EP1595074A1 - Systeme d'injection de carburant pour moteur a combustion interne - Google Patents

Systeme d'injection de carburant pour moteur a combustion interne

Info

Publication number
EP1595074A1
EP1595074A1 EP03770908A EP03770908A EP1595074A1 EP 1595074 A1 EP1595074 A1 EP 1595074A1 EP 03770908 A EP03770908 A EP 03770908A EP 03770908 A EP03770908 A EP 03770908A EP 1595074 A1 EP1595074 A1 EP 1595074A1
Authority
EP
European Patent Office
Prior art keywords
pressure
piston
fuel
fuel injection
connection
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
EP03770908A
Other languages
German (de)
English (en)
Other versions
EP1595074B1 (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 EP1595074A1 publication Critical patent/EP1595074A1/fr
Application granted granted Critical
Publication of EP1595074B1 publication Critical patent/EP1595074B1/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
    • F02M57/023—Injectors structurally combined with fuel-injection pumps characterised by the pump drive mechanical
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M47/00—Fuel-injection apparatus operated cyclically with fuel-injection valves actuated by fluid pressure
    • F02M47/02—Fuel-injection apparatus operated cyclically with fuel-injection valves actuated by fluid pressure of accumulator-injector type, i.e. having fuel pressure of accumulator tending to open, and fuel pressure in other chamber tending to close, injection valves and having means for periodically releasing that closing pressure
    • F02M47/027—Electrically actuated valves draining the chamber to release the closing pressure
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M59/00—Pumps specially adapted for fuel-injection and not provided for in groups F02M39/00 -F02M57/00, e.g. rotary cylinder-block type of pumps
    • F02M59/20—Varying fuel delivery in quantity or timing
    • F02M59/36—Varying fuel delivery in quantity or timing by variably-timed valves controlling fuel passages to pumping elements or overflow passages
    • F02M59/366—Valves being actuated electrically
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M63/00—Other fuel-injection apparatus having pertinent characteristics not provided for in groups F02M39/00 - F02M57/00 or F02M67/00; Details, component parts, or accessories of fuel-injection apparatus, not provided for in, or of interest apart from, the apparatus of groups F02M39/00 - F02M61/00 or F02M67/00; Combination of fuel pump with other devices, e.g. lubricating oil pump
    • F02M63/02—Fuel-injection apparatus having several injectors fed by a common pumping element, or having several pumping elements feeding a common injector; Fuel-injection apparatus having provisions for cutting-out pumps, pumping elements, or injectors; Fuel-injection apparatus having provisions for variably interconnecting pumping elements and injectors alternatively
    • F02M63/0225—Fuel-injection apparatus having a common rail feeding several injectors ; Means for varying pressure in common rails; Pumps feeding common rails
    • 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
    • F02M2200/28—Details of throttles in fuel-injection apparatus
    • 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
    • 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

Definitions

  • the invention is based on one
  • Fuel injection device for an internal combustion engine according to the preamble of claim 1.
  • Such a fuel injection device is known from DE 101 32 732 A.
  • This fuel injection device has a high-pressure fuel pump and a fuel injection valve connected to each cylinder of the internal combustion engine.
  • the high-pressure fuel pump has a pump piston which is driven in one stroke movement and delimits a pump working space.
  • the pump work space can be connected to a low-pressure area via a connection controlled by a first electrically operated control valve.
  • the fuel injection valve has an injection valve member, through which at least one injection opening is controlled and which is acted upon in an opening direction by the pressure prevailing in a pressure space connected to the pump work space. An opening and closing movement of the injection valve member is controlled by an electrical control element.
  • the fuel injection valve in this case has a control pressure chamber which can be connected to the pump work chamber and which can be connected to a relief region via a connection controlled by the control element designed as a second electrically operated control valve.
  • a pressure accumulator is also provided, into which fuel is conveyed by the high-pressure fuel pump and which is connected to the pressure chamber of the fuel injection valve. Out The accumulator can be used for fuel injection regardless of the funding
  • High pressure fuel pump can be removed. This enables, in particular, post-injection of fuel under high pressure, which can take place at a point in time when the high-pressure fuel pump no longer delivers fuel. Such a post-injection of fuel is advantageous in order to reduce the pollutant emissions of the internal combustion engine, in particular the soot emission.
  • a throttle point and a check valve arranged parallel to it and opening towards the pressure chamber are arranged in the connection between the pump work chamber and the pressure chamber with the pressure accumulator.
  • the pressure accumulator is filled with fuel only via the throttle point, which must be dimensioned large enough to enable the pressure accumulator to be adequately filled even with a low pressure generated by the high-pressure fuel pump and with a small amount of fuel injected.
  • a high pressure must be maintained in the pressure chamber after the end of the fuel injection in order to be able to deliver a large amount of fuel into the pressure accumulator, for which a high drive work of the high-pressure fuel pump is required, which leads to a poor efficiency of the fuel injection device.
  • the check valve In order to be able to securely seal the high pressure differences between the pressure accumulator and the relieved pressure chamber and pump work chamber, the check valve must be of complex design.
  • the fuel injection device according to the invention with the features according to claim 1 has the advantage, that the coupling device with the piston enables a simply constructed connection of the pressure accumulator to the pressure chamber and the pump work chamber and does not require a sealing seat.
  • the piston executes a delivery stroke directed towards the pressure chamber.
  • the bypass connection is formed in a simple manner.
  • the bypass connection can be formed with a small flow cross-section, since the pressure accumulator is also filled by the stroke of the piston of the coupling device.
  • the development according to claim 6 ensures that the piston assumes a defined starting position, from which the piston executes a stroke for fuel delivery into the pressure accumulator or a delivery stroke to the pressure chamber.
  • the embodiment according to claim 7 also ensures that the piston assumes a defined starting position, from which the piston executes a delivery stroke to the pressure chamber, the pressure accumulator being filled only by the bypass connection.
  • Fuel injection device for an internal combustion engine of a motor vehicle shown.
  • the fuel injection device For each cylinder of the internal combustion engine, the fuel injection device has a high-pressure fuel pump 10 and a fuel injection valve 12 connected to the latter.
  • the high-pressure fuel pump 10 and the fuel injection valve 12 can be combined to form a single structural unit and form a so-called pump-nozzle unit.
  • the high pressure fuel pump 10 and the fuel injection valve 12 can be combined to form a single structural unit and form a so-called pump-nozzle unit.
  • the high pressure fuel pump 10 and the fuel injection valve 12 can be combined to form a single structural unit and form a so-called pump-nozzle unit.
  • the high pressure fuel pump 10 and the fuel injection valve 12 can be combined to form a single structural unit and form a so-called pump-nozzle unit.
  • the high pressure fuel pump 10 and the fuel injection valve 12 can be combined to form a single structural unit and form a so-called pump-nozzle unit.
  • the high pressure fuel pump 10 and the fuel injection valve 12 can be combined to form a single structural unit and form a so-called pump-nozzle
  • Fuel injection valve 12 can also be arranged separately from one another and connected to one another via a line and form a so-called pump-line-nozzle unit.
  • the high-pressure fuel pump 10 has a pump piston 18 which is tightly guided in a cylinder bore 16 of a pump body 14 and is driven in a lifting movement by a cam 20 of a camshaft of the internal combustion engine against the force of a return spring 19.
  • the pump piston 18 delimits a pump working chamber 22 in the cylinder bore 16, in which fuel is compressed under high pressure by the pump piston 18.
  • the pump work space 22 is supplied with fuel from a fuel reservoir 24 via a connection 21, for example by means of a feed pump 25.
  • a first electrically operated control valve 60 is arranged in the connection 21 of the pump work space 22 with the feed pump 25.
  • the control valve 60 is designed as a 2/2-way valve and is controlled by an electronic control device 62.
  • the control valve 60 has an actuator 61, which can be an electromagnet or a piezoelectric actuator.
  • the fuel injection valve 12 has a valve body 26, which can be constructed in several parts, and in which a piston-shaped injection valve member 28 is guided so as to be longitudinally displaceable in a bore 30.
  • the valve body 26 has at least one, preferably a plurality of injection openings 32 at its end region facing the combustion chamber of the cylinder of the internal combustion engine.
  • the injection valve member 28 has, for example, an approximately conical sealing surface 34 which interacts with a valve seat 36 formed in the valve body 26, from or after which the injection openings 32 lead away.
  • annular space 38 between the injection valve member 28 and the bore 30 towards the valve seat 36, which passes through a radial expansion of the bore 30 into a pressure space 40 surrounding the injection valve member 28.
  • Injection valve member 28 has a pressure shoulder 42 in the area of pressure chamber 40.
  • a prestressed closing spring 44 engages, by means of which the injection valve member 28 is pressed toward the valve seat 36.
  • the closing spring 44 is arranged in a spring chamber 46 of the valve body 26, which adjoins the bore 30.
  • the spring chamber 46 is connected to a relief region, which can be a return to the fuel reservoir 24, for example.
  • a further bore 48 can be connected to the spring chamber 46, in which a control piston 50 is tightly connected, which is connected to the injection valve member 28.
  • the control piston 50 delimits a control pressure chamber 52 in the valve body 26 with its end face facing away from the spring chamber 46.
  • a connection 13 leading from the pump work chamber 22 opens into the valve body 26 into the pressure chamber 40.
  • a check valve 53 opening towards the pressure chamber 40 is arranged in the connection 13, which discharges between the pump work chamber 22 and the first control valve 60.
  • the check valve 53 enables fuel to be pumped from the high-pressure fuel pump 10 into the pressure chamber 40, but prevents fuel from flowing back from the pressure chamber 40 into the pump work chamber 22 or to the feed pump 25 when the first control valve 60 is open. From the connection 13, one leads upstream of the pressure chamber 40 Connection 54 into the control pressure chamber 52, a throttle point 55 being arranged in the connection 54.
  • a connection 57 also leads from the control pressure chamber 52 to a relief region, for example a return to the fuel reservoir 24, in which a throttle point 58 is arranged.
  • a second electrically operated control valve 64 is arranged in the connection 57, which is designed as a 2/2-way valve and is controlled by the control device 62.
  • the second control valve 64 has an actuator 65, which can be an electromagnet or a piezoelectric actuator. Due to the pressure prevailing in the control pressure chamber 52, the injection valve member 28 is acted upon in addition to the closing spring 44 in the closing direction. The pressure prevailing in the control pressure chamber 52 is controlled by the second control valve 64 by opening or closing the connection 57 to the relief region.
  • the second control valve 64 thus forms an electrical control element by means of which the opening and closing movement of the injection valve member 28 is controlled.
  • the injection valve member 28 remains in its closed position or is moved into its closed position as a result of the high pressure in the control pressure chamber 52.
  • the second control valve 64 is opened, the injection valve member 28 can move due to the low pressure Move pressure in the control pressure chamber 52 into its open position when the pressure in the pressure chamber 40 is sufficiently high.
  • this can also be done, for example, by a piezo actuator which acts directly or indirectly on the injection valve member 28 in its closing direction.
  • the control pressure chamber 52 and the second control valve 64 can then be omitted.
  • connection 66 leads downstream from the connection 13 between the pump work chamber 22 and the pressure chamber 40 and the control pressure chamber 52 downstream of the check valve 53 to a pressure accumulator 68.
  • a coupling device 70 is arranged in the connection 66, which is shown in FIG. 1 according to a first exemplary embodiment.
  • the coupling device 70 has a piston 74 which is displaceably guided in a cylinder bore 72.
  • Coupling device 70 has a bypass connection between the two end faces of the piston 74, which can be designed, for example, as a channel 76 running through the piston 74.
  • a throttle point 77 is arranged in the channel 76.
  • the bypass connection can alternatively also be formed, as in a second exemplary embodiment described below, by an annular gap 176 with a small cross section present between the outer jacket of the piston 174 and the cylinder bore 172.
  • the piston 74 is acted upon on its end face facing the pressure accumulator 68 by the pressure prevailing in the pressure accumulator 68 and on its end face facing away from the pressure accumulator 68 by the pressure prevailing in the connection 13.
  • the piston 74 is displaceable in the cylinder bore 72 between an end position directed towards the pressure accumulator 68 and an end position directed away from the pressure accumulator 68 towards the connection 13. It is preferably a common pressure accumulator 68 is provided for all cylinders of the internal combustion engine.
  • the pressure accumulator 68 can, for example, be tubular or spherical as a separate component. Alternatively, the pressure accumulator can also be formed by the internal volume of the fuel injection device or by the volume in connecting lines of the fuel injection device.
  • a pressure limiting device 69 can be provided on the pressure accumulator 68, by means of which the pressure prevailing in the pressure accumulator 68 is limited to a predetermined value. The pressure limiting device 69 can be used as
  • Pressure relief valve may be formed, which limits the pressure in the pressure accumulator 68 to a constant value.
  • the pressure limiting device 69 can also be designed as a control valve, by means of which the pressure prevailing in the pressure accumulator 68 can be variably limited, for example depending on operating parameters of the internal combustion engine, and which is controlled by the control device 62.
  • Fuel injector explained.
  • the first control valve 60 is opened, so that fuel is conveyed from the fuel reservoir 24 via the connection 21 into the pump work chamber 22 by the feed pump 25.
  • the check valve 53 is closed because the pressure generated by the feed pump 25 is lower than the pressure prevailing in the connection 13 downstream of the stream after the check valve 53 in the pressure chamber 40 and in the control pressure chamber 52.
  • the first control valve 60 is closed, so that high pressure builds up in the pump work chamber 22. If the pressure in the pump work chamber 22 is higher than the pressure prevailing in the pressure chamber 40 and in the control pressure chamber 52, the check valve 53 and opens Fuel reaches the fuel injection valve 12.
  • the second control valve 64 When the second control valve 64 is closed, the pressure in the control pressure chamber 52 is at least approximately the same as in the pressure chamber 40 and the injection valve member 28 is held in its closed position, in which it rests with its sealing surface 34 on the valve seat 36 and which closes at least one injection opening 32 so that no fuel injection can take place.
  • the second control valve 64 is opened by the latter, so that the control pressure chamber 52 is connected to the relief region and the pressure in the control pressure chamber 52 drops.
  • the force acting on the injection valve member 28 in the closing direction is reduced, so that the latter is moved in the opening direction 29 by the pressure prevailing in the pressure chamber 40 and opens at least one injection opening 32 through which fuel is injected. It can be provided that initially only a small amount of fuel is injected during a pre-injection, the second control valve 64 then being closed again by the control device 62 after a short time, so that the pressure in the control pressure chamber 52 increases and the injection valve member 28 moves into its closed position becomes. Several successive pre-injections can also be provided.
  • the second control valve 64 is opened again by the control device 62 for a period of time corresponding to the amount of fuel to be injected.
  • the second control valve 64 is closed by the control device 62 and the first control valve 60 is opened.
  • the pump work chamber 22 is relieved by the opened connection 21 to the feed pump 25, so that no further fuel delivery by the High-pressure fuel pump 10 takes place.
  • the check valve 53 in the connection 13 closes due to the pressure drop in the pump work chamber 22.
  • the second control valve 64 is closed by the control device 62.
  • High-pressure fuel pump 10 via connection 13 to pressure chamber 40 also delivers fuel via connection 66 to coupling device 70 and into pressure accumulator 68.
  • the piston 74 of the coupling device 70 is at the beginning of the fuel delivery of the high-pressure fuel pump 10 in its end position directed away from the pressure accumulator 68, in which the piston 74 is shown in broken lines in FIG.
  • the piston 74 is shifted into its end position directed towards the pressure accumulator 68, in which the piston 74 is shown in solid lines in FIG. 1, and thereby executes a delivery stroke by moving the piston 74 out of the cylinder bore 72 displaced fuel is fed into the pressure accumulator 68.
  • fuel is also conveyed through the channel 76 in the piston 74 into the pressure accumulator 68, the flow through the channel 76 through the throttle point 77 being limited.
  • an increased pressure is maintained in the pressure chamber 40, in the control pressure chamber 52 and in the connection 13 downstream after the check valve 53, which also leads to a filling of the pressure accumulator 68 through the channel 76 in the piston 74.
  • the second control valve 64 is opened by the control device 62, so that the control pressure chamber 52 is relieved. Then, under the pressure prevailing in the pressure accumulator 68, fuel flows from the pressure accumulator 68 into the pressure chamber 40 and enables the injection valve member 28 and with it a fuel injection.
  • the piston 74 of the coupling device 70 also executes a delivery stroke directed away from the pressure accumulator 68 and displaces fuel from the cylinder bore 72 into the pressure chamber 40.
  • the pressure accumulator 68 and the coupling device 70 thus enable fuel injection, in particular post-injection, independently of the fuel delivery by the High-pressure fuel pump 10. Post-injection is advantageous in order to reduce the pollutant emission, in particular the soot emission from the internal combustion engine, and enables regeneration of
  • An injection cycle comprises at least one pre-injection, one main injection and at least one post-injection.
  • the piston 74 of the coupling device 70 is then, as indicated above, in a position directed away from the pressure accumulator 68 and moves into its end position towards the pressure accumulator 68 when fuel is being delivered by the high-pressure fuel pump 10.
  • FIG. 2 shows a portion of the fuel injection device according to a second exemplary embodiment, in which the basic structure is the same as in the first exemplary embodiment and only the coupling device 170 is modified.
  • the coupling device 170 has the cylinder bore 172, in which the piston 174 is guided.
  • the bypass connection is formed by an annular gap 176 with a small cross section which is present between the outer jacket of the piston 174 and the cylinder bore 172 and which also forms a throttle point.
  • the bypass connection in the second exemplary embodiment can also be the same as in the first exemplary embodiment as extending through the piston 174 Channel be designed with a throttle.
  • a spring element 178 or 180 which is designed as a helical compression spring, acts on the piston 174 on both sides.
  • the spring 174 acting on the end face of the piston 174 directed towards the pressure accumulator 68 acts on the piston 174 away from the pressure accumulator 68, and the spring 174 acting on the end face of the piston 174 facing away from the pressure accumulator 68 acts on the piston 174 towards the pressure accumulator 68.
  • the piston 174 is held by the two springs 178, 180 between two successive injection cycles in a middle position between its two end positions, shown in solid lines in FIG.
  • the piston 174 is shifted from its central position into its end position directed towards the pressure accumulator 68.
  • the piston 174 remains in this end position until a fuel is withdrawn from the pressure accumulator 68 for a post-injection of fuel, in which the piston 174 is displaced beyond its central position into its end position directed away from the pressure accumulator 68. After the post-injection has ended and thus after an injection cycle, the piston 174 is moved back into its central position by the springs 178, 180. At the beginning of the fuel delivery by the high-pressure fuel pump 10 in the next injection cycle, the piston 174 is therefore always in its defined middle position as the starting position.
  • the further function of the fuel injection device according to the second embodiment is the same as in the first embodiment.
  • FIG. 3 shows the fuel injection device according to a third exemplary embodiment, in which only the coupling device 270 is also modified compared to the first exemplary embodiment.
  • the Coupling device 270 has cylinder bore 272, in which piston 274 is slidably guided.
  • the piston 274 has the bypass channel 276 with the throttle point 277.
  • the bypass connection can also be formed by an annular gap between piston 274 and cylinder bore 272.
  • a spring element 280 in the form of a helical compression spring acts on the piston 270 on its end face remote from the pressure accumulator 68, by means of which the piston 274 is acted upon towards its end position directed towards the pressure accumulator 68.
  • the spring 280 holds the piston 274 between two successive injection cycles in its end position shown in FIG. 3 with solid lines and directed towards the pressure accumulator 68.
  • Fuel is fed into the pressure accumulator 68 during an injection cycle only through the channel 276, the throttle point 277 having to be dimensioned sufficiently large to enable the pressure accumulator 68 to be adequately filled.
  • Piston 274 remains in this end position until fuel is withdrawn from pressure accumulator 68 for post-injection of fuel, in which piston 274 is displaced into its end position directed away from pressure accumulator 68. After the end of the post-injection and thus after an injection cycle, the piston 274 is moved by the spring 280 back into its end position directed towards the pressure accumulator 68.
  • the piston 274 is thus always in its defined end position directed towards the pressure accumulator 68 as the starting position.
  • the further function of the fuel injection device according to the second embodiment is the same as in the first embodiment.

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

Abstract

L'invention concerne un système d'injection de carburant comportant dans chaque cas une pompe haute pression d'alimentation en carburant (10) et une soupape d'injection de carburant (12) reliée à ladite pompe, pour chaque cylindre du moteur à combustion interne. Une jonction (21) entre la chambre de travail de la pompe (22) et la zone de basse pression (25) est régulée par une première soupape de commande (22) à actionnement électrique. Une jonction (57) entre une chambre de pression de commande (52) de la soupape d'injection de carburant (12) et une zone de détente est régulée par une seconde soupape de commande (62) à actionnement électrique. Il est également prévu un accumulateur de pression (68) qui est rempli par la pompe haute pression d'alimentation en carburant (10) et dans lequel du carburant peut être prélevé par la soupape d'injection de carburant (12), en vue d'une injection de carburant indépendante du refoulement de la pompe haute pression d'alimentation en carburant (10). Dans la jonction (66) de l'accumulateur de pression (68) avec la pompe haute pression d'alimentation en carburant (10) et la soupape d'injection de carburant (10), il est prévu un dispositif d'accouplement (70) qui présente un piston (74) guidé coulissant, qui peut être sollicité d'une part par la pression régnant dans l'accumulateur de pression (68) et d'autre part, par la pression régnant dans la jonction (66), de sorte que ledit piston (74) effectue une course de travail dirigée vers la chambre de pression (40), en vue de l'injection de carburant, et qu'il y ait une jonction de dérivation (76, 77) dans le dispositif d'accouplement (70), qui relie la jonction (66) à l'accumulateur de pression (68).
EP03770908A 2003-01-15 2003-10-07 Systeme d'injection de carburant pour moteur a combustion interne Expired - Lifetime EP1595074B1 (fr)

Applications Claiming Priority (3)

Application Number Priority Date Filing Date Title
DE10301194A DE10301194A1 (de) 2003-01-15 2003-01-15 Kraftstoffeinspritzeinrichtung für eine Brennkraftmaschine
DE10301194 2003-01-15
PCT/DE2003/003323 WO2004070201A1 (fr) 2003-01-15 2003-10-07 Systeme d'injection de carburant pour moteur a combustion interne

Publications (2)

Publication Number Publication Date
EP1595074A1 true EP1595074A1 (fr) 2005-11-16
EP1595074B1 EP1595074B1 (fr) 2006-10-04

Family

ID=32602542

Family Applications (1)

Application Number Title Priority Date Filing Date
EP03770908A Expired - Lifetime EP1595074B1 (fr) 2003-01-15 2003-10-07 Systeme d'injection de carburant pour moteur a combustion interne

Country Status (4)

Country Link
US (1) US7252070B2 (fr)
EP (1) EP1595074B1 (fr)
DE (2) DE10301194A1 (fr)
WO (1) WO2004070201A1 (fr)

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US11220980B2 (en) * 2019-05-16 2022-01-11 Caterpillar Inc. Fuel system having isolation valves between fuel injectors and common drain conduit

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US7252070B2 (en) 2007-08-07
DE50305309D1 (de) 2006-11-16
US20060231076A1 (en) 2006-10-19
DE10301194A1 (de) 2004-07-29
WO2004070201A1 (fr) 2004-08-19
EP1595074B1 (fr) 2006-10-04

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