EP1527271A2 - Injecteur servant a l'injection de carburant - Google Patents

Injecteur servant a l'injection de carburant

Info

Publication number
EP1527271A2
EP1527271A2 EP03722288A EP03722288A EP1527271A2 EP 1527271 A2 EP1527271 A2 EP 1527271A2 EP 03722288 A EP03722288 A EP 03722288A EP 03722288 A EP03722288 A EP 03722288A EP 1527271 A2 EP1527271 A2 EP 1527271A2
Authority
EP
European Patent Office
Prior art keywords
injection
injector
pressure
throttle
injector according
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.)
Ceased
Application number
EP03722288A
Other languages
German (de)
English (en)
Inventor
Dirk Baranowski
Wolfgang Bloching
Marco Claudio Pio Brunelli
Christoph Klesse
Wolfgang Reisinger
Christian Taudt
Eckbert Zander
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.)
Aumovio Germany GmbH
Original Assignee
Siemens AG
Siemens Corp
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 Siemens AG, Siemens Corp filed Critical Siemens AG
Publication of EP1527271A2 publication Critical patent/EP1527271A2/fr
Ceased legal-status Critical Current

Links

Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M47/00—Fuel-injection apparatus operated cyclically with fuel-injection valves actuated by fluid pressure
    • F02M47/02—Fuel-injection apparatus operated cyclically with fuel-injection valves actuated by fluid pressure of accumulator-injector type, i.e. having fuel pressure of accumulator tending to open, and fuel pressure in other chamber tending to close, injection valves and having means for periodically releasing that closing pressure
    • F02M47/027—Electrically actuated valves draining the chamber to release the closing pressure
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02F—CYLINDERS, PISTONS OR CASINGS, FOR COMBUSTION ENGINES; ARRANGEMENTS OF SEALINGS IN COMBUSTION ENGINES
    • F02F7/00—Casings, e.g. crankcases
    • F02F2007/0097—Casings, e.g. crankcases 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
    • F02M2200/21—Fuel-injection apparatus with piezoelectric or magnetostrictive elements
    • 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
    • F02M2200/31—Fuel-injection apparatus having hydraulic pressure fluctuations damping elements
    • F02M2200/315—Fuel-injection apparatus having hydraulic pressure fluctuations damping elements for damping fuel pressure fluctuations
    • 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
    • F02M2200/40—Fuel-injection apparatus with fuel accumulators, e.g. a fuel injector having an integrated fuel accumulator

Definitions

  • the present invention relates to an injector for the injection of fuel and, in particular, to an injector for a common rail injection system which carries out multiple injections.
  • injectors for fuel injection systems are known in different configurations. Such injectors in particular also perform multiple injections.
  • a multiple injection is understood to mean an injection in which the injection process for a work process is divided into several partial injections. Depending on their injection timing, the partial injections are referred to as pre-injection, main injection and post-injection.
  • the pre-injection improves the mixture preparation and thus the onset of combustion during the main injection. This can also improve the exhaust gas values and the combustion noise.
  • the main injection ignites the combustion, the amount of fuel injected being directly proportional to the energy released and thus to the work of the piston.
  • the post-injection serves in particular for exhaust gas aftertreatment and improves the emissions of the vehicle.
  • multiple injections have a number of advantages compared to just a single injection.
  • the rail is usually designed such that the fuel pressure in the rail remains constant during the injection.
  • the rail and the injector are connected by fuel lines, which are partly as separate lines and partly as Drilled holes in the injector. These lines represent a system that is capable of vibrating hydraulically.
  • pressure disturbance occurs, which is triggered, for example, by the start of injection or the end of injection at the nozzle, pressure waves form in the lines. These pressure waves persist even after the end of the injection and only slowly subside again due to the viscous fluid friction.
  • these pressure waves mean that at the start of the next partial injection or a new injection process at the nozzle, the required target pressure (injection pressure) is not available.
  • the injection quantity based on the target pressure and the injection duration no longer corresponds to the target quantity.
  • the current (partial) injection takes place in another phase of the pressure wave, so that too much (positive pressure) or too little (negative pressure) fuel is injected.
  • the exhaust gas values and / or the performance of the engine are no longer achieved at the operating point under consideration.
  • Another way of compensating for pressure waves is by integrating additional fuel stores near the injection nozzle.
  • the arrangement of additional fuel reservoirs near the injection nozzle allows the pressure at the nozzle to be kept more stable, since the amount injected causes a smaller change in pressure the greater the volume of fuel in the vicinity of the nozzle.
  • Such a solution is currently used in large diesel engines in which each injection nozzle is assigned a so-called “single rail” (cf. MTZ 61, 2000, 10 "The accumulator common rail injection system for the MTU series 8000 with 1800 bar system pressure ").
  • the solution proposed there is only suitable to a limited extent for vehicle engines, since vehicle engines only have a small installation space, and as a result, usually no additional storage can be arranged in the vicinity of the nozzle.
  • throttles can dampen the existing pressure waves.
  • a disadvantage of the known throttles is that in the case of longer injection durations in which there is a directed flow from the rail to the nozzle, the throttles cause an undesirable pressure loss due to their throttling action. This pressure loss is noticeable at the nozzle during the injection and thus also leads to deviations in the target injection quantity.
  • an injector for injecting fuel which has a compensation device for the pressure waves generated during an injection.
  • the pressure waves are completely compensated in a reliable manner. It is possible according to the invention to carry out fuel injection at a constant injection pressure so that the quantity of fuel actually injected corresponds to the desired target injection quantity. According to the invention, in particular multiple injections can thereby advantageously be realized and the exhaust gas values and the combustion noise or the consumption values of the engine can thus be positively influenced.
  • the compensation device for the compensation of pressure waves preferably comprises a control device for controlling the pressure level in the rail and a piezo actuator.
  • the piezo actuator detects a frequency of a pressure wave in the high pressure range by converting a mechanical force exerted on the piezo actuator by the pressure wave into an electrical signal.
  • the control device can then based on the signal of the piezo actuator and other information regarding the pressure wave, such as carry out an adjustment of the pressure level of the injection pressure at the start or end of injection of the injector.
  • the adaptation can take place, for example, by means of a pressure control valve which is arranged between a high pressure pump and the rail
  • the injector particularly preferably has a piezo actuator for actuating the control valve of the injector, and this piezo actuator is also used at the same time for detecting the frequency of the pressure wave.
  • the piezo actuator is particularly preferably deflected so far after the end of the injection, that is to say with the control valve closed, that the forces acting on the control valve by a pressure wave can be transmitted completely to the piezo actuator.
  • the piezo actuator is only deflected to such an extent that the control valve does not open a gap from a control chamber to a low-pressure region, so that there is no pressure reduction in the control chamber for opening the injector.
  • control valve is only moved so far by the piezo actuator that it is only completely relieved of its seat, but there is still no pressure reduction in the control chamber.
  • the force exerted by the pressure wave can be transmitted completely to the piezo actuator, which is thus able to detect the frequency of the pressure wave with the greatest accuracy.
  • the compensation device is designed as an anti-resonator.
  • the anti-resonator steams or superimposes a pressure wave created by the injection.
  • the anti-resonator thus enables a substantially constant pressure during the injection period.
  • the anti-resonator is preferably designed as a mechanical anti-resonator.
  • it can be designed, for example, as a spring-mass steamer.
  • the spring-mass steamer can be, for example, a piston coupled to a fuel line, which in turn is coupled to a mechanical or hydraulic spring element.
  • a damping element for example a throttle, is connected in parallel with the piston.
  • the anti-resonator has the same resonance frequency as the hydraulic system and provides strong damping via the damping element. As a result, the pressure wave can be damped in a short time.
  • the anti-resonator is designed as a hydraulic anti-resonator.
  • the dead end line can be designed so that the pressure waves cancel each other out at the nozzle, so that a constant pressure prevails at the nozzle during the injection. That is, the location of the maximum amplitude of the stationary pressure oscillation is moved or shifted from the nozzle towards the dead end.
  • the hydraulic anti-resonator thus enables a partial or complete superimposition of the pressure wave generated by the injection process.
  • the great advantage of a hydraulic anti-resonator is that pressure wave compensation can be achieved without major adjustments for all temperatures and all types of fuels.
  • the compensation device is designed as an asymmetrical throttle.
  • an asymmetrical throttle is understood to mean a throttle in which the throttle has different flow cross sections or resistances in its two flow directions.
  • An ideal asymmetrical throttle allows a flow in one direction to pass freely and throttles the flow in the opposite direction.
  • the asymmetrical throttle is preferably designed as a perforated throttle with a sharp-edged inlet on one side and a rounded inlet on the other side.
  • a perforated throttle with a sharp-edged inlet on one side and a rounded inlet on the other side.
  • the asymmetrical throttle is designed as a backflow throttle, comprising a check valve and a throttle hydraulically connected in parallel with the check valve.
  • the check valve closes in one direction of flow, so that only a small residual cross section is available for the flow in this direction via the throttle connected in parallel.
  • the check valve opens in the other flow direction, so that a larger flow cross-section and thus a lower throttling effect are available for the flow.
  • Such a backflow throttle or an asymmetrical throttle as described above is particularly preferably arranged at a location with high flow velocity. Such a location is, for example, at a connection of the high-pressure line leading to the injector on the rail. At this point the pressure wave has a knot (constant pressure) and the corresponding volume flow wave has a belly (maximum flow velocity).
  • FIG. 1 shows a schematic view of an injector with a compensation device according to a first exemplary embodiment of the present invention
  • FIG. 2 shows a schematic view of a compensation device according to a second exemplary embodiment of the present invention
  • FIG. 3 shows a schematic view of a compensation device according to a third exemplary embodiment of the present invention
  • Figure 4 is a schematic view of a compensation device according to a fourth embodiment of the present invention.
  • Figure 5 is a schematic view of a compensation device according to a fifth embodiment of the present invention.
  • FIG. 1 A first exemplary embodiment of FIG. Invention described.
  • the injector 1 holds a nozzle needle 2 which can open or close a plurality of nozzle openings 3.
  • the nozzle 3 is controlled via a piezo actuator 7 by the piezo actuator 7 actuating a control valve 6 which is lifted from its seat 12 so that a pressure in a control chamber 5 drops and the nozzle needle lifts off its seat.
  • the nozzle needle 2 is reset by means of a return spring 4.
  • an inlet throttle 8 is arranged between a high-pressure line and the control chamber 5 and an outlet throttle 9 is arranged between the control chamber 5 and the control valve 6.
  • a rail 11 is connected to the high-pressure line 18 in a known manner.
  • the sensor effect of the piezo actuator 7 is now used to measure the frequency of a pressure wave which is generated by opening or closing the nozzle openings 3.
  • the piezo actuator 7 is used by the injector 1 to open or close the control valve 6 in order to control the injection process.
  • the piezo actuator can convert electrical voltage into force and electrical charge into elongation.
  • the reversal of these effects is now used to convert a mechanical force exerted on the piezo actuator 7 into an electrical voltage signal. This is called the sensor effect.
  • the piezo actuator 7 is deflected so far in a control pause between two partial injections that it just absorbs the fuel pressure acting on the valve 6 without triggering the pressure reduction in the control chamber 5 that is necessary for an injection. Pressure fluctuations generated by pressure waves can then be measured as a temporal variation of the sensor voltage signal.
  • the sensor voltage thus allows a direct measurement of the pressure wave and thus the speed of sound of the fuel.
  • the frequency of a pressure wave generated thereby can also be supplied to a control unit 26 of the injector as an input variable.
  • the control unit can thus carry out appropriate measures for adapting the pressure changed by the pressure wave for the next injection process.
  • the compensation device of the second exemplary embodiment is designed as a mechanical anti-resonator 13.
  • the mechanical anti-resonator 13 comprises a piston 14, a spring 15, a pressure compensation line 16 connected in parallel with the piston and a throttle 17 arranged in the line 16.
  • the mechanical anti-resonator 13 is arranged between the injection nozzle 3 and the rail 11 on the high-pressure line 18.
  • the piston 14 is coupled to the fuel pressure.
  • the anti-resonator 13 has an oscillation frequency which is matched to the resonance frequency in the high-pressure line. This causes the mechanical anti-resonator to vibrate, whereby a damping tion of the pressure wave takes place via the throttle 17.
  • the pressure waves generated by the injection can be damped quickly so that a constant pressure is again applied to the injection nozzle 3 during the subsequent injection.
  • FIG. 3 shows a compensation device according to a third exemplary embodiment of the present invention.
  • the same parts were again designated with the same reference numerals as in the previous exemplary embodiments.
  • the compensation device is designed as a dead end line 19.
  • the dead end line 19 is arranged in the vicinity of the injection nozzles 3 and is guided through the injector body of the injector 1. This measure allows the fuel volume in the vicinity of the injection nozzles to be increased, so that the injection causes only a minor pressure change in the high-pressure system. Since, according to the invention, the additional fuel accumulator is designed as an integrated dead end line 19, no additional installation space is necessary, since the dead end line 19 is integrated in the injector.
  • the length of the dead end line 19 is selected such that a pressure node K is located exactly in the region of the nozzle 3 when a pressure wave occurs. The amplitude of the pressure pulsation D occurs precisely at the line end 27. A complete superimposition of the pressure wave can thus be achieved.
  • FIG. 4 shows a compensation device according to a fourth exemplary embodiment of the present invention.
  • the combination device according to the fourth exemplary embodiment is designed as an asymmetrical throttle 20.
  • the asymmetrical throttle 20 has a rounded inlet 21 on one side and a sharp-edged inlet 22 on the other side.
  • the asymmetrical throttle 20 is arranged in such a way that the sharp-edged inlet 22 is in the direction of the injection nozzle 3 and the rounded inlet 21 is located in the direction of the rail 11.
  • the asymmetrical throttle 20 thus has a different flow resistance in its two flow directions, throttling being as small as possible in the direction from the rail 11 to the injection nozzle 3 and throttling of the flow being achieved in the direction from the injection nozzle 3 to the rail 11, so that even in the case of Injection occurring pressure waves can be throttled accordingly.
  • FIG. 5 shows a compensation device according to a fifth exemplary embodiment of the present invention.
  • the compensation device is designed as a backflow throttle 23.
  • the return flow throttle 23 comprises a valve 24 and a throttle 25 connected hydraulically in parallel with the valve 24.
  • the valve 24 closes in one flow direction and opens in the other flow direction.
  • the opening direction of the valve is shown by arrow V.
  • the valve 24 opens during the injection, so that a flow in the direction of the nozzle is possible as freely as possible.
  • a large flow cross-section is made available by opening the valve 24, so that only a small throttling is carried out.
  • valve 24 is closed and thus only a small flow cross section is provided via the throttle 25, so that a large throttle function and thus also a good damping function for pressure waves is achieved.
  • the backflow throttle 23 is preferably arranged on a connection of the high-pressure line 18 leading to the nozzle 3 on the rail 11, where the flow field associated with the pressure wave leads to a high flow velocity.
  • the compensation devices according to the invention enable reliable and sufficient compensation of pressure waves, in particular between a short period of time between two partial injections in a multiple injection in a common rail system. This makes it possible to have a large one Number of partial injections to be carried out during an injection process, as a result of which consumption, noise and exhaust gas values can be further improved.

Landscapes

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

Abstract

La présente invention concerne un injecteur (1) servant à l'injection de carburant. Cet injecteur (1) comprend un dispositif de compensation (7, 13, 19, 20,23) destiné à compenser une onde de pression produite lors de l'injection. Cette onde de pression est ainsi compensée entièrement et de manière fiable par ce dispositif de compensation.
EP03722288A 2002-04-19 2003-04-17 Injecteur servant a l'injection de carburant Ceased EP1527271A2 (fr)

Applications Claiming Priority (3)

Application Number Priority Date Filing Date Title
DE2002117592 DE10217592A1 (de) 2002-04-19 2002-04-19 Injektor zur Einspritzung von Kraftstoff
DE10217592 2002-04-19
PCT/DE2003/001305 WO2003089782A2 (fr) 2002-04-19 2003-04-17 Injecteur servant a l'injection de carburant

Publications (1)

Publication Number Publication Date
EP1527271A2 true EP1527271A2 (fr) 2005-05-04

Family

ID=28798603

Family Applications (1)

Application Number Title Priority Date Filing Date
EP03722288A Ceased EP1527271A2 (fr) 2002-04-19 2003-04-17 Injecteur servant a l'injection de carburant

Country Status (3)

Country Link
EP (1) EP1527271A2 (fr)
DE (1) DE10217592A1 (fr)
WO (1) WO2003089782A2 (fr)

Families Citing this family (11)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE10302806B4 (de) * 2003-01-24 2004-12-09 Siemens Ag Verfahren zur Berechnung von Druckschwankungen in einem Kraftstoffversorgungssystem einer mit Kraftstoff-Direkteinspritzung arbeitenden Brennkraftmaschine und zur Steuerung derer Einspritzventile
DE10309720B4 (de) * 2003-03-06 2014-04-24 Robert Bosch Gmbh Verfahren und Vorrichtung zur mengendriftkompensierenden Steuerung von Injektoren eines Kraftstoffzumesssystems einer Brennkraftmaschine
DE102004018928A1 (de) * 2004-04-20 2005-11-17 Robert Bosch Gmbh Schwingungsdämpfer für ein Hydrauliksystem
DE102004024926A1 (de) * 2004-05-19 2005-12-15 Volkswagen Mechatronic Gmbh & Co. Kg Pumpe-Düse-Einheit
DE102004056893A1 (de) 2004-11-25 2006-06-01 Robert Bosch Gmbh Vorrichtung und Verfahren zur Ermittlung von Druckschwankungen in einem Kraftstoffversorgungssystem
DE102005055359A1 (de) * 2005-11-21 2007-05-24 Robert Bosch Gmbh Zwischenplatte für einen Kraftstoffinjektor und Kraftstoffinjektor
DE102006006823B3 (de) * 2006-02-14 2007-03-15 Siemens Ag Verfahren und Vorrichtung zum Einspritzen von Kraftstoff
DE102006033459B3 (de) * 2006-07-19 2007-10-31 Siemens Ag Verfahren und Vorrichtung zum Betreiben einer Brennkraftmaschine
DE102007053403B4 (de) * 2007-11-09 2016-06-09 Continental Automotive Gmbh Verfahren und Vorrichtung zum Bestimmen einer schwingungsoptimierten Einstellung einer Einspritzvorrichtung
DE102008012637A1 (de) 2008-03-05 2009-09-10 Robert Bosch Gmbh Kraftstoffinjektor
DE102017126642A1 (de) * 2017-11-13 2019-05-16 Volkswagen Aktiengesellschaft Vorrichtung zur Reduzierung von Druckwellenschwingungen in einer Einspritzvorrichtung

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Publication number Priority date Publication date Assignee Title
FR2344722A1 (fr) * 1976-03-15 1977-10-14 Semt Dispositif d'amortissement des ondes de pr ession dans un systeme d'injection de combustible d'un moteur a combustion interne
DE3322547C2 (de) * 1983-06-23 1987-03-12 Dr.Ing.H.C. F. Porsche Ag, 7000 Stuttgart Anordnung zur Schwingungsdämpfung bei der Kraftstoffzuführung einer Brennkraftmaschine
EP0780569B1 (fr) * 1995-12-19 2002-03-20 Nippon Soken, Inc. Dispositif d'injection de carburant avec accumulateur
DE19942855A1 (de) * 1999-09-08 2001-03-22 Bosch Gmbh Robert Kraftstoffhochdruckspeicher
US6345606B1 (en) * 2000-04-12 2002-02-12 Delphi Technologies, Inc Method for controlling fuel rail pressure using a piezoelectric actuated fuel injector
JP3558008B2 (ja) * 2000-06-08 2004-08-25 トヨタ自動車株式会社 燃料噴射装置
DE10060811A1 (de) * 2000-12-07 2002-06-13 Bosch Gmbh Robert Kraftstoffeinspritzsystem für Brennkraftmaschinen
DE10121892A1 (de) * 2001-05-05 2002-11-07 Bosch Gmbh Robert Kraftstoffeinspritzventil für Brennkraftmaschinen

Non-Patent Citations (1)

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Title
See references of WO03089782A3 *

Also Published As

Publication number Publication date
DE10217592A1 (de) 2003-11-06
WO2003089782A2 (fr) 2003-10-30
WO2003089782A3 (fr) 2005-03-03

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