EP1654455A1 - Soupape de commande pour un injecteur de carburant contenant un multiplicateur de pression - Google Patents

Soupape de commande pour un injecteur de carburant contenant un multiplicateur de pression

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Publication number
EP1654455A1
EP1654455A1 EP04738749A EP04738749A EP1654455A1 EP 1654455 A1 EP1654455 A1 EP 1654455A1 EP 04738749 A EP04738749 A EP 04738749A EP 04738749 A EP04738749 A EP 04738749A EP 1654455 A1 EP1654455 A1 EP 1654455A1
Authority
EP
European Patent Office
Prior art keywords
pressure
valve
servo valve
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
EP04738749A
Other languages
German (de)
English (en)
Other versions
EP1654455B1 (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 EP1654455A1 publication Critical patent/EP1654455A1/fr
Application granted granted Critical
Publication of EP1654455B1 publication Critical patent/EP1654455B1/fr
Anticipated expiration legal-status Critical
Expired - Fee Related legal-status Critical Current

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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
    • 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
    • F02M47/027—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
    • F02M59/00—Pumps specially adapted for fuel-injection and not provided for in groups F02M39/00 -F02M57/00, e.g. rotary cylinder-block type of pumps
    • F02M59/02—Pumps specially adapted for fuel-injection and not provided for in groups F02M39/00 -F02M57/00, e.g. rotary cylinder-block type of pumps of reciprocating-piston or reciprocating-cylinder type
    • F02M59/10—Pumps specially adapted for fuel-injection and not provided for in groups F02M39/00 -F02M57/00, e.g. rotary cylinder-block type of pumps of reciprocating-piston or reciprocating-cylinder type characterised by the piston-drive
    • F02M59/105—Pumps specially adapted for fuel-injection and not provided for in groups F02M39/00 -F02M57/00, e.g. rotary cylinder-block type of pumps of reciprocating-piston or reciprocating-cylinder type characterised by the piston-drive hydraulic drive
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • 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

Definitions

  • Both pressure-controlled and stroke-controlled injection systems can be used to supply the combustion chambers of auto-ignition internal combustion engines with fuel.
  • accumulator injection systems are also used as fuel injection systems.
  • Accumulator injection systems (Cornmon Rail) advantageously make it possible to adapt the injection pressure to the load and speed of the internal combustion engine. In order to achieve high specific outputs and to reduce the emissions of the internal combustion engine, the highest possible injection pressure is generally required.
  • DE 101 23 910.6 relates to a fuel injection device with which fuel is supplied to the combustion chambers of a multi-cylinder internal combustion engine.
  • the combustion engine's combustion chambers are each supplied with fuel via fuel injectors. These are acted upon by a high pressure source;
  • the fuel injection device according to DE 101 23 910.6 comprises a pressure intensifier which has a movable pressure intensifier piston which separates a space which can be connected to the high pressure source from a high pressure space connected to the fuel injector.
  • the fuel pressure in the high-pressure chamber can be varied by infecting a rear chamber of the pressure booster with fuel or by emptying this rear chamber of fuel.
  • the pressure booster With the activation of the pressure booster via its rear space, it can be achieved that the activation losses in the high-pressure fuel system can be kept smaller in comparison to activation via a work space that is temporarily connected to the high-pressure source. Furthermore, the high pressure chamber of the pressure booster can only be relieved up to the drain level of the high pressure storage chamber and not up to the leakage pressure level. On the one hand, the hydraulic efficiency can be improved, on the other hand, a faster pressure build-up can be achieved down to the system pressure level, so that the time intervals between the individual injection phases can be shortened considerably.
  • a pressure intensifier can be used on each K-fuel injector of a combustion engine to increase the injection pressure. If the pressure intensifier is not activated, there is a flow connection from the drain accumulator to the injection nozzle.
  • Such a system can be equipped with two valves with actuators that can be activated independently in order to ensure flexible injection course shaping.
  • a disadvantage of this solution is the relatively high production outlay for controlling such a fuel injection system with two valves and two actuators which can be activated independently.
  • the formation of a drain intensifier control valve can make it necessary to use a servo-hydraulically assisted valve due to the high discharge quantities from the differential pressure chamber of the pressure intensifier. However, this goes hand in hand with relatively high manufacturing costs.
  • the control valve is designed as a slide valve with a pressure stage.
  • the valve piston of the slide valve proposed according to the invention can be constructed in two parts, so that it has no double guide and can be manufactured relatively easily. Only two guides of different diameters are required.
  • the separation point of the two-part valve piston is in a low-pressure chamber, whereas both ends of the valve piston parts are each subjected to high pressure, so that separation of the valve pistons is impossible. Due to the drainage stage formed on the slide valve, the valve is closed by hydraulic forces, so that the generation of a large spring force is not necessary. This in turn offers the advantage that the valve proposed according to the invention has no problems can be accommodated in the tree space available for fuel injectors.
  • a hydraulic restoring force can advantageously be generated via the pressure stage.
  • slide valves with pressure stages there are several leakage paths, with a large pressure difference between rail pressure (system pressure) and low pressure being present on several guide sections of a servo valve piston.
  • system pressure rail pressure
  • low pressure low pressure
  • large overlap lengths must be provided for the guide sections in order to keep the amount of leakage within limits, which, according to this solution, results in long overall lengths of the servo valve piston.
  • a servo valve piston is formed with only one guide section, which is pressurized with system pressure (rail pressure) when the fuel injector is at rest, the leakage can be reduced considerably.
  • This one guide section has a smaller sealing diameter, since no valve pockets for the connection for control bores are to be provided in this section.
  • the shorter overall length of the guide section of the servo piston also makes production easier.
  • an additional valve seat can be used to further reduce leakage losses.
  • This additional valve seat can be designed as a flat seat and is structurally simple within a two-part valve housing and can be represented inexpensively in terms of production costs.
  • the efficiency of a fuel injector can be significantly increased when using a 3/2-way slide valve with a flat seat as a control valve for the pressure intensifier.
  • the required guide lengths and the valve stroke can be further reduced, which overall contributes to the reduction in installation space of the proposed 3/2 spool valve.
  • the design of the servo valve as a 3/2-spool-spool valve with a flat seat enables the realization of a leak-free servo piston, with which a predefinable switching sequence for the valve closing can still be realized in order to enable secondary injection at an increased pressure level.
  • control edges are used to control the pressure intensifier.
  • the control edges are designed so that when closing there is a lateral delay between closing one and opening the other of the control edges, which is used for the construction of a drain cushion.
  • FIG. 1 shows a first embodiment variant of a servo valve with a draining stage for controlling a pressure intensifier of a fuel injector
  • FIG. 2 shows an embodiment variant of the servo valve shown in FIG. 1, designed as a slide valve, with a further hydraulic space acted upon via the differential pressure,
  • Figure 3 shows a further embodiment of a servo valve designed as a slide valve for controlling a pressure booster - shown in the idle state
  • FIG. 4 shows the embodiment variant shown in FIG. 3 of a servo valve designed as a slide valve with the pressure booster activated
  • FIG. 5 shows a further embodiment of a servo valve designed as a slide valve with a multi-part servo valve housing and a flat seat formed therein in the idle state and
  • FIG. 6 shows the embodiment variant shown in FIG. 5 of a servo valve designed as a slide valve with the pressure booster activated.
  • FIG. 1 shows a servo valve designed as a slide valve for controlling a pressure intensifier on a fuel injector.
  • a pressure booster 2 Via a high-pressure source 1, which can be a high-pressure collecting space (compression rail) or a high-pressure fuel pump, a pressure booster 2 is acted upon by fuel under high pressure.
  • the pressure intensifier 2 comprises a working space 4 and a differential pressure space 5 (rear space), which are others are separated by a booster piston 3.
  • the pressure booster 2 also includes a compression chamber 6.
  • a high-pressure line 8 branches off from this, a check valve 7 being accommodated in the refilling branch of the pressure booster 2.
  • a fuel injector 9 is pressurized with fuel under a translated pressure, corresponding to the gear ratio of the pressure booster 2.
  • the high-pressure line 8 merges into a nozzle chamber inlet 15, via which a nozzle chamber 14 is supplied with fuel.
  • a first inlet throttle 12 branches off from the high-pressure line 8 into a control chamber 11.
  • the control chamber 11 can be relieved of pressure via a first outlet throttle 13 when a first switching valve 18 is actuated into a first return 19 on the low pressure side.
  • the lifting movement of an injection valve member 10, for example, in the form of a needle is controlled by the pressurization or pressure relief of the control chamber 11.
  • the injection valve member 10 comprises a pressure stage 17 in the area of the nozzle chamber 14.
  • the injection valve member 10 is acted upon by a spring element 20 in the closing direction.
  • the spring element 20 is arranged in a space of the injector body of the fuel injector 9, from which a second return 21 branches off on the low pressure side.
  • a control chamber 29 of a servo valve 23 is also supplied with high-pressure fuel from the high-pressure source 1 via a supply line 22.
  • the servo valve 23 can be actuated by actuating a switching valve 24, which opens on the outlet side into a third return line 25 on the low pressure side.
  • a second discharge throttle 27 can be connected between the second switching valve 24 and the control chamber 29 of the servo valve 23.
  • a stop 30 for an end face 28 of a second servo valve piston 33 is also received in the control chamber 29.
  • a first piston 32 and a second piston 33 are accommodated in the housing of the servo valve 23.
  • the second piston 33 has a larger diameter compared to the diameter of the first piston 32.
  • the second piston 33 is acted upon by a valve spring 31 accommodated in the control chamber 29 of the servo valve 23.
  • first hydraulic chamber 34 in the valve housing of the servo valve 23, which has a branch to a fourth return 35 on the low-pressure side.
  • second hydraulic space 38 which is hydraulically connected to the differential pressure space 5 (rear space) of the pressure booster 2 via a connecting line 43.
  • the first piston 32 has an asymmetrically designed section. This section is formed with an overlap length 41 and releases a flow cross section from the second hydraulic space 38 into the third hydraulic space 42. In the upper area of the first piston 32, this has a first overlap length 37 (hj) below the contact surface on the lower end face of the second piston 33.
  • a pressure stage is formed by the difference in diameter of the second piston 33 and the first piston 32, which pressure stage lies above a first sealing seat 36.
  • a sealing edge 40 is formed as a slide seat on the valve housing side.
  • the hydraulic space 42 is supplied with fuel under high pressure via an overflow line 39, which branches off from the supply line 22 for filling the control space 29 of the servo valve 23.
  • the end face of the first piston 32 enclosed by the third hydraulic space 42 is identified by reference numeral 44.
  • FIG. 2 shows a modification of the fuel injection system shown in FIG. 1, comprising a pressure intensifier and a fuel injector.
  • a connecting line section 46 branches off from the connecting line 43 of the differential pressure chamber 5 (rear chamber) of the pressure intensifier 2 in order to act on the second hydraulic chamber 38.
  • the connecting line section 46 acts on a fourth hydraulic chamber 45 with fuel, which is under the pressure prevailing in the differential pressure chamber 5 (rear chamber) of the pressure converter 2.
  • the first piston 32 is formed with an extended length which penetrates the third hydraulic space 42.
  • the end face 44 of the first piston 32 projects into the fourth hydraulic chamber 45 shown in FIG. 2.
  • the end face 44 of the first piston 32 in the fourth hydraulic chamber 45 can be acted upon by the pressure prevailing in the differential pressure chamber 5.
  • FIG. 2 of a fuel injector with pressure intensifier which is controlled via a servo valve, corresponds to the embodiment variant already described in connection with FIG. 1.
  • the mode of operation of the fuel injection system with pressure intensifier shown in FIGS. 1 and 2 is as follows: In the initial state, ie when the second switching valve 24 is closed, the control chamber 29 of the servo valve 23 is acted upon by the pressure prevailing in the high-pressure source 1 (high-pressure storage chamber) via the supply line 22. A closing compressive force acts on the end face 28 of the second piston 33, which is higher than the compressive force acting on the end face 44 of the first piston 32 in the opening direction from the third hydraulic space 42. The piston assembly 32, 33 is thereby placed in its lower position, so that the first sealing seat 36 is closed and the second sealing seat 40 is opened due to the open slide edge.
  • the differential pressure chamber 5 (rear chamber) of the pressure booster 2 is acted upon by the pressure prevailing in the third hydraulic chamber 42, which corresponds to the pressure prevailing in the high-pressure source 1, via the second hydraulic chamber 38 via the connecting line 43 and the open flow channel 41. Because of this, the pressure intensifier 2 remains deactivated, since the pressure prevailing in the high-pressure source 1 is also present in its working space 5. To ensure high-pressure tightness, a first covering length 37 is formed below the pressure stage.
  • the control chamber 29 of the servo valve 23 is relieved of pressure in the third return 25 on the low-pressure side, whereby the piston assembly 32, 33 opens.
  • the hydraulic opening force generated in the third hydraulic chamber 42 on the end face 44 of the first piston 32 enables the piston assembly 32, 33 to open quickly and precisely.
  • the second sealing seat 40 is closed, whereas the first sealing seat 36 is open.
  • the differential pressure space 5 (rear space) of the pressure intensifier 2 is connected via the second hydraulic space 38, the opened first sealing seat 36 and the first hydraulic space 34 to the fourth low-pressure-side return 35 branching off from it, so that the pressure intensifier 2 is activated and Compressed fuel flows into the compression chamber 6 via the high-pressure line 8 to the control chamber 11 of the fuel injector 9 and the nozzle chamber 14 thereof.
  • the fourth hydraulic chamber 45 is provided in the embodiment variant shown in FIG. 2, in which the compressive force acting on the end face 44 of the first piston 32 in the opening direction prevails.
  • the fourth hydraulic chamber 45 is connected via the connecting line 46 to the differential pressure chamber 5 (rear chamber) of the drain converter 2. According to this embodiment variant, the first phase of the closing movement of the piston assembly 32, 33 can be accelerated.
  • FIG. 3 shows a variant of a fuel injector, the pressure intensifier assigned to it also being controlled via a servo valve.
  • a booster piston 50 with an integrated check valve is provided in the embodiment variant according to FIG. Furthermore, the control chamber 29 of the servo valve 23 is pressurized via a second inlet throttle 26 connecting the working chamber 4 of the pressure intensifier 2 directly to the control chamber 29. This is not in the supply line 22, via which the working chamber 4 of the pressure intensifier 2 as shown in FIG. 3 with the high pressure source 1 (high pressure storage space) is integrated.
  • the fuel injector 9 according to FIG. 3 corresponds to the fuel injector which has already been described in connection with FIGS. 1 and 2.
  • the servo valve 23 is designed as a servo-hydraulically assisted valve and comprises a first valve piston part 32, to which a smaller-diameter second piston part 33 is assigned.
  • the valve piston is made in one piece.
  • the servo valve 23 is activated or deactivated by actuating the second switching valve 24.
  • the second switching valve 24 is assigned a third return 25 on the low-pressure side, via which the control chamber 29 of the servo valve 23 can be relieved of pressure by interposing the second discharge throttle 27 in the third return 25 on the low-pressure side.
  • the booster piston 50 of the pressure booster 2 according to the embodiment variant in FIG. 3 comprises a through-channel 51 which connects the working space 4 with the compression space 6 pressure booster 2.
  • the compression space 6 is refilled via the work space 4 via the check valve 7 integrated in the booster piston 50.
  • FIG. 3 shows the switching position of the servo valve 23 in which the pressure intensifier 2 is deactivated.
  • the control chamber 29 when the second switching valve 24 is in its seat, the pressure level prevailing in the high-pressure source 1 (high-pressure storage chamber) is present via the second inlet throttle 26 branching off from the working chamber 4 and the supply line 22.
  • the pressure force acting on the end face 44 of the first valve piston part 32 pushes it into its upper position, since the closing force acting on the end face 44 is greater than the pressure force acting on the annular pressure stage in the third hydraulic chamber 42 and acting in the opening direction.
  • the first sealing seat 36 In this position of the first valve piston part 32, the first sealing seat 36 is closed due to the overlap length 37, whereas the second sealing seat 40 in the housing 47 of the servo valve 23 is open. Because of this, the differential pressure chamber 5 (rear chamber) of the pressure booster 2 is acted upon by the pressure prevailing in the third hydraulic chamber 42 via the open second sealing seat 40 and the second hydraulic chamber 38, so that the pressure booster
  • the first overlap length 37 is formed on the second valve piston part 33. Because of the second valve piston part 33, the first overlap length 37 is in the embodiment variant according to FIG.
  • FIG. 4 shows the fourth state of the switching valve which controls the pressure intensifier of a fuel injector.
  • the second sealing seat 40 is closed, whereas the first sealing seat 36 is open due to the first overlap length 37 extended from the housing 47 of the servo valve 23.
  • the differential pressure chamber 5 (return chamber) of the pressure intensifier 2 is now connected to the fourth low-pressure-side return via the third hydraulic chamber 42 and the opened first sealing seat 36 via the fourth hydraulic chamber 45, so that the intensifier piston 50 with integrated check valve 7 into the compression chamber 6 of the pressure intensifier 2 retracts.
  • both the control chamber 11 of the fuel injector 9 and, via the nozzle chamber inlet 15, the nozzle chamber 14 of the fuel injector 9 are acted upon by fuel under increased pressure.
  • integrated flow channels 41 can be provided on the second valve piston part 33 of the valve piston as shown in FIGS. 3 and 4, which serve to stabilize the piston movement in the servo valve 23.
  • FIG. 5 shows a further embodiment variant of a servo valve which controls a drain intensifier of a fuel injector.
  • the variant of the servo valve 23 shown in FIG. 5 is in its initial state, ie in its closed position.
  • the drain translator 2 shown in the embodiment variant according to FIG. 5 corresponds to the execution of the drain translator 3 and 4 with an integrated check valve 7.
  • the fuel injector 9 is constructed identically to the fuel injectors already described in connection with FIGS. 1, 2, 3 and 4.
  • the servo valve 23 comprises a multi-part housing 61 which has a first housing part 62 from which the fourth return line 3 on the low-pressure side branches off and a second housing part 63 which accommodates the one-part valve piston of the servo valve 23.
  • the valve piston 60 comprises a first valve piston part 32 and a valve piston part with a reduced diameter.
  • a further seal 64 is formed on the underside of the first housing part 62 of the multi-part housing 61, opposite the end face 28 of the reduced-diameter valve piston part.
  • the seal 64 can be designed as a flat seat, as a conical seat or as a ball seat.
  • One or more flow channels 41 are arranged on the circumference of the valve piston part with reduced diameter.
  • the overlap length 37 on the outer circumference of the reduced-diameter valve piston 60 is further reduced in comparison with the overlap lengths 37 on the second valve piston part 33, as shown in FIGS. 3 and 4.
  • the seal 64 can be implemented in a variety of ways, and its design can be represented as a flat seat, a conical seat or a ball seat. This is particularly advantageous Execution of the seal 64 as a flat seat in connection with a multi-part housing 61 of the servo valve 23. If the seal 64 is formed in particular as a flat seat in a separate housing part 62, a possibly occurring axial misalignment between the valve piston 60 of the servo valve 23 and the housing 62 can be compensated for. With the design of the servo valve 23 shown in FIG.
  • FIG. 6 shows the servo valve according to the variant in FIG. 5 when actuated by the second switching valve 24.
  • the differential pressure chamber 5 of the pressure converter 2 is now via the third hydraulic chamber 42, the open slide seal 36, the open seal 64 and a further hydraulic chamber 65 formed in the first housing part 62 with the fourth low-pressure side return 35 connected.
  • the pressure booster 2 is thus activated and compresses the fuel volume contained in the compression space 6.
  • valve piston 60 of the servo valve 23 moves into its starting position as shown in FIG. 5 by the hydraulic pressure force building up in the control chamber 29
  • the hydraulic closing force in the control chamber 29 of the servo valve 23 ensures an exactly defined closing movement over the entire stroke range of the valve piston 60.
  • spring elements integrated in the control chamber 29 can also be used, but are not shown in the illustrations according to FIGS. 5 and 6.
  • the differential pressure chamber 5 (rear chamber) of the drain converter 2 is decoupled from the fourth low-pressure side 35. Only after a further closing stroke of the valve piston 60 and thus after a delay time t l3 does the sealing edge 40 open, so that the pressure intensifier 2 is only then completely deactivated. As valve piston 60 moves further in the direction of seal 64, it closes. As a result of the delay time X ⁇ , after a main injection has been carried out, a pressure cushion remains in the nozzle chamber 14 of the fuel injector for a short time, which can be used for post-injection under high pressure.
  • This switching sequence of opening or closing the sealing points 36, 40, 64 can avoid an overlap of opening cross sections, ie no phase with simultaneous opening of two flow cross sections occurs during the movement of the valve piston.
  • the reduced-diameter piston part of the valve piston 60 according to the representations in FIGS. 5 and 6 comprises one or more integrated flow channels 41 to stabilize the piston movement in the guide area.
  • the return lines 19, 21, 25, 35 can be separated from one another instead of in FIGS. 1 to 6 trained returns can also be partially or completely combined and connected to a return system common to all returns.

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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 une soupape asservie servant à actionner un multiplicateur de pression (2) associé à un injecteur de carburant (9). Le multiplicateur de pression (2) présente une chambre de travail (4) séparée d'une chambre de pression différentielle (5) par un piston multiplicateur (3, 50). La variation de pression dans la chambre de pression différentielle (5) du multiplicateur de pression (2) s'effectue par l'intermédiaire de la soupape asservie (23) à laquelle est associée une soupape de commande (24) activant cette dernière. Dans un corps de soupape (47; 61, 62, 63) de la soupape asservie (23), la chambre de commande (29) de cette dernière peut être raccordée à une source haute pression (1) et sa pression peut être évacuée dans une conduite de retour (25) côté basse pression. Un étage de pression (44, 28) agissant dans le sens de fermeture du piston de soupape (32, 33, 60) est prévu pour produire un mouvement de fermeture rapide au niveau du piston de soupape (32, 33, 60) entre la chambre de commande (29) et une chambre hydraulique (42). Des arêtes de commande (36, 40), dépourvues de phases d'ouverture commune, sont formées sur le corps de soupape (47, 61, 62, 63) au niveau du piston de soupape (32, 33, 60).
EP04738749A 2003-08-01 2004-06-22 Soupape de commande pour un injecteur de carburant contenant un multiplicateur de pression Expired - Fee Related EP1654455B1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE10335340A DE10335340A1 (de) 2003-08-01 2003-08-01 Steuerventil für einen Druckübersetzer enthaltenden Kraftstoffinjektor
PCT/DE2004/001300 WO2005015001A1 (fr) 2003-08-01 2004-06-22 Soupape de commande pour un injecteur de carburant contenant un multiplicateur de pression

Publications (2)

Publication Number Publication Date
EP1654455A1 true EP1654455A1 (fr) 2006-05-10
EP1654455B1 EP1654455B1 (fr) 2007-03-07

Family

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Family Applications (1)

Application Number Title Priority Date Filing Date
EP04738749A Expired - Fee Related EP1654455B1 (fr) 2003-08-01 2004-06-22 Soupape de commande pour un injecteur de carburant contenant un multiplicateur de pression

Country Status (5)

Country Link
US (1) US7278398B2 (fr)
EP (1) EP1654455B1 (fr)
CN (1) CN100414090C (fr)
DE (2) DE10335340A1 (fr)
WO (1) WO2005015001A1 (fr)

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CN100414090C (zh) 2008-08-27
DE502004003161D1 (de) 2007-04-19
CN1833102A (zh) 2006-09-13
EP1654455B1 (fr) 2007-03-07
US7278398B2 (en) 2007-10-09
DE10335340A1 (de) 2005-02-24
US20060196474A1 (en) 2006-09-07

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