EP2743489B1 - Soupape d'injection de carburant pour moteurs à combustion interne - Google Patents

Soupape d'injection de carburant pour moteurs à combustion interne Download PDF

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Publication number
EP2743489B1
EP2743489B1 EP13188667.3A EP13188667A EP2743489B1 EP 2743489 B1 EP2743489 B1 EP 2743489B1 EP 13188667 A EP13188667 A EP 13188667A EP 2743489 B1 EP2743489 B1 EP 2743489B1
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EP
European Patent Office
Prior art keywords
pressure
chamber
control
fuel injection
control chamber
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.)
Active
Application number
EP13188667.3A
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German (de)
English (en)
Other versions
EP2743489A1 (fr
Inventor
Siegfried Ruthardt
Holger Rapp
Wolfgang Stoecklein
Bernd Berghaenel
Marco Beier
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Robert Bosch GmbH
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Robert Bosch GmbH
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    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M47/00—Fuel-injection apparatus operated cyclically with fuel-injection valves actuated by fluid pressure
    • F02M47/02—Fuel-injection apparatus operated cyclically with fuel-injection valves actuated by fluid pressure of accumulator-injector type, i.e. having fuel pressure of accumulator tending to open, and fuel pressure in other chamber tending to close, injection valves and having means for periodically releasing that closing pressure
    • F02M47/027—Electrically actuated valves draining the chamber to release the closing pressure
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M57/00—Fuel-injectors combined or associated with other devices
    • F02M57/005—Fuel-injectors combined or associated with other devices the devices being sensors
    • 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
    • F02M2200/24—Fuel-injection apparatus with sensors
    • F02M2200/244—Force sensors

Definitions

  • the present application relates to a fuel injection valve for internal combustion engines, as it is preferably used for the injection of fuel under high pressure in combustion chambers of high-speed, self-igniting internal combustion engines.
  • Fuel injectors as will be used to inject fuel directly into combustion chambers of internal combustion engines, are well known in the art which can eject fuel under high pressure from currently up to 2500 bar.
  • the fuel injection valves have a housing in which a longitudinally displaceable nozzle needle for opening and closing at least one injection opening cooperates with a nozzle seat.
  • the control of the nozzle needle is usually servo-hydraulic, that is, a control chamber is provided, the hydraulic pressure exerts a closing force on the nozzle needle, while an opening pressure is exerted by the upcoming high fuel pressure to the nozzle needle in the opposite direction.
  • control valves used are usually operated either by means of an electromagnet or a piezoelectric actuator, wherein the required control current is generated by a control unit, which must know the precise state of the internal combustion engine for precise control.
  • a control unit which must know the precise state of the internal combustion engine for precise control.
  • a whole series of needle lift sensors have been developed, which determine the needle stroke either directly or indirectly, for example by measuring the structure-borne noise of the injector or by detecting the pressure in certain areas of the injection valve.
  • a fuel injection valve in which the control valve comprises a movable control sleeve in the form of a magnet armature, which is moved by means of an electromagnet.
  • the control valve member limits a pressure chamber which is connected to the actual control chamber via an outlet throttle.
  • the pressure chamber is also limited by a pressure pin, which rests with the other end to a force sensor. A change in the pressure in this pressure chamber is correlated with the pressure change in the control chamber and can be measured by the force exerted by the pressure pin on the force sensor.
  • the fuel injection valve according to the invention has the advantage that the pressure can be measured directly in the control chamber and thus accurate detection of the nozzle needle movement, regardless of the switching state of Control valve allows without the functionality of the fuel injection valve is limited and without having to be made to the previous designs significant structural changes.
  • a pressure pin is provided in the fuel injection valve whose end face delimits the control chamber and whose end face remote from the control chamber interacts with a force sensor. Since the pressure pin within the fuel injection valve does not move, the pressure pin does not affect the operation of the control valve and thus of the entire injection valve, so that it can be operated in the usual manner.
  • the exact analysis of the force on the pressure pin, the movement of the nozzle needle can be detected very accurately, in particular the opening and closing time of the nozzle needle, these data are used to control the exact injection quantity and the injection timing in the control unit, the control current of the electromagnetic or piezoelectric actuator controls.
  • the control valve comprises a control valve member which cooperates with a valve seat and thus opens and closes a hydraulic connection between the control chamber and the low-pressure chamber.
  • This hydraulic connection advantageously comprises an outlet throttle, so that the outflow of fuel from the control chamber into the low-pressure chamber is precisely metered.
  • the outlet throttle is formed in the pressure pin, which provides great advantages in terms of manufacturing, since the outlet throttle is a precision bore that can be made separately on a pressure pin that is easily accessible during the production process.
  • the outlet throttle is formed in the housing.
  • this can also be advantageous, which also has the advantage that one and the same pressure pin can be used in various injectors without having to make any structural changes.
  • control valve member is sleeve-shaped and surrounds the pressure pin. This allows a compact design the control valve and thus the fuel injection valve, so that no or only insignificant structural changes of the fuel injection valve over the known types are necessary.
  • a pilot chamber is provided which surrounds the pressure pin and which is connectable via the control valve to the low-pressure chamber, wherein the pilot chamber is connected via the outlet throttle to the control chamber.
  • the pressure pin facing the control chamber is guided in a guide bore of the housing. This ensures that the pressure pin, which must be movable in the longitudinal direction, remains immobile in the radial direction and the force is transmitted directly to the force sensor at the other end of the pressure pin.
  • FIG. 1 a fuel injection valve according to the invention is shown schematically in longitudinal section, wherein only the essential components of the fuel injection valve are shown.
  • the fuel injection valve has a housing 1, which comprises a holding body 2 and a valve body 3, which are braced against each other by means of a clamping nut 4 and thus define a low-pressure space 18. Facing the combustion chamber, the housing 1 further includes a nozzle body 5, which is also braced against the holding body 2 by means of a tensioning device, not shown in the drawing.
  • a nozzle needle 8 is arranged longitudinally displaceable, which is guided within a bore 7 in the holding body 2 and which projects with its combustion chamber end into the nozzle body 5.
  • the nozzle needle 8 is surrounded by a pressure chamber 12 which is filled via a high pressure inlet 14 with fuel at high pressure.
  • the high-pressure inlet is connected in a so-called common-rail injection system with a high-pressure accumulator, not shown in the drawing, which is filled via a high-pressure pump with compressed fuel.
  • the nozzle needle 8 cooperates with its combustion chamber end with a nozzle seat 15 and thereby closes or opens one or more injection openings 16 which are formed in the nozzle body 5 and can flow through the fuel from the pressure chamber 12 with open nozzle needle 8 into a combustion chamber of an internal combustion engine.
  • a control chamber 10 is limited, which is connected via an inlet throttle 20 to the pressure chamber 12, so that with the desired throttling fuel under high pressure from the pressure chamber 12 into the control chamber 10th can flow.
  • the control valve 22 is provided, which is arranged in the low pressure chamber 18, which is formed by a recess in the holding body 2 and the valve body 3.
  • the control valve 22 in this case comprises a magnetic armature 28, which also forms the control valve member of the control valve 22.
  • the armature 28 is guided radially in a guide sleeve 30 so that it can move only in the longitudinal direction, which is predetermined by the longitudinal axis of the nozzle needle 8.
  • the armature 28 is thereby moved by means of an electromagnet 25 which is disposed within a magnetic core 24 and is pressed by a leaf spring 26 to a corresponding shoulder in the valve body 3 and thus remains stationary.
  • the control valve member 28 has a through hole 32 in which a pressure pin 33 is received.
  • the pressure pin 33 is supported on the nozzle needle 8 facing away from a force sensor 35, which is arranged in an end plate 6 of the valve body 3.
  • the force sensor 35 measures the force on the pressure pin 33 and forwards this measured value to an evaluation unit.
  • the pressure pin 33 defines with its opposite end face 133 the control chamber 10, so that the pressure of the control chamber 10 acts directly on this end face 133 and the longitudinal force caused thereby is transmitted to the force sensor 35.
  • valve spring 29 Opposite the force of the electromagnet 25 is the force of a valve spring 29, which presses the magnet armature 28 against a control valve seat 31, which is formed within the guide sleeve 30.
  • the valve spring 29 surrounds the pressure pin 33 and is supported at one end on the control valve member 28 and at the other end to the end plate 6 from.
  • an outlet throttle 37 is formed within the pressure pin.
  • the outlet throttle 37 consists of a longitudinal bore and a longitudinal bore connected to the transverse bore, so that a hydraulic connection between the control chamber 10 and a pilot chamber 39 which by a diameter taper of the Pressure pin 33 is formed at the level of the control valve seat 31.
  • the pilot chamber 39 can be connected by the control valve 22 with the low-pressure chamber 18 by the control valve member 28 lifts from the control valve seat 31.
  • control valve 22 is closed, i. the control valve member 28 is in contact with the control valve seat 31, so that the pilot control chamber 39 is separated from the low-pressure chamber 18. Because of the inlet throttle 20 prevails in the control chamber 10, the same high fuel pressure as in the pressure chamber 12 so that the nozzle needle 8 is pressed by the hydraulic pressure in the control chamber 10 against the nozzle seat 15 and the injection ports 16 closes.
  • the control valve 22 is actuated by passing a current through the solenoid 25 so that a magnetic force is applied to the control valve member 28 and pulls it away from the control valve seat 31. As a result, a hydraulic connection between the pilot control chamber 39 and the low-pressure chamber 18 is opened.
  • the pressure in the pilot chamber 39 then drops off instantaneously, which also leads to a pressure drop in the control chamber 10 due to the outlet throttle 37 with a slight time delay.
  • the outlet throttle 37 is designed in relation to the inlet throttle 20 so that when the control valve is open 22 more fuel flows through the outlet throttle 37, as in the same period on the inlet throttle 20 flows.
  • the reduced fuel pressure in the control chamber 10 causes a reduction in the hydraulic pressure on the end face 108 of the nozzle needle 8, so that the nozzle needle 8, driven by the hydraulic pressure to corresponding pressure surfaces within the pressure chamber 12, is pushed away from the nozzle seat 15 and the injection openings 16 releases.
  • fuel flows under high pressure from the pressure chamber 12 into the injection openings 16 and is injected through them into a combustion chamber of an internal combustion engine.
  • the energization of the electromagnet 25 is interrupted, so that the control valve member 28 is pressed by the valve spring 29 back into its closed position in contact with the control valve seat 31.
  • FIG. 2 is the pressure curve within the control chamber 10 and shown in the pilot chamber 39 during an injection cycle.
  • the upper part of the diagram shows the pressure curve p 1 within the control chamber 10 and p 2 the pressure in the pilot chamber 39.
  • the injection valve is in its initial position, ie the control valve 22 is closed and the nozzle needle 8 is in contact with the nozzle seat 15.
  • time t 1 opens the control valve, resulting in a very rapid pressure drop (dashed lines pressure curve p 2 ) within the pilot chamber 39, since the pressure in the pilot chamber 39, the pressure of the low pressure chamber 18 assumes.
  • the pressure in the control chamber p 1 (solid line) drops slightly at the time t 1 until the time t 2 , wherein the pressure drop does not fall as quickly and not as deep as in the pilot chamber 39, as fuel from the pressure chamber 12 continues to flow through the inlet throttle 12 nachströmt.
  • the lower diagram shows the stroke h of the nozzle needle 8, which leaves the nozzle seat 15 at time t 2 and begins its ⁇ réelleshubiolo.
  • a pressure builds up under the nozzle needle 8 and the pressure in the control chamber 10 does not drop any further since the nozzle needle 8 now displaces the fuel from the control chamber 10 and presses it into the pilot control chamber 39 via the outlet throttle , This results in spite of the open control valve 22 to a pressure increase, which continues until the time t 3 .
  • time t 3 closes the control valve 22 and the nozzle needle 8 is in its maximum open position.
  • the pressure in the pilot chamber 39 then builds up again very quickly to the original pressure and follows in the course of the pressure p 1 in the control chamber 10, as via the outlet throttle 37, a hydraulic connection between the two chambers 10, 39th
  • the pressure p 1 in the control room 10 begins to fall again from the time t 3 , since the nozzle needle 8 slides back into its closed position and thereby increases the volume of the control chamber 10.
  • the space thus obtained is filled via the inlet throttle, which effectively results in an approximately constant pressure until the time t 4 leads, to which the nozzle needle 8 again reaches its initial position and back into contact with the nozzle seat 15.
  • the pressure is measured only within the pilot chamber 39, as can be seen on the diagram of the FIG. 2 detects, although recognize the needle closing at time t 4 , when a corresponding algorithm analyzes the pressure or force data of the force sensor 35.
  • the time at which the nozzle needle 8 opens could not be detected because at time t 2, no significant change in the pressure curve p 2 can be seen.
  • the pressure p 1 is measured directly in the control chamber 10, then all movements of the nozzle needle 8 can be accurately detected, in particular the exact opening and closing time of the nozzle needle 8, so that the injection can be optimized, for example, wear or other influences, such as due to temperature or changed fuel quality.
  • FIG. 3 shows a further embodiment of the fuel injection valve according to the invention, wherein only the area around the control chamber 10 is shown.
  • the pressure pin 33 has in this embodiment in the region of the control chamber 10 has a diameter extension, with which it is guided in a guide bore 34 in the holding body 2.
  • the outlet throttle 37 is as in the FIG. 1 shown embodiment by a longitudinal bore and a transverse bore into which the longitudinal bore opens formed.
  • the control valve seat 31 is shown in this embodiment as a cone, against which the control valve member 28 rests with a spherical valve sealing surface.
  • an enlargement of the diameter in the holding body 2 is provided here.
  • the mode of operation is identical to that in FIG. 1.
  • the outlet throttle 37 is formed in this embodiment by the longitudinal bore within the pressure pin 33. However, this can also be designed in other ways.
  • the FIG. 5 shows a section line along the line VV the FIG. 3 an alternative embodiment.
  • the outlet throttle 37 within the pressure pin 33 is replaced in this embodiment by three bevels 40 which are formed on the outside of the pressure pin 33. By appropriate dimensioning of these ports 40 can be a flow restrictor 37 "form, which has the desired properties.
  • FIG. 4 is another embodiment of the fuel injection valve according to the invention in the same illustration as FIG. 3 shown.
  • the drain throttle 37 is shown as an oblique bore within the pressure pin 33
  • the outlet throttle 37 ' is formed as a bore within the holding body 2, in which case the outlet throttle 37 can be omitted within the pressure pin 33. If the outlet throttle is formed in the holding body 2, then the same pressure pin 33 can be used for different injection valves, since only the outlet throttle 37 'has to be adapted to the respective requirements, while the pressure pin 33 can remain unchanged.

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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)
  • Analytical Chemistry (AREA)
  • Fuel-Injection Apparatus (AREA)

Claims (9)

  1. Soupape d'injection de carburant pour moteurs à combustion interne, comprenant un boîtier (1) dans lequel un pointeau de buse (8), déplaçable longitudinalement pour l'ouverture et la fermeture d'au moins une ouverture d'injection (16), coopère avec un siège de buse (15), le pointeau de buse (8) délimitant avec sa surface frontale (108) opposée au siège de buse (15) un espace de commande (10) réalisé dans le boîtier (1), qui peut être rempli de carburant à haute pression, l'espace de commande (10) pouvant être raccordé par le biais d'une soupape de commande (22) à un espace basse pression (18), caractérisée en ce qu'il est prévu une goupille de pression (33) dont le côté frontal (133) délimite l'espace de commande (33) et dont la surface frontale opposée à l'espace de commande (33) coopère avec un capteur de force (35).
  2. Soupape d'injection de carburant selon la revendication 1, caractérisée en ce que la soupape de commande (22) comprend un organe de soupape de commande (28) qui coopère avec un siège de soupape de commande (31) et qui ouvre et ferme de ce fait une liaison hydraulique entre l'espace de commande (10) et l'espace basse pression (18).
  3. Soupape d'injection de carburant selon la revendication 2, caractérisée en ce que la liaison hydraulique comprend un étranglement d'écoulement (37).
  4. Soupape d'injection de carburant selon la revendication 3, caractérisée en ce que l'étranglement d'écoulement (37) est réalisé dans la goupille de pression (33).
  5. Soupape d'injection de carburant selon la revendication 3, caractérisée en ce que l'étranglement d'écoulement (37') est réalisé dans le boîtier (1).
  6. Soupape d'injection de carburant selon la revendication 2, 3, 4 ou 5, caractérisée en ce que l'organe de soupape de commande (28) est réalisé en forme de douille et entoure la goupille de pression (33).
  7. Soupape d'injection de carburant selon la revendication 4, 5 ou 6, caractérisée en ce qu'un espace de commande pilote (39) est prévu, lequel entoure la goupille de pression (33) et peut être raccordé par le biais de la soupape de commande (22) à l'espace basse pression (18), l'espace de commande pilote (39) étant raccordé à l'espace de commande (10) par le biais de l'étranglement d'écoulement (37 ; 37').
  8. Soupape d'injection de carburant selon la revendication 3, caractérisée en ce que la goupille de pression (33), tournée vers l'espace de commande (10), est guidée dans un alésage de guidage (34) du boîtier (1).
  9. Soupape d'injection de carburant selon la revendication 8, caractérisée en ce qu'un ou plusieurs biseaux (40) sont réalisés au niveau de la portion de la goupille de pression (33) guidée dans l'alésage de guidage, lesquels forment l'étranglement d'écoulement (37").
EP13188667.3A 2012-12-14 2013-10-15 Soupape d'injection de carburant pour moteurs à combustion interne Active EP2743489B1 (fr)

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
DE102012223244.3A DE102012223244A1 (de) 2012-12-14 2012-12-14 Kraftstoffeinspritzventil für Brennkraftmaschinen

Publications (2)

Publication Number Publication Date
EP2743489A1 EP2743489A1 (fr) 2014-06-18
EP2743489B1 true EP2743489B1 (fr) 2017-07-12

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EP13188667.3A Active EP2743489B1 (fr) 2012-12-14 2013-10-15 Soupape d'injection de carburant pour moteurs à combustion interne

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EP (1) EP2743489B1 (fr)
DE (1) DE102012223244A1 (fr)

Families Citing this family (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102014220345A1 (de) * 2014-10-08 2016-04-14 Robert Bosch Gmbh Kraftstoffeinspritzventil
DE102015114828A1 (de) * 2015-09-04 2017-03-09 Denso Corporation Kraftstoffinjektor mit Steuerkammerdämpfung
CN115288902B (zh) * 2022-09-01 2023-12-08 哈尔滨工程大学 低回油量双升程可变喷油规律电控喷油器

Family Cites Families (6)

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Publication number Priority date Publication date Assignee Title
DE102009002895A1 (de) * 2009-05-07 2010-11-11 Robert Bosch Gmbh Kraftstoffinjektor mit Drucksensor
DE102009046332A1 (de) 2009-11-03 2011-05-05 Robert Bosch Gmbh Steuerventilanordnung
DE102010000827A1 (de) * 2010-01-12 2011-07-14 Robert Bosch GmbH, 70469 Kraftstoffinjektor
DE102010043306B4 (de) * 2010-11-03 2023-06-07 Robert Bosch Gmbh Verfahren zum Betreiben eines magnetischen Schaltgliedes, elektrische Schaltung zum Betreiben des magnetischen Schaltgliedes sowie eine Steuer- und/oder Regeleinrichtung
DE102010044012A1 (de) * 2010-11-16 2012-05-16 Robert Bosch Gmbh Kraftstoffinjektor
DE102011078947A1 (de) * 2011-04-07 2012-10-11 Robert Bosch Gmbh Kraftstoffinjektor

Non-Patent Citations (1)

* Cited by examiner, † Cited by third party
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Publication number Publication date
EP2743489A1 (fr) 2014-06-18
DE102012223244A1 (de) 2014-06-18

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