EP1654456B1 - Dispositif d'injection de carburant pour moteur a combustion interne - Google Patents

Dispositif d'injection de carburant pour moteur a combustion interne Download PDF

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Publication number
EP1654456B1
EP1654456B1 EP04738653A EP04738653A EP1654456B1 EP 1654456 B1 EP1654456 B1 EP 1654456B1 EP 04738653 A EP04738653 A EP 04738653A EP 04738653 A EP04738653 A EP 04738653A EP 1654456 B1 EP1654456 B1 EP 1654456B1
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EP
European Patent Office
Prior art keywords
valve
control
injection device
fuel injection
pressure
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.)
Expired - Lifetime
Application number
EP04738653A
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German (de)
English (en)
Other versions
EP1654456A1 (fr
Inventor
Peter Boehland
Hans-Christoph Magel
Sebastian Kanne
Godehard Nentwig
Michael Bauer
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Robert Bosch GmbH
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Robert Bosch GmbH
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    • 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
    • F02M59/44—Details, components parts, or accessories not provided for in, or of interest apart from, the apparatus of groups F02M59/02 - F02M59/42; Pumps having transducers, e.g. to measure displacement of pump rack or piston
    • F02M59/46—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
    • F02M45/00—Fuel-injection apparatus characterised by having a cyclic delivery of specific time/pressure or time/quantity relationship
    • F02M45/02—Fuel-injection apparatus characterised by having a cyclic delivery of specific time/pressure or time/quantity relationship with each cyclic delivery being separated into two or more parts
    • F02M45/04—Fuel-injection apparatus characterised by having a cyclic delivery of specific time/pressure or time/quantity relationship with each cyclic delivery being separated into two or more parts with a small initial part, e.g. initial part for partial load and initial and main part for full load
    • F02M45/08—Injectors peculiar thereto
    • 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
    • F02M45/02—Fuel-injection apparatus characterised by having a cyclic delivery of specific time/pressure or time/quantity relationship with each cyclic delivery being separated into two or more parts
    • F02M45/04—Fuel-injection apparatus characterised by having a cyclic delivery of specific time/pressure or time/quantity relationship with each cyclic delivery being separated into two or more parts with a small initial part, e.g. initial part for partial load and initial and main part for full load
    • F02M45/08—Injectors peculiar thereto
    • F02M45/086—Having more than one injection-valve controlling discharge orifices
    • 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
    • F02M45/02—Fuel-injection apparatus characterised by having a cyclic delivery of specific time/pressure or time/quantity relationship with each cyclic delivery being separated into two or more parts
    • F02M45/10—Other injectors with multiple-part delivery, e.g. with vibrating 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
    • 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
    • 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
    • F02M63/0026—Valves characterised by the valve actuating means electrical, e.g. using solenoid using piezoelectric or magnetostrictive actuators
    • 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
    • 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
    • F02M63/0059—Arrangements of valve actuators
    • F02M63/0061—Single actuator acting on two or more valve bodies
    • 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
    • F02M2200/46—Valves, e.g. injectors, with concentric valve bodies

Definitions

  • the invention relates first of all to a fuel injection device for an internal combustion engine, having at least two valve elements which each have a closing in the direction of hydraulic control surface, which is assigned a hydraulic control chamber, with a control valve which influences the pressure in the control chamber, and with loading devices, which can act in the opening direction of the valve elements, wherein the prevailing in the control chamber hydraulic opening pressures of the valve elements are different.
  • the invention further relates to a method for operating such a fuel injection device.
  • a fuel injection device of the type mentioned is from the DE 101 22 241 A1 known.
  • This shows an injection nozzle for internal combustion engines with two coaxially arranged valve elements. Both valve elements are stroke controlled, that is, they open when the pressure of a hydraulic fluid in a control chamber is lowered. The force acting in the opening direction of the valve elements is provided by acting on a corresponding pressure surface injection pressure.
  • the outer valve element opens first and then the inner Valve member. If only the outer valve element to be opened, the pressure drop in the control room must be stopped in good time and the pressure to be increased again.
  • valve elements By using a plurality of valve elements, each releasing a certain number of fuel outlet openings, even if only a small amount of fuel to be injected, a sufficiently long injection duration can be achieved with good atomization quality, without simultaneously in that case in which large amount of fuel to be injected, an excessively long injection duration and / or an excessively high injection pressure to accept.
  • US 5,899,389 describes a fuel injection device with two valve elements, which can be opened sequentially by a change in the pressure applied to an opening face acting pressure surface.
  • the present invention has the object, a fuel injection device of the type mentioned so educate that they can be controlled as easily as possible and yet works reliably. At the same time a good emission and consumption behavior should be achieved when used on the corresponding internal combustion engine.
  • Object of the present invention is also to provide a method of educate the aforementioned type so that even if only one valve element is to be actuated, this happens if necessary as quickly as possible.
  • the first object is achieved in a fuel injection device of the type mentioned above in that at least three different pressure levels can be adjusted by the control valve in the control chamber, wherein closed at a relatively high pressure level all valve elements, at a mean pressure level, a valve element open, and at a comparatively low pressure level all valve elements are open.
  • the second-mentioned object is achieved in that in a fuel injection device of the above type for opening only one valve element, first the control chamber is connected to a high pressure port and then simultaneously to the high pressure port and a low pressure port.
  • an additional average pressure level in the control chamber can be adjusted, in which the one valve element is already open, but in which the other valve element remains closed.
  • longer Einspitzdauern can be realized with only one open valve element, which leads, especially in part-load operation to a favorable emission and consumption behavior of an internal combustion engine, in which the Kraftstoff-Einspritzvorricbtung invention is installed.
  • the fuel injection device may also include only a single control room.
  • the advantage of the method proposed according to the invention is that the pressure reduction is limited by the connection of the control chamber to the low-pressure connection and additionally to the high-pressure connection, namely to the level of a corresponding intermediate pressure.
  • control chamber is connected via an inlet throttle with a high pressure port, that the control valve is connected on the one hand to the control chamber and on the other hand to a low pressure port.
  • the fuel injection can be completely controlled with only two pressure ports, namely a high pressure port and a low pressure port, and a simple control valve.
  • This embodiment is therefore inexpensive and works reliably during operation.
  • control valve has a switching chamber with a switching element, which in a first switching position at a first valve seat leading to the low-pressure connection is present, in a second switching position abuts a leading to a bypass passage second valve seat, wherein the bypass passage is connected to the high pressure port, and in a third switching position rests neither on the first valve seat nor on the second valve seat.
  • a high, a medium, or a low fluid pressure can be set in the switching chamber. Accordingly, the respective end pressures in the control room, and accordingly, the speeds at which the pressure drops in the control room arise.
  • the control chamber can also be connected to the high-pressure port via the switching chamber, so that the pressure in the control chamber rises very rapidly and the valve elements close quickly. This is particularly advantageous with regard to the emission behavior.
  • control valve forms a throttle point in the third switching position towards the low-pressure connection. This allows limiting the fuel flow from the high pressure port directly to the low pressure port. As a result, less fuel must be pumped and a smaller fuel pump can be used.
  • control chamber is connected to the high pressure port, that the control valve is connected via at least two control channels to the control chamber, and that the control valve in a first switching position separates all the control channels from a low pressure port, in a second switching position a control channel with the Low pressure port connects, and in a third switch position connects all the control channels with the low pressure port .
  • This fuel injection device is technically easy to implement and therefore particularly inexpensive.
  • the control channels are identical and therefore a double Abströmguer Songs is available at a doubling the number of control channels.
  • control chamber is connected to a high pressure port that the control valve connects the control chamber in a first switching position with a low pressure port and in a second switching position separates from this, and that the control valve is continuously controlled from the first switching position to the second switching position and back.
  • the valve is closed again just before the second-opening valve element begins its opening movement (preferably before the first-opening valve element reaches its open end position), and it is reopened just before the first-opening valve element closes so sharply that the leaking fuel flow is throttled in an inadmissible manner.
  • the mean pressure level is thus an average of a pulsating pressure curve, which is caused by the opening and closing of the control valve.
  • a further advantageous embodiment of the fuel injection device provides that the valve elements are coaxial and an axial boundary surface of the control chamber has a circumferential sealing area, which in an open end position of the outer valve element the control chamber in an outer, connected to the high pressure port area, and a divided inside, connected to the control valve area. Due to the coaxial design, the fuel injector is very compact. Due to the sealing region, in the open end position of the outer valve element, the control chamber region assigned to the control surface of the inner valve element is separated from the inflow of high-pressure fuel. The pressure in this control room area is therefore very fast so that the inner valve element opens accordingly quickly. This reduces the emissions.
  • control valve switch very quickly. This can then be realized in a simple manner if the control valve comprises a piezoelectric actuator.
  • control valve comprises a valve body which is hydraulically coupled to the piezoelectric actuator, wherein leakage fluid is used as the hydraulic fluid, which occurs at a guide at least one valve element. Due to the hydraulic coupling, the comparatively small stroke of the piezoactuator can be amplified in the sense of a hydraulic transmission. A corresponding valve body of the control valve can therefore release a sufficient flow cross-section when opening, without having large dimensions.
  • a further advantageous embodiment of the fuel injection device according to the invention is characterized in that a valve element has a driver acting in the opening direction on the other valve element.
  • a valve element has a driver acting in the opening direction on the other valve element.
  • the driver is designed such that it only abuts the other valve element shortly before reaching the maximum stroke of the one valve element. This ensures that, on the one hand, only one valve element can be opened as long as it does not reach its maximum stroke and, on the other hand, that the second valve element opens safely by bringing the first valve element up to the maximum stroke.
  • embodiment of the fuel injection device according to the invention in which acting in the opening direction of the other valve member and the hydraulic control surface of the other valve element are tuned so that this valve element opens only when additionally from the driver of a valve element acting in an opening direction Force is exercised.
  • the second valve element opens, therefore, not only a reduction in the pressure in the control chamber is required, but also the entrainment by the first opening valve element.
  • a fuel injection device collectively carries the reference numeral 10. It comprises a housing 12, which in turn consists of, among other things, a nozzle body 14.
  • valve elements 16 and 18 are arranged. Both valve elements 16 and 18 have at their in FIG. 1 lower end in each case a conical pressure surface 20 and 22, respectively, which bears against a corresponding housing-side sealing edge 24 or 26 when the valve element 16 or 18 is closed. From an existing between the two sealing edges 24 and 26 annulus (without reference numeral) lead more distributed over the circumference of the nozzle body 14 arranged fuel outlet channels 28 to the outside. Furthermore, lead from a present in the nozzle body 14 at its lower end blind hole (without reference numeral) also distributed over the circumference of the nozzle body 14 arranged fuel outlet channels 30 to the outside.
  • the upper end of the inner valve member 16 is formed as a push rod with a circular control surface 32.
  • both valve elements 16 and 18 abut against the respective sealing edges 24 and 26, is located approximately at the same height as the control surface 32 of the inner valve member 16 is a corresponding annular control surface 34 of a push rod of the outer valve member 18.
  • Part of the annular control surface 34 is conical and is bounded radially inward by a sealing region 36, whose function will be explained in more detail below.
  • the control surfaces 32 and 34 define a common hydraulic control chamber 38, which is further enclosed by the nozzle body 14 and a counterpart 40.
  • a valve spring 41 acts on the outer valve element 18 in the closing direction.
  • the fuel injection device 10 further includes an in FIG. 1 only symbolically shown high-pressure port 42, which is connected in the operation of the fuel injection device 10 usually to a fuel rail (not shown) of a common rail injection system. From the high pressure port 42 leads a total extending in the longitudinal direction of the fuel injection device 10 channel 44 to an annular pressure chamber 46 at the lower end of the fuel injection device 10, which is closed with the outer valve element 18 from the radially outwardly of the sealing edge 26 lying area of the pressure surface 22nd the outer valve element 18 is limited.
  • annular groove 50 is introduced into the counterpart 40 facing end face, which is connected via a branch channel 52 with the channel 44.
  • a high pressure passage 54 is formed, which connects the annular groove 50 with the control chamber 38.
  • the high pressure passage 54 includes an inlet throttle 56.
  • the fuel injection device 10 further includes an in FIG. 1 also shown only schematically low pressure port 58. This is usually connected in operation of the fuel injection device 10 with a return line (not shown), which leads back to a fuel tank. At low pressure connection 58, therefore, during operation of fuel injection device 10 there is approximately ambient pressure, whereas at high pressure connection 42 a very high pressure of up to 2000 bar is present.
  • the low pressure port 58 leads to a switching chamber 60, which will be discussed in detail below. From the switching chamber 60 leads in the counterpart 40, a control channel 62 to the control chamber 38. In the control channel 62, a flow restrictor 64 is present. From the switching chamber 60 further leads via a throttle point 66, a bypass channel 68 to the annular groove 50, which is in communication with the high-pressure port 42.
  • the bypass channel 68 is realized by two angularly disposed bore sections 68a and 68b.
  • a cylindrical switching element 70 of a 3/3-way valve 72 is arranged in the switching chamber 60.
  • the switching element 70 is pressed by a valve spring 74 against a first valve seat 76, which is formed in the switching chamber 60 to the low pressure port 58 out.
  • the switching element 70 is coupled to an actuating rod 78, which can be actuated by a piezoelectric actuator 80. In this way, the switching element 70 can be pressed against the force of the valve spring 74 against a second valve seat 82 which is formed in the switching chamber 60 to the bypass channel 68 out.
  • sealing edge 36 can be designed so that the seal between the radially outer and the radially inner region of the control chamber 38 is not absolute, so continue to fuel can flow out of the radially outer region of the control chamber 38 and there ensures a corresponding reduction in pressure.
  • the injection is terminated by the switching element 70 is brought back into abutment against the first valve seat 76 (switch position 84).
  • the switching chamber 60 is disconnected from the low pressure port 58 and reconnected to the high pressure port 42 via the bypass passage 68.
  • the control chamber 38 is again connected to the high pressure port 42 via the control channel 62 and the high pressure passage 54, resulting in a very rapid increase in pressure (reference numeral 94) in the control chamber 38.
  • Both valve elements 16 and 18 close in sequence almost simultaneously (reference numerals 96 and 98 in FIG FIG. 8 ).
  • the pressure (reference numeral 88 in FIG. 7 ), but also not as strong as the one in the Figures 3 and 4 and 6 and 8 shown second switching position 86 of the 3/3-way valve.
  • the corresponding area of the pressure curve bears in FIG. 7 the reference numeral 102. It can be seen that the pressure drops to about half the output pressure.
  • the pressure reduction in the control chamber 38 is sufficiently strong that the outer valve element 18 lifts off from the sealing edge 26 due to the hydraulic force acting on the pressure surface 22 (reference numeral 89 in FIG FIG. 9 ), so that the fuel from the pressure chamber 46 can flow to the fuel outlet channels 28 and escape from them.
  • valve member 18 moves so far until it comes into contact with the sealing edge 36 on the counterpart 40 (reference numeral 90 in FIG. 7 ), which causes a further pressure reduction in the control chamber 38, which, however, is not so strong that the inner valve element 16 opens.
  • the 3/3-way switching valve 72 may also initially be brought into the second switching position 86, in which the switching element 70 rests against the second valve seat 82. Even before the outer valve element 18 comes into abutment with the sealing region 36 on the counterpart 40, then the 3/3-way switching valve 72 is brought into the third switching position 100, which prevents the pressure in the control chamber 38 from falling too much.
  • FIG. 10 A modified embodiment of a fuel injection device 10 is shown in FIG FIG. 10 shown.
  • those elements and regions which have equivalent functions to elements and regions shown in the preceding figures carry the same reference numerals. They are not explained again in detail.
  • fuel injection device 10 differs from the fuel injection device described above only by the configuration of the switching valve 72: This is not formed as a 3/3-way valve, but as a 3/2-way switching valve.
  • a first switching position 84 it can connect the high-pressure port 42 directly to the control chamber 38 via the annular groove 50 and the bypass channel 68 as well as the control channel 62.
  • this switching position prevails in the control chamber 38 so the maximum pressure corresponding to the pressure prevailing at the high pressure port 42 pressure.
  • the second switching position 86 the control chamber 38 is connected to the low-pressure connection 58 via the outflow throttle 64 and the control channel 62. In this switching position, therefore, there is a comparatively low pressure in the control chamber 38, which results from the design of the outflow throttle 64 and the inflow throttle 56.
  • both valve elements 16 and 18 are closed at high pressure in the control chamber 38. At low pressure both valve elements 16 and 18 are opened. If only the outer valve element 18 is to be opened, the control chamber 38 must have a middle one Pressure level can be adjusted. At the in FIG. 10 shown fuel injection device 10, such a mean pressure level is effected by a sequential and continued opening and closing of the switching valve 72.
  • 3/2-switching valve 72 instead of in FIG. 10 shown 3/2-switching valve 72, a 2/2-way valve used. In the corresponding fuel injection device then no bypass channel is present, so that in the closed switching position of the 2/2-switching valve, the control channel 62 is simply locked.
  • the switching valve 72 is opened and closed at a very fast switching frequency (curve 96 in FIG. 12 ), for example with a pulsed or clocked control.
  • the flow can not follow so quickly, so that sets in the control room not a highly fluctuating control pressure, but a relatively constant average pressure.
  • the outer valve element assumes a relatively constant middle position (curve 98) just before the stop (horizontal dashed line).
  • FIG. 13 Another possible embodiment of a fuel injection device 10 is shown in FIG. 13 shown.
  • a 3/3-way switching valve 72 is present, but is missing a bypass channel. Instead, lead from the switching chamber 60 two parallel control channels 62a and 62b to the control chamber 38.
  • the one control channel 62a opens into the switching chamber 60 at the second valve seat 82. When the switching valve 72 is open, this control channel 62a is thus closed.
  • the second control channel 62b opens laterally next to the switching element 70 in the switching chamber 60.
  • Both control channels 62a and 62b include outflow throttles 64a and 64b, the throttle effect is different.
  • the switching element 70 is not directly coupled to the piezoactuator 80, but by means of a hydraulic translator 104.
  • This comprises a translator chamber 106 into which a cylindrical translator element 108 protrudes on one side via the actuating rod 78 with the Switching element 70 is connected.
  • a coupled to the piezoelectric actuator 80 transmission body 110 also protrudes into the booster chamber 106.
  • the diameter of the Translation body 110 is larger than that of the translator element 109.
  • the booster chamber 106 is filled with fuel.
  • the booster chamber 106 is connected to a leakage line 116 via a branch line 112, in which a check valve 114 is arranged. This leads to the low pressure port 58.
  • a corresponding stub 118 also leads to the switching valve 72 and an annular space 120 in which the compression spring 41 is arranged, and in which, via a leakage channel 122, leakage fluid can pass, which from the control chamber 38 through the gap between the upper portions of the two valve elements 16 and 18 passes.
  • the booster chamber 106 is fed with the effluent from the control valve 72 and the annular space 120 leakage fluid.
  • the control channel 62a is closed. Fuel can flow out of the control chamber 38 to the low-pressure port 58 only via the control channel 62b.
  • the outflow throttle 64b and the inflow throttle 56 are coordinated so that in this case an average pressure level in the control chamber 38 is established, in which, although the outer valve element 18 opens, the inner valve element 16 remains closed.
  • FIG. 14 A further modified embodiment is in FIG. 14 shown.
  • the differences in this case relate to the end regions of the valve elements 16 and 18. It can be seen that on the inner valve element 16, an annular collar 124 is formed, which is positioned in a recess 126 in the end region of the outer valve element 118. In the rest position, when both valve elements 16 and 18 are closed, the axial end surfaces of the recess 126 are slightly spaced from the annular collar.
  • FIG. 14 shown fuel injector works similar to those of FIG. 13 , However, if the outer valve element 18 is opened, the in FIG. 14 The lower edge surface of the recess 126 in abutment against the annular collar 124. The thereby additionally exerted by the outer valve member 18 on the inner valve member 16 and acting in the opening direction force causes now also the inner valve member 16 opens. In the FIG. 14 The lower boundary surface of the recess 126 in the outer valve element 18 therefore acts like a driver for the inner valve element 16.
  • the axial position of the annular collar 124 and the recess 126 are coordinated so that the lower edge the recess 126 only abuts the annular collar 124 of the inner valve element 16 shortly before reaching the maximum stroke of the outer valve element 18.
  • a stepped injection rate (“boot injection”) can be achieved, which enables a reduction of the emissions of the internal combustion engine, in which the fuel injection device 10 is used.
  • the control surface 32 of the inner valve element 16 is further designed so that even if both control channels 62a and 62b are "activated", ie if the minimum possible pressure prevails in the control chamber 38, the inner valve element 16 opens only when the recess 126th abuts the annular collar 124.
  • FIG. 15 A further modified embodiment of a fuel injection device 10 is shown in FIG. 15
  • the valve elements 16 and 18 are made in one piece.
  • the control chamber 38 is not limited radially by the housing 12, but by a sleeve 128, which at its in FIG. 15 upper edge has a sealing edge (without reference numeral). This sealing edge is pressed by the compression spring 41 against the control surfaces 32 and 34 of the valve elements 16 and 18 opposite housing surface (without reference numeral).

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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)

Claims (16)

  1. Dispositif d'injection de carburant (10) pour un moteur à combustion interne, comprenant au moins deux éléments de soupape (16, 18) qui présentent chacun une surface de commande hydraulique (32, 34) agissant dans le sens de la fermeture, auxquelles est associé un espace de commande hydraulique (38), une soupape de commande (72), qui influence la pression dans l'espace de commande (38), et des dispositifs de sollicitation (20, 22), qui peuvent agir dans le sens de l'ouverture des éléments de soupape (16, 18), les pressions d'ouverture hydrauliques des éléments de soupape (16, 18) régnant dans l'espace de commande (38) étant différentes, caractérisé en ce qu'au moins trois niveaux de pression différents peuvent être ajustés par la soupape de commande (72) dans l'espace de commande (38), pour un niveau de pression relativement élevé, tous les éléments de soupape (16, 18) étant fermés, pour un niveau de pression moyen, un élément de soupape (18) étant ouvert, et pour un niveau de pression relativement bas, tous les éléments de soupape (16, 18) étant ouverts.
  2. Dispositif d'injection de carburant (10) selon la revendication 1, caractérisé en ce que l'espace de commande (38) est raccordé par le biais d'un étranglement d'entrée (56) à un raccord haute pression (42), et en ce que la soupape de commande (72) est raccordée d'une part à l'espace de commande (38) et d'autre part à un raccord basse pression (58).
  3. Dispositif d'injection de carburant (10) selon la revendication 2, caractérisé en ce que la soupape de commande (72) présente une chambre de commutation (60) avec un élément de commutation (70) qui s'applique dans une première position de commutation (84) contre un premier siège de soupape (76) conduisant au raccord basse pression (58), dans une deuxième position de commutation (86) contre un deuxième siège de soupape (82) conduisant à un canal de dérivation (68), le canal de dérivation (68) étant raccordé au raccord haute pression (42), et dans une troisième position de commutation (100), ne s'appliquant ni contre le premier siège de soupape (76) ni contre le deuxième siège de soupape (82).
  4. Dispositif d'injection de carburant (10) selon la revendication 3, caractérisé en ce que la soupape de commande (72) forme, dans la troisième position de commutation (100), un point d'étranglement vers le raccord basse pression (42).
  5. Dispositif d'injection de carburant (10) selon l'une quelconque des revendications 1 ou 2, caractérisé en ce que l'espace de commande (38) est raccordé au raccord haute pression (42), en ce que la soupape de commande (72) est raccordée par le biais d'au moins deux canaux de commande (62a, 62b) à l'espace de commande (38), et en ce que la soupape de commande (72), dans une première position de commutation (84), sépare tous les canaux de commande (62a, 62b) d'un raccord basse pression (58), dans une deuxième position de commutation (86) relie un canal de commande (62b) au raccord basse pression (58), et dans une troisième position de commutation, relie tous les canaux de commande (62a, 62b) au raccord basse pression (58).
  6. Dispositif d'injection de carburant (10) selon la revendication 2, caractérisé en ce que l'espace de commande (38) est raccordé à un raccord haute pression (42), en ce que la soupape de commande (72) relie l'espace de commande (38) dans une première position de commutation (84) à un raccord basse pression (58) et dans une deuxième position de commutation (86) le sépare de celui-ci, et en ce que la soupape de commande (72) peut être commandée de manière continue depuis la première position de commutation (84) dans la deuxième position de commutation (86) et inversement.
  7. Dispositif d'injection de carburant (10) selon la revendication 6, caractérisé en ce que la soupape de commande (72) peut être commandée de telle sorte que du fait de l'échange continu, la pression dans l'espace de commande (38) oscille autour d'un niveau de pression moyen.
  8. Dispositif d'injection de carburant (10) selon la revendication 6, caractérisé en ce que la soupape de commande (72) peut être commandée si rapidement qu'un niveau de pression moyen constant s'établisse du fait de l'échange constant.
  9. Dispositif d'injection de carburant (10) selon l'une quelconque des revendications précédentes, caractérisé en ce que les éléments de soupape (16, 18) sont coaxiaux et une surface de limitation axiale de l'espace de commande (38) présente une région d'étanchéité (36) qui, dans une position d'extrémité ouverte de l'élément de soupape extérieur (18), divise l'espace de commande (38) en une région extérieure raccordée au raccord haute pression (42) et en une région intérieure raccordée à la soupape de commande (72).
  10. Dispositif d'injection de carburant (10) selon l'une quelconque des revendications précédentes, caractérisé en ce que la soupape de commande (72) comprend un actionneur piézoélectrique (80).
  11. Dispositif d'injection de carburant selon la revendication 10, caractérisé en ce que la soupape de commande comprend un corps de soupape (70) qui est accouplé hydrauliquement à l'actionneur piézoélectrique (80), une fuite de carburant se produisant au niveau d'une conduite d'au moins un élément de soupape (16) étant utilisée en tant que fluide hydraulique.
  12. Dispositif d'injection de carburant (10) selon l'une quelconque des revendications précédentes, caractérisé en ce qu'un élément de soupape (18) présente un dispositif d'entraînement (126) agissant dans le sens de l'ouverture sur l'autre élément de soupape (16).
  13. Dispositif d'injection de carburant (10) selon la revendication 12, caractérisé en ce que le dispositif d'entraînement (126) est réalisé de telle sorte qu'il bute juste avant d'atteindre la course maximale de l'un des éléments de soupape (18) contre l'autre élément de soupape (16).
  14. Dispositif d'injection de carburant (10) selon l'une quelconque des revendications 12 ou 13, caractérisé en ce que le dispositif de sollicitation (20) agissant dans le sens de l'ouverture de l'autre élément de soupape (16) et la surface de commande hydraulique (32) de l'autre élément de soupape (16) sont adaptés l'un à l'autre de telle sorte que cet élément de soupape (16) ne s'ouvre que lorsqu'une force agissant dans le sens de l'ouverture est exercée en outre par le dispositif d'entraînement (124) du premier élément de soupape (18).
  15. Procédé pour faire fonctionner un dispositif d'injection de carburant (10), caractérisé en ce que dans le cas d'un dispositif d'injection de carburant (10) selon l'une quelconque des revendications 1 à 4, pour l'ouverture de seulement un élément de soupape (18), d'abord l'espace de commande (38) est raccordé à un raccord haute pression (58) et ensuite, simultanément au raccord haute pression (58) et à un raccord basse pression (42).
  16. Procédé pour faire fonctionner un dispositif d'injection de carburant, caractérisé en ce que dans le cas d'un dispositif d'injection de carburant selon la revendication 6 pour l'ouverture de seulement un élément de soupape (18), la soupape de commutation (72) est amenée dans la deuxième position de commutation, juste avant que la pression dans l'espace de commande (38) soit abaissée dans une mesure telle que l'élément de soupape interne (16) s'ouvre, et est à nouveau ramenée dans la première position de commutation juste avant que l'élément de soupape externe (18) ne se ferme.
EP04738653A 2003-08-01 2004-06-09 Dispositif d'injection de carburant pour moteur a combustion interne Expired - Lifetime EP1654456B1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE10335211A DE10335211A1 (de) 2003-08-01 2003-08-01 Kraftstoff-Einspritzvorrichtung für eine Brennkraftmaschine
PCT/DE2004/001201 WO2005015003A1 (fr) 2003-08-01 2004-06-09 Dispositif d'injection de carburant pour moteur a combustion interne

Publications (2)

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EP1654456A1 EP1654456A1 (fr) 2006-05-10
EP1654456B1 true EP1654456B1 (fr) 2012-12-05

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EP04738653A Expired - Lifetime EP1654456B1 (fr) 2003-08-01 2004-06-09 Dispositif d'injection de carburant pour moteur a combustion interne

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US (1) US7267109B2 (fr)
EP (1) EP1654456B1 (fr)
JP (1) JP4197350B2 (fr)
KR (1) KR20060060665A (fr)
DE (1) DE10335211A1 (fr)
WO (1) WO2005015003A1 (fr)

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DE102005020832A1 (de) * 2005-05-04 2006-11-09 Robert Bosch Gmbh Kraftstoffeinspritzdüse
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Publication number Publication date
JP2007500816A (ja) 2007-01-18
WO2005015003A1 (fr) 2005-02-17
KR20060060665A (ko) 2006-06-05
DE10335211A1 (de) 2005-02-17
US7267109B2 (en) 2007-09-11
US20060208106A1 (en) 2006-09-21
EP1654456A1 (fr) 2006-05-10
JP4197350B2 (ja) 2008-12-17

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