EP1666718A1 - Dispositif d'injection de carburant - Google Patents

Dispositif d'injection de carburant Download PDF

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Publication number
EP1666718A1
EP1666718A1 EP05109512A EP05109512A EP1666718A1 EP 1666718 A1 EP1666718 A1 EP 1666718A1 EP 05109512 A EP05109512 A EP 05109512A EP 05109512 A EP05109512 A EP 05109512A EP 1666718 A1 EP1666718 A1 EP 1666718A1
Authority
EP
European Patent Office
Prior art keywords
pressure
fuel
chamber
booster
pressure booster
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.)
Withdrawn
Application number
EP05109512A
Other languages
German (de)
English (en)
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 EP1666718A1 publication Critical patent/EP1666718A1/fr
Withdrawn legal-status Critical Current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
    • 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

Definitions

  • the invention relates to a device for injecting fuel into a combustion chamber of an internal combustion engine, with a fuel injector which can be acted upon by a high-pressure fuel source with high pressure fuel and actuated via a metering valve device by which the pressure in a pressure booster control chamber is controlled so that Pressure in a pressure booster pressure chamber bounded by a pressure booster piston which is fillable via a check valve with fuel from the high-pressure fuel source and is connected to an injection valve member pressure chamber, is increased by the pressure booster piston so that an injection valve member for injecting fuel opens, so that fuel from the Einspritzventilglieddruckraum is injected into the combustion chamber of the internal combustion engine.
  • the object of the invention is a device for injecting fuel into a combustion chamber of an internal combustion engine, with a fuel injector, which can be acted upon by a high-pressure fuel source with high pressure fuel and actuated via a metering valve, by which the pressure in a pressure booster control chamber is so controllable in that the pressure in a booster pressure chamber bounded by a pressure booster piston, which is fillable via a check valve with fuel from the high-pressure fuel source and communicating with an injection valve member pressure chamber, is increased by the pressure booster piston so that an injection valve member opens to inject fuel, so that fuel is injected from the injection valve member pressure chamber into the combustion chamber of the internal combustion engine to create, which ensures a correct injection amount, even if the pressure of the high-pressure fuel source abruptly drops.
  • the object is with a device for injecting fuel into a combustion chamber of an internal combustion engine, with a fuel injector which can be acted upon by a high-pressure fuel source with high-pressure fuel and actuated via a metering valve device by which the pressure in a pressure booster control chamber is controllable the pressure in one by one Pressure booster piston limited pressure booster pressure space, which is filled via a check valve with fuel from the high-pressure fuel source and communicating with an injection valve member pressure chamber, is increased by the pressure booster piston so that an injection valve member for injecting fuel opens so that fuel from the Einspritzventilglieddruckraum into the combustion chamber of the internal combustion engine is injected, thereby achieved that the pressure booster pressure chamber is in the idle state of the fuel injector via a pressure equalization channel with the high-pressure fuel source in combination.
  • a preferred embodiment of the fuel injection device is characterized in that the pressure equalization channel has a pressure compensation throttle. Since the volumes of the pressure booster pressure space and the Einspritzventilglieddruckraums are rather small, a very small pressure equalizing throttle is sufficient to ensure the necessary pressure reduction gradient in the pressure booster pressure chamber.
  • the pressure compensation throttle ensures that the efficiency of the injector is only slightly deteriorated.
  • a further preferred embodiment of the fuel injection device is characterized in that the pressure compensation throttle is connected in parallel to the check valve. As a result, the filling of the pressure booster pressure chamber via the check valve is not affected.
  • a further preferred embodiment of the fuel injection device is characterized in that the pressure equalization channel connects the pressure booster pressure chamber with a control line, which is in communication with the pressure booster control chamber, which in turn communicates via the metering valve device with the high-pressure fuel source. This creates a connection between the pressure booster pressure chamber and the high-pressure fuel source.
  • a further preferred embodiment of the fuel injection device is characterized in that the pressure equalization channel in a control line between the pressure booster control chamber and an injection valve member spring chamber into which the combustion chamber remote end of the injection valve member protrudes. This allows a compact design of the fuel injector.
  • a further preferred embodiment of the fuel injection device is characterized in that the pressure equalization channel emanates from a connecting line between the pressure booster pressure chamber and the injection valve member pressure chamber.
  • the pressure equalization channel allows the desired pressure relief.
  • a further preferred embodiment of the fuel injection device is characterized in that the pressure equalization channel is connected via an injection valve member spring chamber with the pressure booster control chamber, which in turn is connected via the metering valve device with the high-pressure fuel source. This creates a connection between the pressure booster pressure chamber and the high-pressure fuel source.
  • a further preferred embodiment of the fuel injection device is characterized in that the metering valve device and / or the injection valve member and / or the pressure intensifier piston is / are integrated in the fuel injector. This creates a compact, multifunctional fuel injection injector.
  • a longitudinal section through a common rail injector 1 is shown, which is supplied via a only schematically indicated high pressure accumulator chamber 2 with high pressure fuel.
  • the high-pressure reservoir 2 is also referred to as a common rail or as a high-pressure fuel source.
  • a fuel supply line 3 extends to a pressure booster 5, which is also referred to as a pressure booster and is integrated into the fuel injector 1.
  • the pressure booster 5 is enclosed by an injector 6, which is indicated only schematically in Figures 1 and 2.
  • the injector housing 6 comprises an injector body 7, of which only the interior space is shown in FIGS. 1 and 2, and a nozzle body 8 which has a central guide bore 9.
  • an injection valve member 10 is guided reciprocally movable, which is also referred to as a nozzle needle.
  • the nozzle needle 10 has a tip 11, on which a sealing surface is formed, which cooperates with a sealing seat, which is formed at the projecting into the combustion chamber end of the nozzle body 8.
  • a sealing seat which is formed at the projecting into the combustion chamber end of the nozzle body 8.
  • nozzle needle tip 11 When the nozzle needle tip 11 lifts from its seat, then high-pressure fuel is injected through the injection holes in the combustion chamber of the internal combustion engine.
  • the opening movement of the nozzle needle 10 is controlled via a metering valve device 12, which in turn is controlled by a solenoid valve.
  • the metering valve device 12 is a 3/2-way valve which is integrated into the fuel injector 1.
  • a pressure shoulder 14 is formed, which is arranged in the nozzle body 8 in a pressure chamber 15, which is also referred to as Einspritzventilglieddruckraum.
  • the nozzle needle 10 is biased by a nozzle spring 16 with its tip 11 against the associated nozzle needle seat.
  • the nozzle spring 16 is in a nozzle spring chamber 17th received, which is recessed in the injector body 7.
  • the nozzle spring chamber 17 is connected via a connecting channel 18 with a pressure booster pressure chamber 22 in connection.
  • the pressure booster pressure chamber 22 is formed by a portion of a central bore in the injector body 7, which is formed as a blind bore toward the combustion chamber. At its combustion chamber remote end, the bore expands to form a pressure booster control chamber 23. In the blind bore, an end 24 of a pressure booster piston 25 is received reciprocally movable.
  • the end 24 of the pressure booster piston 25 has the shape of a circular cylinder, which has a smaller diameter than a subsequent collar 21 of the pressure booster piston 25. From the combustion chamber remote end face of the collar 21 protrudes a punch 20, at the end of a spring plate 19 is formed in a pressure booster working space 26, which is connected via the fuel supply line 3 with the high-pressure fuel source 2 in conjunction.
  • the pressure intensifier pressure chamber 22 is limited by the combustion chamber near the end of the circular cylinder 24 of the booster piston 25.
  • the pressure booster control chamber 23 has the shape of an annular space which extends around the circular cylinder 24 in the injector body 7 and is limited by the combustion chamber near end face of the collar 21 of the pressure booster piston 25.
  • the combustion chamber remote end face of the collar 21 of the pressure booster piston 25 limits the pressure booster working space 26.
  • a nozzle spring 27 is clamped, by which the combustion chamber remote end of the pressure intensifier piston 25 is biased against the injector housing.
  • the pressure booster control chamber 23 communicates with the nozzle spring chamber 17 via a control line 28, in which a throttle 29 is provided.
  • the pressure booster control chamber 23 is connected via a connecting line 30 and the metering valve 12 and the supply line 3 to the high-pressure accumulator 2 in connection.
  • the pressure intensifier piston 25 is pressure balanced and the injector 1 is in the idle state.
  • the connecting line 30 When the metering valve 12 is brought to its second position, the connecting line 30 is brought into communication with a return line 31, which communicates with a low pressure area. From the control line 28 goes from a connecting line 32, in which a check valve 34 is arranged, and which opens into the connecting channel 18, which is in communication with the pressure booster pressure chamber 22. Via the connecting line 32 and the check valve 34, the pressure booster pressure chamber 22 is filled with fuel from the high-pressure reservoir 2. The check valve 34 prevents a backflow of fuel from the pressure booster pressure chamber 22nd
  • the combustion chamber near end 43 of the damper piston 42 is formed spherical and is located at the combustion chamber remote end of the nozzle needle 10 at.
  • a central through-bore 45 with a throttle in the damper piston 42 is closed.
  • the damper piston 42 is pressed by the nozzle spring 16 with its combustion chamber near end 43 against the combustion chamber distal end of the nozzle needle 10.
  • the pressure booster pressure chamber 22 is connected via a pressure equalization channel 50 with a throttle 51 to the control line 28 in connection.
  • a pressure compensation channel 60 with a throttle 61 exits from the connection channel 18 and opens into the nozzle spring chamber 17.
  • the fuel injector 1 shown in Figures 1 and 2 is controlled by the 3/2-control valve 12.
  • the booster control chamber 23 When deactivated, the booster control chamber 23 is above the metering valve 12 with the same system pressure as the pressure booster working space 26 applied.
  • the connection 31 to the return is closed. In this state, the pressure booster 25 is pressure balanced and there is no pressure boosting.
  • the nozzle needle 10 is closed.
  • the pressure booster control chamber 23 is decoupled from the high-pressure reservoir 2 by switching over the control valve 12 and depressurized via the return 31.
  • the pressure in the pressure booster pressure chamber 22 is increased in accordance with the transmission ratio of the pressure booster piston 25 and forwarded to the nozzle needle pressure chamber 15.
  • the check valve 34 is closed and seals the high-pressure region, which comprises the pressure booster pressure chamber 22, the connecting channel 18 and the nozzle needle pressure chamber 15. Due to the increased pressure in the nozzle needle pressure chamber 15, the nozzle needle 10 begins to open, wherein fuel from the Einspritzventilglied tenuraum 38, which is also referred to as a damping chamber, must be displaced via the throttle 36. This reduces the needle opening speed.
  • the pressure booster control chamber 23 which is also referred to as the back space, separated by switching the control valve 12 from the return line 31 and again connected to the high-pressure fuel storage 2.
  • rail pressure builds up again in the pressure amplifier control chamber 23 and the control line 30.
  • the pressure in the pressure booster pressure space 22 and falls the nozzle needle pressure chamber 15 from rail pressure.
  • the nozzle needle 10 closes. In this case, the nozzle needle 10 separates from the damping piston 42 and performs a fast closing movement.
  • the damping piston 42 is then reset by the nozzle spring 16.
  • the pressure booster piston 25 is returned by the pressure booster spring 27 in its initial position, wherein the pressure booster pressure chamber 22 is filled via the check valve 34 with fuel.
  • the check valve 34 seals the high-pressure region with respect to the control line 28 and the damping chamber 38. If the pressure booster piston 25 is in its initial position, then no pressure reduction can take place in the high-pressure region. If the system pressure is lowered very quickly, then the pressure drops in the nozzle spring chamber 17 also. In the nozzle needle pressure chamber 15 and in the pressure booster pressure chamber 22, however, the high pressure is maintained. As a result, it may happen that the nozzle needle 10 unintentionally opens and that an unusual injection occurs until the overpressure in the high-pressure region has been reduced.
  • the pressure equalization channel 50 By the pressure equalization channel 50 according to the invention with the throttle 51 in Figure 1 and the pressure equalization channel 60 with throttle 61 in Figure 2, a rapid pressure reduction in the high pressure range is possible.
  • the pressure booster pressure chamber 22 is connected to the system pressure of the high-pressure fuel accumulator 2 via the pressure equalization channel (50 in FIG.
  • the flow through the throttles 51, 61 is designed very small. This is sufficient to ensure a rapid pressure reduction gradient in the pressure booster pressure chamber or the nozzle needle pressure chamber 15 and causes only a small, tolerable deterioration of Injektor Fischsgrades.

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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)
EP05109512A 2004-11-04 2005-10-13 Dispositif d'injection de carburant Withdrawn EP1666718A1 (fr)

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
DE200410053268 DE102004053268A1 (de) 2004-11-04 2004-11-04 Kraftstoffeinspritzeinrichtung

Publications (1)

Publication Number Publication Date
EP1666718A1 true EP1666718A1 (fr) 2006-06-07

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ID=35431428

Family Applications (1)

Application Number Title Priority Date Filing Date
EP05109512A Withdrawn EP1666718A1 (fr) 2004-11-04 2005-10-13 Dispositif d'injection de carburant

Country Status (2)

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EP (1) EP1666718A1 (fr)
DE (1) DE102004053268A1 (fr)

Citations (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2002093001A1 (fr) * 2001-05-17 2002-11-21 Robert Bosch Gmbh Systeme d'injection de carburant
WO2004003374A1 (fr) * 2002-06-29 2004-01-08 Robert Bosch Gmbh Systeme a rampe commune comprenant une buse variable et un systeme multiplicateur de pression
WO2004003375A1 (fr) * 2002-06-29 2004-01-08 Robert Bosch Gmbh Dispositif d'amortissement de levee de l'aiguille d'un injecteur de carburant

Patent Citations (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2002093001A1 (fr) * 2001-05-17 2002-11-21 Robert Bosch Gmbh Systeme d'injection de carburant
WO2004003374A1 (fr) * 2002-06-29 2004-01-08 Robert Bosch Gmbh Systeme a rampe commune comprenant une buse variable et un systeme multiplicateur de pression
WO2004003375A1 (fr) * 2002-06-29 2004-01-08 Robert Bosch Gmbh Dispositif d'amortissement de levee de l'aiguille d'un injecteur de carburant

Also Published As

Publication number Publication date
DE102004053268A1 (de) 2006-05-11

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