EP2156047B1 - Injecteur de carburant à faible niveau d'usure - Google Patents

Injecteur de carburant à faible niveau d'usure Download PDF

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Publication number
EP2156047B1
EP2156047B1 EP08759582.3A EP08759582A EP2156047B1 EP 2156047 B1 EP2156047 B1 EP 2156047B1 EP 08759582 A EP08759582 A EP 08759582A EP 2156047 B1 EP2156047 B1 EP 2156047B1
Authority
EP
European Patent Office
Prior art keywords
pressure
damping
injector
fuel injector
bore
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.)
Not-in-force
Application number
EP08759582.3A
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German (de)
English (en)
Other versions
EP2156047A1 (fr
Inventor
Paulo Jorge Ferreira Goncalves
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
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Filing date
Publication date
Application filed by Robert Bosch GmbH filed Critical Robert Bosch GmbH
Publication of EP2156047A1 publication Critical patent/EP2156047A1/fr
Application granted granted Critical
Publication of EP2156047B1 publication Critical patent/EP2156047B1/fr
Not-in-force legal-status Critical Current
Anticipated expiration legal-status Critical

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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
    • F02M55/00—Fuel-injection apparatus characterised by their fuel conduits or their venting means; Arrangements of conduits between fuel tank and pump F02M37/00
    • F02M55/04—Means for damping vibrations or pressure fluctuations in injection pump inlets or outlets
    • 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
    • F02M2547/00—Special features for fuel-injection valves actuated by fluid pressure
    • F02M2547/003—Valve inserts containing control chamber and valve piston
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M63/00—Other fuel-injection apparatus having pertinent characteristics not provided for in groups F02M39/00 - F02M57/00 or F02M67/00; Details, component parts, or accessories of fuel-injection apparatus, not provided for in, or of interest apart from, the apparatus of groups F02M39/00 - F02M61/00 or F02M67/00; Combination of fuel pump with other devices, e.g. lubricating oil pump
    • F02M63/02—Fuel-injection apparatus having several injectors fed by a common pumping element, or having several pumping elements feeding a common injector; Fuel-injection apparatus having provisions for cutting-out pumps, pumping elements, or injectors; Fuel-injection apparatus having provisions for variably interconnecting pumping elements and injectors alternatively
    • F02M63/0225—Fuel-injection apparatus having a common rail feeding several injectors ; Means for varying pressure in common rails; Pumps feeding common rails

Definitions

  • the invention is based on known fuel injectors for injecting fuel into a combustion chamber of an internal combustion engine.
  • These fuel injectors may in particular be fuel injectors for high-pressure accumulator injection systems, which are also referred to as common rail injectors.
  • fuel from a high-pressure accumulator (rail) is supplied to the fuel injectors via a high-pressure inlet, and the injection of the fuel, i. the opening of the fuel injector, is usually controlled by an actuator, such as a magnetic or piezoelectric actuator.
  • One advantage of the common-rail injectors is that the injection behavior can be controlled very precisely via the actuator, so that even complex, for combustion particularly favorable injection curves can be realized. As a result, internal combustion engines with extremely low pollutant emission can be realized.
  • a high-pressure line will break proposed an injector and a common rail, which degrades the pressure waves generated during actuation of the injector in whole or in part.
  • the high-pressure line has a first section and a second section, which are connected in parallel with one another.
  • Another common rail injector is out EP 1 612 401 A known.
  • the invention is based essentially on the idea of providing at least one further, separate vibration damping bore in addition to a high-pressure bore which is usually present in common-rail injectors and extends substantially parallel to the injector axis.
  • This vibration damping bore comprises a damping channel extending essentially parallel to the injector axis in the injector housing.
  • the vibration damping behavior according to the invention is not based, as in DE 103 07 871 A1 , on a superposition of back and forth waves. As a result, an attenuation within a wide frequency range can be realized.
  • the damping behavior is based on known systems rather on a "parallel circuit" of a damping channel, with a corresponding resistance to pressure waves and a corresponding volume of liquid.
  • the vibration damping bore is located between a high-pressure region, in particular a high-pressure chamber, which is adjacent to the control chamber (for example, a high-pressure annular space which surrounds the control chamber), and the nozzle space.
  • the vibration damping bore may be substantially equal in length and extend substantially parallel to a high pressure bore which carries fuel under high pressure into the nozzle space to be injected from there through injection openings in the combustion chamber.
  • the throttle element comprises a first throttle element connecting the damping channel and the high-pressure annulus. Furthermore, the throttle element comprises a second throttle element connecting the damping channel and the nozzle chamber.
  • This implementation of the throttle elements is also comparatively easy to implement in terms of production since in this case, for example, only one bore extending substantially parallel to the injector axis must be implemented for the damping channel and two bores for the throttle elements running obliquely thereto.
  • the throttle elements have a cross section with a diameter between 0.1 and 0.8 mm, in particular between 0.2 and 0.5 and particularly preferably at 0.3 mm.
  • cross-sections of at least 1.0 mm, in particular at least 1.5 mm and particularly preferably of approximately 2.0 mm have proved to be advantageous.
  • the latter value represents a compromise which can be realized in practice between the highest possible volume of liquid for the damping (inertial mass) and the space requirement of the damping channel in the injector body.
  • the damping channel has a length of at least 40 mm, in particular of at least 60 mm and particularly preferably of 90 mm.
  • the damping channel can be implemented in today commercial fuel injectors, without their outer dimensions would have to be changed.
  • the fuel injector in one of the embodiments described above allows vibration damping of pressure oscillations within a wide frequency range.
  • the wear of the fuel injector can be significantly reduced, and the life of the common rail systems can be significantly improved.
  • FIG. 1 is a characteristic performance of a commercially available common rail injector shown as a time course.
  • the upper curve (reference numeral 110) shows the pressure curve in bar, and the lower curve (reference symbol 112) the force, the nozzle needle or the injection valve member (hereinafter referred to as needle force), plotted in Newtons. Shown is the time course over a full injection cycle of a six-cylinder engine.
  • the operating behavior of the injection system can be divided into two areas: on the one hand into the area (in Fig. 1 denoted by reference numeral 114), in which the response to the own injection dominates, and in a second region (in Fig. 1 denoted by reference numeral 116), in which the influence of the neighboring islands predominates.
  • Fig. 1 The boundary between the two areas is approximately 0.027 s.
  • the vibration behavior for example the vibration of the needle force 112
  • the vibration behavior is dominated by the injection of the fuel injector under consideration.
  • the vibration behavior is triggered by neighboring injections, that is to say by injections of adjacent fuel injectors of the internal combustion engine. This area of unfamiliarized vibrations is commonly referred to as the "telephony" area or “telephony” area.
  • Fig. 2 is a possible cause of the effects described above shown.
  • the gradients of the system responses ie the derivatives I of the needle force (see curve 112 in FIG Fig. 1 ) in frequency space in arbitrary units. While curve 118 represents the system response to its own injection, curve 120 shows the system response to neighbor injections.
  • system response 120 of the neighboring injections ie the telephony effects
  • Fig. 3 the result of such a wear model is illustrated graphically.
  • the Y-axis 122 shows the accumulated wear
  • the X-axis 124 symbolizes the time. The time is plotted over a complete injection cycle of a six-cylinder engine.
  • the injections of the individual injectors are designated by the reference numeral 126.
  • a curve 128, in which only the own injection is taken into account and a wear curve 130 in which also adjacent injections are taken into account, which thus symbolize a fully activated system of an internal combustion engine.
  • one significant approach of the present invention is to reduce the sensitivities of a fuel injector to higher frequencies through geometric changes in the high pressure fluid system. Accordingly, a measure is proposed which is able to minimize the transmission behavior of the input pressure on the needle force in terms of its gain with respect to the natural frequencies.
  • Fig. 4 an embodiment of a fuel injector 132 according to the invention is shown.
  • the fuel injector 132 has an injector housing 134, which is modularly composed of a plurality of modules held together by a union nut 136.
  • an injection valve member 140 is accommodated, which is mounted movably parallel to the injector 142.
  • the injection valve member 140 is surrounded by a nozzle chamber 144 and closes at its lower end injection openings 146.
  • the nozzle chamber 144 communicates with a high-pressure bore 148 in connection, which extends substantially parallel to the injector 142, ie with an angular deviation of about 4 °.
  • the high-pressure bore 148 communicates with a high-pressure inlet 150 and can via this from a high-pressure accumulator (common rail), which in Fig. 4 not shown, are acted upon by high pressure fuel.
  • the injection valve member 140 is acted upon by a nozzle spring 152 with a closing force. Furthermore, the injection valve member 140 is in communication with a control piston 154, above which a control chamber 156 is located.
  • the control chamber 156 is surrounded by a high pressure annulus 158, which in turn communicates with the high pressure bore 148.
  • the high-pressure annulus 158 is connected to the control chamber 156 via a control chamber throttle element 160.
  • the pressure in the control chamber 156 is controlled in this embodiment by a solenoid valve 162, via which a relief hole 164, which is also equipped with a throttle element, can be closed or released. Thereby, the relief hole 164 and thus the control chamber 156 is disconnected from a low pressure drain 166 and connected thereto.
  • the solenoid valve 162 If the solenoid valve 162 is opened, the pressure in the control chamber 156 decreases, and the control piston 154 and thus the injection valve member 140 move upwards and release the injection opening 146. This starts the injection process. If the solenoid valve 162 is fired, high pressure prevails in the control chamber 156, so that the injection valve member 140 is pressed into its valve seat, the injection openings 146 being closed.
  • a damping measure according to the invention is implemented to dampen these pressure fluctuations.
  • a vibration damping hole 168 is provided, welene has a damping channel 170.
  • This damping channel 170 extends essentially the same length to the high-pressure bore 148 through the injector body 134 and likewise runs essentially parallel to the injector axis 142.
  • the angle deviations from the parallelism essentially correspond to the angular deviations of the high-pressure bores 148.
  • the vibration damping bore 168 connects the high pressure annulus 158 to the nozzle space 144.
  • the damping passage 170 in this embodiment is connected via an annulus throttle 172 and to the nozzle space 144 via a nozzle space restrictor 174.
  • damping measure can be in a simple manner (ie only by additional implementation of the damping channel 170 and the throttles 172, 174) selectively modify the fluidic vibration behavior of the fuel injector 132.
  • the natural frequencies of the vibration system can be detuned and the sensitivity of the system to external stimulation can be significantly reduced.
  • a length of the damping channel 170 of 90 mm and a diameter of about 2 mm proved suitable.
  • the throttles 172, 174 each have a diameter of 0.3 mm in this exemplary embodiment.
  • the vibration damping bore 168 thus represents a total of a second fluidic high pressure system, which is arranged parallel to the high pressure bore 148. Vibration damping is essentially caused by the combination of the inertial fluid mass within the damping channel 170 and the throttles 172, 174, which is similarly describable as electrical damping in an RC resonant circuit.
  • damping action changes the transmission behavior of the fuel injector 132 in a positive sense.
  • a transfer function for a standard injector curve 176
  • a transfer function 178 of an injector having a vibration damping bore 168 The transmission function ⁇ is plotted in dB, which is the quotient of the derivative of the needle force and the derivative of the rail pressure. The application takes place in the frequency domain.
  • curve 176 represents a fuel injector without the vibration damping bore 168 (ie, without damping passage 170, without annulus throttle 172 and without nozzle space throttle 174)
  • curve 178 represents a fuel injector 132 Fig. 4 with the said elements, ie with a vibration damping bore 168.
  • Fig. 5 shown diagram which is also referred to as Bode diagram, clearly shows two effects of the vibration damping measure: on the one hand, the natural frequencies marked as characteristic peaks in the curves 176, 178 shift through the vibration damping measure towards smaller frequencies. On the other hand, the peaks in the transfer functions are also significantly minimized, so that a total of broadband attenuation in the entire frequency range is recorded. Thus, the sensitivity of the fuel injector 132 against pressure fluctuations is significantly minimized. Particularly in the operating frequency range between 100 Hz and 4 KHz, which is particularly relevant for the wear behavior of fuel injectors, the amplitude responses due to the vibration damping bore 168 have been significantly reduced.
  • vibration damping hole 168 According to the embodiment in Fig. 4 significant advantages over known vibration damping measures, such as in DE 103 07 871 A1 presented measure. There is overall a vibration damping recorded in the entire frequency range, so that the vibration measure, for example, is not specifically set to a specific operating point of the entire injector system or the internal combustion engine. This is a considerable advantage, as this, for example, the flexibility and applicability of the vibration damping system is extended not only with respect to different Injektortypen or types of machines, but also with respect to the efficiency of the individual operating points of the internal combustion engine.
  • the vibration damping bore 168 is integrated directly in the injector housing 134, which saves additional measures outside of the fuel injector. The absorption damping is thus additional components or components within the fuel injector 132 itself.
  • the bar 182 denotes a fuel injector 132 with a so-called “Rail Injector Throttle” (RIT), with a diameter of 1.1 mm.
  • RIT Rotary Injector Throttle
  • This throttle element RIT which is also known from the prior art, is arranged in the high-pressure inlet 150, in the rail outlet in front of the high-pressure line leading to the injector, and already causes a certain damping of pressure oscillations in the rail. Thus, this measure already reduces the wear of the fuel injector by about 20%.
  • the bar 184 illustrates a vibration damping measure according to the invention, for example, the in Fig. 4 shown vibration damping hole 168 and their effect. It can clearly be seen that the total wear is reduced from 100% to about 66% by the vibration damping hole 168.
  • the invention thus provides a way to efficiently reduce wear on fuel injectors 132 by simple additional damping measures.
  • the damping measures can be implemented in particular in fuel injectors 132, in which the distance between the control chamber 150 and the nozzle chamber 144 is high, so that here a sufficient volume of fluid and a sufficient discharge path through the damping channel 170 can be provided.

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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 (5)

  1. Injecteur de carburant (132) destiné à injecter du carburant dans une chambre de combustion d'un moteur à combustion interne, comprenant un élément de soupape d'injection (140), une chambre de tuyère (144) se trouvant en communication avec une arrivée haute pression (150) et une chambre de commande (156) commandant un mouvement de levée de l'élément de soupape d'injection (140), dans lequel la pression dans la chambre de commande (156) peut être connectée par une soupape (162) commandée par un actionneur, et il est prévu entre deux points se trouvant en communication avec l'arrivée haute pression (150) un alésage d'amortissement de vibrations supplémentaire (168), dans lequel l'alésage d'amortissement de vibrations (168) comprend un canal d'amortissement (170) s'étendant dans le boîtier d'injecteur (134) de façon essentiellement parallèle à l'axe d'injecteur (142),
    - dans lequel l'alésage d'amortissement de vibrations (168) s'étend entre une chambre annulaire à haute pression (158) voisine de la chambre de commande (156) et la chambre de tuyère (144), et
    - l'alésage d'amortissement de vibrations (168) comprend en outre au moins un élément d'étranglement (172, 174),
    caractérisé en ce que
    - l'élément d'étranglement (172, 174) comprend un premier élément d'étranglement (172) reliant le canal d'amortissement (170) et la chambre à haute pression (158), et
    - un deuxième élément d'étranglement (174) reliant le canal d'amortissement (170) et la chambre de tuyère (144).
  2. Injecteur de carburant (132) selon la revendication 1, dans lequel l'élément d'étranglement (172, 174) présente une section transversale avec un diamètre de 0,1 à 0,8 mm, en particulier de 0,2 à 0,5 mm, et de préférence de 0,3 mm.
  3. Injecteur de carburant (132) selon l'une quelconque des revendications précédentes, dans lequel le canal d'amortissement (170) comprend un canal cylindrique avec un diamètre d'au moins 1,0 mm, en particulier d'au moins 1,5 mm et de préférence d'au moins 2,0 mm.
  4. Injecteur de carburant (132) selon l'une quelconque des revendications précédentes, dans lequel le canal d'amortissement (170) présente une longueur d'au moins 40 mm, en particulier d'au moins 60 mm et de préférence d'au moins 90 mm.
  5. Injecteur de carburant (132) selon l'une quelconque des revendications précédentes, dans lequel l'injecteur de carburant (132) comprend un alésage haute pression (148) s'étendant de façon essentiellement parallèle à l'axe d'injecteur (142), qui est en communication avec l'arrivée haute pression (150), la chambre de commande (156) et la chambre de tuyère (144), dans lequel le canal d'amortissement (170) s'étend de façon essentiellement parallèle à l'alésage haute pression (148).
EP08759582.3A 2007-06-01 2008-05-14 Injecteur de carburant à faible niveau d'usure Not-in-force EP2156047B1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE200710025617 DE102007025617A1 (de) 2007-06-01 2007-06-01 Kraftstoffinjektor mit geringem Verschleiß
PCT/EP2008/055899 WO2008145515A1 (fr) 2007-06-01 2008-05-14 Injecteur de carburant à faible niveau d'usure

Publications (2)

Publication Number Publication Date
EP2156047A1 EP2156047A1 (fr) 2010-02-24
EP2156047B1 true EP2156047B1 (fr) 2014-07-16

Family

ID=39865567

Family Applications (1)

Application Number Title Priority Date Filing Date
EP08759582.3A Not-in-force EP2156047B1 (fr) 2007-06-01 2008-05-14 Injecteur de carburant à faible niveau d'usure

Country Status (3)

Country Link
EP (1) EP2156047B1 (fr)
DE (1) DE102007025617A1 (fr)
WO (1) WO2008145515A1 (fr)

Families Citing this family (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US9644590B2 (en) 2014-01-31 2017-05-09 Cummins Inc. Fuel injection pressure pulsation dampening system
DE102016209546A1 (de) 2016-06-01 2017-12-07 Robert Bosch Gmbh Kraftstoffeinspritzventil
DE102017126642A1 (de) 2017-11-13 2019-05-16 Volkswagen Aktiengesellschaft Vorrichtung zur Reduzierung von Druckwellenschwingungen in einer Einspritzvorrichtung

Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2002046602A1 (fr) * 2000-12-07 2002-06-13 Robert Bosch Gmbh Systeme d'injection de carburant pour moteurs a combustion interne
WO2002046601A1 (fr) * 2000-12-07 2002-06-13 Robert Bosch Gmbh Systeme d'injection de carburant pour moteurs a combustion interne
WO2002090753A1 (fr) * 2001-05-05 2002-11-14 Robert Bosch Gmbh Soupape d'injection de carburant pour moteurs a combustion, comprenant une chambre d'amortissement reduisant les oscillations de pression
WO2002090755A1 (fr) * 2001-05-05 2002-11-14 Robert Bosch Gmbh Soupape d'injection de carburant pour moteurs a combustion
DE102004007342A1 (de) * 2004-02-14 2005-09-01 Robert Bosch Gmbh Hydrauliksystem

Family Cites Families (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE19842067A1 (de) * 1998-09-15 2000-03-16 Daimler Chrysler Ag Kraftstoffeinspritzanlage für eine Dieselbrennkraftmaschine
DE10307871A1 (de) 2003-02-25 2004-09-02 Robert Bosch Gmbh Hochdruckleitung für eine Kraftstoffeinspritzanlage
ATE413527T1 (de) * 2004-06-30 2008-11-15 Fiat Ricerche Kraftstoffeinspritzeinrichtung für eine brennkraftmaschine

Patent Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2002046602A1 (fr) * 2000-12-07 2002-06-13 Robert Bosch Gmbh Systeme d'injection de carburant pour moteurs a combustion interne
WO2002046601A1 (fr) * 2000-12-07 2002-06-13 Robert Bosch Gmbh Systeme d'injection de carburant pour moteurs a combustion interne
WO2002090753A1 (fr) * 2001-05-05 2002-11-14 Robert Bosch Gmbh Soupape d'injection de carburant pour moteurs a combustion, comprenant une chambre d'amortissement reduisant les oscillations de pression
WO2002090755A1 (fr) * 2001-05-05 2002-11-14 Robert Bosch Gmbh Soupape d'injection de carburant pour moteurs a combustion
DE102004007342A1 (de) * 2004-02-14 2005-09-01 Robert Bosch Gmbh Hydrauliksystem

Also Published As

Publication number Publication date
EP2156047A1 (fr) 2010-02-24
WO2008145515A1 (fr) 2008-12-04
DE102007025617A1 (de) 2008-12-04

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