EP1520097B1 - Dispositif d'amortissement de levee de l'aiguille d'un injecteur de carburant - Google Patents

Dispositif d'amortissement de levee de l'aiguille d'un injecteur de carburant Download PDF

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Publication number
EP1520097B1
EP1520097B1 EP03732208A EP03732208A EP1520097B1 EP 1520097 B1 EP1520097 B1 EP 1520097B1 EP 03732208 A EP03732208 A EP 03732208A EP 03732208 A EP03732208 A EP 03732208A EP 1520097 B1 EP1520097 B1 EP 1520097B1
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EP
European Patent Office
Prior art keywords
pressure
injection device
fuel injection
valve
nozzle
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.)
Expired - Lifetime
Application number
EP03732208A
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German (de)
English (en)
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EP1520097A1 (fr
Inventor
Martin Kropp
Hans-Christoph Magel
Manfred Mack
Christian Grimminger
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Robert Bosch GmbH
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Robert Bosch GmbH
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Publication date
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Publication of EP1520097A1 publication Critical patent/EP1520097A1/fr
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    • 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
    • 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
    • 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
    • F02M61/20—Closing valves mechanically, e.g. arrangements of springs or weights or permanent magnets; Damping of valve lift
    • F02M61/205—Means specially adapted for varying the spring tension or assisting the spring force to close the injection-valve, e.g. with damping of valve lift
    • 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
    • F02M2200/24—Fuel-injection apparatus with sensors
    • 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
    • F02M2200/30—Fuel-injection apparatus having mechanical parts, the movement of which is damped
    • F02M2200/304—Fuel-injection apparatus having mechanical parts, the movement of which is damped using hydraulic means

Definitions

  • both pressure-controlled and stroke-controlled injection systems can be used.
  • fuel injection systems come next pump-injector units, pump-line-nozzle units and storage injection systems are used.
  • Store injection systems commonly rail allow advantageously to adjust the injection pressure to load and speed. In order to achieve high specific performance and to reduce the emissions of the internal combustion engine, the highest possible injection pressure is generally required.
  • Such a system according to the preamble of claim 1 starts from e.g. WO 01 / 14726A.
  • EP 0 562 046 B1 discloses a control and valve arrangement with damping for an electronically controlled injection unit.
  • the actuation and valve assembly for a hydraulic unit comprises an electrically energizable electromagnet having a fixed stator and a movable armature.
  • the anchor has a first and a second surface.
  • the first and second surfaces of the armature define first and second cavities, with the first surface of the armature facing the stator.
  • the valve is capable of delivering a hydraulic actuating fluid to the injector from a sump.
  • a damping fluid may be collected therefrom with respect to one of the cavities of the solenoid assembly.
  • DE 101 23 910.6 relates to a fuel injection device. This is used on an internal combustion engine.
  • the combustion chambers of the internal combustion engine are supplied with fuel via fuel injectors.
  • the fuel injectors are acted upon by a high pressure source;
  • the fuel injection device according to DE 101 23 910.6 comprises a pressure booster, which has a movable pressure booster piston, which separates a connectable to the high-pressure source chamber from a high-pressure chamber connected to the fuel injector.
  • the fuel pressure in the high pressure chamber can be varied by filling a back space of the pressure booster with fuel or by emptying this back space of fuel.
  • the fuel injector comprises a movable closing piston for opening or closing the injection openings facing the combustion chamber.
  • the closing piston protrudes into a closing pressure chamber so that it can be pressurized with fuel. This achieves a force acting on the closing piston in the closing direction.
  • the closing pressure chamber and another space are formed by a common working space, wherein all portions of the working space are permanently connected to each other for the exchange of fuel.
  • the use of a precision component, as mentioned above, such as a Nadelhubdämpferkolbens be avoided by the function of Nadelhubdämpfung is represented by a flow through the Düsenadelfelfraumraumes.
  • the production-related expense can be significantly reduced with the proposed solution; on the other hand, the small-quantity capability of the fuel injector is considerably improved by a reduction in the needle opening speed.
  • a separate precision component in the form of a Nadelhubdämpferkolbens is not required. Instead, the nozzle spring chamber of the nozzle needle is filled or relieved of pressure via an inlet throttle from the high-pressure side and an outlet throttle on the low-pressure side or at the working space.
  • the needle opening speed can be adjusted.
  • the closing speed of the nozzle needle is determined essentially by the cross-sectional area of the outlet throttle.
  • a quick closing of the injection valve member of a fuel injector enables an improvement of the emission values of a self-igniting internal combustion engine.
  • a rapid closing of the injection valve member ensures that a well-defined end time of the injection can be maintained, so that after this injection of fuel into the combustion chamber is omitted, which can not be implemented during combustion and is contained as unburned fuel in the exhaust gas and its HC content extremely negatively affected.
  • providing fast needle closing provides the ability to keep the quantitative characteristic in the ballistic operating condition of the nozzle, ie during movement between its stroke stops or injection valve member seat, which greatly improves the metering accuracy of fuel.
  • the control of the fuel injection device via a 2/2-way valve can be carried out.
  • a pressure equalization can be brought about either via a filling throttle or a pressure reduction valve.
  • a pressure-controlled opening of the injection valve member which takes place at a speed which allows a good atomization of the fuel during the injection into the combustion chamber, can be achieved.
  • Good atomization of the injected fuel favors the formation of a homogeneous fuel / combustion air mixture.
  • a stroke-controlled closing of the injection valve member which is hydraulically influenced, favors the smallest quantity capability in the pre-injection and post-injection of the fuel injector and prevents back-burning of fuel gases in the seating area of the injection valve member, e.g. a nozzle needle.
  • a nozzle module with Nadelhubdämpfung the fuel injector preferably comprises a flat seat, which can be manufactured with manufacturing technology simple processing steps. To ensure high strength and to create few high-pressure sealing surfaces, the flat seat on the spring chamber is basically carried out.
  • the control room throttles can be introduced into the spring holder.
  • Both a sensor disk and a sensor bolt can be used the movement of the injection valve member and the peak injection pressure reached are measured.
  • the support of the valve pin on the nozzle side or sensorbolzen lake be ground spherical, in order to realize a dynamic seat adjustment.
  • Figure 1 is a first embodiment of a Nadelhubdämpfung by means of a fillable by inlet / outlet throttles or pressure relieved nozzle spring chamber.
  • the fuel injection device shown in Figure 1 comprises a fuel injector 1, which is acted upon by a high-pressure storage space 2 with fuel under high pressure.
  • the fuel injection device according to FIG. 1 comprises, in addition to the high-pressure reservoir 2, the fuel injector 1, a metering valve 6 which is designed as a 3/2-way valve in the embodiment shown in FIG.
  • the fuel injector 1 includes an injector body 3, at whose brennraum workedem end a nozzle body 4 is arranged.
  • the tip 34 with the injection openings 36 of the fuel injector 1 formed there protrudes into a combustion chamber 7 of a self-igniting internal combustion engine indicated schematically here.
  • the fuel injector shown in Figure 1 comprises a pressure booster 5, which has a working space 10 and a control chamber 11. Via a line 9, which extends from the high-pressure accumulator 2 to the injector body 3 of the fuel injector 1, the working space 10 of the pressure booster 5 is acted upon by high-pressure fuel. Within the pressure booster 5, the working space 10 and the control chamber 11 are separated from each other by a piston 12.
  • the piston 12 comprises a formed in a larger diameter first part piston 13 and a formed compared to the first part piston 13 with a reduced diameter second partial piston 14, whose end face a high-pressure chamber 15 of the pressure booster 5 acts.
  • a ring-shaped stop 16 is present, on which a return spring 17 is supported, which acts on a return spring stop 18, which is fastened to the first partial piston 13 with the interposition of a rod-shaped or pin-shaped element.
  • the pressure intensifier 5, the metering valve 6 is assigned, which is acted upon by the working chamber 10 of the pressure booster 5 via a supply line 19 and in the switching position shown in Figure 1, the supply line (19) with a control line 20 which in turn in the control chamber 11 of the pressure booster. 5 below the first part piston 13 of the piston 12 opens.
  • the control chamber 11 is relieved of pressure via the control line 20 in an opposite flow direction.
  • a fuel inlet 21 without interposition of a check valve to a nozzle body 4 formed in the nozzle chamber 22.
  • the nozzle chamber 22 encloses a nozzle needle, for example auslagbares injection valve member 29.
  • the fuel flows along an annular gap designated 33 in FIG Direction to the nozzle needle tip 34, which closes in the stroke position shown in Figure 1 in a combustion chamber 7 of a self-igniting internal combustion engine injection port 36 protrudes.
  • the injection valve member 29 is acted upon at its end face 30 via a Düsen concede- or nozzle spring chamber 25 with pressure.
  • the nozzle chamber 25 shown in the embodiment of the fuel injector according to Figure 1 is independent of the nozzle chamber 22, but also acted upon via the compression chamber 15 of the pressure booster 5.
  • an inlet 23 to the nozzle control chamber 25 is provided by the compression space, which contains an inlet throttle point 24.
  • the nozzle control chamber 25 is connected via a connecting line 26, which contains a discharge throttle point 27, with the control chamber 11 of the pressure booster 5.
  • a closing spring element 28 is received, which acts on the end face 30 of the injection valve member 29 with the interposition of a stroke limiter 31.
  • the stroke limiter 31 is formed as a substantially cylindrical body, the end face 32 of the inlet throttle 24 is opposite and closes the inlet throttle point 24 at maximum stroke of the injection valve member 29, so that only during the short opening phase of the injection valve member 29, a leakage current through the throttles 24, 27 occurs.
  • the injection valve member 29 acting on the nozzle control chamber 25 is flowed through the inlet throttle point 24 from the compression chamber 15 and the outlet throttle point 27 in the connecting line 26 to the control chamber 11 of the pressure booster 5.
  • the needle opening speed is determined essentially by the ratio of the cross sections of the inlet throttle point 24 and the outlet throttle point 27.
  • the closing speed per se is determined by the cross-sectional area of the outlet throttle body 27.
  • the opening or closing speed of the injection valve member 29 can be characterized independently pretend, in particular, can be a slow opening of the injection valve member 29 as well as quickly closing it regardless of the setting of the other speed.
  • a quick closing of the injection valve member 29, which is preferably designed as a nozzle needle, is very important with regard to an improvement of the emission values of a self-igniting internal combustion engine.
  • the quantitative characteristics can be kept flat in ballistic needle operation, which increases the Zumeßgenautechnik. In the ballistic operation of the injection valve member 29, this is freely movable between the respective extreme strokes.
  • the metering valve 6 designed as a 3/2-way valve is not actuated and no injection takes place.
  • the pending in the high-pressure accumulator chamber 2 pressure is in the working space 10 of the pressure booster 5, further via the supply line 19 on Zumeßventil 6, via this and the control line 20 in the control chamber 11 of the pressure booster 5, further from this via the connecting line 26 in the nozzle spring chamber 25.
  • the pressure level in the high-pressure reservoir 2 (common rail) via the inlet throttle point 24 in the compression chamber 15, since in this switching state, the inlet 23 is flowed through from the nozzle chamber 25 in the direction of compression chamber 15 for its filling.
  • the metering of the fuel is carried out by a pressure relief of the control chamber 11 of the pressure booster 5.
  • the metering valve 6 is controlled and the control chamber 11 of the pressure booster 5 of the system pressure supply, ie from the high-pressure reservoir 2, separated and connected to the low-pressure side return 8 , As a result, the pressure in the working chamber 10 of the pressure booster 5 decreases, whereby the piston 12 is activated and a pressure build-up in the compression chamber 15 of the pressure booster 5 takes place.
  • the injection valve member 29 closes the connection from the compression chamber 15 to the nozzle spring chamber 25, since the end face 32 of the stroke limiter 31 rests against the ceiling of the nozzle spring chamber 25 and thus closes the connection 23 to the compression chamber 15.
  • the opening speed of the injection valve member 29 can therefore be adjusted and specified via the ratio of the throttle points 23 and 24.
  • the control chamber 11 of the pressure booster 5 remains depressurized, ie the metering valve 6 connects the low-pressure side return 8 to the control line 20, the pressure booster 5 is activated and compresses the fuel within the compression chamber 15.
  • About the fuel inlet 21 of the compressed fuel flows into the nozzle chamber 25th , from there via the annular gap 33 to the nozzle needle tip 34, where it is injected via the injection openings 36 into the combustion chamber 7 of the self-igniting internal combustion engine.
  • the completion of the injection takes place by renewed switching of the metering valve 6, which may be formed both as a solenoid valve, and a piezoelectric actuator containing.
  • the metering valve 6 which may be formed both as a solenoid valve, and a piezoelectric actuator containing.
  • the control chamber 11 of the pressure booster 5 and the nozzle spring chamber 25 is separated from the low-pressure side return 8 and acted upon by the pressure prevailing in the high-pressure reservoir 2 pressure level again.
  • this pressure level ie the pressure level in the high-pressure accumulator 2, on.
  • a Nadelhubdämpfer is realized by a flow through the nozzle spring chamber 25.
  • the opening speed of the injection valve member 29 can be reduced and thus improve the small quantity capability of the fuel injector 1, without an additional precision component in the form of a damping piston is needed.
  • the opening speed of the injection valve member 29 is determined by way of the cross-sectional relationships of the inlet throttle point 24 and the outlet throttle point 27, while the closing speed of the same is determined by the design of the cross-sectional area of the outlet throttle point 27.
  • the opening and closing speed of the injection valve member 29 can be adjusted independently of each other, which in particular a slow needle opening, i. favoring the smallest quantity capability, and fast closing, i.
  • a faster filling of the compression chamber 15 of the pressure booster 5 can be achieved by an additional provided check valve.
  • the proposed Nadelhubdämpfung can be realized in an advantageous manner even in difficult, ie limited space, since no additional components are required.
  • the proposed Nadelhubdämpfung can also be used on a fuel injector 1, which includes a Vario-register injector, that is, a plurality of injection cross-sections 36, for example, formed as concentric hole circles, at the combustion chamber end of the nozzle body 4.
  • a coaxial nozzle needle may be used in addition to a vario-register nozzle which may comprise two independently opening or closing interdigitated nozzle needles.
  • Figure 2 shows a further embodiment of a Nadelhubdämpfung with return line from the nozzle spring chamber in a working space associated therewith a pressure booster.
  • the embodiment of a Nadelhubdämpfers shown in Figure 2 without additional precision components in the form of damping piston differs from the embodiment shown in Figure 1 embodiment of the invention essentially in that the nozzle chamber 25 of the injection valve member 29 in this embodiment via a connecting line 40 between the nozzle spring chamber 25 and the Working space 10 of the pressure booster 5 is connectable.
  • the outlet throttle body 27 is integrated in the connecting line 40 to the working space 10 of the pressure booster 5.
  • the metering valve 6 is likewise designed as a 3/2-way valve, be it as a solenoid valve or as a piezoelectric actuator.
  • the metering valve 6 can be formed analogously to the illustration in Figure 1 as a direct-controlled valve or as a servo valve.
  • the pressure booster 5 is added, analogous to the embodiment, which is shown in Figure 1.
  • the pressure booster 5 also contains here a piston 12, which may have a first part piston 13 in an enlarged diameter and a second part piston 14 in a reduced diameter.
  • the booster piston 12 of the pressure booster 5 can be made of the mentioned sub-piston 13 and 14, both as a one-piece component as well as a multi-part component.
  • the lower end face of the second sub-piston 14 acts analogously to the illustration in Figure 1, the compression chamber 15, from which a fuel feed 21 in the Nozzle spring chamber 25 leads. From the compression chamber 15 also branches off an inlet 23 to the nozzle spring chamber 25, which contains an inlet throttle point 24.
  • the structure and function of the fuel injection device according to FIG. 2 correspond to the design and function of the embodiment variant of the inventive solution of a needle stroke damper shown in FIG.
  • FIG. 3 shows a variant embodiment of a needle lift damping on a fuel injection device with a pressure reduction valve.
  • an inlet throttle 50 is received, via which are damped in the line 9 adjusting pressure pulsations and an unacceptably high indoor load of the high pressure accumulator 2 by pressure oscillations, which the life of the high-pressure accumulator 2, is prevented.
  • the pressure booster 5 is formed in the injector body 3 of the fuel injector 1 and includes the working chamber 10 and the control chamber 11.
  • the pressure booster piston within the pressure booster 5 comprises a first part piston 13 which abuts with its lower end face on a disk-shaped stop 18, which on a second part piston 14, which acts on the compression space 15 with its lower end face, is formed.
  • the stop 18 at the upper end of the second partial piston 14 is acted upon by a return spring 17.
  • the return spring 17 is not included in the embodiment of Figure 3 in the working space 10, but in the control chamber 11 of the pressure booster 5.
  • On the Compression space 15 at the lower end of the pressure booster 5 are supplied via the fuel inlet 21 of the nozzle chamber 22 in the nozzle body 4 and via the inlet 23 with inlet throttle point 24 of the nozzle spring chamber 25 of the injection valve member 29 with fuel.
  • the nozzle spring chamber 25 is connected via the connecting line 26 with discharge throttle point 27 with the control chamber 11 of the pressure booster 5 in combination.
  • the metering valve 6 is designed as a 2/2-way valve 56, which is connected to a low-pressure return 8.
  • a pressure reduction valve 51 is interposed in the control line 20 between the working space 10 of the pressure booster 5 and the metering valve 56 designed as a 2/2-way valve.
  • the pressure relief valve comprises a pressure reduction channel 52, which extends from a first piston part 53 in a second piston part 57 of the pressure reduction valve 51.
  • the control section 20 zu colde first piston part 53 of the pressure reduction valve 51 is enclosed by a valve chamber 54, in which the control line 20 from the working space 10 of the pressure booster 5 opens.
  • the second piston part 57 of the pressure reduction valve 51 is acted upon by a valve spring 55, which is received in a cavity of the pressure reduction valve 51 which is connected via a connecting line (no reference numeral) with the constructed as a 2/2-way valve metering valve 56.
  • a feed throttle 50 is accommodated in the line 9 of the fuel injection device according to the embodiment in FIG. 3, and a pressure reduction valve in the control line 20 between the working space 10 and the metering valve 56, wherein the metering valve 6 in the embodiment variant shown in FIG in contrast to the embodiment in Figure 1 as a 2/2-way valve can be trained.
  • the design of the metering valve 6 as a 2/2-way valve allows a cost-effective overall construction.
  • FIG. 4 shows a further embodiment variant of a needle lift damping, similar to the embodiment variant shown in FIG. 3, but with the pressure reduction valve according to FIG. 3 being replaced by a throttle.
  • FIG. 4 Also shown in Figure 4 embodiment of a Nadelhubdämpfung via a nozzle control chamber 25 associated inlet throttle points 24 and outlet throttles 27 includes a metering valve 6, which is designed as a 2/2-way valve 56.
  • the supply line 9, containing an inlet throttle point 50 ends from the high-pressure reservoir 2 on the one hand into the working space 10 of the pressure booster 5, wherein according to this embodiment a line branch 60, containing an outlet throttle point 61, also in the control chamber 11 of FIG Pressure Translator 5 opens.
  • the control of volume control from the nozzle spring chamber 25 via the connecting line 26 into the working space 10 of the pressure booster 5, wherein in the connecting line 26, the outlet throttle body 27 is integrated.
  • control chamber 11 of the pressure booster 5 via the control line 20, which is flowed through in the opposite direction, pressure relieved.
  • the control chamber 11 takes place after the end of injection.
  • the variant shown in Figure 4 using a designed as a 2/2-way valve metering valve 56 allows a Düsennadeldämpfung by a flow through the nozzle spring chamber 25 via the compression chamber 15 of the pressure booster 5 extending inlet throttle point 24 in the inlet 23, as well as on in
  • the opening speed of the injection valve member 29 by the design of the throttle cross-sections of the inlet throttle 24 and the outlet throttle point 27 reach while the closing speed of preferably designed as a nozzle needle Injection valve member 29 is determined by the dimensioning of the cross-sectional area of the outlet throttle body 27 in the connecting line 26.
  • an independent adjustment of the opening speed of the closing speed of the injection valve member 29 is analogous to the embodiments shown in Figure 1 to 3 possible.
  • a Nadelhubdämpfung shown in Figures 3 and 4 can advantageously in conjunction with a Vario-register nozzle, with several be used independently releasable or closable injection cross sections;
  • an application of the Nadelhubdämpfung shown in Figure 3 or 4 is also possible on a coaxial nozzle needle, which may comprise mutually guided, independently pressure-actuated nozzle needle parts.
  • FIG. 5 shows a longitudinal section through a fuel injector with needle lift damping.
  • Figure 5 shows the longitudinal section through the fuel injector 1, in the upper region of the metering valve 6 - is formed here - designed as a solenoid valve - is arranged.
  • a high-pressure inlet 70 is formed, via which the high-pressure fuel in the injector body 3, i. the working space of a pressure booster 5, is supplied.
  • the screw-in socket designated by reference numeral 70 may be added to a fuel-filtering rod filter element in an advantageous manner.
  • the pressure intensifier 5 integrated in the injector body 3 comprises a first partial piston 13 and the second partial piston 14, wherein the first partial piston 13 is acted upon by the return spring 17, which is supported on the injector body 3.
  • the end face of the second part piston 14 acts on a compression space 15, which is arranged symmetrically to the symmetry line of the injector body 3. From this, the inlet 23 extends with integrated throttle 24.
  • the inlet 23 to the nozzle control chamber 25 follows via a throttle plate 72. Below the throttle plate 72, a damping plate 77 is arranged, which limits the Düsenberichtraum25.
  • the valve spring 74 and the valve pin 73 on which a flat seat ring edge 76 is formed (see Figure 6.2).
  • the Flachsitzringkante 76 and the Hubbegrenzer 31 of the throttle plate 72 form the stroke limiter of the injection valve member 29 and the valve closing function to the inlet throttle 24.
  • the injection valve member 29 is partially shown in longitudinal section in FIG. Analogous to the schematically illustrated in Figures 1 to 4 variants of a stroke damping the injection valve member 29 is enclosed according to the longitudinal section through the fuel injector 1 of a nozzle chamber 22 in which the circumference of the injection valve member 29, a conically configured pressure shoulder 35 is formed.
  • the damping disk 77 or a further disk element are centered relative to one another via centering pins 75 in their installed position relative to the injector body 3.
  • the nozzle body 4, the further disk element, the damping disk 77 and the throttle disk 72 are enclosed by a sleeve-shaped nozzle retaining nut 71 and are screwed to an external thread in the lower region of the injector body 3 of the fuel injector 1.
  • the area denoted by D in FIG. 5 is shown on an enlarged scale in the illustrations according to FIGS. 6.1 and 6.2.
  • FIG. 6.1 shows the needle stroke damping above the injection valve member in an enlarged scale.
  • a sensor pin 85 is shown, which is a part of the stroke limiter 31 according to the embodiments in Figures 1 to 5 and is used for Wegedetetation means of a sensor.
  • the sensor pin 85 is surrounded by a disk-shaped element 84, which defines a cavity in the lower region. In the cavity of the disc 84 opens a leak oil hole.
  • the sensor pin 85 and disc-shaped member 84 are optional components and are not essential to the function of injector member stroke damping. As part of a function extension for stroke measurement, they can be integrated into the fuel injector as required. According to the illustration of the injection valve member 29 in the nozzle body 4 of the fuel injector 1, this is enclosed by the nozzle chamber 22, which is supplied via an opening 89 with fuel under high pressure, wherein the opening 89, ie a nozzle chamber inlet, the discharge point of the in FIG 3 and 4 represents fuel supply line 21 from the compression space 15. From the nozzle chamber 22, the fuel flows along an annular gap 33 in the direction of the nozzle needle tip 34 of the injection valve member 29 (see FIG.
  • a combustion chamber-side seat 91 is formed on the injection valve member 29 as shown in FIG.
  • the injection valve member 29 may be provided with a number of symmetrically distributed on the periphery of the injection valve member 29 arranged free surfaces along which the fuel flows within the annular gap 33, which surrounds the injection valve member 29 in an annular manner in the direction of the nozzle needle tip 34 ,
  • the injection valve member 29 is provided on its outer peripheral surface analogous to the schematic diagrams shown in FIGS. 1 to 4 with a conically shaped pressure shoulder 35.
  • FIG. 6.2 shows the area designated S in FIG. 6.1 on an enlarged scale.
  • valve spring 74 surrounds both the stroke limiter 31 and a part of the valve pin 73.
  • a pointed countersink 80 is provided in the upper region of the valve pin 73, that is, on whose end face of the stroke limiter 31 opposite end face a pointed countersink 80 is provided and a flat seat ring edge 76.
  • the front side the stroke limiter 31 designed as a plane surface.
  • the flat seat ring edge 76 comprises a first bevel 81 which is formed in a first bevel angle, so that the flat seat 76 drops slightly outward in relation to the peripheral surface of the valve pin 73 in the radial direction.
  • FIG. 7.1 shows a sensor bolt received between a valve pin and an injection valve.
  • valve pin 73 in the embodiment variant according to FIG. 7.1 is formed in a larger axial length, wherein the stroke restrictor 31 is not formed on the throttle plate 72 according to this embodiment variant.
  • the valve pin 73 is located with its inlet 23 opposite end directly to the damping plate 77 at.
  • These and the throttle plate 72 are traversed by a high-pressure inlet 23, which opens at the nozzle chamber inlet 89 into the nozzle chamber 22 within the nozzle body 4.
  • the injection valve member 29, which is in the form of a nozzle needle, for example, includes a pressure shoulder 35.
  • open spaces 90 are accommodated on the injection valve member 29, along which the fuel flows into an annular gap 33 and from there to the nozzle needle tip 34.
  • the sensor pin 85 the end face of which lies opposite a crowned end face of the valve pin 73, is surrounded by a disc-shaped element 84, which comprises a cavity, at which a leak oil line branches off.
  • the injection valve member 29 abuts with its end face 86 against a corresponding lower end face of the sensor pin 85.
  • FIG. 7.2 shows the reproduction of the detail marked V in FIG. 7.1 in an enlarged scale.
  • valve pin 73 is enclosed by a valve spring 74.
  • the valve spring 74 is supported with its lower turn on an annular shoulder on the valve pin 73. With its approach to the valve pin 73 opposite end of the valve spring 74 abuts against a shim 88, which is arranged below the throttle plate 72.
  • the valve pin 73 together with this surrounding valve spring 74 is enclosed by a damping disk 77, which is only partially shown here.
  • the valve pin 73 and the underside of the throttle disk / damping disk 72, 77 form a flat seat 76.
  • a, designated by reference numeral 79 seat geometry is formed at the upper end of the valve pin 73.
  • This seat geometry 79 as shown in Figure 6.2 is through a pointed depression 80 characterizes.
  • the pointed countersink 80 merges into a first bevel 81 at a radial distance, so that the seat geometry 79 is formed both by the pointed countersink 80 and by the bevel 81 adjoining it.
  • Below the damping disk 77 is another disk element, which forms the guide for the sensor pin 85 below the valve pin 73, both of which represent the stroke limiter 31 shown schematically in Figures 1 to 4.
  • Figure 8.1 shows a second embodiment of the seat geometry.
  • the valve pin 73 as shown in Figure 8.1 is enclosed by the damping disk 77 and acted upon by the valve spring 74.
  • the sensor pin 85 which in turn is enclosed by a disc element 84, which comprises a cavity. In the cavity of the disc member 84 opens a leak oil hole.
  • Below the sensor pin 85 extends the injection valve member 29, which rests with its upper end face 86 on the lower end face of the sensor pin 85.
  • the damping disk 77, the disk element 84 and the nozzle body 4 of the fuel injector 1 are traversed by a high-pressure inlet 23, which opens into a nozzle opening 89 in the nozzle chamber 22 of the nozzle body 4.
  • FIG. 8.2 shows that the valve pin 73, surrounded by a valve spring 74, is received between the throttle disk 72 and the sensor disk 84 and enclosed by the damping disk 77.
  • the valve spring 74 is supported, on the one hand, on a lower annular projection of the valve pin 73 and, on the other hand, on an annular shim 88 arranged below the throttle plate 72.
  • the flat seat 76 is formed on the plane surface of the throttle disk 72.
  • the advantage is that the volume of the inlet bore 23 is kept very small. This reduces the pressure oscillations between the compression chamber 15 and the nozzle control chamber 25, which results in a better quantity stability of the multiple injections.
  • the seat geometry is designed analogously to the variant according to FIG. 6.1.
  • the fact that the throttles are not integrated in the damping disk 77 can be shaped as interchangeable disks. As part of the voting or the manufacturing process, these can therefore be easily replaced.
  • FIG. 9 shows the longitudinal section through a fuel injector with a stroke sensor arrangement in the upper region of the injection valve member.
  • a sensor disk element 84 which cooperates with a stroke sensor 96, the movement of the injection valve member 29 can be detected in the vertical direction within the nozzle body 4 and measure the reached needle speed, movement start and end of the injection valve member 25.
  • a closed loop for final adjustment and any necessary mapping of a fuel injection system can be represented, with which a fault diagnosis of the fuel injection system and a storage occurred operating data is possible, which can be read in the context of constantly recurring maintenance intervals of the self-igniting internal combustion engine.
  • injection valve member damping shown in the above representations represent embodiments in which the nozzle module, ie the nozzle body 4 with the overlying annularly configured elements 72, 77, 78 and 84, respectively, can be designed to close rapidly according to the proposed invention reach the injection valve member 29, and its opening speed so by the design of inlet throttle 24 and outlet throttle body 27 to dimension that the Kleinstmengenmix is improved without an additionally required precision component is to be used.

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

Claims (20)

  1. Dispositif d'injection de carburant dans les chambres de combustion (7) d'un moteur à combustion interne, comportant une source de haute pression (2), un démultiplicateur de pression (5) et une soupape de dosage (6, 56), le démultiplicateur de pression (5) comprenant une chambre de travail (10) et une chambre de commande (11) séparées l'une de l'autre par un piston (12, 13, 14), un changement de pression dans la chambre de commande (11) du démultiplicateur de pression (5) produisant un changement de pression dans une chambre de compression (15) qui sollicite une chambre d'injection (22) par l'intermédiaire d'une arrivée de carburant (21), la chambre d'injection comprenant une aiguille d'injection (29),
    caractérisé en ce qu'
    une chambre de commande d'injection (25) sollicitant l'aiguille d'injection (29) peut être remplie côté haute pression par une conduite (23), avec un point d'étranglement d'arrivée (24), venant de la zone de compression (15, 21, 22, 33) et qui peut être raccordée côté sortie au démultiplicateur de pression par une conduite (26, 40) contenant un point d'étranglement de sortie (27).
  2. Dispositif d'injection de carburant selon la revendication 1,
    caractérisé en ce que
    la vitesse d'ouverture de l'aiguille d'injection (29) est déterminée par le rapport entre la section transversale du point d'étranglement d'arrivée (24) et le point d'étranglement de sortie (27).
  3. Dispositif d'injection de carburant selon la revendication 1,
    caractérisé en ce que
    la vitesse de fermeture de l'aiguille d'injection (29) est déterminée par la surface en coupe transversale du point d'étranglement de sortie (27).
  4. Dispositif d'injection de carburant selon la revendication 1,
    caractérisé en ce que
    l'aiguille d'injection (29) comprend une surface de butée (32) qui obture le point d'étranglement (24) côté arrivée une fois sa course maximale atteinte.
  5. Dispositif d'injection de carburant selon la revendication 1,
    caractérisé en ce que
    la pression de la chambre de commande d'injection (25) est libérée, par la conduite (26) comportant le point d'étranglement de sortie (27), dans la chambre de commande (11) du démultiplicateur de pression (5).
  6. Dispositif d'injection de carburant selon la revendication 1,
    caractérisé en ce que
    la chambre de commande d'injection (25) est raccordée, par la conduite (40) comportant le point d'étranglement de sortie (27), à la chambre de travail (10) du démultiplicateur de pression (5).
  7. Dispositif d'injection de carburant selon la revendication 1,
    caractérisé en ce que
    la chambre de travail (10) du démultiplicateur de pression (5) est remplie par une conduite d'arrivée (9) venant de la chambre d'accumulation haute pression (2).
  8. Dispositif d'injection de carburant selon la revendication 7,
    caractérisé en ce que
    la conduite (9) comporte un étranglement (50) agissant à l'encontre des pulsations de pression entre l'injecteur de carburant (1) et la chambre d'accumulation haute pression (2).
  9. Dispositif d'injection de carburant selon la revendication 1,
    caractérisé en ce que
    pour activer le démultiplicateur de pression (5) la chambre de commande (11) dispose d'une soupape de dosage (6, 56) ouvrant ou fermant une conduite de commande (20).
  10. Dispositif d'injection de carburant selon la revendication 9,
    caractérisé en ce que
    la soupape de dosage (6) est une soupape 3/2 voies présentant une sortie (8) du côté basse pression.
  11. Dispositif d'injection de carburant selon la revendication 9,
    caractérisé en ce que
    la soupape de dosage (56) est une soupape 2/2 voies présentant une sortie (8) du côté basse pression.
  12. Dispositif d'injection de carburant selon la revendication 1,
    caractérisé en ce qu'
    un limiteur de course (31) disposé au-dessus de l'aiguille d'injection comprend une goupille de soupape (73) au niveau de laquelle se loge un élément de ressort (28, 74) agissant dans la direction de fermeture de l'aiguille d'injection (29).
  13. Dispositif d'injection de carburant selon la revendication 12,
    caractérisé en ce qu'
    un siège plan (76) est formé entre la goupille de soupape (73) et le limiteur de course (31).
  14. Dispositif d'injection de carburant selon la revendication 13,
    caractérisé en ce que
    le siège plan (76) comporte un premier chanfrein (81) et un creux (80).
  15. Dispositif d'injection de carburant selon la revendication 13,
    caractérisé en ce que
    le siège plan (76) comporte un chanfrein (81).
  16. Dispositif d'injection de carburant selon la revendication 12,
    caractérisé en ce que
    le siège plan (76) est formé dans la chambre de ressort de la chambre de commande d'injection (25).
  17. Dispositif d'injection de carburant selon la revendication 12,
    caractérisé en ce que
    le siège plan (76) est formé sur le disque d'étranglement (72) opposé à la face frontale supérieure de la goupille de soupape (73).
  18. Dispositif d'injection de carburant selon la revendication 12,
    caractérisé en ce que
    les éléments d'étranglement (24, 27) sont formés dans des éléments de disque (72) interchangeables.
  19. Dispositif d'injection de carburant selon la revendication 12,
    caractérisé en ce que
    la goupille de soupape (73) a un contour arrondi (95) au niveau de sa face frontale tournée vers la goupille de détection (85).
  20. Dispositif d'injection de carburant selon la revendication 12,
    caractérisé en ce qu'
    un dispositif de détection de course (96) est associé à la goupille de soupape (73) et à la goupille de détection (85), et ce dispositif sert à la détection de la course de l'aiguille d'injection (29) dans l'injecteur de carburant (1).
EP03732208A 2002-06-29 2003-04-09 Dispositif d'amortissement de levee de l'aiguille d'un injecteur de carburant Expired - Lifetime EP1520097B1 (fr)

Applications Claiming Priority (3)

Application Number Priority Date Filing Date Title
DE10229418A DE10229418A1 (de) 2002-06-29 2002-06-29 Einrichtung zur Dämpfung des Nadelhubes an Kraftstoffinjektoren
DE10229418 2002-06-29
PCT/DE2003/001162 WO2004003375A1 (fr) 2002-06-29 2003-04-09 Dispositif d'amortissement de levee de l'aiguille d'un injecteur de carburant

Publications (2)

Publication Number Publication Date
EP1520097A1 EP1520097A1 (fr) 2005-04-06
EP1520097B1 true EP1520097B1 (fr) 2006-10-04

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ID=29796049

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Application Number Title Priority Date Filing Date
EP03732208A Expired - Lifetime EP1520097B1 (fr) 2002-06-29 2003-04-09 Dispositif d'amortissement de levee de l'aiguille d'un injecteur de carburant

Country Status (5)

Country Link
US (1) US7083113B2 (fr)
EP (1) EP1520097B1 (fr)
JP (1) JP2005531716A (fr)
DE (2) DE10229418A1 (fr)
WO (1) WO2004003375A1 (fr)

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JP2005315195A (ja) * 2004-04-30 2005-11-10 Toyota Motor Corp 増圧コモンレール式燃料噴射装置の燃料噴射制御方法
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
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DE102004053268A1 (de) * 2004-11-04 2006-05-11 Robert Bosch Gmbh Kraftstoffeinspritzeinrichtung
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Also Published As

Publication number Publication date
DE10229418A1 (de) 2004-01-29
WO2004003375A1 (fr) 2004-01-08
US7083113B2 (en) 2006-08-01
JP2005531716A (ja) 2005-10-20
US20050077378A1 (en) 2005-04-14
EP1520097A1 (fr) 2005-04-06
DE50305275D1 (de) 2006-11-16

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