 Robert Bosch Gmbh Kraftstoffinjektor
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
EP3234340B1 (fr) * 2014-12-19 2020-07-08 Volvo Truck Corporation Système d'injection d'un moteur à combustion interne et véhicule automobile comprenant un tel système d'injection
CN104847553A (zh) * 2015-04-09 2015-08-19 中国第一汽车股份有限公司无锡油泵油嘴研究所 可优化喷油速率且可增压式共轨喷油器

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DE19706469A1 (de) * 1997-02-19 1998-08-27 Daimler Benz Ag Speichereinspritzsystem für eine mehrzylindrige Brennkraftmaschine mit magnetventilgesteuerten Kraftstoffeinspritzventilen
DE19910970A1 (de) * 1999-03-12 2000-09-28 Bosch Gmbh Robert Kraftstoffeinspritzeinrichtung
DE19956598A1 (de) * 1999-11-25 2001-06-13 Bosch Gmbh Robert Ventil zum Steuern von Flüssigkeiten

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See references of WO2004003373A1 *

Also Published As

Publication number Publication date
DE10229413A1 (de) 2004-01-29
US20050116058A1 (en) 2005-06-02
EP1520095B1 (fr) 2005-11-02
WO2004003373A1 (fr) 2004-01-08
JP2005531714A (ja) 2005-10-20
DE50301573D1 (de) 2005-12-08

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