EP1554488A1 - Dispositif d'injection de carburant a pression multipliee, pourvu d'une conduite de commande interne - Google Patents

Dispositif d'injection de carburant a pression multipliee, pourvu d'une conduite de commande interne

Info

Publication number
EP1554488A1
EP1554488A1 EP03770904A EP03770904A EP1554488A1 EP 1554488 A1 EP1554488 A1 EP 1554488A1 EP 03770904 A EP03770904 A EP 03770904A EP 03770904 A EP03770904 A EP 03770904A EP 1554488 A1 EP1554488 A1 EP 1554488A1
Authority
EP
European Patent Office
Prior art keywords
pressure
injection device
fuel injection
piston
chamber
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Granted
Application number
EP03770904A
Other languages
German (de)
English (en)
Other versions
EP1554488B1 (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 EP1554488A1 publication Critical patent/EP1554488A1/fr
Application granted granted Critical
Publication of EP1554488B1 publication Critical patent/EP1554488B1/fr
Anticipated expiration legal-status Critical
Expired - Lifetime legal-status Critical Current

Links

Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • 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
    • F02M57/026—Construction details of pressure amplifiers, e.g. fuel passages or check valves arranged in the intensifier piston or head, particular diameter relationships, stop members, arrangement of ports or conduits
    • 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
    • F02M47/025—Hydraulically 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
    • F02M47/00—Fuel-injection apparatus operated cyclically with fuel-injection valves actuated by fluid pressure
    • F02M47/02—Fuel-injection apparatus operated cyclically with fuel-injection valves actuated by fluid pressure of accumulator-injector type, i.e. having fuel pressure of accumulator tending to open, and fuel pressure in other chamber tending to close, injection valves and having means for periodically releasing that closing pressure
    • F02M47/027—Electrically actuated valves draining the chamber to release the closing pressure
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M57/00—Fuel-injectors combined or associated with other devices
    • F02M57/02—Injectors structurally combined with fuel-injection pumps
    • 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
    • F02M63/00—Other fuel-injection apparatus having pertinent characteristics not provided for in groups F02M39/00 - F02M57/00 or F02M67/00; Details, component parts, or accessories of fuel-injection apparatus, not provided for in, or of interest apart from, the apparatus of groups F02M39/00 - F02M61/00 or F02M67/00; Combination of fuel pump with other devices, e.g. lubricating oil pump
    • F02M63/0003—Fuel-injection apparatus having a cyclically-operated valve for connecting a pressure source, e.g. constant pressure pump or accumulator, to an injection valve held closed mechanically, e.g. by springs, and automatically opened by fuel pressure
    • F02M63/0005—Fuel-injection apparatus having a cyclically-operated valve for connecting a pressure source, e.g. constant pressure pump or accumulator, to an injection valve held closed mechanically, e.g. by springs, and automatically opened by fuel pressure using valves actuated by fluid pressure
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M63/00—Other fuel-injection apparatus having pertinent characteristics not provided for in groups F02M39/00 - F02M57/00 or F02M67/00; Details, component parts, or accessories of fuel-injection apparatus, not provided for in, or of interest apart from, the apparatus of groups F02M39/00 - F02M61/00 or F02M67/00; Combination of fuel pump with other devices, e.g. lubricating oil pump
    • F02M63/0003—Fuel-injection apparatus having a cyclically-operated valve for connecting a pressure source, e.g. constant pressure pump or accumulator, to an injection valve held closed mechanically, e.g. by springs, and automatically opened by fuel pressure
    • F02M63/0007—Fuel-injection apparatus having a cyclically-operated valve for connecting a pressure source, e.g. constant pressure pump or accumulator, to an injection valve held closed mechanically, e.g. by springs, and automatically opened by fuel pressure using electrically actuated valves
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M63/00—Other fuel-injection apparatus having pertinent characteristics not provided for in groups F02M39/00 - F02M57/00 or F02M67/00; Details, component parts, or accessories of fuel-injection apparatus, not provided for in, or of interest apart from, the apparatus of groups F02M39/00 - F02M61/00 or F02M67/00; Combination of fuel pump with other devices, e.g. lubricating oil pump
    • F02M63/0012—Valves
    • F02M63/0014—Valves characterised by the valve actuating means
    • F02M63/0015—Valves characterised by the valve actuating means electrical, e.g. using solenoid
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M63/00—Other fuel-injection apparatus having pertinent characteristics not provided for in groups F02M39/00 - F02M57/00 or F02M67/00; Details, component parts, or accessories of fuel-injection apparatus, not provided for in, or of interest apart from, the apparatus of groups F02M39/00 - F02M61/00 or F02M67/00; Combination of fuel pump with other devices, e.g. lubricating oil pump
    • F02M63/0012—Valves
    • F02M63/0014—Valves characterised by the valve actuating means
    • F02M63/0028—Valves characterised by the valve actuating means hydraulic
    • F02M63/0029—Valves characterised by the valve actuating means hydraulic using a pilot valve controlling a hydraulic chamber
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M63/00—Other fuel-injection apparatus having pertinent characteristics not provided for in groups F02M39/00 - F02M57/00 or F02M67/00; Details, component parts, or accessories of fuel-injection apparatus, not provided for in, or of interest apart from, the apparatus of groups F02M39/00 - F02M61/00 or F02M67/00; Combination of fuel pump with other devices, e.g. lubricating oil pump
    • F02M63/0012—Valves
    • F02M63/0031—Valves characterized by the type of valves, e.g. special valve member details, valve seat details, valve housing details
    • F02M63/0043—Two-way valves
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M63/00—Other fuel-injection apparatus having pertinent characteristics not provided for in groups F02M39/00 - F02M57/00 or F02M67/00; Details, component parts, or accessories of fuel-injection apparatus, not provided for in, or of interest apart from, the apparatus of groups F02M39/00 - F02M61/00 or F02M67/00; Combination of fuel pump with other devices, e.g. lubricating oil pump
    • F02M63/0012—Valves
    • F02M63/0031—Valves characterized by the type of valves, e.g. special valve member details, valve seat details, valve housing details
    • F02M63/0045—Three-way valves

Definitions

  • Both pressure-controlled and stroke-controlled injection systems can be used to introduce fuel into combustion chambers of self-igniting internal combustion engines.
  • Injection systems with high-pressure accumulators have the advantage that the injection pressure can be adapted to the load and speed of the internal combustion engine.
  • a high injection pressure is required in order to reduce the emissions produced and to achieve a high specific output of the internal combustion engine. Since the pressure level achievable by high-pressure fuel pumps in the high-pressure accumulator is limited for reasons of strength, a pressure booster can be used on the fuel injector to further increase the pressure in fuel injection devices with a high-pressure accumulator space.
  • DE 199 10 907 AI discloses a fuel injection device which has a pressure translation unit arranged between a pressure storage space and a nozzle space. Its pressure chamber 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 Drackka mer, so that the bypass line is independent of the movement and position of a displaceably arranged pressure medium of the pressure translation unit.
  • DE 102 18 904.8 relates to a fuel injection device.
  • a fuel injection device for internal combustion engines is proposed with a fuel injector that can be supplied by a high-pressure fuel source and a pressure translation device.
  • the closing piston of a fuel injector projects into a closing pressure chamber in such a way that fuel pressure can be applied to the closing piston to achieve a force acting on the closing piston in the closing direction, the closing pressure chamber and the rear chamber of the pressure transmission device being formed by a common closing pressure rear chamber. All sections of the closing pressure rear area are permanently connected to each other for the exchange of fuel. prevented.
  • the pressure boosters known from DE 199 10 970 AI and DE 102 18 904.8 are actuated via the pressure application or pressure relief of a rear space of the pressure booster. Controlling a pressure booster via the back space is inexpensive with regard to the relaxation losses and allows simple activation of the pressure booster by means of a 2/2-way valve.
  • a disadvantage of the pressure boosters known from DE 199 10 970 AI and DE 102 18 904.8 is the course of the control bore for relieving the rear space of the pressure booster. Due to the fact that the control valve for the pressure intensifier is arranged above the pressure booster in most internal combustion engines for reasons of installation space, it is necessary to lead the control line, which is subjected to the fuel pressure prevailing in the high-pressure storage space, out of the rear space of the pressure booster and to pass the pressure intensifier. This requires a larger outside diameter of the fuel injector, in which the pressure intensifier is usually accommodated in the head region, or an eccentric position of the pressure intensifying element arranged in the pressure booster, which is usually designed as a piston.
  • an improvement in the high-pressure strength of a fuel injector with a pressure booster can be achieved.
  • the elimination of a control line that leads past the outside of the fuel injector with a pressure booster reduces the outside dimension of the fuel injector or avoids an arrangement of a pressure booster that is oriented eccentrically to the fuel injector.
  • a control line in the booster piston which extends coaxially to the axis of symmetry of the fuel injector, advantageously avoids bores that occur in the case of outside lines due to the connection position of high-pressure connections and reduces the material stress, which in turn increases the service life of the fuel injector with pressure booster.
  • the central control line for pressure relief or pressurization of a differential pressure chamber serving to actuate the pressure intensifier extends through a working space of the pressure intensifier which is acted upon by high pressure.
  • a seal between the latter and the central control line can be achieved by means of a sealing sleeve that is prestressed by a spring element are, which advantageously cooperates with a flat seat in the work area.
  • the central control line extends through an extension formed on the piston of the pressure intensifier, which has a guide section for the sealing sleeve movably arranged on the piston attachment.
  • a piston extension arranged on the booster piston of the pressure booster can be accommodated in a high-pressure-tight guide which is designed with a booster in one of the housing parts of the fuel injector.
  • the high-pressure-tight guide of the piston extension is designed so that it is effective along the entire stroke of the piston of the pressure intensifier and separates the central control line from the working space of the pressure intensifier.
  • a piston can be accommodated in this, which has a continuous channel.
  • a sealing point can be designed as a flat seat in order to seal the central control line against the working space of the pressure booster. On the one hand, this enables production-related tolerances to be compensated for between the housing parts and, on the other hand, it is simple to manufacture.
  • the pressure intensifier contains a piston element which extends continuously through this and has a channel running continuously through this.
  • the channel is connected to the differential pressure chamber of the pressure booster by a first or by a first and a second discharge cross section.
  • the pressure build-up of the pressure booster can thus be controlled in accordance with a desired injection pressure curve.
  • the central control line can be used with all pressure intensifiers that are controlled via a differential pressure chamber.
  • FIG. 1 shows a fuel injector with a pressure intensifier with a high-pressure-tight connection at the upper end of the working area
  • FIG. 2 shows a fuel injector with a pressure booster, in which a control line section is accommodated in a high-pressure-tight guide,
  • FIG. 3 shows an embodiment variant of the fuel injector with a pressure booster with one partially inserted into the pressure booster piston
  • FIG. 4 shows a fuel injector with a pressure booster, which is actuated via a servo-hydraulic 3/2-way valve.
  • FIG. 1 shows an embodiment variant of a fuel injector with a pressure booster, the piston of which has a piston shoulder which is traversed by a section of the central control line.
  • a fuel injection device 1 is acted upon by a fuel under high pressure via a high-pressure accumulator 2 (common rail).
  • the high-pressure fuel contained in the high-pressure accumulator 2 flows to an injector body 4 of the fuel injection device 1 via a high-pressure feed line 3.
  • the high-pressure feed line 3 opens out within a first housing part 8 of the fuel injection device 1.
  • An inlet 6 extends from the first housing part 8 to a switching valve 5.
  • a low-pressure side return 7 branches off from the switching valve 5 and leads to a fuel reservoir (not shown in FIG. 1), as well as an overflow line 43, which is connected to a recess 35 within the first housing part 8.
  • the injector body 4 of the fuel injection device 1 comprises a first housing part 8 and a further, second housing part 9 and an injector housing 10, which encloses an injection valve member 24.
  • the first housing part 8 and the second housing part 9 abut one another along a butt joint 32.
  • a pressure intensifier 11 is accommodated in the injector body 4 of the fuel injection device 1.
  • the pressure intensifier 11 comprises a work space identified by reference numeral 12, which can be acted upon by fuel under high pressure via an inlet 13 branching off the high-pressure line 3.
  • the pressure intensifier 11 comprises a pressure intensifier piston 14, which contains a first end face 15, which faces the working space 12, and a second end face 16, which faces a differential pressure space 17.
  • the pressure booster piston 14 is supported on the second end face 16 by a return spring 18, which in turn is supported on an annular surface within the second housing part 9 of the injector body 4.
  • the pressure booster piston 14 of the pressure booster 11 acts on a high pressure chamber 19, which is located in the lower region of the second housing part 9.
  • the fuel contained therein is compressed again and flows on the one hand into a control chamber 20 and on the other hand via a nozzle chamber inlet 22 into a nozzle chamber 23 which is in the injector housing 10 is trained.
  • the nozzle chamber 23 surrounds the injection valve member 24 of the fuel injection device in a region in which a pressure shoulder is formed on the injection valve member 24.
  • An annular gap extends from the nozzle chamber 23 to the end of the fuel injection device 1 on the combustion chamber side.
  • Injection openings 25 at the end of the fuel chamber on the combustion chamber side are acted upon by fuel via the annular gap. These are released when the injection valve member 24 moves vertically, so that fuel under high pressure can be injected into a combustion chamber 26 of a self-igniting internal combustion engine via the injection openings 25.
  • a nozzle spring 27 is accommodated within the control space 20, which surrounds a pin 28 of the injection valve member and is supported on an annular surface of the injection valve member 24.
  • a relief line 29 receiving an outlet throttle 30 extends between the differential pressure chamber 17 of the pressure booster 11 and the control chamber 20.
  • the pressure booster piston 14 of the pressure booster 11 contains a central control line 31.
  • the central control line 31 is connected to the differential pressure chamber 17 of the pressure booster 11 via a transverse opening 41 formed in the pressure booster piston 14.
  • the transverse opening 41 in turn is connected to a channel 40 which represents the central control line 31 and which extends through the section of the pressure booster piston 14 which separates the working chamber 12 and the differential pressure chamber 17 and is NEN arranged on the first end face 15 of the pressure intensifier piston 14 piston extension 34.
  • the piston shoulder 34 receiving the channel 40 on the first end face 15 of the pressure transducer piston 14 extends into the recess 35 in the first housing part 8 of the injector body 4.
  • a first sealing sleeve 36 is located on the piston shoulder 34 of the pressure intensifier piston 14 within a guide section 42 movable.
  • the first sealing sleeve 36 comprises an annular extension 39, on which an adjusting spring 38 is supported.
  • the adjusting spring 38 is supported with its end opposite the first sealing sleeve 36 on the first end face 15, surrounding the piston shoulder 34.
  • the first sealing sleeve 36 received on the piston shoulder 34 is placed with a sealing surface 37 on the lower end face of the first housing part 8 of the injector body 4. This enables a high-pressure-tight connection 33 to be achieved, which separates the central control line 31 from the working space 12 of the pressure booster 11.
  • the high-pressure-tight connection 33 can be designed as a flat seat. Furthermore, the portion of the piston shoulder 34 protruding into the recess 35 of the first housing part 8 can be guided with radial play in the recess 35, so that contact-free guidance between the upper region of the piston shoulder 34 and the recess 35 in the first housing part 8 can be achieved.
  • the switching valve 5 is switched from its position shown in FIG. 1, which corresponds to its closed position, into an open position.
  • the low-pressure return 7 and the overflow line 43 are connected to one another.
  • fuel flows from the differential pressure space 17 via the transverse opening 41 and the channel 40 forming the central control line 31 through the pressure intensifier piston 1 into the recess 35 in the first housing part 8 and from there via the overflow line into the low-side return 7. Because of the high pressure level still prevailing in the working space 12 of the pressure intensifier 11, the pressure intensifier piston 14 moves with its lower end face into the high pressure space 19.
  • the injection openings 25 projecting into the combustion chamber 26 of a self-igniting internal combustion engine are subjected to fuel under high pressure and inject this into the combustion chamber 26.
  • the differential pressure chamber 17 is pressurized from the high-pressure accumulator 2 via the high pressure line 3, the inlet 6 and the overflow line 43 and the recess 35 in the first housing part 8. From there, the fuel flows through the channel 40 forming the central control line 31 and enters the differential pressure chamber 17 via the transverse opening 41 and acts on it again with the pressure level prevailing in the high-pressure accumulator 2. This relieves the pressure in the high-pressure chamber 19, as does the nozzle chamber 23 in the injector housing 10 surrounding the injection valve member 24. The injection valve member 24 is pressed in its seat on the combustion chamber side via the nozzle spring 27, and the injection is ended.
  • the control chamber 20 is refilled via the relief line 29, in which case fuel flows through it in the opposite direction, filling the control chamber 20.
  • the high pressure chamber 19 of the pressure booster 11 is refilled by overflowing fuel from the control chamber 20 via the line containing the inlet throttle 21 into the high pressure chamber 19.
  • the piston shoulder 34 is arranged on the first end face 15 of the pressure booster piston 11. Through this, when the pressure booster 11 is actuated, fuel volume either flows out of the differential pressure space 17 or into it.
  • the recess 35 is sealed within the first housing part 8 by the first sealing sleeve 36 movably guided on the piston shoulder 34.
  • a flat seat can be formed on the latter in a manner that is particularly simple to manufacture, with which the high-pressure-tight connection 33 between the working space 12 and the recess 35 in the first housing part 8, in which the channel 40 forming the central control line 31 opens, is effectively sealed can.
  • the guided on the piston shoulder 34 movable first sealing sleeve 36 is advantageously supported by an adjusting spring 38. Due to the dimensioning of the adjusting spring 38, the effectiveness of the high-pressure-tight connection 33 on the lower end face of the first Housing part 8 can be guaranteed over the entire stroke of the pressure booster piston 14 within the second housing part 9 of the injector body 4.
  • the routing of the central control line 31 essentially coaxially to the line of symmetry of the injector body 4 avoids an additional on the outside of the injector body 4 to the switching valve 5
  • a pressure intensifier 11 controlled via the differential pressure space 17 (also referred to as the rear space) is particularly favorable with regard to its relaxation losses.
  • FIG. 2 shows an embodiment variant of a fuel injector with a pressure booster, in which the central control line runs through a piston shoulder which is guided in a high-pressure-tight guide of the injector body 4.
  • the fuel injection device 1 is supplied with fuel under high pressure via the pressure accumulator 2 (common rail). Fuel flows from the pressure accumulator 2 via the high-pressure line 3 to the first housing part 8 of the injector body 4. The first housing part 8 of the fuel injection device 1 abuts a butt joint 32 on the second housing part 9 of the injector IS body 4.
  • the injector body 4 of the fuel injection device 1 further includes the injector housing 10, in which the injection valve member 24, which opens or closes the injection openings 25 and can be embodied as a nozzle needle, is accommodated.
  • Fuel under high pressure flows to the first housing part 8 of the injector body 4 of the 50 fuel injection device 1 via the high-pressure line 3. This is passed through the inlet to the switching valve 5.
  • the switching valve 5 comprises a connection to the low-pressure return 7 and an overflow line 43 to the recess 35 formed in the first housing part 8.
  • the working space 12 of the pressure booster 11 is filled with 55 fuel under high pressure applied.
  • the pressure booster 11 comprises a pressure booster piston 14, which separates the working chamber 12 of the pressure booster 11 from its differential pressure chamber 17.
  • the pressure booster piston 14 comprises the piston extension 34 attached to the first end face 15.
  • a first disc 51 is arranged on the piston extension 34 passing through the working space 12 in the second housing part 9.
  • second disk 52 is arranged half of the pressure booster piston 14 on the inside of the working space 12 of the drain booster 11.
  • a return spring 18 is received between the first and the second disks 51, 52, via which the pressure booster piston 14 is returned to its starting position within the second housing part 9.
  • the lower end face of the pressure booster piston 14 acts on the high-pressure space 19 formed in the second housing part 9 of the injector body 4.
  • the high pressure level achievable in the high-pressure space 19 depends on the transmission ratio of the pressure booster 11 and is higher than the pressure level prevailing in the high-pressure accumulator 2.
  • fuel at a further increased pressure level flows through the nozzle chamber inlet 22 to the nozzle chamber 23 in the injector housing 10.
  • the injection valve member 24 comprises a pressure shoulder.
  • An annular gap extends from the nozzle chamber 23 within the injector housing 10, via which the fuel under high pressure flows to the injection opening 25 from the nozzle chamber 23.
  • the injection valve member 24 When the injection valve member 24 is open, fuel under very high pressure is injected into the combustion chamber 26 of the self-igniting internal combustion engine via the injection openings 25.
  • a line section also extends from the high-pressure chamber 19 to the nozzle chamber 20.
  • An inlet throttle 21 is accommodated in this line section.
  • the control chamber 20 for the injection valve member 24 contains a nozzle spring 27, which is supported on the one hand on an annular surface of the injection valve member 24, a pin 28 surrounding. On the other hand, the nozzle spring 27 bears against a wall of the second housing part 9 delimiting the nozzle space 20. Control volumes overflow from the nozzle chamber 20 into the differential pressure chamber 17 of the pressure booster 11 via the relief line 29 connecting the nozzle chamber 20 into the differential pressure chamber 17, in which a discharge throttle 30 is accommodated.
  • the pressure booster piston 14 of the pressure booster 11 comprises a central control line 31.
  • the central control line 31 is designed as a channel 40 which runs through both the piston shoulder 34 and the pressure booster piston 14 and which has a lower end opening into the differential pressure space 17 Includes transverse opening 41.
  • This can be designed as a bore, as a channel or the like in the pressure booster piston 14.
  • the channel 40 extends from the transverse opening 41 in the pressure booster piston 14 into the recess 35 in the first housing part 8 of the injector body 4.
  • the head region of the piston extension 34 is received in a high-pressure-tight guide 50.
  • the high pressure-tight guide 50 within the first housing part 8 goes into the Recess 35 over and is formed in an axial length corresponding to the stroke away from the pressure booster piston 14. This ensures that a high-pressure seal between the recess 35 within the first housing part 8 and the working space 12 of the pressure intensifier 11 is ensured along the entire stroke of the pressure intensifier piston 14 of the pressure intensifier 11.
  • the pressure intensifier 11 is in its rest position.
  • the differential pressure chamber 17 and the working chamber 12 are connected to the pressure accumulator 2 via the switching valve 5 and the inlet 13 to the working chamber 12 or via the inlet 43, 35, 40 to the differential pressure chamber 17. Therefore, there is an identical drain in the switching position of the switching valve 5 shown in FIG. 2 in the working space 12 and in the differential pressure space 17.
  • the pressure level prevailing in the differential pressure chamber 17 is also present in the control chamber 20 of the injection valve member 24.
  • the switching valve 5 When the switching valve 5 is actuated, that is to say when it is switched from the switching position shown in FIG. 2 to a switching position in which the overflow line 43 is connected to the return line 7 on the low-pressure side, the differential pressure chamber 17 is depressurized.
  • the fuel flows out of the Differential pressure chamber 17 via the transverse opening 41 formed in the pressure booster piston 14 into the channel 40 forming the central control line 31 and from there into the recess 35 within the first housing part 8.
  • the fuel flows from the recess 35 via the overflow line 43 into the low-pressure side pressure run 7 and from there into a fuel reservoir (not shown in FIG. 2).
  • the pressure intensifier piston 14 moves with its lower end face into the second housing part 9 of the injector body 7 due to the high pressure level prevailing in the working chamber 12.
  • the fuel contained in the high-pressure chamber 19 is acted upon by the lower end face of the pressure booster piston 14.
  • the fuel compressed in the high-pressure chamber 19 flows to the nozzle chamber 23 via the nozzle chamber inlet 22.
  • the hydraulic surface of the pressure shoulder implemented on the injection valve member 24 becomes effective, so that the injection valve member 24, contrary to the nozzle spring 27 accommodated in the control chamber 20, enters the latter and thus opens the injection openings 25.
  • the fuel volume displaced when the injection valve member 24 or the pin 28 enters the control chamber 20 flows out into the differential pressure chamber 17 via the relief line 29.
  • the fuel that shoots into the nozzle chamber 23 flows along the annular gap surrounding the injection valve member 24 in the injector housing 10 to the injection openings 25 and is injected there into the combustion chamber 26 of the self-igniting internal combustion engine.
  • the switching valve 5 is switched to its initial position shown in FIG. 2, the differential pressure chamber 17 of the pressure booster 11 is filled via the high-pressure line 3, the inlet 6 to the switching valve 5, the overflow line 43 and the recess 35.
  • the fuel flows in the opposite direction to the relief direction of the differential pressure chamber 17 through the channel 40 of the piston shoulder 34.
  • the differential pressure chamber 17 is refilled by the fuel emerging from the transverse opening 41 into the differential pressure chamber 17.
  • the control chamber 20 is filled via the relief line 29.
  • the high-pressure chamber 19 of the pressure booster 11 is refilled with fuel via the line containing the inlet throttle 21.
  • FIG. 2 requires fewer individual parts and is therefore less expensive to manufacture.
  • FIG. 3 shows an embodiment variant of the fuel injector with a pressure booster with a piston element partially let into the pressure booster piston.
  • the embodiment variant of a fuel injector with pressure booster shown in FIG. 3 differs from the embodiment variants of a fuel injector with pressure booster shown in FIGS. 1 and 2 in that a piston part 60 is integrated in the pressure booster piston 14.
  • the piston part 60 is slidably received within the pressure intensifier piston 14.
  • a space 63 is located between the lower end face of the piston part 60 and the drain intensifier piston, and the piston part 60 accommodated in the pressure intensifier piston 14 comprises on its end face opposite the first housing part 8 a sealing seat 61 which is used to compensate for tolerances between the first housing part 8 and the second housing part 9 of the injector body 4 is also designed as a flat seat.
  • the guide surface for the piston part 60 in the pressure booster piston 14 is designated by reference numeral 64.
  • the sealing seat is arranged on a disk-shaped area formed with an enlarged diameter.
  • the fuel contained in the working space 12 of the pressure intensifier 11 presses the piston part 60 against the first housing part 8 via this annular surface and thus supports the sealing effect of the sealing seat 61 between the working space 12 and the central control line 31 via which the differential pressure space 17 of the pressure intensifier 11 can be relieved of pressure or is pressurizable.
  • the exemplary embodiment shown in FIG. 3 corresponds to those exemplary embodiments which have already been described in connection with FIGS. 1 and 2.
  • the mode of operation of the exemplary embodiment of a fuel injection device shown in FIG. 3 is as follows.
  • the fuel volume contained in the high-pressure accumulator flows to the first housing part 8 via the high-pressure line 3.
  • the fuel under high pressure flows into the working space 12 of the pressure booster via the inlet 13 branching off from the high pressure line 3.
  • the fuel flows via the overflow line 43 to the piston part 60 let into the pressure booster piston 14 and passes through the channel 40 forming a section of the central control line 31.
  • the fuel then enters the space 63, from which it flows through the transverse opening 41 into the differential pressure chamber 17 of the pressure booster 11.
  • the differential pressure chamber 17 of the pressure booster 11 is depressurized by actuating the switching valve 5.
  • the overflow line 43 is connected to the return 7 on the low-pressure side, so that the differential pressure chamber 17 via the transverse opening 41, the chamber 63, in the piston part 60 trained central control line 31 (channel 40) is depressurized in the return line on the low-pressure side. Due to the fuel acting on the first end face 15 of the pressure booster piston 14 in the working chamber 12, the pressure booster piston 14 moves into the end chamber facing the high pressure chamber 19.
  • the overflow line 43 and thus the upper piston surface of the piston part 60 are at low pressure.
  • the surface of the piston part 60 in the working space 12 shows a hydraulic sealing force.
  • the piston part 60 is pressed against the housing part 8.
  • the injection valve member 24 which can be embodied, for example, as a nozzle needle, comprises a pressure shoulder which, due to the high-pressure fuel flowing into the nozzle chamber 23, causes a vertical movement in the opening direction of the injection valve member 24 into the control chamber 20.
  • the fuel contained in the nozzle chamber 23 flows through the annular gap surrounding the injection valve member 24 into injection openings 25 and is injected from there into the combustion chamber 26 of the self-igniting internal combustion engine.
  • the fuel volume displaced in the nozzle chamber 20 when the nozzle of the injection valve member 24 moves open flows through the relief line 29 and the throttle point 30 contained therein to the pressure-relieved differential pressure chamber 17. From there, the controlled control volume flows through the transverse opening 41, the space 63, the central control line 31 within the piston part 60 and the overflow line 43 to the switching valve 5 and from there into the return line 7 on the low-pressure side.
  • the working chamber 12 which is always acted upon by the fuel pressure level contained in the high-pressure accumulator 2, is effective against the central control line 31, which runs through the piston part 60 as a channel 40. sealed.
  • Compensation for manufacturing-related component tolerances between the first housing part 8 and the second housing part 9 at the butt joint 32 can advantageously be achieved in that in the head region, ie. H. a flat seat 61 is formed on the end of the piston part 60 which is designed to be thickened and which faces the first housing part 8.
  • FIG. 4 shows a fuel injector with a pressure booster, which is controlled via a 3/2-way valve designed as a servo-hydraulic system.
  • the injector containing a pressure booster 11 is also actuated via a switching valve 70 arranged on the top of the fuel injection device 1, but here designed as a servo-hydraulic 3/2-way valve.
  • High-pressure fuel flows from the high-pressure accumulator 2 into the working space 12 of the pressure booster 11 via the high-pressure line 3.
  • the working space 12 is located in the upper area of the injector body 4 of the fuel injection device 1.
  • the servo-hydraulic switching valve 70 comprises a servo piston (valve body 71) and a control valve arranged on the return 73.
  • the switching valve 70 is connected via a line to the working space 12 of the pressure booster.
  • ND is a low-pressure return, which also branches off from the valve housing of the switching valve 70.
  • a control edge labeled VQ1 is open and a control edge labeled VQ2 is closed.
  • the control line 31 is thus connected to the working space 12 of the pressure booster.
  • the valve 70 is switched, the control edge VQ1 is closed and the control edge VQ2 is opened, so that the central control line 31 comes into contact with the low-pressure return ND.
  • a low-pressure return 73 extends from the servo-hydraulic 3/2-way valve to a fuel reservoir (not shown in FIG. 4), such as the tank of a motor vehicle.
  • the servo-hydraulic 3/2-way valve comprises a valve body 71 which is traversed by a through-bore 72 which receives a throttle point.
  • the pressure intensifier piston 14 separates the working space 12 of the pressure intensifier 11 from the differential pressure space 17 integrated in the injector body 4.
  • the return spring 18 is accommodated within the working space 12 of the pressure intensifier 11. This is supported on the first disk 51 and on the second disk 52, surrounding a sleeve-shaped area of the pressure booster piston 14.
  • the first disk 51 is attached to the upper end face of the pressure booster piston 14, while the second disk 50 can be inserted into the wall of the injector body 4.
  • the second disk 52 is located above the first end face 15 of the pressure intensifier piston, while the second end face 16 of the pressure intensifier piston 14 represents a boundary surface of the differential pressure space 17 of the pressure intensifier 11.
  • the control chamber 20 of an injection valve member 80 is integrated into the pressure booster piston 14.
  • the nozzle spring 27, which acts on an end face 79 of the injection valve member 80, is let into the control chamber 20.
  • the injection valve member 80 according to the exemplary embodiment in FIG. 4 is enclosed by the high-pressure chamber 19 of the pressure booster 11, ie in this exemplary embodiment the high-pressure chamber 19 and the nozzle chamber 23 are identical.
  • the nozzle chamber 23 is formed by the high-pressure chamber 19 of the pressure intensifier 11.
  • the injection valve member 80 is surrounded by a sealing sleeve 81 below that of the high-pressure chamber 19 of the drain intensifier piston 14.
  • the sealing sleeve 81 is connected via a spring element 82 which Drackraum 19 of the pressure intensifier 11 is inserted, acted upon and placed sealingly on the end face facing the high pressure chamber 19 of the pressure intensifier 11, so that the control chamber 20 and a coaxial piston 74 immersed therein are sealed against the high pressure chamber 19.
  • the injection valve member 80 has a fuel channel 83 which runs through the injection valve 80 in a beveled position and which, at the end of the fuel injection device 1 on the combustion chamber side, opens into an annular gap 84 between the injection valve member 80 and the injector body 4. Below the annular space 84 in the injector body 4, the seat of the injection valve member 80 on the combustion chamber side is closed.
  • a coaxial piston 74 is let in, which is arranged symmetrically to the axis of symmetry of the injector body 4 of the fuel injection device 1 and is accommodated stationary within the injector body 4.
  • the intensifier piston 14 is relatively movable.
  • the coaxial piston 74 is traversed by the channel 40 which serves the central control line 31 for pressurization or pressure relief of the differential pressure space 17.
  • the coaxial piston 74 comprises a support surface 75 within the sleeve-shaped area of the drain intensifier piston 14.
  • a prestressing spring 76 is supported on the support surface 75, which presses the sealing sleeve 36 to the injector body 4 in a sealing manner. This allows manufacturing tolerances to be compensated for in multi-part injector housings.
  • the central control line 31 is sealed against the high pressure prevailing in the working space 12 via the high-pressure line 3 and prevailing in the high-pressure accumulator 2.
  • first outflow cross section 77 has a smaller flow cross section than the second outflow cross section and is always effective, while the second outflow cross section 78 is opened or closed in accordance with the stroke path of the pressure booster piston 14 of the pressure booster 11.
  • the pressure level prevailing in the high-pressure accumulator 2 is present in the working space 12 via the high-pressure line 3 opening into the working space 12 from the high-pressure accumulator 2.
  • the differential pressure chamber 17 of the pressure booster 11 is via the open control edge VQ1 (valve cross section) and the central control line 31 with fuel pressure corresponding to the pressure level prevailing in the working chamber 12.
  • the control chamber 20 is also over the first outflow cross section 77 with the pressure level prevailing in the high-pressure accumulator applied. This pressure level is applied to the servo-hydraulic 3/2-way valve 70 via the transverse opening 41 and the channel 40 serving as the central control line 31.
  • the second sealing sleeve 81 separates the control chamber 20 and thus the differential pressure chamber 17 of the pressure intensifier 11 from the high pressure chamber 19 of the pressure intensifier 11 functioning as a nozzle chamber.
  • the sealing effect of the second sealing sleeve 81 is supported by the biasing spring 82 acting on it and accommodated in the high-pressure chamber 19.
  • the pressure build-up or pressure build-up can be achieved by the pressure intensifier 11 in order to achieve an injection pressure curve that is optimal for the internal combustion engine. This is achieved in that a discharge cross-section which is dependent on the stroke of the pressure intensifier piston 14 is created from the differential pressure space.
  • the servo-hydraulically operated 3/2-way valve 70 used as the switching valve is switched into its open position, the fuel volume contained in the differential pressure chamber 17 flows through the first outflow cross section 77 into the control chamber 20 and via the transverse opening 41 into the central control line 31 designed as a channel 40 on.
  • the fuel flows via the overflow line 43 connected to the injector body 4 into the servohydraulic switching valve 70 and via the control edge VQ2 (valve cross section) into the return line ND on the low-pressure side.
  • VQ2 valve cross section
  • the pressure relief of the differential pressure chamber 17 which takes place via the outflow cross-section 77 or 78 causes a pressure increase within the high-pressure chamber 19 which corresponds to the transmission ratio of the pressure booster 11 and which acts as a nozzle chamber in the exemplary embodiment according to FIG.
  • the high-pressure chamber 19 and the control chamber 20 are separated from one another via the second sealing sleeve 81, which is acted upon by the spring 82, so that no overflow of fuel occurs. Due to the pressure increase in the high-pressure chamber 19 when the pressure intensifier piston 14 moves in, the pressure rises considerably.
  • the increasing fuel pressure acts on a injection valve member 80 formed pressure shoulder, which opens against the force of the nozzle spring 27 in the control chamber 20, ie opens.
  • Fuel charged with an increased transmission pressure flows from the high-pressure chamber 19 of the pressure intensifier 11 into the annular gap 84 via the fuel channel 83.
  • the injection openings released by the injection valve member 80 moved out of its seat are opened, so that from the high-pressure chamber 19 via the fuel channel 83 and the annular gap 84 Fuel can be injected into the combustion chamber 26 of the self-igniting internal combustion engine.
  • first control edge first valve cross-section
  • second control edge second valve cross-section

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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

Dispositif d'injection (1) de carburant qui comporte un corps d'injecteur (4; 8, 9, 10) en plusieurs parties dans lequel est placé un multiplicateur de pression (11). Le multiplicateur de pression (11) peut être actionné via une chambre de pression différentielle (17) et comporte un piston (14) séparant une chambre de travail (12) de la chambre de pression (17). Le dispositif d'injection (1) de carburant comporte une soupape de commande (5, 70) placée au-dessus du corps d'injecteur (4; 8, 9 10), par l'intermédiaire de laquelle ledit dispositif d'injection (1) de carburant peut être actionné. Une modification de la pression dans la chambre de pression différentielle (17) du multiplicateur de pression se produit par l'intermédiaire d'une conduite de commande centrale (31) qui s'étend à travers le piston (14) du multiplicateur de pression.
EP03770904A 2002-10-14 2003-10-07 Dispositif d'injection de carburant a pression multipliee, pourvu d'une conduite de commande interne Expired - Lifetime EP1554488B1 (fr)

Applications Claiming Priority (3)

Application Number Priority Date Filing Date Title
DE10247903A DE10247903A1 (de) 2002-10-14 2002-10-14 Druckverstärkte Kraftstoffeinspritzeinrichtung mit innenliegender Steuerleitung
DE10247903 2002-10-14
PCT/DE2003/003314 WO2004036027A1 (fr) 2002-10-14 2003-10-07 Dispositif d'injection de carburant a pression multipliee, pourvu d'une conduite de commande interne

Publications (2)

Publication Number Publication Date
EP1554488A1 true EP1554488A1 (fr) 2005-07-20
EP1554488B1 EP1554488B1 (fr) 2010-07-21

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EP03770904A Expired - Lifetime EP1554488B1 (fr) 2002-10-14 2003-10-07 Dispositif d'injection de carburant a pression multipliee, pourvu d'une conduite de commande interne

Country Status (5)

Country Link
US (1) US7513440B2 (fr)
EP (1) EP1554488B1 (fr)
JP (1) JP2006503209A (fr)
DE (2) DE10247903A1 (fr)
WO (1) WO2004036027A1 (fr)

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DE10315016A1 (de) * 2003-04-02 2004-10-28 Robert Bosch Gmbh Kraftstoffinjektor mit leckagefreiem Servoventil
DE10315015B4 (de) * 2003-04-02 2005-12-15 Robert Bosch Gmbh Kraftstoffinjektor mit Druckverstärker und Servoventil mit optimierter Steuermenge
US7320310B2 (en) 2003-04-02 2008-01-22 Robert Bosch Gmbh Fuel injector provided with provided with a pressure transmitter controlled by a servo valve
DE10352736A1 (de) * 2003-11-12 2005-07-07 Robert Bosch Gmbh Kraftstoffinjektor mit direkter Nadeleinspritzung
JP2006257874A (ja) * 2004-04-30 2006-09-28 Denso Corp インジェクタ
DE102004022268A1 (de) * 2004-05-06 2005-12-01 Robert Bosch Gmbh Ansteuerverfahren zur Beeinflussung der Öffnungsgeschwindigkeit eines Steuerventiles an einem Kraftstoffinjektor
DE102004022267A1 (de) 2004-05-06 2005-12-01 Robert Bosch Gmbh Verfahren und Vorrichtung zur Formung des Einspritzdruckes an einem Kraftstoffinjektor
JP3994990B2 (ja) 2004-07-21 2007-10-24 株式会社豊田中央研究所 燃料噴射装置
DE102004051757A1 (de) * 2004-10-23 2006-04-27 Robert Bosch Gmbh Kraftstoffinjektor mit hydraulisch betätigbarem Druckübersetzer
DE102004053422A1 (de) * 2004-11-05 2006-05-11 Robert Bosch Gmbh Kraftstoffeinspritzeinrichtung
SE529810C2 (sv) * 2006-04-10 2007-11-27 Scania Cv Ab Insprutningsorgan för en förbränningsmotor
JP4548465B2 (ja) * 2007-01-23 2010-09-22 株式会社デンソー インジェクタ
DE102007021326A1 (de) * 2007-05-07 2008-11-13 Robert Bosch Gmbh Druckverstärkungssystem für mindestens einen Kraftstoffinjektor
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US20080296412A1 (en) * 2007-06-01 2008-12-04 Caterpillar Inc. Fuel injector having a flow passage insert
JP4894804B2 (ja) * 2008-03-28 2012-03-14 株式会社デンソー 燃料噴射弁
FI122557B (fi) * 2009-04-02 2012-03-30 Waertsilae Finland Oy Mäntämoottorin polttoaineenruiskutusjärjestely
DE102010008467A1 (de) 2010-02-18 2011-08-18 Continental Automotive GmbH, 30165 Hochdruck-Kraftstoff-Einspritzventil für einen Verbrennungsmotor
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Also Published As

Publication number Publication date
DE10247903A1 (de) 2004-04-22
EP1554488B1 (fr) 2010-07-21
US20060043209A1 (en) 2006-03-02
US7513440B2 (en) 2009-04-07
WO2004036027A1 (fr) 2004-04-29
DE50312913D1 (de) 2010-09-02
JP2006503209A (ja) 2006-01-26

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