EP1809895A1 - Dispositif d'injection de carburant - Google Patents

Dispositif d'injection de carburant

Info

Publication number
EP1809895A1
EP1809895A1 EP05803292A EP05803292A EP1809895A1 EP 1809895 A1 EP1809895 A1 EP 1809895A1 EP 05803292 A EP05803292 A EP 05803292A EP 05803292 A EP05803292 A EP 05803292A EP 1809895 A1 EP1809895 A1 EP 1809895A1
Authority
EP
European Patent Office
Prior art keywords
pressure
chamber
fuel
booster
piston
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
EP05803292A
Other languages
German (de)
English (en)
Other versions
EP1809895B1 (fr
Inventor
Achim Brenk
Hans-Christoph Magel
Volkmar Kern
Goran Kanis
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 EP1809895A1 publication Critical patent/EP1809895A1/fr
Application granted granted Critical
Publication of EP1809895B1 publication Critical patent/EP1809895B1/fr
Not-in-force legal-status Critical Current
Anticipated expiration legal-status Critical

Links

Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M57/00—Fuel-injectors combined or associated with other devices
    • F02M57/02—Injectors structurally combined with fuel-injection pumps
    • F02M57/022—Injectors structurally combined with fuel-injection pumps characterised by the pump drive
    • F02M57/025—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
    • 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
    • F02M59/00—Pumps specially adapted for fuel-injection and not provided for in groups F02M39/00 -F02M57/00, e.g. rotary cylinder-block type of pumps
    • F02M59/20—Varying fuel delivery in quantity or timing
    • F02M59/36—Varying fuel delivery in quantity or timing by variably-timed valves controlling fuel passages to pumping elements or overflow passages
    • F02M59/366—Valves being actuated electrically
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M2200/00—Details of fuel-injection apparatus, not otherwise provided for
    • F02M2200/30—Fuel-injection apparatus having mechanical parts, the movement of which is damped
    • F02M2200/306—Fuel-injection apparatus having mechanical parts, the movement of which is damped using mechanical means
    • 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
    • F02M2200/50—Arrangements of springs for valves used in fuel injectors or fuel injection pumps

Definitions

  • the invention relates to a device for injecting fuel into a combustion chamber of an internal combustion engine, having 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 can be controlled is that the pressure in a limited by a pressure booster piston Druck ⁇ booster pressure chamber, which is filled via a check valve with fuel from the high-pressure fuel source and is connected to a Einspritzventilglied- pressure chamber, is increased by the Druckver ⁇ booster piston so that an injection valve member for injecting fuel, so that fuel is injected from the Einspritzventilglied- pressure space in 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 the pressure in a Druckverorgr Hopkins ⁇ space so can be controlled that the pressure in a limited by a pressure booster piston Druck ⁇ amplifier pressure chamber, which is filled via a check valve with fuel from the high-pressure fuel source and is connected to a Einspritzventilglied- pressure chamber, is increased by the Druckver ⁇ booster piston so that a Einspritz ⁇ Valve member for injecting fuel opens, so that fuel is injected from the Einspritzventilglied- pressure chamber into the combustion chamber of the internal combustion engine, which ensures a correct injection amount, even if the pressure of the Kraftstoffhochdru source drops abruptly.
  • the object is in 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, through which the pressure in a Druckverellr criz ⁇ space is controlled so that the pressure in a by a pressure booster piston limited Druck ⁇ amplifier pressure chamber, which is filled via a check valve with fuel from the high-pressure fuel source and is connected to a Einspritzventilglied- pressure chamber, is increased by the Druckver ⁇ booster piston so that an injection valve member for injecting fuel opens, so that fuel from the Einspritzventilglied- pressure chamber is injected into the combustion chamber of the internal combustion engine, achieved in that the pressure booster piston is arranged and designed so that it, when the pressure of the Kraftstoffhoch horr ⁇ source drops, from its rest position can perform a pressure equalization by which the pressure in the pressure booster pressure chamber is adapted to the pressure of the high-pressure fuel source.
  • the fuel in the pressure booster pressure chamber is pressurized by the pressure booster piston by moving the pressure booster piston into the pressure booster pressure chamber, whereby the volume of the pressure booster pressure chamber is reduced.
  • This movement of the pressure intensifier piston which leads to the injection of fuel, is referred to as a positive stroke of the pressure booster piston.
  • the pressure intensifier piston executes a movement in the opposite direction, so that the volume of the pressure booster pressure chamber is increased. This movement is referred to as the negative stroke of the pressure intensifier piston. If the pressure of the high-pressure fuel source drops abruptly, then the non-return valve in front of the pressure intensifier pressure chamber ensures that the pressure in the pressure booster pressure chamber does not drop. That can - A -
  • a preferred exemplary embodiment of the fuel injection device is characterized in that the pressure booster piston is acted upon by a compensating return spring so that the pressure booster piston moves back into its rest position against the direction of the pressure equalizing movement when the pressure of the high-pressure fuel source increases again.
  • the compensating movement return spring device is, for example, a helical compression spring which is provided in addition to a stroke return adjustment device which serves to return the pressure intensifier piston to its rest position after a positive injection stroke.
  • the compensating movement of the pressure intensifier piston can, as will be explained below, also be generated by the lifting restoring spring device.
  • Another preferred exemplary embodiment of the fuel injection device is characterized in that the pressure booster piston is biased by the compensating motion return spring device both in and against the direction of the pressure equalization movement. This has the advantage that only one return spring device is required for the pressure intensifier piston, which has two functions, namely the generation of the return actuating movement both after a positive injection stroke and after a negative compensation stroke of the pressure intensifier piston.
  • the compensating movement return spring device is clamped between stop rings which are supported in opposite directions on an injector housing.
  • the compensation movement return spring device is, for example, a helical compression spring, which is arranged concentrically to and radially outside the pressure booster piston in a pressure booster working chamber, which in the idle state of the injector, in which no injection takes place, with the high-pressure fuel source Connection stands.
  • a further preferred embodiment of the fuel injection device is characterized in that one of the stop rings rests against a collar which is formed on the pressure intensifier piston and delimits the pressure intensifier control chamber.
  • the pressure intensifier control space facing away from the end face of the federal acted upon by the pressure of the high-pressure fuel source.
  • Another preferred exemplary embodiment of the fuel injection device is characterized in that the stop ring, which bears against the collar, can be moved back and forth between two stops, which are provided on the injector housing. The two stops limit the negative stroke of the pressure intensifier piston.
  • a further preferred exemplary embodiment of the fuel injection device is characterized in that the compensation movement return adjustment device acts on the end of the pressure booster piston facing away from the pressure booster pressure chamber and is arranged in a pressure booster working chamber, which is in communication with the high-pressure fuel source.
  • the pressure booster working chamber is delimited by an end face of a collar provided on the pressure intensifier piston, the other end face of which limits the pressure intensifier control chamber.
  • a further preferred embodiment of the fuel injection device is characterized gekenn ⁇ characterized in that the Ausretes Wegstellfedereinrich ⁇ device between a injector housing fixed stop and a collar is clamped, which is formed on the pressure booster piston and limits the Druckver ⁇ stronger control room.
  • the end face of the collar facing away from the pressure booster control chamber is preferably acted upon by the pressure of the high-pressure fuel source.
  • a further preferred exemplary embodiment of the fuel injection device is characterized in that from the pressure booster pressure chamber a pressure relief passage is provided which is connected to the high-pressure fuel source via the metering valve device and which is closed by the pressure intensifier piston in the idle state of the fuel injection device and only then released is given when the pressure of the high-pressure fuel source drops.
  • the pressure booster pressure chamber can be temporarily connected to a control line, which communicates with the high-pressure fuel source, via the pressure relief duct. Fuel can escape from the pressure booster pressure chamber via this connection.
  • the volumetric flow which escapes from the pressure booster pressure chamber makes it possible to adapt the pressure level in the pressure booster pressure chamber to the pressure level in the control line faster. This provides the advantage that the negative stroke of the pressure booster piston and the associated volume expansion of the pressure booster pressure chamber can be minimized. Even with a sudden drop in pressure of the high-pressure fuel source, the pressure level in the pressure booster pressure chamber follows the pressure of the high-pressure fuel source, so that the subsequent injection takes place at the correct pressure level.
  • Further preferred exemplary embodiments of the fuel injection device are characterized in that the metering valve device and / or the injection valve member and / or the pressure booster piston are integrated in the fuel injector are / is. This creates a compact, multifunctional injector.
  • FIG. 1 shows a schematic representation of the fuel injection device according to the invention in a longitudinal section through an injector at constant rail pressure
  • FIG. 2 shows the fuel injection device of Figure 1 with lowered rail pressure.
  • FIG. 3 shows a schematic representation of the fuel injection device according to the invention in a longitudinal section through an injector in the normal state according to a second embodiment
  • Figure 4 shows the fuel injection device of Figure 3 with lowered rail pressure in the
  • FIG. 5 shows a schematic representation of the fuel injection device according to the invention. tion according to a third,sbei ⁇ game in longitudinal section through an Injek ⁇ gate in the normal state.
  • the fuel injection device serves to introduce fuel into directly injecting diesel engines.
  • the injection of fuel is stroke controlled.
  • This has the advantage that the injection pressure can be adapted to the load and speed.
  • a high injection pressure is required. Since the achievable pressure level in HochtikkraftStoffpum ⁇ pen and pressure accumulators (Common Rails) for Festig ⁇ keitshuntn is limited, is used for further pressure increase an integrated in the injector Druck ⁇ amplifier.
  • a pressure booster control chamber is used to control the pressure booster, which is also referred to as difference space relationship back space. The function of the pressure booster will be explained below.
  • the pressure intensifier enables a flexible Mehr ⁇ injection.
  • a needle stroke damper is used, which delays the opening movement of the nozzle needle.
  • FIGS. 1 and 2 show a longitudinal section through a common-rail injector 1, which is supplied with highly pressurized fuel via a high-pressure reservoir 2 indicated only schematically.
  • the high-pressure storage space 2 is also referred to as a common rail or as Kraftstoffhoch ⁇ pressure source.
  • a fuel supply line 3 From the interior of the high-pressure fuel storage chamber 2 extends a fuel supply line 3, in which a stuntven- til Anlagen 4 is provided with integrated throttle hen vorgese ⁇ to a pressure booster 5, which is integrated into the fuel injector 1 and is also referred to as a pressure booster.
  • the pressure intensifier 5 is enclosed by an injector housing 6, which is only indicated in FIGS. 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 to and fro movable, which is also referred to as a nozzle needle.
  • the nozzle needle 10 has a Spit ⁇ ze 11, on which a sealing surface is formed, which cooperates with a sealing seat, which is formed on the nozzle body 8.
  • a metering valve device 12 which in turn is actuated via a control valve device 13.
  • the metering valve device 12 is a 3/2-way valve, which is integrated into the fuel injector 1.
  • the exemplary embodiment illustrated in FIGS. 1 and 2 is a spring-biased electrically actuated solenoid valve. Instead of the solenoid valve but also a piezo actuator can be used.
  • 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 injection valve member pressure chamber.
  • 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 received in a nozzle spring chamber 17, which is recessed in the injector body 7.
  • the nozzle spring chamber 17 communicates via a connecting duct 18 with a pressure booster pressure chamber 22.
  • the pressure booster pressure chamber 22 is formed by a section of a central bore in the injector body 7, which is designed as a blind bore. 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 accommodated to be moved back and forth.
  • the end 24 of the pressure intensifier piston 25 has the shape of a circular cylinder, which has a smaller diameter than the Anschlende part of the pressure booster piston 25, which is guided in the booster control chamber 23 forming erwei ⁇ tured portion of the blind bore.
  • the other end of the pressure intensifier piston 25 protrudes a pressure booster working chamber 26 which communicates with the high-pressure fuel storage chamber 2 via the fuel supply line 3.
  • the pressure booster working chamber 26 is hydraulically separated from the pressure intensifier control chamber 23 by the section of the pressure booster piston 25 which is widened in the outer diameter.
  • the enlarged in diameter portion of the pressure booster piston 25, which may also be referred to as a collar, is located with its end remote from the combustion chamber in An ⁇ impact on a circular disk 20 which is attached to the In ⁇ vector body 7.
  • a pressure booster spring 27 is prestressed. Due to the biasing force of the pressure booster spring 27, the pressure booster piston 25 is biased away in the direction of the nozzle needle 10.
  • the pressure booster working chamber 26 which is in communication with the high-pressure reservoir 2 via the supply line 3, is connected to a valve control chamber 30.
  • the valve control chamber 30 in turn is connected via a control line 28, in which a throttle device 29 is provided, to the nozzle spring chamber 17 in connection.
  • a valve piston 31 is guided back and forth between two positions.
  • the valve control chamber 30 is formed in a valve body 32 which belongs to the Injektorge ⁇ housing 6.
  • the valve piston 31 has a central fürgangs ⁇ bore 33 with a throttle point 34.
  • a throttled connection between the pressure booster working chamber 26 and a hydraulic coupling space 35 bounded by the combustion chamber distal end of the valve piston 31 is created via the throughbore.
  • a first sealing edge 36 and a second sealing edge 37 are formed on the valve piston 31.
  • the first sealing edge 36 is in contact with a sealing surface which is provided on the injector housing.
  • the second sealing edge 37 is arranged in a (non-visible) distance from a sealing surface which is formed on the valve body 32 on the injector housing 6.
  • the hydraulic coupling chamber 35 is connected via a connecting line 38 to an annular space 45 in Ver ⁇ binding, which is made ⁇ in a control valve body 40 forms.
  • the control valve body 40 belongs to the injector housing 6.
  • an actuator 43 of the control valve 13 is received back and forth movably.
  • an actuator head with a sealing edge 44 is formed, which is in abutment against a corresponding sealing surface provided on the control valve body 40.
  • the annular space 45 is formed in the control valve body 40, in which the connecting line 45 is formed.
  • device 38 opens.
  • a pressure relief space 46 is provided in the control valve body 40 which communicates with a low pressure region 48 via a connecting line 47.
  • a connecting line 49 which emanates from a Zumessventil- space 50, which is made ⁇ in the valve body 32 forms.
  • a connection between the valve control chamber 30 and the metering valve chamber 50 is interrupted.
  • the connection between the valve control chamber 30 and the metering valve chamber 50 is released. In this (not shown) position of the Ventil ⁇ piston 31, the control line 28 is relieved in the Nieder ⁇ pressure range 48.
  • the control line 28 is connected via a connecting line 51 to the pressure booster control chamber 23 in connection.
  • the valve piston 31 When the valve piston 31 is moved upward from its position shown in FIGS. 1 and 2, ie away from the combustion chamber, the first sealing edge opens, so that a connection is made. tion from the pressure booster control chamber 23 via the connecting line 51, the control line 28, the valve control chamber 30, the Zumessventilraum 50 and the connecting line 49 is released to the low-pressure region 48.
  • a connection between the pressure booster working chamber 26 and the valve control chamber 30 (opened in the illustration of FIGS. 1 and 2) is interrupted by the second sealing edge 37.
  • the pressure prevailing in the pressure booster working space 26 causes the pressure booster piston 25 to be moved downwards, ie toward the combustion chamber, in order to increase the pressure in the pressure booster pressure chamber 22.
  • the increased pressure also prevails in the pressure space 15 due to the connection duct 18.
  • the increased pressure ensures in the pressure chamber 15 that the nozzle needle 10 is moved with its tip 11 against the biasing force of the nozzle spring 16 upwards, ie away from the combustion chamber, so that fuel is injected.
  • a check valve 56 is arranged in a connecting channel 55, which starts from the pressure intensifier pressure chamber 22, so that it closes when there is a higher pressure in the pressure booster pressure chamber 22 than in the nozzle spring chamber 17, into which the connecting channel 55 opens.
  • the pressure booster pressure chamber 22 is filled with fuel after injection from the nozzle spring chamber 17.
  • the nozzle spring chamber 17 in turn is connected via the control line 28 to the throttle device 29 and the valve control chamber 30, the Booster working chamber 26 and the supply line 3 with the high-pressure accumulator 2 in combination.
  • an injection valve member control chamber 60 is formed in the nozzle body 8.
  • the injection valve member control chamber 60 is delimited by the end of the nozzle needle 10 remote from the combustion chamber and communicates with the nozzle spring chamber 17 via a connecting channel 61, which is formed in the end of the nozzle needle 10 remote from the combustion chamber.
  • a throttle device 62 is provided in the connecting channel 61 which, when filling the injection valve member control chamber 60, releases a larger flow cross-section than when the injector member control chamber 60 is emptied. This allows a slow opening and a fast closing of the nozzle needle 10.
  • the pressure in the pressure booster pressure chamber 22 is greater than the rail pressure.
  • the pressure in the pressure booster pressure chamber 22 decreases more slowly via guides on the nozzle needle 10 and the pressure intensifier piston 25, which is also referred to as a pressure booster piston, than in the high pressure reservoir 2, which is also referred to as a rail.
  • a control device of the fuel injection device can normally only detect the rail pressure and uses it as an input value for determining the activation duration of the injector 1, there could be an uncontrollable increase in the injection quantity during injections which take place during the pressure reduction in the rail.
  • the pressure in the pressure booster pressure chamber 22 can be reduced down to the rail pressure level during the injection pauses.
  • the pressure relief of the pressure intensifier pressure chamber 22 is realized via a movement of the pressure booster piston 25 directed backwards, that is to say away from the combustion chamber.
  • a pressure relief duct 65 is released, which briefly blocks the booster pressure chamber 22, as indicated in FIG. outlet 28 connects and a volume flow from the pressure booster pressure chamber 22 in the Steuerlei ⁇ device 28 allows.
  • This volume flow allows a faster adaptation of the pressure level in the pressure booster pressure chamber 22 to the pressure level in the control line 28, so that the backward stroke of the pressure booster piston 25 and the associated increase in volume of the pressure booster pressure space 22 can be minimized.
  • the initially high rail pressure prevails only in the pressure booster pressure chamber 22 and the pressure chamber 15.
  • the high-pressure accumulator 2, the supply line 3, the pressure booster working chamber 26, the control line 28, the pressure booster control chamber 23 and the Düsen ⁇ spring chamber 17 and the associated Wegslei- are under the lowered rail pressure. Due to the pressure forces which act on the pressure intensifier piston 25 in the state shown in FIG. 2, the pressure intensifier piston 25 in FIG. 2 moves upwards and thus increases the volume of the pressure booster pressure chamber 22.
  • FIGS. 3 to 5 show similar exemplary embodiments as in FIGS. 1 and 2. To designate the same parts, the same reference numerals are used. In order to avoid repetition, reference is made to the preceding description of FIGS. 1 and 2. In the following, only the differences between the individual exemplary embodiments and the function as well as the advantages of the various fuel injection devices will be discussed.
  • the fuel injection device illustrated in FIGS. 3 and 4 comprises a pressure booster piston 25, which has the shape of a circular cylinder 24 at its end close to the combustion chamber.
  • the piston 25 has a collar 78, which is guided to and fro movable in the injector body 7.
  • the combustion chamber near end face of the collar 78 limits the pressure booster control chamber 23.
  • the combustion chamber remote end face of the collar 78 limits the pressure booster working chamber 26, which is connected via the feed line 3 to the high-pressure fuel storage chamber 2.
  • the combustion chamber, into which the high-pressure fuel is injected from the injector 1, is designated by the reference numeral 80 in FIGS. 3 and 4.
  • the return spring device 70 is formed by a helical compression spring, which is clamped between a combustion chamber-distal end wall 82 of the pressure booster working chamber 26 and the spring stop ring 81.
  • the pressure booster piston 25 is in its normal state in FIG. 3, as indicated by a dashed line 85.
  • the pressure compensation position that is, the rail pressure was lowered
  • the Druckver ⁇ amplifier piston 25 is indicated by a further gestri ⁇ smiley line 86.
  • the pressure intensifier piston 25 is in its pressure equalization position.
  • a connecting line 88 leads from the pressure booster working space 26 to the metering valve device 12, which is designed as a magnet-operated 3/2-way valve. From the metering valve device 12, a connecting line 90 leads to a (not designated) low-pressure region.
  • a control line 92 which may also be referred to as a first control line 92, leads from the valve device 12 to the pressure control control chamber 23.
  • the pressure intensifier kerarbeitsraum 26 via the connecting lines 88 and 92 with the pressure booster control chamber 23 in Ver ⁇ connection.
  • a further control line 94 which can also be referred to as second control line 94, the pressure booster control chamber 23 communicates via the throttle 29 with the nozzle spring chamber 17 in conjunction.
  • a connecting line 95 branches off to the pressure booster pressure chamber 22, in which the check valve 56 is arranged.
  • the nozzle needle 10 cooperates with a damper piston 98 whose end close to the combustion chamber has a convex shape and bears against the end of the nozzle needle 10 remote from the combustion chamber.
  • the combustion chamber remote end 100 of the damper piston 98 limits the injection valve member control chamber 60.
  • the damper piston 98 has a central through-bore 102 with a throttle point. Via a connecting line 104 with a throttle 105, the injection valve control chamber 60 communicates with the connecting channel 18.
  • the solenoid valve 12 In the idle state of the fuel injection device, the solenoid valve 12 is closed.
  • the nozzle needle 10 is located with its tip 11 on the zugehö ⁇ cal seat in contact, so that no injection takes place.
  • the pressure booster piston 25 is pressure balanced, so that no pressure boost takes place.
  • the pressure booster piston 25 is in its defined intermediate position 85, which is shown in FIG.
  • the pressure of the high-pressure fuel source 2, which is also referred to as a rail pressure, is present in all rooms of the interior. jector 1. Thus, at any time an injection can take place starting from the rail pressure.
  • the pressure booster piston 25 therefore assumes its defined intermediate position 85, which is also referred to as the starting position, because the spring force of the return spring device 70 is greater than the spring force of the pressure booster spring 27.
  • a pressure reduction takes place in the pressure booster working chamber 26 and the pressure booster control chamber 23.
  • the pressure booster pressure chamber 22 can not normally be expanded, since all connection paths to the rail pressure are closed and the pressure booster piston 25 can not perform a negative lift in conventional fuel injections.
  • a pressure equalization via the guides on the pressure intensifier piston 25 and on the nozzle needle 10 can only take place very slowly.
  • the pressure booster pressure chamber 22 is expanded by the pressure booster piston 25 being able to retract further from the intermediate position 85 until it reaches its pressure equalization position 86.
  • the stop ring 81 is pushed upwards, that is, away from the combustion chamber.
  • the pressure intensifier piston returns to its defined intermediate position 85 due to the spring forces of the springs 27 and 70.
  • FIG. 5 corresponds to the exemplary embodiments illustrated in FIGS. 1 to 4. To designate the same parts, the same reference numerals are used. To again- To avoid repetition is referred to the preceding description of Figures 1 to 4. In the following, the differences between the individual exemplary embodiments will be discussed.
  • a substantially circular-cylindrical piston section 110 extends from the end of the collar 78 of the pressure intensifier piston 25 remote from the combustion chamber, whose end remote from the combustion chamber has a collar 112.
  • a stop ring 114 At the combustion chamber near end face of the collar 112 is a stop ring 114 in Appendix, which in turn is supported with its combustion chamber remote Stirn ⁇ side to a stop 115 of the injector 6.
  • another stop ring 118 At the combustion chamber remote end face of the collar 78 of the pressure booster piston 25 is another stop ring 118, which is supported with its end near the combustion chamber at another An ⁇ impact 120 of the injector 6.
  • the pressure booster spring 27 is arranged, which also acts as a return spring device 70 in the embodiment shown in FIG.
  • the pressure booster control chamber 23 In the deactivated state of rest of the injector 1, the pressure booster control chamber 23 is acted upon by the metering device 12 as well as the pressure booster working chamber 26 by the pressure of the high-pressure reservoir 2, which is also referred to as a high-pressure fuel source.
  • the pressure intensifier piston 25 When at rest, the pressure intensifier piston 25 is pressurized. and there is no pressure boost.
  • the nozzle needle 10 is closed.
  • the pressure intensifier control chamber 23 is decoupled from the high-pressure fuel source 2 by the metering device 12 by the metering valve 12 being moved from the first position shown in FIG. 5 into its second position.
  • the pressure booster control chamber 23 is depressurized via the control line 92 in the return line 90.
  • the pressure intensifier piston 25 begins with its injection stroke, which is also referred to as a delivery stroke, and moves downwards, ie towards the combustion chamber.
  • the pressure in the pressure booster pressure chamber 22 is increased corresponding to the transmission ratio of the pressure booster 5, which is also referred to as pressure booster, and forwarded to the injection nozzle.
  • the check valve 56 is closed and seals the pressure booster pressure chamber 22 from.
  • the nozzle needle which is also referred to as an injection nozzle, begins to open, wherein fuel from the Einspritzven- tilglied tenuraum 60, which is also referred to as a damping chamber, must be displaced via the throttle 105. As a result, the needle opening speed is reduced.
  • the pressure booster control chamber 23 which is also referred to as the back space, is separated from the return flow 90 by the metering valve 12, which is also referred to as a control valve, and connected to the supply pressure of the high-pressure fuel reservoir 2.
  • the metering valve 12 which is also referred to as a control valve
  • This builds in the pressure booster control chamber 23 and the Steuerlei ⁇ device 92 rail pressure.
  • the pressure in the pressure booster pressure chamber 22 and the pressure chamber 15 drops to rail pressure.
  • the nozzle needle 10 closes. In this case, the nozzle needle 10 separates from the damping piston 98 and performs a fast closing movement.
  • the damper piston 98 is subsequently closed by the hydraulic forces.
  • the pressure booster piston 25 is reset by the booster spring 27 in its initial position, the pressure booster pressure chamber 22 being filled via the check valve 56.
  • the starting position of the pressure intensifier piston 25 is defined by the abutment of the stop ring 114 on the injector housing at 115.
  • the pressure booster piston 25 can not retract further due to the return spring force of the booster spring 27.
  • the check valve 56 seals the high-pressure area with respect to the control line 94 and the damper module comprising the damper piston 98, so that no pressure reduction can take place in this area.
  • the high-pressure region encompasses the pressure booster pressure chamber 22, the connecting duct 18, which is also referred to as a connecting line, and the pressure chamber 15, which is also referred to as the nozzle needle pressure chamber.
  • the pressure intensifier piston 25 is designed so that it can perform a negative stroke in the rest state of the injector 1 at a resulting overpressure in the pressure booster pressure chamber 22 beyond its rest position.
  • the stop ring 118 can be moved from its rest position 85 in the axial direction upward, ie away from the combustion chamber, counter to the prestressing force of the pressure booster spring 27 into its pressure compensation position 86.
  • the An ⁇ impact ring 114 is formed so that the combustion chamber distant end 110 of the pressure intensifier piston 25 in the injector 6 further upwards, ie away from the combustion chamber, can move.

Landscapes

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

Abstract

La présente invention concerne un dispositif pour injecter du carburant dans une chambre de combustion (80) d'un moteur à combustion interne, comprenant un injecteur de carburant (1) qui peut recevoir du carburant haute pression d'une source de carburant haute pression (2), et qui peut être actionné par un système de distribution (12) qui permet la régulation de la pression dans une chambre de commande d'amplification de pression (23), de sorte que la pression dans une chambre pressurisée d'amplification de pression (22) qui est délimitée par un piston d'amplification de pression (56), qui peut être remplie de carburant de la source de carburant haute pression (2) par l'intermédiaire d'une soupape de retour (56), et qui est en liaison avec une chambre pressurisée d'élément de soupape d'injection (15), peut être augmentée par l'intermédiaire du piston d'amplification de pression (25) de sorte que l'élément de soupape d'injection (10) s'ouvre pour injecter du carburant.
EP05803292A 2004-11-05 2005-10-19 Dispositif d'injection de carburant Not-in-force EP1809895B1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102004053422A DE102004053422A1 (de) 2004-11-05 2004-11-05 Kraftstoffeinspritzeinrichtung
PCT/EP2005/055350 WO2006048375A1 (fr) 2004-11-05 2005-10-19 Dispositif d'injection de carburant

Publications (2)

Publication Number Publication Date
EP1809895A1 true EP1809895A1 (fr) 2007-07-25
EP1809895B1 EP1809895B1 (fr) 2011-10-12

Family

ID=35561598

Family Applications (1)

Application Number Title Priority Date Filing Date
EP05803292A Not-in-force EP1809895B1 (fr) 2004-11-05 2005-10-19 Dispositif d'injection de carburant

Country Status (6)

Country Link
US (1) US7926736B2 (fr)
EP (1) EP1809895B1 (fr)
JP (1) JP2008519202A (fr)
AT (1) ATE528500T1 (fr)
DE (1) DE102004053422A1 (fr)
WO (1) WO2006048375A1 (fr)

Families Citing this family (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
FI124350B (en) * 2012-03-09 2014-07-15 Wärtsilä Finland Oy Hydraulic actuator

Family Cites Families (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE10112154A1 (de) * 2001-03-14 2002-09-26 Bosch Gmbh Robert Kraftstoffeinspritzeinrichtung
US6631853B2 (en) * 2001-04-09 2003-10-14 Siemens Diesel Systems Technologies, Llc Oil activated fuel injector control valve
DE10247903A1 (de) 2002-10-14 2004-04-22 Robert Bosch Gmbh Druckverstärkte Kraftstoffeinspritzeinrichtung mit innenliegender Steuerleitung
DE10249840A1 (de) * 2002-10-25 2004-05-13 Robert Bosch Gmbh Kraftstoff-Einspritzeinrichtung für Brennkraftmaschine
DE102004010760A1 (de) * 2004-03-05 2005-09-22 Robert Bosch Gmbh Kraftstoffeinspritzeinrichtung für Brennkraftmaschinen mit Nadelhubdämpfung

Non-Patent Citations (1)

* Cited by examiner, † Cited by third party
Title
See references of WO2006048375A1 *

Also Published As

Publication number Publication date
US20080121735A1 (en) 2008-05-29
JP2008519202A (ja) 2008-06-05
EP1809895B1 (fr) 2011-10-12
US7926736B2 (en) 2011-04-19
WO2006048375A1 (fr) 2006-05-11
DE102004053422A1 (de) 2006-05-11
ATE528500T1 (de) 2011-10-15

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