EP1593838A1 - Méthode de contrôle pour influencer la vitesse d'ouverture d'une soupape de commande d'un injecteur de carburant - Google Patents

Méthode de contrôle pour influencer la vitesse d'ouverture d'une soupape de commande d'un injecteur de carburant Download PDF

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Publication number
EP1593838A1
EP1593838A1 EP05101339A EP05101339A EP1593838A1 EP 1593838 A1 EP1593838 A1 EP 1593838A1 EP 05101339 A EP05101339 A EP 05101339A EP 05101339 A EP05101339 A EP 05101339A EP 1593838 A1 EP1593838 A1 EP 1593838A1
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EP
European Patent Office
Prior art keywords
pressure
valve member
control valve
valve
injection
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
EP05101339A
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German (de)
English (en)
Other versions
EP1593838B1 (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
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Robert Bosch GmbH
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Publication date
Application filed by Robert Bosch GmbH filed Critical Robert Bosch GmbH
Publication of EP1593838A1 publication Critical patent/EP1593838A1/fr
Application granted granted Critical
Publication of EP1593838B1 publication Critical patent/EP1593838B1/fr
Expired - Fee Related legal-status Critical Current
Anticipated expiration legal-status Critical

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Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M57/00—Fuel-injectors combined or associated with other devices
    • F02M57/02—Injectors structurally combined with fuel-injection pumps
    • F02M57/022—Injectors structurally combined with fuel-injection pumps characterised by the pump drive
    • F02M57/025—Injectors structurally combined with fuel-injection pumps characterised by the pump drive hydraulic, e.g. with pressure amplification
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M45/00—Fuel-injection apparatus characterised by having a cyclic delivery of specific time/pressure or time/quantity relationship
    • F02M45/12—Fuel-injection apparatus characterised by having a cyclic delivery of specific time/pressure or time/quantity relationship providing a continuous cyclic delivery with variable pressure

Definitions

  • DE 101 23 910.6 relates to a fuel injection device. This is at a Internal combustion engine used.
  • 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, further comprising the fuel injection according to DE 101 23 910.6 known solution a pressure booster, a movable Pressure booster piston having a connectable to the high pressure source Separates space from a high-pressure space connected to the fuel injector.
  • a backspace differential pressure chamber
  • the pressure booster with fuel or by emptying this pressure chamber of fuel vary.
  • the fuel injector includes a movable closing piston for opening or closing the injection ports facing the combustion chamber.
  • the closing piston protrudes a closing pressure space, so that it can be acted upon by fuel pressure. Thereby a force acting on the closing piston in the closing direction is achieved.
  • a closing pressure space for opening or closing the injection ports facing the combustion chamber.
  • the closing piston protrudes a closing pressure space, so that it can be acted upon by fuel pressure. Thereby a force acting on the closing piston in the closing direction is achieved.
  • the Closing pressure room and another room are shared by a working room formed, with all parts of the working space permanently for the exchange of Fuel are interconnected.
  • the DE 102 29 418 relates to a fuel injection device for injecting Fuel in the combustion chambers of an internal combustion engine.
  • the fuel injector includes a high-pressure accumulator, a pressure booster and a metering valve.
  • the pressure intensifier comprises a working space and a control room, which are separated from each other are separated by an axially movable piston.
  • a pressure change in the control room the pressure booster results in a pressure change in a compression chamber, the acted on a fuel inlet a nozzle chamber.
  • the nozzle space surrounds an injection valve member, which may be formed, for example, as a nozzle needle.
  • a the injection valve member acting nozzle spring chamber is on the high pressure side via an inlet throttle point containing line from the compression chamber of the pressure booster from fillable. On the outlet side, the nozzle spring chamber is contained via an outlet throttle point Line connected to a room of the pressure booster.
  • DE 102 29 415 relates to a device for Nadelhubdämpfung on pressure-controlled Fuel injectors.
  • the device for injecting fuel comprises a A fuel injector operating at high pressure fuel high pressure fuel can be acted upon and actuated via a metering valve.
  • the injection valve is a is associated with these independently movable damping element, which is a Damping space limited.
  • the damping element has at least one overflow channel for connecting the damping chamber with another hydraulic space.
  • the fuel injector comprises a pressure booster, which is provided by a Pressure source is supplied with high pressure fuel.
  • a workroom of the pressure booster is from a differential pressure chamber of the pressure booster via a Amplifier piston separated.
  • This Switching valve is connected to the differential pressure chamber (backspace) of the pressure booster via a Control line connected.
  • a pressure chamber on an injection valve is via a pressure chamber supply line connected to a compression space of the pressure booster.
  • the switching valve is designed as a direct switching 3/2-way valve whose valve needle pressure is balanced is and has both a sealing seat and a slide seal.
  • Control method proposed which by different opening speeds the control valve is a shaping of the injection pressure curve of fuel injectors allowed.
  • the opening speeds of the control valve are according to the invention proposed control method, by the activation current level of Solenoid valve influenced.
  • This allows the injection rate, i. the over time in the Combustion chamber of the self-igniting internal combustion engine injected fuel quantity, targeted influence.
  • This allows the adjustment of the injection rate over that of the internal combustion engine assigned control unit.
  • the adjustment of the injection rate over the Internal combustion engine associated engine control unit allowed in an advantageous manner the injection quantity to the respective operating conditions of the self-igniting internal combustion engine adapt.
  • the Control of the fuel injector used a direct 3/2-way valve as a control valve can be slowed down, the opening movement of a damping unit. Due to differently selected activation current levels of a solenoid valve, the Opening speeds are affected. Be the control edges of the 3/2 way valve designed accordingly, so can be with different opening speeds of the control valve, a shaping of the injection pressure, i. to reach that pressure which prevails at the combustion chamber end of the Einspritzvenilgliedes.
  • the illustration according to Figure 1 is a pressure accumulator 1 (common rail) refer to the is connected via a high-pressure line 2 with a fuel injector 3.
  • the fuel injector 3 comprises a preferably multi-part designed to facilitate assembly Injector 4, in which a pressure booster 5 is received.
  • the pressure amplifier 5 comprises a constantly connected to the pressure accumulator 1 working space 8, a compression chamber 12 and a differential pressure chamber 9 (backspace), about which the pressure intensifier is activated or deactivated.
  • the pressure booster 5 In the pressure booster 5 is a first piston part 6, which via a return spring 7 is acted upon, which the first piston part 6 of the booster 5 in its rest position resets.
  • the return spring 7 is supported on a in the working space 8 of the booster 5 recorded annular stop 10 from.
  • the pressure booster 5 includes above In addition, a second piston part 13, the end face 14 of the compression space 12th pressurized. From the differential pressure chamber 9 (back space) of the pressure booster 5, extends overflow line 15, in which a first throttle point 16 is formed.
  • the overflow line 15 opens into a pressure chamber 17th
  • a damping piston 19 is received, which passes through a bore 20, in which a second throttle 21 is formed.
  • the damping piston 19 is over a spring 22 acted on a wall of the pressure chamber 17 and an annular Stop the damping piston 19 is supported.
  • the damping piston 19 has a in the embodiment shown in Figure 1 on a rounded end face, which on a upper end face of a one-piece injection valve member 18 acts here.
  • the injection valve member 18 is in the region of a nozzle chamber 24 with a pressure stage 25 Mistake.
  • the nozzle chamber 24 is via a nozzle chamber inlet 23 with the compression space 12 of the booster 5 is connected.
  • the pressure booster 5 which depends on its design, flows in the compression space 12 compressed fuel when pressure booster is activated of the differential pressure chamber 9 via the nozzle chamber inlet 23 into the nozzle chamber 24th one and from there, along the Einspritzvenilgliedes, 18 injection openings 26 the combustion chamber side End of the fuel injector 3 to.
  • the differential pressure chamber 9 (back space) of the pressure booster 5 is above the control line 11 with a first hydraulic chamber 28 of a control valve 27 in conjunction.
  • the Control valve 27 is preferably designed as a directly controlled 3/2 way valve.
  • the Control valve 27 includes, in addition to the first hydraulic chamber 28, a second hydraulic Room 29, which is attributed to the low-pressure area.
  • the control valve 27 comprises In addition, a valve member 30.
  • the second hydraulic chamber 29 is in the Closed position of the valve member 30, due to the then closed flat seat 33 from first hydraulic space 28 separated.
  • the valve member 30 of the control valve 27 comprises a piston extension 35, the closed position of the flat seat 33 shown in FIG is located in the second hydraulic chamber 29 of the control valve 27.
  • a ring-shaped magnet armature plate 37 On the vertically movable valve member 30 of the control valve 27, is located a ring-shaped magnet armature plate 37, which is a power supply solenoid 38th opposite.
  • the valve member 30 is acted upon in the closing direction by a closing spring 39, so that it is ensured that in the non-energized state of the magnetic coil 38 of the Control valve 27 of the flat seat 33 to the second low-pressure side hydraulic chamber 29th closed is.
  • a hydraulic damper 40 At the end face opposite the second hydraulic chamber 29 of the valve member 30, is a hydraulic damper 40.
  • the hydraulic damper 40 is of a through hole 41 passed through and biased by a spring element 42.
  • the Spring element 42 is located within a damper chamber 43. Controlled fuel volume is from this via the third throttle point 44 in the low pressure region of the Fuel injection system dissipated.
  • the hydraulic damper 40 and the valve member 30 lie along a contact surface 45 in the switching state of the control valve shown in Figure 1 27 to each other, however, represent two separate components.
  • the control valve 27 In the deactivated state of rest of the booster 5, the control valve 27 is due to the Effect of the closing spring 39 is closed. Thus, the first control edge 31 is below the Flat seat 33 on the valve member 30 is closed. Thus, the control line 11 is closed, so that in the differential pressure chamber 9 (back space) of the pressure booster 5, the same pressure level as in the pressure accumulator 1 (common rail) connected working space 8 prevails.
  • the pressure booster 5 is deactivated because pressure is balanced and there is no pressure boost instead of. About the closed flat seat 33, the control line 11 from the first Return 34 and from the second return 36 in the low pressure region of the fuel injection system separated.
  • the differential pressure chamber 9 (back space) depressurized.
  • the control valve 27 is activated, i. open.
  • There is a Energizing the solenoid 38 so that the armature 37 against the action of Closing spring 39 is tightened, whereby the flat seat 33 at the first control edge 31 of the Control valve 27 is opened.
  • Via the control line 11 flows from the differential pressure chamber. 9 (Back space) flowing fuel into the first hydraulic chamber 28 and over the opened first control edge 31, the first return 34 and the second return 36th on the low pressure side of the fuel injection system too. This results in a decoupling of the differential pressure chamber 9 (back space) of the pressure booster 5 from the pressure accumulator.
  • the control valve 27 is again deactivated, i. closed.
  • the valve member 30 moves upon completion of the flow of the solenoid 38 of the control valve 27 by the action of the closing spring 39 back in its closed position.
  • the first control edge 31 is closed below the flat seat 33. This is done via the pressure accumulator 1 (common rail) extending High pressure line 2, the first hydraulic chamber 28 and the control line 11, a pressure build-up in the differential pressure chamber 9 (back space) of the pressure booster 5, so that this again in his rest position drives.
  • the second control edge 32 of the control valve 27 is opened. Because of himself in the differential pressure chamber 9 (back space) of the pressure booster 5 building system pressure, i.e.
  • the pressure level, which prevails in the pressure accumulator 1 (common rail), is the Pressure booster 5 deactivated.
  • the second piston part 13 moves out of the compression space 12 off and due to the decreasing pressure in the nozzle chamber 24, the injection valve member 18 again placed in its the injection openings 26 closing position.
  • the hydraulic damper 40 Above the movable in vertical direction when energizing the solenoid 38 valve member 30 is the hydraulic damper 40. This is a slow, approximately linear opening movement of the one-piece representation in FIG trained injection valve member 18 reached.
  • the hydraulic damper 40 When opening the valve member 30, i. at Energizing the solenoid 38, the hydraulic damper 40 performs the displaced amount via the third throttle point 44 in a not shown in Figure 1 low pressure range of the fuel injection system. Due to the hydraulic damper 40 is the Opening movement of the valve member 30, slowed down when energizing the solenoid 38.
  • the closing movement of the valve member 30 of the control valve 27, however, is controlled by the hydraulic damper 40 is not affected. This is achieved by the fact that Closing the valve member 30, i. the cancellation of the energization of the solenoid 38 due to the action of the closing spring 39, a rapid closing movement of the valve member 30, during which the hydraulic damper 40 a contact surface 45th separates from the valve member 30. This allows the valve member 30 unhindered in its closed position method, wherein a rapid filling of the damper chamber 43 via the through hole 41 of the hydraulic damper 40 takes place. This means that the hydraulic Damper 40 is very quickly reset to its original position. This is at high Speeds of self-igniting internal combustion engine, in terms of close to each other following injections of high importance.
  • the opening speed of the valve member 30 of the control valve via the dimensioning the third throttle body 44, which is assigned to the damper chamber 43, set become.
  • the opening speed of the valve member 30, which adjusts itself Furthermore, dependent on the magnetic force, which in the energization of the solenoid 38 of the Control valve 27 is reached.
  • the magnetic force of the solenoid 38 of the control valve 27th can be adjusted by its current level.
  • Figure 2 are different Bestromungsus of the control valve for actuating the Remove fuel injector.
  • FIG. 3 shows the stroke characteristics of the flow rate corresponding to the power level Removable control valve.
  • valve member 30 of the control valve 27 is driven with the first drive current level 51, i.e. If the magnetic coil 38 is energized with a lower current level results a slower opening of the valve member 30 of the control valve 27. It turns a first ramp 63 with a lower pitch gradient.
  • FIG. 4 shows adjusting pressure profiles at the injection valve member.
  • FIG. 5 shows the first drive current level 51 of the magnet coil 38 of the control valve 27 corresponding first stroke profile 81 of the integrally formed injection valve member 18th
  • FIG. 2 also shows the current flow path 50 of the magnet coil 38 when a second drive current level 52 - dashed line - is set.
  • a second stroke profile 62 arises, which is interrupted by a second stroke profile 62 Ramp 64 is characterized by a significantly higher slope compared to the first ramp 63 at the first driving current level 61 of the magnetic coil 38 is different. Because of this, according to FIG. 4, the second pressure curve 72 is established at the injection nozzle which results in an approximately rectangular injection rate.
  • FIG. 5 also shows that when the magnet coil 38 is energized with the second drive current level 52 adjusting second stroke 82, which is only slightly from the first Stroke course 81, apart from a stronger rise at the beginning, differs.
  • the opening speed of the valve member 30 are also set via the third throttle point 44.
  • the Slowing the opening speed is also due to the hydraulic damper 40 reaches, which is housed in the upper region of the control valve 27, the closing of the However, injector member 18 is not affected due to the separation from the valve member 30.

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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)
EP05101339A 2004-05-06 2005-02-22 Méthode de contrôle pour influencer la vitesse d'ouverture d'une soupape de commande d'un injecteur de carburant Expired - Fee Related EP1593838B1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102004022268A DE102004022268A1 (de) 2004-05-06 2004-05-06 Ansteuerverfahren zur Beeinflussung der Öffnungsgeschwindigkeit eines Steuerventiles an einem Kraftstoffinjektor
DE102004022268 2004-05-06

Publications (2)

Publication Number Publication Date
EP1593838A1 true EP1593838A1 (fr) 2005-11-09
EP1593838B1 EP1593838B1 (fr) 2008-04-16

Family

ID=34938785

Family Applications (1)

Application Number Title Priority Date Filing Date
EP05101339A Expired - Fee Related EP1593838B1 (fr) 2004-05-06 2005-02-22 Méthode de contrôle pour influencer la vitesse d'ouverture d'une soupape de commande d'un injecteur de carburant

Country Status (4)

Country Link
US (1) US20050247290A1 (fr)
EP (1) EP1593838B1 (fr)
DE (2) DE102004022268A1 (fr)
ES (1) ES2302123T3 (fr)

Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO1996037699A1 (fr) * 1995-05-26 1996-11-28 Caterpillar Inc. Soupape a tiroir cylindrique a commande directe pour injecteur de carburant
US5967413A (en) * 1998-02-11 1999-10-19 Caterpillar Inc. Damped solenoid actuated valve and fuel injector using same
DE19931026A1 (de) * 1998-07-06 2000-03-02 Caterpillar Inc Gedämpfte Flüssigkeitssteuerventilanordnung und hydraulisch betätigte Brennstoffeinspritzvorrichtung, die diese verwendet
US6286483B1 (en) * 1999-04-19 2001-09-11 International Truck And Engine Corporation Fuel injector with actuation pressure delay device
WO2002092997A1 (fr) * 2001-05-17 2002-11-21 Robert Bosch Gmbh Systeme d'injection de carburant

Family Cites Families (16)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO1995021999A1 (fr) * 1994-02-15 1995-08-17 Invent Engineering Pty. Ltd. Systeme d'injection electronique de carburant a commande hydraulique
US6119960A (en) * 1998-05-07 2000-09-19 Caterpillar Inc. Solenoid actuated valve and fuel injector using same
DE19837332A1 (de) * 1998-08-18 2000-02-24 Bosch Gmbh Robert Steuereinheit zur Steuerung des Druckaufbaus in einer Pumpeneinheit
DE19937713C1 (de) * 1999-08-10 2001-03-15 Siemens Ag Steuerventilanordnung zum Einsatz in einem Kraftstoffinjektor für Verbrennungsmotoren
JP2001304072A (ja) * 2000-04-20 2001-10-31 Toyota Industries Corp コモンレール式燃料噴射装置
DE10218904A1 (de) * 2001-05-17 2002-12-05 Bosch Gmbh Robert Kraftstoffeinspritzeinrichtung
US6830202B2 (en) * 2002-03-22 2004-12-14 Caterpillar Inc Two stage intensifier
DE10229412A1 (de) * 2002-06-29 2004-01-29 Robert Bosch Gmbh Kraftstoffinjektor mit Druckübersetzer für Mehrfacheinspritzung
DE10229413A1 (de) * 2002-06-29 2004-01-29 Robert Bosch Gmbh Druckübersetzersteuerung durch Bewegung eines Einspritzventilgliedes
DE10229419A1 (de) * 2002-06-29 2004-01-29 Robert Bosch Gmbh Druckübersetzter Kraftstoffinjektor mit schnellem Druckabbau bei Einspritzende
DE10229418A1 (de) * 2002-06-29 2004-01-29 Robert Bosch Gmbh Einrichtung zur Dämpfung des Nadelhubes an Kraftstoffinjektoren
DE10247903A1 (de) * 2002-10-14 2004-04-22 Robert Bosch Gmbh Druckverstärkte Kraftstoffeinspritzeinrichtung mit innenliegender Steuerleitung
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
DE102004022267A1 (de) * 2004-05-06 2005-12-01 Robert Bosch Gmbh Verfahren und Vorrichtung zur Formung des Einspritzdruckes an einem Kraftstoffinjektor
DE102004022270A1 (de) * 2004-05-06 2005-12-01 Robert Bosch Gmbh Kraftstoffinjektor für Verbrennungskraftmaschinen mit mehrstufigem Steuerventil

Patent Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO1996037699A1 (fr) * 1995-05-26 1996-11-28 Caterpillar Inc. Soupape a tiroir cylindrique a commande directe pour injecteur de carburant
US5967413A (en) * 1998-02-11 1999-10-19 Caterpillar Inc. Damped solenoid actuated valve and fuel injector using same
DE19931026A1 (de) * 1998-07-06 2000-03-02 Caterpillar Inc Gedämpfte Flüssigkeitssteuerventilanordnung und hydraulisch betätigte Brennstoffeinspritzvorrichtung, die diese verwendet
US6286483B1 (en) * 1999-04-19 2001-09-11 International Truck And Engine Corporation Fuel injector with actuation pressure delay device
WO2002092997A1 (fr) * 2001-05-17 2002-11-21 Robert Bosch Gmbh Systeme d'injection de carburant

Also Published As

Publication number Publication date
DE502005003700D1 (de) 2008-05-29
EP1593838B1 (fr) 2008-04-16
ES2302123T3 (es) 2008-07-01
DE102004022268A1 (de) 2005-12-01
US20050247290A1 (en) 2005-11-10

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