EP2918817B1 - Système d'injection de carburant - Google Patents

Système d'injection de carburant Download PDF

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Publication number
EP2918817B1
EP2918817B1 EP15150240.8A EP15150240A EP2918817B1 EP 2918817 B1 EP2918817 B1 EP 2918817B1 EP 15150240 A EP15150240 A EP 15150240A EP 2918817 B1 EP2918817 B1 EP 2918817B1
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EP
European Patent Office
Prior art keywords
sensor
injection system
pressure
fuel injection
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.)
Active
Application number
EP15150240.8A
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German (de)
English (en)
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EP2918817A1 (fr
Inventor
Udo Schaich
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Robert Bosch GmbH
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Robert Bosch GmbH
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Publication of EP2918817A1 publication Critical patent/EP2918817A1/fr
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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
    • F02M57/005—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
    • F02M51/00—Fuel-injection apparatus characterised by being operated electrically
    • F02M51/005—Arrangement of electrical wires and connections, e.g. wire harness, sockets, plugs; Arrangement of electronic control circuits in or on fuel injection apparatus
    • 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
    • F02M55/004—Joints; Sealings
    • F02M55/005—Joints; Sealings for high pressure conduits, e.g. connected to pump outlet or to injector inlet
    • 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
    • F02M65/00—Testing fuel-injection apparatus, e.g. testing injection timing ; Cleaning of fuel-injection apparatus
    • F02M65/003—Measuring variation of fuel pressure in high pressure line
    • 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
    • F02M2200/247—Pressure 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
    • F02M2200/248—Temperature 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
    • F02M2200/80—Fuel injection apparatus manufacture, repair or assembly
    • F02M2200/8038—Fuel injection apparatus manufacture, repair or assembly the assembly involving use of adhesives, glue or the like
    • 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
    • F02M2200/80—Fuel injection apparatus manufacture, repair or assembly
    • F02M2200/8061—Fuel injection apparatus manufacture, repair or assembly involving press-fit, i.e. interference or friction fit
    • 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
    • F02M2200/80—Fuel injection apparatus manufacture, repair or assembly
    • F02M2200/8084—Fuel injection apparatus manufacture, repair or assembly involving welding or soldering

Definitions

  • the invention relates to a fuel injection system with a sensor arrangement for measuring physical quantities in the fuel injection system.
  • a fuel injector of a fuel injection system for injecting fuel into the combustion chamber of an internal combustion engine comprising an injector body or a housing in which a high-pressure bore or a pressure chamber is formed with a longitudinally displaceably arranged nozzle needle, which cooperates with a nozzle needle seat of the housing. Due to the interaction of the nozzle needle with the nozzle needle seat, a fuel flow to at least one injection opening is opened or interrupted.
  • the known fuel injector of a fuel injection system has a control valve for controlling the pressure in a control chamber, whereby the longitudinal movement of the nozzle needle is controlled.
  • the fuel injector For detecting the pressure in the control chamber, the fuel injector has a sensor system or a sensor arrangement which is arranged completely within the fuel injector in a depression, on whose rear side a puncture channel ends at the control chamber.
  • the wall between the puncture channel and depression thereby forms a kind of membrane whose deformation is detected by the sensor arrangement.
  • the sensor arrangement of the known fuel injector measures the deformation of the pressurized wall between the depression and the puncture channel and thus only indirectly the pressure in the control chamber.
  • the design of the puncture channel and in particular the membrane-like wall between recess and puncture channel is critical to strength. Measurement accuracy and life of this sensor arrangement are limited.
  • the sensor arrangement is limited to the measurement of the pressure in the control room.
  • a fuel injection system according to the preamble of claim 1 is also known from EP 2 105 607 A2 known.
  • the sensor arrangement of this fuel injection system detects the pressure in the pressure chamber.
  • the fuel injection system according to the invention for injecting fuel into the combustion chamber of an internal combustion engine does not have these disadvantages:
  • the service life is not reduced due to the design and arrangement of the sensor arrangement.
  • the sensor arrangement is generally suitable for high pressure areas, that is not limited to the control space of a fuel injector, and measures the physical quantities in the high pressure areas directly.
  • the sensor arrangement is particularly suitable for the pressure chamber of a fuel injector, the control chamber of a fuel injector, the storage space of a rail and the rail connection bore of a high-pressure pump.
  • the invention is not limited to these ranges, but is applicable to all high pressure areas of a fuel injection system, which are preferably separated by a housing wall from a low pressure area and in which physical quantities are to be measured by means of a sensor.
  • the fuel injection system has a sensor bore formed in a housing, through which a sensor arrangement protrudes into a high pressure area formed in the housing, wherein the sensor arrangement forms the sensor bore closes liquid-tight.
  • the sensor arrangement comprises a sensor arranged in the high-pressure region and two contact wires cast in an electrically non-conductive sheath.
  • the physical quantity is measured directly in the high-pressure region.
  • a strength-critical wall or membrane is not formed.
  • the sensor arrangement is pressed into the sensor bore.
  • the high-pressure area is thereby sealed liquid-tight in an easy-to-manufacture design.
  • the sensor arrangement further comprises an outer sleeve, in which the sheath is cast or pressed.
  • the outer sleeve can be made of a comparatively very strong material, so that a very firm connection between the sensor arrangement and the sensor bore is shown.
  • the sensor bore and the outer sleeve are conically shaped in the same way, so that a conical compression bandage is formed between them.
  • high axial forces can be transmitted in the axial direction between the sensor arrangement and the sensor bore or housing.
  • the conical shape of sensor bore and outer sleeve tapers away from the high-pressure region.
  • the sensor assembly is pressed into the sensor bore due to the pressure in the high pressure region; a further fixation of the sensor arrangement is not necessary.
  • the outer sleeve consists of a metallic material.
  • the outer sleeve is made very strong; the interference fit to the housing can thus be performed with high surface pressures, so that the connection of the sensor assembly to the housing is particularly liquid-tight.
  • the sheath consists of a glass. Glass combines the properties of very low electrical conductivity (quasi insulator), high pressure resistance and high chemical resistance and is thus particularly well suited for the sheathing.
  • the materials of first contact wire, second contact wire, sheath and outer sleeve have similar coefficients of thermal expansion, and preferably the coefficients of thermal expansion of two materials in contact with one another do not differ by more than 25%.
  • the heat transfer coefficient of the outer sleeve differs from that of the housing by not more than 25%.
  • the high-pressure region is a pressure chamber formed in a fuel injector, in which a nozzle needle is arranged so as to be longitudinally displaceable, wherein the nozzle needle cooperates by its longitudinal movement with a nozzle needle seat and thereby opens and closes at least one injection opening.
  • the sensor is arranged directly in the pressure space and can there a physical size of the injected fuel into the combustion chamber, e.g. determine the pressure, and forward a signal from which the pressure or the pressure profile can be determined to a control unit.
  • the injection characteristic of the fuel injector can be significantly improved detected by a controller and the injection can be controlled accordingly, which increases the efficiency of the entire fuel injection system.
  • the fuel injection system comprises a fuel injector in which a pressure chamber is formed, wherein a nozzle needle is arranged to be longitudinally displaceable in the pressure chamber.
  • the nozzle needle cooperates by its longitudinal movement with a nozzle needle seat and thereby opens and closes at least one injection opening.
  • the nozzle needle limits at its end opposite the nozzle needle seat a control chamber and the longitudinal movement of the nozzle needle is controlled by the pressure in the control chamber.
  • the control room is the high pressure area.
  • the fuel injection system comprises a rail, in which a storage space for fuel under high pressure is formed, wherein the rail has a first connection to a high-pressure pump and at least one second connection to at least one fuel injector.
  • the storage space is the high pressure area.
  • the temperature and / or pressure in the storage space can be measured and recorded by a controller. The values thus recorded or their changes allow conclusions to be drawn as to the fuel injection system's efficiency or its change over the service life.
  • the fuel injection system comprises a high-pressure pump with a cylinder head, which comprises the housing.
  • a compression space for compressing fuel is formed in the housing.
  • a rail connection bore formed in the housing branches off and opens at least indirectly into a rail.
  • the rail connection bore is the high pressure area.
  • Physical quantities, e.g. Pressure, temperature and acceleration can be measured with the sensor of this design and processed in a control unit.
  • a kind of shaking load resulting from vibrations, can be determined for the cylinder head via the measurement of the acceleration.
  • Such shaking loads can adversely affect the operation of the high pressure pump and thus adversely affect the efficiency of the fuel injection system.
  • diagnostic purposes recording the shaking loads may be beneficial.
  • first contact wire and the second contact wire are electrically insulated from each other embedded in the sheath and protrude high pressure area side only with their respective contact wire ends of the sheath out. This minimizes electrical energy losses.
  • the senor is electrically connected to the first contact wire end by a first solder contact and to the second contact wire end by a second solder contact.
  • the electrical connections of the sensor to the contact wires are thereby carried out in a simple yet reliable form.
  • the sensor is connected to the first contact wire end and the second contact wire end via welding contacts, electrically conductive adhesive bonds or mechanical crimp connections.
  • the senor is a pressure sensor.
  • the pressure in the fuel injector is the most important evaluation variable for many applications. For example, can be calculated well over the injection duration and the pressure in the pressure chamber of a fuel injector, the injected fuel amount. This makes it possible to adapt the actual fuel quantity to the desired fuel quantity by changing the injection duration; thus, a more robust fuel injector injection characteristic is achieved, and the entire fuel injection system is more reliable and efficient over the life of the fuel injector.
  • the pressure sensor supplies a signal to the control unit, by means of which a pressure profile in the rail can be recorded over a long time.
  • a pressure profile in the rail can be recorded over a long time.
  • This pressure curve can be determined, for example, how a maximum pressure in the rail changes over the life of the fuel injection system. Such a change in the maximum pressure may e.g. resulting from the wear of a pressure relief valve of the rail, or even from the change in the spring stiffness of the pressure relief valve. With this knowledge countermeasures can be taken in time.
  • the senor is a temperature sensor.
  • the temperature is another important physical quantity to represent the injection characteristic of a fuel injector of the fuel injection system.
  • the senor is both a pressure and a temperature sensor.
  • the signals of two particularly important physical variables of a high-pressure region can be sent to a control unit for evaluation and further processing.
  • other variables such as inclination, movement and acceleration are also measured with the same sensor.
  • a low-pressure region is formed on the side of the sensor bore opposite the high-pressure region.
  • Fig.1 shows a longitudinal section of a fuel injector 101 for a fuel injection system 100, wherein only the essential parts for the present invention are shown.
  • the fuel injector 101 serves to inject high-pressure fuel, which can be supplied for example from a so-called common rail or rail or from an internal high-pressure accumulator of the fuel injector 101, into a combustion chamber of an internal combustion engine.
  • the fuel is compressed in a high-pressure pump and fed from the latter to the rail.
  • the fuel injector 101 has a pressure chamber 21 formed in a housing 20, in which a nozzle needle 22 is arranged to be longitudinally displaceable.
  • the pressure chamber 21 is connected by a high-pressure passage, not shown, with the high-pressure accumulator or with the rail and thereby filled with fuel.
  • the nozzle needle 22 cooperates with a nozzle needle seat 23 formed on the housing 20 and thereby opens and closes at least one injection opening 24 formed in the housing 20 for injecting fuel under high pressure into the combustion chamber of an internal combustion engine.
  • a pressure shoulder 22a is formed, at which, due to the high pressure in the pressure space 21, a hydraulically opening, i. force directed away from the nozzle needle seat 23 acts.
  • the housing 20 is clamped at the nozzle needle seat end remote from a valve plate 29 by a clamping device, not shown, so that the valve plate 29 limits the pressure chamber 21.
  • a control chamber 25 is formed, which is connected by a formed in the sleeve 28 inlet throttle 28a to the pressure chamber 21.
  • the sleeve 28 is pressed by a nozzle needle 22 surrounding the nozzle spring 31 against the valve plate 29. At the same time exercises the nozzle spring 31 a closing force on the nozzle needle 22, since it is supported on a shoulder 22b of the nozzle needle 22 under compressive prestress.
  • the pressure in the control chamber 25, which also exerts a closing force on the nozzle needle 22, is controlled by a control valve, not shown, which opens and closes an outlet throttle 29a formed in the valve plate 29, so that the outlet throttle 29a the control chamber 25 with a not shown Low pressure space connects or the connection is interrupted.
  • a sensor arrangement 10 is pressed into a sensor bore 11, which is formed in the housing 20 and extends radially outward, such that a sensor 3 of the sensor arrangement 10 is arranged in the pressure chamber 21.
  • the sensor assembly 10 comprises in addition to the sensor 3, two contact wires 1 and 2, which are cast in an electrically non-conductive sheath 7, and an outer sleeve 8, in which the sheath 7 is cast or pressed.
  • the two contact wires 1 and 2 are electrically conductively connected to the sensor 3, for example via solder contacts, but are electrically isolated from each other by the sheath 7.
  • the sensor arrangement 10 completely fills the sensor bore 11 and seals it in a liquid-tight manner, so that the pressure chamber 21 is sealed off from the end of the sensor arrangement 11 opposite the pressure chamber 21, against which low pressure or atmospheric pressure is applied.
  • the two contact wires 1 and 2 can be cast in the low-pressure region with plastic in order to continue the electrical insulation of the contact wires from each other outside the sensor arrangement 10.
  • the senor 3 can provide a signal from which, for example, pressure and / or temperature of the fuel in the pressure chamber 21 can be determined.
  • the acceleration by the sensor 3 in order to determine a shaking load therefrom.
  • This data can be processed in a control unit. For example, based on the pressure curve in the pressure chamber 21, the injection characteristic of the fuel injector 101 can be changed for subsequent injections by the control valve of Control unit is controlled accordingly changed, whereby the entire fuel injection system 100 is more efficient.
  • Fig.2 shows schematically a further embodiment of a fuel injector 101 of the fuel injection system 100 according to the invention in longitudinal section, wherein also only the essential areas are shown.
  • Fig.1 also shows the embodiment of the fuel injector 101 of Fig.2 formed in the housing 20 pressure chamber 21, in which the nozzle needle 22 is longitudinally displaceable and cooperates with the housing 20 formed on the nozzle needle seat 23 and thereby at least one housing 20 formed in the injection port 24 for injecting fuel under high pressure in the combustion chamber of an internal combustion engine opens and close.
  • the pressure chamber 21 is connected by a high-pressure passage 35 leading through the housing 20 to the high-pressure accumulator or to the rail.
  • a pressure shoulder 22a is formed, on which acts due to the high pressure in the pressure chamber 21, a hydraulically opening, ie away from the nozzle needle seat 23 force.
  • the inlet throttle 28a and the outlet throttle 29a for controlling the pressure in the control chamber 25 are arranged.
  • the inlet throttle 28a is permanently connected to the high-pressure accumulator or rail and the Outflow throttle 29a connected via a control valve, not shown, switchable with a low pressure chamber, not shown.
  • the sensor arrangement 10 is arranged so that the sensor 3 projects into the control space 25. Due to the recess 20a, the sensor bore 11 in this embodiment can be obliquely passed through the housing 20 on the valve plate 29 so that it exits at the end face 20b. A contacting of the two contact wires 1 and 2 of the sensor assembly 10 for the continuation of the electrical conduction is effected in the region of the end face 20b and not radially outside of the housing 20 as in the embodiment of Fig.1 ,
  • the sensor bore 11 may also extend radially outward. The contacting of the two contact wires 1 and 2, however, then takes place radially outside the housing 20 and not on the end face 20b.
  • Figure 3 1 schematically shows an embodiment of a rail 102 of the fuel injection system 100 according to the invention in longitudinal section, the sensor arrangement 10 being arranged in the rail 102 of the fuel injection system 100.
  • the rail 102 comprises a housing 20 in which a storage space 41 for storing high-pressure fuel is formed.
  • the housing 20 has a first port 45, via which the storage space 41 is at least indirectly connected to a high-pressure pump, not shown, and is thus filled with the fuel pumped by the high-pressure pump.
  • the housing 20 at least a second port 46, via which the storage space 41 is at least indirectly connected to at least one fuel injector, and via which the rail 102 feeds the at least one fuel injector with fuel under high pressure.
  • a pressure limiting valve 48 is arranged in the housing 20 of the rail 102, which connects when exceeding the maximum pressure in the storage space 41 with a low pressure region, not shown, and closes this connection again when the pressure in the storage space 41 falls below the maximum pressure.
  • the sensor arrangement 10 is arranged in a sensor bore 11 formed in the housing 20 so that the sensor 3 projects into the storage space 41.
  • the sensor arrangement 10 itself is analogous to the preceding embodiments, with two contact wires 1 and 2, which are cast in the electrically non-conductive sheath 7, and with the outer sleeve 8, in which the sheath 7 is cast or pressed.
  • the two contact wires 1 and 2 are electrically connected to the sensor 3.
  • Figure 4 shows an embodiment of a cylinder head 104 of a high-pressure pump 103 of a fuel injection system 100 according to the invention in longitudinal section, wherein also here only the essential areas are shown.
  • the cylinder head 104 includes a housing 20 in which a compression space 62 is formed.
  • the compression chamber 62 is filled via a suction valve, not shown, which is arranged in a formed on the housing 20 Saugventilan gleich 64, with low-pressure fuel.
  • a likewise formed in the housing 20 piston bore 61 opens into the compression chamber 62.
  • an unillustrated pump piston is guided, which changes the volume of the compression chamber 62 by its upward and downward movement and thereby compresses the fuel therein.
  • Rail connection bore 60 leads away from the compression space 62 and opens at least indirectly in a not shown rail.
  • a rail connection 63 is formed on the housing 20, to which a high-pressure connection (not shown) is attached.
  • a non-illustrated check valve is arranged, which connects the compression chamber 62 with the rail when a limit pressure in the compression space 62 is exceeded, and then flow the compressed fuel to the rail; this happens when the pump piston is on its way to its top dead center.
  • the check valve closes the connection to the rail when the limit pressure in the compression chamber 62 is exceeded; this happens when the pump piston moves away from its top dead center.
  • the sensor arrangement 10 is arranged in a sensor bore 11 formed in the housing 20 so that the sensor 3 projects into the rail connection bore 60. In other embodiments, the sensor 3 protrudes into the compression space 62.
  • the sensor arrangement 10 itself is again designed analogous to the preceding embodiments, with two contact wires 1 and 2, which are cast in the electrically non-conductive sheath 7, and with the outer sleeve 8, in the sheath 7 is poured or pressed. The two contact wires 1 and 2 are electrically connected to the sensor 3.
  • Figure 5 shows in cross-section an embodiment of the sensor arrangement 10 of a further fuel injection system 100 according to the invention and can be used as an alternative to all embodiments presented above.
  • the sensor assembly 10 is in the radially outwardly or obliquely extending sensor bore 11 which is formed in the housing 20, pressed: the press connection is a conical interference fit in which both the outer sleeve 8 and the sensor bore 11 are conically shaped in the same way, namely to rejuvenate to the outside.
  • the sensor 3 is arranged in the high-pressure region, for example pressure chamber, control chamber, storage chamber, compression chamber or rail connection bore; As a result, a force directed outwardly from the high-pressure region acts on the entire sensor arrangement 10 and thus presses the sensor arrangement 10 on the outer sleeve 8 into the "conical seat". the conical sensor bore 11.
  • the assembly of the sensor assembly 10 is carried out in this embodiment by the high-pressure region inside the housing 20.
  • the cone angle of the sensor bore 11 and outer sleeve 8 are the same size.
  • the two contact wire ends 1a and 2a of the two contact wires 1 and 2 open out of the casing 7 and are electrically conductively connected to the sensor 3 via a respective soldering contact 4 or 5.
  • Alternatively, other electrically conductive connection types can be selected.
  • the sheath 7 is enclosed in the outer sleeve 8 having a greater strength.
  • the outer sleeve 8 of electrically conductive material, e.g. Be made steel, since the two contact wires within the sensor assembly 10 are electrically insulated by the sheath 7.
  • the two contact wires 1 and 2 are outside the sensor assembly 10 with a potting compound 35, preferably made of plastic, fixed to the electrical insulation of the contact wires 1 and 2 from each other outside the sensor assembly 10.
  • the materials of the sensor assembly 10 and the housing 20 are preferably selected such that the thermal expansion coefficients of two mutually contacting materials do not differ by more than 25%, not too large to generate thermal stresses. Otherwise, on the one hand there is the risk of excessive component stresses, on the other hand, however, the tightness, both within the sensor assembly 10 and between the sensor assembly 10 and housing 20, can be reduced if the temperatures occurring reduce the contact pressures between two components.
  • the sensors 3 of the illustrated embodiments may be sensors for different physical quantities, but preferably sensors for temperature and especially pressure. There are also sensors 3 used, the capture multiple physical quantities simultaneously, such as pressure and temperature. Furthermore, sensors for acceleration, movement and inclination can be used, especially if they can measure temperature and / or pressure at the same time. Of these variables, especially the pressure curve in the pressure chamber 21 can be used well to describe the characteristics of the fuel injection system 100, for example for the injection characteristic of the fuel injector 101 or for the pressure pulsations in the rail 102 and in the high-pressure pump 103.
  • the two contact wires 1 and 2 are at least indirectly connected to a control unit, not shown, so that the course of the physical quantity, e.g. the pressure can be sufficiently recorded and processed.
  • the injection characteristic of the fuel injector 101 can thus be detected, but also changed on the basis of the measured course, e.g. by a change in the control of the control valve to directly influence the pressure profile in the control chamber 25 and thus also, for example. the amount of fuel injected into the combustion chamber of the internal combustion engine.

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

Claims (14)

  1. Système d'injection de carburant (100) pour l'injection de carburant dans une chambre de combustion d'un moteur à combustion interne, avec un boîtier (20) et un trou de capteur (11) percé dans celui-ci, à travers lequel un dispositif de capteur (10) pénètre dans une zone à haute pression formée dans le boîtier (20), dans lequel le dispositif de capteur (10) obture le trou de capteur (11) de façon étanche au liquide, dans lequel le dispositif de capteur (10) comprend un capteur (3) disposé dans la zone à haute pression et deux fils de contact (1, 2) noyés dans une enveloppe (7) non conductrice de l'électricité, caractérisé en ce que l'enveloppe (7) se compose d'un verre.
  2. Système d'injection de carburant (100) selon la revendication 1, caractérisé en ce que le dispositif de capteur (10) est serti dans le trou de capteur (11).
  3. Système d'injection de carburant (100) selon la revendication 1 ou 2, caractérisé en ce que le dispositif de capteur (10) présente en outre une douille extérieure (8), dans laquelle l'enveloppe (7) est coulée ou sertie.
  4. Système d'injection de carburant (100) selon la revendication 3, caractérisé en ce que le trou de capteur (11) et la douille extérieure (8) sont de la même manière de forme conique, de telle manière qu'il se forme entre eux un assemblage conique serré.
  5. Système d'injection de carburant (100) selon la revendication 4, caractérisé en ce que la forme conique du trou de capteur (11) et de la douille extérieure (8) se rétrécit en s'éloignant de la zone à haute pression.
  6. Système d'injection de carburant (100) selon l'une quelconque des revendications 3 à 5, caractérisé en ce que la douille extérieure (8) se compose d'un matériau métallique.
  7. Système d'injection de carburant (100) selon l'une quelconque des revendications 3 à 6, caractérisé en ce que les matériaux du premier fil de contact (1), du deuxième fil de contact (2), de l'enveloppe (7) et de la douille extérieure (8) présentent des coefficients de dilatation thermique analogues, dans lequel les coefficients de dilatation thermique de deux matériaux en contact l'un avec l'autre ne diffèrent de préférence pas de plus de 25 % l'un de l'autre.
  8. Système d'injection de carburant (100) selon l'une quelconque des revendications précédentes, caractérisé en ce que la zone à haute pression est une chambre de pression (21) formée dans un injecteur de carburant (101), dans laquelle un pointeau (22) est disposé de façon déplaçable longitudinalement, dans lequel le pointeau (22) coopère en raison de son déplacement longitudinal avec un siège de pointeau (23) et ouvre et ferme de ce fait au moins un orifice d'injection (24).
  9. Système d'injection de carburant (100) selon l'une quelconque des revendications 1 à 7, caractérisé en ce que le système d'injection de carburant (100) comprend un injecteur de carburant (101), dans lequel une chambre de pression (21) est formée, dans lequel un pointeau (22) est disposé dans la chambre de pression (21) de façon déplaçable longitudinalement, dans lequel le pointeau (22) coopère en raison de son déplacement longitudinal avec un siège de pointeau (23) et ouvre et ferme de ce fait au moins un orifice d'injection (24), et le pointeau (22) limite à son extrémité opposée au siège de pointeau (23) une chambre de commande (25) et le déplacement longitudinal du pointeau (22) est commandé par la pression dans la chambre de commande (25), dans lequel la chambre de commande (25) est la zone à haute pression.
  10. Système d'injection de carburant (100) selon l'une quelconque des revendications 1 à 7, caractérisé en ce que le système d'injection de carburant (100) comprend un rail (102), dans lequel une chambre d'accumulation (41) pour du carburant se trouvant sous haute pression est formée, dans lequel le rail (102) présente un premier raccord (45) à une pompe à haute pression (103) et au moins un deuxième raccord (46) à au moins un injecteur de carburant (101), dans lequel la chambre d'accumulation (41) est la zone à haute pression.
  11. Système d'injection de carburant (100) selon l'une quelconque des revendications 1 à 7, caractérisé en ce que le système d'injection de carburant (100) comprend une pompe à haute pression (103), avec une culasse (104) qui comprend le boîtier (20), dans lequel une chambre de compression (62) pour comprimer du carburant est formée, dans lequel un alésage de raccordement du rail (60) formé dans le boîtier (20) part de la chambre de compression (62) et débouche au moins indirectement dans un rail, dans lequel l'alésage de raccordement du rail (60) est la zone à haute pression.
  12. Système d'injection de carburant (100) selon l'une quelconque des revendications précédentes, caractérisé en ce que le premier fil de contact (1) et le deuxième fil de contact (2) sont noyés dans l'enveloppe (7) en étant électriquement isolés l'un de l'autre et ne sortent de l'enveloppe (7) du côté de la zone à haute pression qu'avec leurs extrémités de fil de contact respectives (1a et 2a), dans lequel le capteur (3) est raccordé électriquement à la première extrémité de fil de contact (1a) par un premier contact brasé (4) et à la deuxième extrémité de fil de contact (2a) par un deuxième contact brasé (5).
  13. Système d'injection de carburant (100) selon l'une quelconque des revendications précédentes, caractérisé en ce que le capteur (3) est un capteur de pression et/ou un capteur de température.
  14. Système d'injection de carburant (100) selon l'une quelconque des revendications précédentes, caractérisé en ce qu'une zone à basse pression est formée sur le côté du trou de capteur (11) opposé à la zone à haute pression.
EP15150240.8A 2014-02-14 2015-01-07 Système d'injection de carburant Active EP2918817B1 (fr)

Applications Claiming Priority (1)

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DE102014202687.3A DE102014202687A1 (de) 2014-02-14 2014-02-14 Kraftstoffeinspritzsystem

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EP2918817B1 true EP2918817B1 (fr) 2017-05-31

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DE102017204298A1 (de) 2017-03-15 2018-09-20 Robert Bosch Gmbh Injektor
IT201900006428A1 (it) * 2019-04-29 2020-10-29 Omt Digital S R L Procedimento per il monitoraggio di un iniettore common-rail per grandi motori diesel e dual-fuel e iniettore configurato per implementare tale procedimento

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DE19945673B4 (de) * 1999-09-24 2008-02-07 Daimler Ag Einspritzdüse für Verbrennungsmotoren mit einem Messelement und einer druckdichten elektrischen Durchführung
DE10323945A1 (de) * 2002-06-06 2004-04-08 Il-Metronic Sensortechnik Gmbh Hochdruckdurchführungen an isolierenden Bestandteilen von Druckgefäßwandungen
DE102005024194A1 (de) * 2005-05-25 2006-11-30 Siemens Ag Einspritzventil und Einspritzvorrichtung für eine Brennkraftmaschine und Brennkraftmaschine
DE102005032086B4 (de) * 2005-07-08 2014-03-27 Continental Automotive Gmbh Schaltventilvorrichtung und Einspritzventil
DE102006054843B4 (de) * 2006-10-10 2015-02-12 BC Tech Holding AG Elektrische Durchführung, sowie Verfahren zum Herstellen einer solchen Durchführung
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EP2918817A1 (fr) 2015-09-16

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