EP2256332B1 - Injecteur de carburant doté d'un piston d'amplification de pression - Google Patents

Injecteur de carburant doté d'un piston d'amplification de pression Download PDF

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Publication number
EP2256332B1
EP2256332B1 EP10158114.8A EP10158114A EP2256332B1 EP 2256332 B1 EP2256332 B1 EP 2256332B1 EP 10158114 A EP10158114 A EP 10158114A EP 2256332 B1 EP2256332 B1 EP 2256332B1
Authority
EP
European Patent Office
Prior art keywords
pressure
piston
pressure piston
low
fuel injector
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
EP10158114.8A
Other languages
German (de)
English (en)
Other versions
EP2256332A3 (fr
EP2256332A2 (fr
Inventor
Christoph Buehler
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 EP2256332A2 publication Critical patent/EP2256332A2/fr
Publication of EP2256332A3 publication Critical patent/EP2256332A3/fr
Application granted granted Critical
Publication of EP2256332B1 publication Critical patent/EP2256332B1/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
    • 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
    • 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
    • F02M47/025—Hydraulically 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
    • 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

Definitions

  • fuel injectors that have a pressure booster piston to boost the pressure of the fuel before injecting beyond the system pressure of the fuel system are off DE 10 2004 053 421 A1 and DE 10 2007 002 760 A1 known.
  • DE 10 2007 000 150 A1 discloses an injector having a boost mechanism and a nozzle.
  • the boost mechanism amplifies a fuel and the nozzle injects and feeds the fuel boosted by the boost mechanism.
  • the reinforcing mechanism has a tubular piston and a columnar piston.
  • the tubular piston has a bore extending through the tubular piston in a direction of a longitudinal axis of the tubular piston.
  • the columnar piston is loosely received in the tubular piston and has an end portion projecting from the tubular piston and engaged with the tubular piston.
  • the tubular piston is slidably received in a first cylinder.
  • the end portion of the columnar piston is slidably received in a second cylinder which is generally coaxial with the first cylinder and which has a diameter different from the diameter of the first cylinder.
  • WO 02/092998 A1 discloses a fuel injector for internal combustion engines having a fuel injector which can be supplied by a high-pressure fuel source, wherein a pressure booster having a movable piston is connected between the fuel injector and the high-pressure fuel source, and wherein the movable piston has a space connected to the high-pressure fuel source from a high-pressure space connected to the injector and from a rear space separates.
  • the high pressure chamber is connectable via a fuel line to the rear space.
  • Such a check valve reliably prevents a backflow of the fuel from the high-pressure region into the low-pressure region of the fuel injector.
  • a fuel injector according to the invention has a low-pressure piston and a high-pressure piston, wherein the high-pressure piston has a smaller diameter than the low-pressure piston.
  • the low-pressure piston is a parallel formed to the longitudinal direction of the low-pressure piston bore and a portion of the high pressure piston is disposed in the bore.
  • a pressure intensifier piston comprising a high-pressure piston and a low-pressure piston prevents hydraulic forces acting on the pressure intensifier piston from tilting the pressure intensifier piston in a bore surrounding it. Seizure of the pressure booster piston is thus reliably prevented and the wear of the pressure intensifier piston is reduced.
  • Coaxial honing and / or a special friction reducing coating of the intensifier piston is not required.
  • the requirements for the coaxiality of the piston with the surrounding bore, the concentricity and the parallelism are reduced.
  • the high pressure and low pressure pistons are coaxial with one another. This allows a simple construction and the use of a two-part pressure booster piston according to the invention in a conventional fuel injector.
  • the high pressure piston and the low pressure piston are connected by a coupling, the coupling being adapted to transmit forces in the axial direction, i. are aligned parallel to the longitudinal direction of the piston, is formed between the piston.
  • the coupling is formed as a shoulder on the circumference of the high-pressure piston and the low-pressure piston abuts against the shoulder.
  • a recess is formed in the periphery of the high-pressure piston, in which a coupling element, e.g. is designed as a ring surrounding the high-pressure piston, is mounted.
  • the coupling is formed as a hydraulic seal, which is sealed by the large forces acting on the piston axial forces.
  • a hydraulic seal allows hydraulic separation between the high pressure region and the low pressure region of the fuel injector.
  • an O-ring is additionally disposed between the high-pressure piston and the low-pressure piston in order to improve the sealing effect.
  • At least one of the pistons is formed substantially cylindrical. This allows a simple production of the piston and the use of a two-part pressure booster piston according to the invention in a conventional fuel injector.
  • a portion of the high pressure piston is disposed in the bore of the low pressure piston with radial play. Due to the radial clearance, the pistons are mechanically separated from each other and acting in the radial direction hydraulic shear forces are significantly reduced.
  • the clearance between the high-pressure piston and the low-pressure piston should be between 10 and 20 ⁇ m, preferably 15 ⁇ m.
  • the high pressure piston and the low pressure piston are manufactured to a fixed size plus tolerance. Thereafter, the respective holes for the high-pressure piston and for the low-pressure piston are made so that the desired game is created; i.e. High pressure piston and low pressure piston are paired. Thus, the desired game on the high-pressure piston and the low-pressure piston can be optimally adjusted.
  • FIG. 1 shows a section of a fuel injector 2 according to the invention in a sectional view.
  • the fuel injector 2 has a first injector body 32 and a second injector body 34, which are clamped hydraulically tight by a clamping nut 36.
  • a differential pressure space 14 and a compression space 24 are formed, which extend coaxially in the longitudinal direction of the fuel injector 2.
  • the compression chamber 24 has a smaller cross section than the differential pressure chamber 14 and is provided with a drain 26, the hydraulic compression chamber 24 with a in the FIG. 1 Not shown nozzle needle control chamber connects.
  • a working space 12 is formed, which has the same cross-section as the differential pressure chamber 14 and is arranged coaxially to the differential pressure chamber 14 when the first injector body 32 is clamped to the second injector body 34.
  • the working space 12 can be filled with fuel from an external fuel source by means of a fuel supply 10 formed in the second injector body 34.
  • control valve 28 On the side facing away from the first injector body 32 side of the second injector body 34 is a control valve 28.
  • the control valve 28 is connected via a working space line 30 and a differential pressure chamber 16 each hydraulically connected to the working space 12 and the differential pressure chamber 14.
  • a high-pressure piston 6 extends parallel to the longitudinal direction of the fuel injector 2 through the working chamber 12, the differential pressure chamber 14 and the compression chamber 24.
  • the high-pressure piston 6 an axially extending in the longitudinal direction of the high-pressure piston 6 fuel passage 20 is formed, which via hydraulic openings 40 hydraulically with the working space 12 is connected.
  • the cross-section of the high-pressure piston 6 is selected such that the high-pressure piston 6 is fitted into the compression space 24 and seals it hydraulically in a sealed manner.
  • the high pressure piston 6 has a smaller cross section than the working space 12 and as the differential pressure chamber 14 and is surrounded in the region of the working chamber 12 by a piston spring 18 which supports the high pressure piston 6 elastically on the first injector body 32. Between the first injector body 32 and the piston spring 18, a washer 38 is provided. By choosing the thickness of the washer 38, the force exerted by the piston spring 18 on the high-pressure piston 6, adjustable.
  • a check valve 22 is formed in the high-pressure piston 6.
  • the check valve 22 allows the flow of fuel from the fuel passage 20 into the compression space 24 and prevents the backflow of fuel from the compression space 24 into the fuel passage 20.
  • the high-pressure piston 6 In a region of the differential pressure chamber 14 adjoining the working space 12, the high-pressure piston 6 is surrounded by a low-pressure piston 4.
  • the low-pressure piston 4 is supported on a coupling 8 which is formed on the circumference of the high-pressure piston 6 from.
  • the coupling 8 is designed such that an axial force acting in the direction of the differential pressure chamber 14 and acting on the low-pressure piston 4 can be transmitted to the high-pressure piston 6.
  • the high pressure piston 6 is movable by moving the low pressure piston 4 in the direction of the differential pressure chamber 14.
  • the coupling 8 is designed as a hydraulic seal which seals the differential pressure chamber 14 with respect to the working space 12 hydraulically, so that a pressure difference between the differential pressure chamber 14 and the working space 12 can be constructed and maintained.
  • the differential pressure chamber 14 is delimited on the side facing the working chamber 12 by a first annular pressure surface 42 of the low-pressure piston 4.
  • the volume of the differential pressure space 14 is variable by moving the low-pressure piston 16 in the longitudinal direction of the fuel injector 2.
  • the working space 12 is hydraulically connected to the differential pressure chamber 14 via the working space line 30 and the differential pressure space line 16.
  • the differential pressure chamber 14 is connected via the differential pressure chamber line 16 with a fuel return 29.
  • the compression space 24 is delimited on the side facing the differential pressure chamber 14 by an end face 61 of the high-pressure piston 6, so that the volume of the compression space 24 can be varied by moving the high-pressure piston 6.
  • the compression chamber 23 from the working space 12 can be filled with fuel. In order to avoid that fuel from the compression chamber 24 flows through the fuel passage 20 back into the working space 12, the fuel passage 20 is blocked by the check valve 24 in this flow direction.
  • nozzle needle of the fuel injector 2 is movable by changing the pressure in the nozzle needle control space between a closed position in which no fuel is injected from the fuel injector 2 into a surrounding combustion chamber and an opened injection position.
  • the control valve 28 is switched so that the connection from the differential pressure chamber 14 via the differential pressure chamber line 16 is released into the fuel return 29 and the pressure in the differential pressure chamber 14 decreases.
  • the system pressure prevailing from the fuel supply continues to prevail, so that the pressure force prevailing there, which acts on a second pressure surface 41 of the low-pressure piston 4 facing the working space 12, is greater than the sum of the forces acting on the first, the differential pressure space 14 facing pressure surface 42 of the low-pressure piston 4 and the end face 61 of the high-pressure piston 6 act.
  • the low-pressure piston 4 is displaced into the compression space 19 by the resulting force. Via the coupling 8, the low-pressure piston 4 presses the high-pressure piston 6 into the compression space 24. The volume of the compression space 24 is reduced and the fuel present in the compression space 24 is compressed, so that the pressure in the compression space 24 is increased beyond the system pressure to the desired injection pressure , The thus compressed and high pressure fuel flows from the compression chamber 24 through the drain 26 into the nozzle space, not shown.
  • a second control valve is activated in such a way that the pressure in the nozzle needle control chamber decreases.
  • the pressure acting on the nozzle needle pressure in the nozzle chamber then exceeds the closing pressure in the nozzle needle control chamber.
  • the nozzle needle lifts off the valve seat and fuel is injected into the combustion chamber of the internal combustion engine with the injection pressure boosted by the high-pressure piston 6 beyond the system pressure.
  • the second control valve is switched so that the pressure in the nozzle needle control chamber increases to the injection pressure and the nozzle needle is pushed back into the valve seat, in which it closes the injection opening (s).
  • control valve 28 is switched so that it releases the connection from the working space 12 via the working space line 30 and the differential pressure space line 16 into the differential pressure space 14.
  • Fuel under system pressure flows out of the working chamber 12 into the differential pressure chamber 14.
  • system pressure builds up again and pushes the low-pressure piston 4 back into its starting position.
  • FIG. 2 shows a perspective view of a section of a fuel injector 2 according to the invention in the FIG. 2 only the first injector body 32 with the two-part pressure booster piston 4, 6 arranged therein is shown.
  • the second injector body 34, the clamping nut 36, the piston spring 18 and the control valve 28 are not shown for reasons of clarity.
  • FIG. 2 shown components are denoted by the same reference numerals as in the FIG. 1 designated.
  • the simple structure of a pressure booster piston 4, 6 according to the invention is in the FIG. 2 particularly recognizable.
  • the differential pressure space line 19 is in the in the FIG. 2 Not shown part of the first injector body 32 is formed and therefore in the FIG. 2 not visible.

Claims (8)

  1. Injecteur de carburant (2) comprenant un piston basse pression (4) et un piston haute pression (6),
    le piston haute pression (6) présentant une plus petite section transversale que le piston basse pression (4) ;
    un alésage s'étendant parallèlement à la direction longitudinale du piston basse pression (4) étant réalisé dans le piston basse pression (4) ;
    une région du piston haute pression (6) étant disposée dans l'alésage ;
    et un canal (20) s'étendant dans la direction longitudinale du piston haute pression (6) étant réalisé dans le piston haute pression (6) ; caractérisé en ce qu'un clapet antiretour (22) est réalisé dans le canal (20) s'étendant dans la direction longitudinale du piston haute pression (6).
  2. Injecteur de carburant (2) selon la revendication 1, dans lequel les deux pistons (4, 6) sont disposés coaxialement l'un par rapport à l'autre.
  3. Injecteur de carburant (2) selon la revendication 2, dans lequel un accouplement mécanique (8) est réalisé entre le piston haute pression (6) et le piston basse pression (4) et l'accouplement (8) est réalisé pour transférer des forces qui sont orientées parallèlement à l'axe longitudinal commun des pistons (4, 6).
  4. Injecteur de carburant (2) selon la revendication 3, dans lequel l'accouplement (8) est réalisé sous forme de joint d'étanchéité hydraulique.
  5. Injecteur de carburant (2) selon l'une quelconque des revendications précédentes, dans lequel au moins l'un des pistons (4, 6) est réalisé essentiellement sous forme cylindrique.
  6. Injecteur de carburant (2) selon l'une quelconque des revendications précédentes, dans lequel la région du piston haute pression (6) est disposée avec un jeu radial dans l'alésage du piston basse pression (4).
  7. Injecteur de carburant (2) selon la revendication 6, dans lequel le jeu entre le piston haute pression (6) et le piston basse pression (4) est réalisé de telle sorte que les deux pistons ne s'influencent pas mutuellement lors d'un déplacement dans la direction radiale.
  8. Injecteur de carburant (2) selon la revendication 6 ou 7, dans lequel le jeu entre le piston haute pression (6) et le piston basse pression (4) vaut entre 10 et 20 µm, de préférence 15 µm.
EP10158114.8A 2009-05-29 2010-03-29 Injecteur de carburant doté d'un piston d'amplification de pression Not-in-force EP2256332B1 (fr)

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
DE200910026567 DE102009026567A1 (de) 2009-05-29 2009-05-29 Kraftstoffinjektor mit Druckverstärkerkolben

Publications (3)

Publication Number Publication Date
EP2256332A2 EP2256332A2 (fr) 2010-12-01
EP2256332A3 EP2256332A3 (fr) 2013-03-20
EP2256332B1 true EP2256332B1 (fr) 2016-08-17

Family

ID=42735573

Family Applications (1)

Application Number Title Priority Date Filing Date
EP10158114.8A Not-in-force EP2256332B1 (fr) 2009-05-29 2010-03-29 Injecteur de carburant doté d'un piston d'amplification de pression

Country Status (2)

Country Link
EP (1) EP2256332B1 (fr)
DE (1) DE102009026567A1 (fr)

Families Citing this family (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102010000828A1 (de) 2010-01-12 2011-07-14 Robert Bosch GmbH, 70469 Druckverstärkungseinrichtung für ein Kraftstoffeinspritzsystem und Kraftstoffeinspritzsystem

Family Cites Families (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE19954288A1 (de) * 1999-11-11 2001-05-17 Bosch Gmbh Robert Kraftstoffeinspritzventil für Brennkraftmaschinen
DE10123911A1 (de) * 2001-05-17 2002-11-28 Bosch Gmbh Robert Kraftstoffeinspritzeinrichtung mit Druckübersetzungseinrichtung und Druckübersetzungseinrichtung
DE10314011A1 (de) * 2003-03-28 2004-10-07 Robert Bosch Gmbh Einpritzventil
DE102004053421A1 (de) 2004-11-05 2006-05-11 Robert Bosch Gmbh Kraftstoffeinspritzvorrichtung
JP4459183B2 (ja) * 2006-03-16 2010-04-28 株式会社デンソー インジェクタ
DE102007002760A1 (de) 2007-01-18 2008-07-24 Robert Bosch Gmbh Kraftstoffinjektor mit integriertem Druckverstärker

Also Published As

Publication number Publication date
EP2256332A3 (fr) 2013-03-20
EP2256332A2 (fr) 2010-12-01
DE102009026567A1 (de) 2010-12-02

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