EP2204570A1 - Injecteur de carburant - Google Patents

Injecteur de carburant Download PDF

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Publication number
EP2204570A1
EP2204570A1 EP09174566A EP09174566A EP2204570A1 EP 2204570 A1 EP2204570 A1 EP 2204570A1 EP 09174566 A EP09174566 A EP 09174566A EP 09174566 A EP09174566 A EP 09174566A EP 2204570 A1 EP2204570 A1 EP 2204570A1
Authority
EP
European Patent Office
Prior art keywords
nozzle needle
fuel injector
valve
pressure
fuel
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
EP09174566A
Other languages
German (de)
English (en)
Other versions
EP2204570B1 (fr
Inventor
Sebastian Jansen
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 EP2204570A1 publication Critical patent/EP2204570A1/fr
Application granted granted Critical
Publication of EP2204570B1 publication Critical patent/EP2204570B1/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
    • 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
    • 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
    • F02M47/00—Fuel-injection apparatus operated cyclically with fuel-injection valves actuated by fluid pressure
    • F02M47/06—Other fuel 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
    • F02M61/00—Fuel-injectors not provided for in groups F02M39/00 - F02M57/00 or F02M67/00
    • F02M61/04—Fuel-injectors not provided for in groups F02M39/00 - F02M57/00 or F02M67/00 having valves, e.g. having a plurality of valves in series
    • F02M61/042—The valves being provided with fuel passages
    • 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
    • F02M61/00—Fuel-injectors not provided for in groups F02M39/00 - F02M57/00 or F02M67/00
    • F02M61/16—Details not provided for in, or of interest apart from, the apparatus of groups F02M61/02 - F02M61/14
    • F02M61/18—Injection nozzles, e.g. having valve seats; Details of valve member seated ends, not otherwise provided for
    • F02M61/1893—Details of valve member ends not covered by groups F02M61/1866 - F02M61/188
    • 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
    • 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
    • F02M2547/005—Fuel injectors without fuel return, i.e. the pressure in the control chamber is released into the combustion chamber with fluid flow only in one direction

Definitions

  • the invention relates to a fuel injector for injecting fuel, in particular diesel or gasoline, into a combustion chamber of an internal combustion engine.
  • Common rail diesel injectors must open or close the flow cross section required for injection with high dynamics, so that fuel in the desired amount can flow into the combustion chamber. Due to the high fuel pressure (in future common-rail diesel systems up to 3000bar or more), the nozzle needle is pressed with great force into the nozzle needle seat. This hydraulic closing force must be overcome by the actuator of the nozzle needle when opening the fuel injector. Since the hydraulic closing force is so high in known Injektorannoen that direct actuation of the nozzle needle via an electromagnetic actuator is not possible, the nozzle needle is actuated hydraulically and / or via a piezoelectric actuator in today's fuel injectors via a servo circuit.
  • Servo driven fuel injectors include a control chamber, the pressure of which is lowered by opening a servo valve. This requires a fuel return line, since the amount of tax incurred with open servo valve at low pressure level must be returned to the fuel tank. In addition, in principle occur in some fuel injector concepts permanent leakage, which must also be returned. Both control amount and leakage lead to a significant undesirable power loss in the fuel injector, since the corresponding volume of fuel must be brought in addition to the actual injection quantity at rail pressure level. This power loss must be provided by the high-pressure pump and thus reduces the efficiency of the entire system. Furthermore, the return amount causes additional heating of the fuel injector and increases due to the required low pressure line system overhead.
  • a fuel injector which has two separate, successively openable fuel outlet regions.
  • the nozzle needle of the known fuel injector is switchable, at least at pressures beyond 1800bar, either only by means of a piezoelectric actuator and / or a possibly electromagnetically actuated servo circuit.
  • the invention has for its object to provide a fuel injector in which the applied by an actuator opening force for adjusting the nozzle needle is minimized.
  • the fuel injector should manage without a fuel return port. More preferably, the fuel injector should be actuated by means of an electromagnetic actuator.
  • the invention is based on the idea to associate the nozzle needle, preferably a nozzle needle tip, with a pressure equalization chamber delimited by the nozzle needle, whereby a hydraulic force acting in the opening direction on the nozzle needle is produced by establishing a hydraulic connection between the pressure equalization chamber and the pressure region the hydraulic closing force, at least partially, preferably completely, compensated, so that the opening force to be provided by the actuator for opening the nozzle needle, preferably to a minimum, is reduced.
  • the pressure region preferably adjoins the nozzle needle on a nozzle needle side remote from the pressure equalization chamber.
  • a pressure range of the fuel injector is understood to be the range in which injection pressure prevails at least approximately.
  • the valve for establishing the hydraulic connection between the pressure region and the pressure compensation chamber has a (substantially) smaller seat cross-section than the nozzle needle seat in order to ensure that the valve can be opened with a small actuator force.
  • the pressure region which can be hydraulically connected to the pressure equalization chamber via the valve is preferably a high pressure region of the fuel injector the preferred at least approximately rail pressure prevails.
  • injector can also be used for gasoline direct injection, wherein also in this case preferably at least approximately rail pressure prevails in the pressure range.
  • injector can also be used for gasoline direct injection, wherein also in this case preferably at least approximately rail pressure prevails in the pressure range.
  • rail pressure prevails in the pressure range.
  • the nozzle needle seat diameter can be increased, which causes a smaller internal throttling with open fuel injector, so that almost immediately before the at least one injection port rests the full rail pressure.
  • the comparatively expensive injectors with piezoelectric actuator costs can be saved.
  • the pressure compensation chamber is preferably separated hydraulically from an opening region of the at least one injection opening, preferably all of the injection openings, by means of an annular gap seal.
  • the fuel injector has only a single, in particular annular, discharge region, from which the at least one injection opening opens.
  • the injection opening is located in a region axially between a nozzle needle seat and the pressure compensation chamber.
  • the annular gap seal the hydraulic pressure equalization space of the Ausmündungs Scheme separates, radially between the nozzle needle and a nozzle body (housing part) is formed.
  • the annular gap seal is a guide gap between the nozzle needle and the nozzle body.
  • the pressure compensation chamber is arranged and dimensioned such that the hydraulic closing force acting on the nozzle needle is completely compensated so that the actuator essentially only has to overcome frictional forces and closing spring forces for opening the nozzle needle.
  • the diameter of the annular gap seal ie preferably the diameter of the guide portion of the nozzle needle at least approximately, preferably corresponds exactly to the diameter of the nozzle needle seat.
  • valve for establishing a hydraulic connection between the pressure region and the pressure equalization chamber opens before opening the nozzle needle.
  • a hydraulic connection between the pressure region and the pressure equalization chamber is preferably produced before the start of the injection process, ie the hydraulic closing force is at least partially compensated in order then to be able to lift the nozzle needle from the nozzle needle seat with reduced actuator force.
  • the pressure build-up is preferably accelerated by the fact that the aforementioned, preferred annular gap seal separates the pressure equalization chamber from the outlet region of the at least one injection opening, so that a significant flow of fuel from the pressure compensation chamber into the combustion chamber is prevented by the injection opening.
  • the closing of the fuel injector is preferably carried out by first moving the nozzle needle back into its nozzle needle seat and then closing the valve so as to again hydraulically separate the pressure compensation chamber from the pressure region of the fuel injector.
  • a complete tightness of the fuel injector given.
  • the nozzle needle and the valve are assigned separate closing springs. By a suitable vote of the spring forces closing the nozzle needle can be ensured before the valve. Characterized in that the nozzle needle closes in front of the valve element of the valve, the displaced by the closing movement of the nozzle needle from the pressure compensation chamber fuel past the valve seat of the valve back into the pressure range.
  • the fuel injector has a single actuator. This is preferably used both for adjusting the nozzle needle between its open and closed position and for opening and closing the valve.
  • the actuator preferably acts both on a valve element of the valve and on the nozzle needle.
  • valve element in particular mechanically, is coupled to the nozzle needle, preferably in such a way that the valve opens at a time-shifted adjustment of the nozzle needle from its closed position.
  • valve element or a component permanently connected to the valve element is designed as a driver, which entrains the nozzle needle after lifting the valve element from its seat in the opening direction.
  • the closing movement of the driver preferably remains in contact with the nozzle needle until it rests on its nozzle needle seat. This can, as already indicated, by a corresponding vote of at least two closing springs (nozzle needle closing spring and valve closing spring) can be achieved.
  • valve closing spring is provided for closing the valve.
  • a nozzle needle closing spring is provided for closing the nozzle needle.
  • the spring forces of the valve closing spring and the nozzle needle closing spring are further preferably designed such that the nozzle needle reaches its closed position before the valve is closed and thus separates the pressure equalization chamber from the pressure region of the fuel injector.
  • a preferably concentric to the longitudinal central axis extending, connecting channel is provided, can flow through the fuel with the valve open from the pressure range in the pressure compensation chamber.
  • this protrudes Valve element of the valve in the axial direction into the nozzle needle in order to close the connecting channel, preferably after closing the fuel injector can.
  • the valve seat of the valve is for this purpose formed directly on the nozzle needle.
  • an embodiment of the fuel injector is particularly preferred, in which the fuel injector is free return connection, so neither a tax amount nor a leakage amount is obtained, which must be transported back into the fuel tank.
  • the actuator for adjusting the nozzle needle and / or the valve is an electromagnetic actuator.
  • Fig. 1 is a designed as a common-rail injector fuel injector 1 for injecting fuel into a combustion chamber, not shown also one not shown internal combustion engine shown.
  • the fuel injector 1 is supplied, among other fuel injectors, not shown, via a supply line 2 with fuel under high pressure. In the case of forming the fuel injector as a diesel injector, this fuel pressure is preferably beyond 2000 bar.
  • a high-pressure pump 3 is provided, the fuel from a reservoir 4 (tank) in a high-pressure fuel storage 5 (Rail) conveys.
  • Fig. 1 results, the fuel injector 1 only an inlet port 6, but not a return port.
  • a nozzle needle 8 is guided axially adjustable.
  • the nozzle needle 8 protrudes into a pressure region 9 (here pressure chamber 10), which is designed for reasons of vibration reduction as a mini-rail.
  • the supply line 2 opens, so that at least approximately rail pressure prevails in the pressure region 9, which in turn corresponds approximately to the injection pressure.
  • Fig. 1 shows the fuel injector 1 in the closed state.
  • the nozzle needle 8 is located with a cone-shaped sealing surface 11 on a nozzle needle seat 12 formed by a peripheral shoulder of the nozzle body 7.
  • a hydraulic closing force On the nozzle needle 8 acts in the plane of the drawing down, ie in the closing direction, a hydraulic closing force, which is due to the pressurization befindlichem in the pressure region 9, under pressure fuel.
  • an actuator 14 designed as an electromagnetic actuator is provided, to which an anchor plate 15 is assigned.
  • the anchor plate 15 is also located in the pressure region 9 of the fuel injector. 1
  • FIG. 1 shows, located in the plane of the drawing directly axially below the nozzle needle seat 12, an annular Ausmündungs Scheme 16, from which a number of distributed over the circumference, introduced into the nozzle body 7 injection openings 17 open.
  • annular gap seal 19 (guide gap) is formed radially between the nozzle needle 8 and the nozzle body 7. Axial to the annular gap seal 19 is adjacent in the drawing level below a pressure compensation chamber 20 at. This is at least largely decoupled hydraulically via the annular gap seal 19 of the Ausmündungs Scheme 16.
  • the pressure equalization chamber 20 can be connected to the pressure region 9, which is arranged on the side remote from the pressure compensation chamber 20 nozzle needle side. Since the diameter of the nozzle body 7 in the guide section 18 corresponds to the diameter of the nozzle needle seat 12, the nozzle needle 8 is pressure-balanced in the axial direction when the pressure compensation chamber 20 is connected to the pressure region 9.
  • the opening force of the (low-power) actuator 14 is sufficient to move the nozzle needle 8 from the illustrated closed position in an upward in the plane of the drawing open position, a hydraulic connection between the pressure region 9 and the pressure compensation chamber 20 must first be prepared. This is how it turns out Fig. 2 results, the actuator 14 energized. Due to the fixed connection between the armature plate 15 and the elongated valve member 21, the latter is moved in the drawing plane upwards, so that serving as a driver 24 circumferential collar 25 of the valve member 21 for axial abutment at a lower edge 26 of a through hole 27, the front side in the Nozzle needle 8 is introduced.
  • the passage opening 27 is penetrated in the axial direction by the valve element 21 - the driver 24 is thus trapped in an inner nozzle needle chamber 28.
  • Fig. 2 first opens the valve 13 so that fuel from the pressure range 9 can first flow through a radial bore 29 into the nozzle needle chamber 28 and from this through the central connecting channel 23 in the axial direction down into the pressure compensation chamber 20.
  • the connecting channel 23 is the only inlet and outlet opening of the pressure compensation chamber 20. From this open no injection openings.
  • the nozzle needle 8 is entrained in a further axial displacement movement of the valve element 21 in the plane of the drawing upwards (see. Fig. 3 ), whereby a hydraulic connection between the pressure region 9 and the Ausmündungs Scheme 16 is prepared so that fuel from the Ausmündungs Scheme 16 and from the pressure region 9 can flow directly through the injection openings 17 into the combustion chamber of the internal combustion engine.
  • the energization of the actuator 14 is interrupted.
  • valve element 21 is moved downwards in the plane of the drawing by means of a valve closing spring 32, which is supported at one end on a peripheral collar 33 of the valve element 21 and the other end, and the spring force of the valve closing spring 32 is less than the spring force of the nozzle needle spring 30. so that the downward movement of the valve element 21 and the nozzle needle 8 is initially coupled, before the nozzle needle 8 reaches its respective closed position in front of the valve element 21. Due to the closing movement of the nozzle needle, as in Fig. 4 indicated by arrows, fuel displaced from the pressure compensation chamber 20. This displaced fuel flows back through the connecting channel 23 and the radial bore 29 in the pressure region 9.
  • valve element 21 moves towards the valve seat 22 and closes the pressure compensation chamber 20 to prevent further leakage losses with the fuel injector closed from the pressure compensation chamber 20 via the annular gap seal 19 in the Ausmündungs Society 16 and from there via the injection openings 17 into the combustion chamber.
  • closing the valve 13 is again in Fig. 1 shown state reached.

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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)
EP20090174566 2008-12-30 2009-10-30 Injecteur de carburant Not-in-force EP2204570B1 (fr)

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
DE200810055177 DE102008055177A1 (de) 2008-12-30 2008-12-30 Kraftstoff-Injektor

Publications (2)

Publication Number Publication Date
EP2204570A1 true EP2204570A1 (fr) 2010-07-07
EP2204570B1 EP2204570B1 (fr) 2013-03-13

Family

ID=41668289

Family Applications (1)

Application Number Title Priority Date Filing Date
EP20090174566 Not-in-force EP2204570B1 (fr) 2008-12-30 2009-10-30 Injecteur de carburant

Country Status (2)

Country Link
EP (1) EP2204570B1 (fr)
DE (1) DE102008055177A1 (fr)

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP3126663A1 (fr) * 2014-04-01 2017-02-08 Robert Bosch GmbH Injecteur de carburant

Citations (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE2710216A1 (de) 1977-03-09 1978-09-14 Bosch Gmbh Robert Kraftstoffeinspritzduese
EP0262197A1 (fr) * 1986-04-15 1988-04-06 Voest Alpine Automotive Soupape d'injection pour moteurs a combustion interne.
DE102005005713A1 (de) * 2005-02-08 2006-08-10 Siemens Ag Düsenbaugruppe und Einspritzventil

Patent Citations (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE2710216A1 (de) 1977-03-09 1978-09-14 Bosch Gmbh Robert Kraftstoffeinspritzduese
EP0262197A1 (fr) * 1986-04-15 1988-04-06 Voest Alpine Automotive Soupape d'injection pour moteurs a combustion interne.
DE102005005713A1 (de) * 2005-02-08 2006-08-10 Siemens Ag Düsenbaugruppe und Einspritzventil

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP3126663A1 (fr) * 2014-04-01 2017-02-08 Robert Bosch GmbH Injecteur de carburant

Also Published As

Publication number Publication date
EP2204570B1 (fr) 2013-03-13
DE102008055177A1 (de) 2010-07-01

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