EP3286428B1 - Injecteur de carburant - Google Patents

Injecteur de carburant Download PDF

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Publication number
EP3286428B1
EP3286428B1 EP16707116.6A EP16707116A EP3286428B1 EP 3286428 B1 EP3286428 B1 EP 3286428B1 EP 16707116 A EP16707116 A EP 16707116A EP 3286428 B1 EP3286428 B1 EP 3286428B1
Authority
EP
European Patent Office
Prior art keywords
pressure
chamber
nozzle
measuring element
force measuring
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
EP16707116.6A
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German (de)
English (en)
Other versions
EP3286428A1 (fr
Inventor
Martin Bernhaupt
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
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Robert Bosch GmbH
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Publication of EP3286428A1 publication Critical patent/EP3286428A1/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
    • F02M2200/00—Details of fuel-injection apparatus, not otherwise provided for
    • F02M2200/24—Fuel-injection apparatus with 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
    • 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

Definitions

  • the invention relates to a fuel injector, in particular a common rail injector, according to the preamble of claim 1.
  • a fuel injector is from the EP 1 042 603 B1 famous.
  • the known fuel injector has a sensor within its injector housing which is arranged in the area of a drain hole between a control chamber of the fuel injector and a low-pressure area.
  • the sensor surrounds the drain hole on a sleeve-shaped section of a component in which the drain hole is formed.
  • An end section of an injection member designed as a nozzle needle protrudes into the control chamber of the fuel injector. By influencing the pressure in the control chamber, the movement of the nozzle needle is controlled in a known manner in order to release injection holes formed in the injector housing for injecting fuel into the combustion chamber of an internal combustion engine.
  • the pressure in the control chamber is brought about by the outflow of fuel from the said control chamber into the low-pressure area via the outlet bore or outlet throttle, the outlet bore m * by means of a closing element in the low-pressure area of the injector housing, which in turn is equipped with an actuator, for example a magnetic actuator or a piezo actuator can be actuated, can be closed.
  • an actuator for example a magnetic actuator or a piezo actuator can be actuated
  • the known sensor is designed to measure the pressure or pressure fluctuations in the drain hole caused by the opening of the Closing member from the control room to detect, from which the position of the nozzle needle can be inferred.
  • the disadvantage of the known arrangement is that the sensor is arranged in the high pressure area of the injector housing and therefore has to be designed in a relatively complex manner.
  • the space available for such a sensor in the injector housing is limited, so that special constructive solutions, which are particularly critical with regard to the strength of the injector housing, have to be selected.
  • a fuel injector with a pressure sensor system is known, which is arranged in the low-pressure region.
  • a measuring channel or a tap hole is brought up to a membrane-like partition wall.
  • the pressure sensor system or the force measuring element is arranged on the back of the partition.
  • the pressure sensor system is preferably a less rigid measuring strip arrangement which measures the stresses or deformations in the partition. Due to the high pressures in the branch hole, however, strength problems can arise on the partition wall.
  • the fuel injector according to the invention has an increased fatigue strength in the area of the pressure sensor system, since the pressure is not measured via a tension or deformation of the partition.
  • the force is measured with a force measuring element which is as rigid as possible and which supports the partition so that the partition experiences almost no deformation.
  • the fuel injector comprises an injector housing in which a nozzle chamber is formed, which can be supplied with fuel under pressure via an inlet formed in the injector housing.
  • a longitudinally movable nozzle needle that releases or closes at least one injection hole is arranged in the nozzle space.
  • the fuel injector comprises a force measuring element for at least indirect detection of a pressure in a pressure chamber formed in the injector housing.
  • the pressure chamber can be hydraulically connected to the inlet.
  • the force measuring element is arranged in a measuring space formed in the injector housing, the measuring space being separated from the pressure space by a membrane-like partition. According to the invention, the force measuring element supports the partition.
  • the force measuring element is advantageously designed to be very rigid.
  • the partition wall is thus supported by the force measuring element against the effective direction of the pressure to be measured in the pressure chamber, so that the stresses and bends in the partition wall are minimized when the pressure is loaded.
  • the force measuring element is pretensioned by an oversize inside the injector housing.
  • the force measuring element is oversized in relation to the measuring space, so that the force measuring element is simultaneously pretensioned with the axial bracing of the injector housing during assembly.
  • the pressure chamber is hydraulically connected to the control chamber via a branch bore.
  • This determines the pressure in the control room, which has a decisive influence on the movement of the hydraulically controlled nozzle needle.
  • the branch bore is formed in the throttle plate of the injector housing, in which an outlet throttle from the control chamber to the pilot valve is also formed.
  • the pressure in the control chamber is subject to greater fluctuations than the pressure in the nozzle chamber. As a result, pressure differences in the control chamber can be determined more reliably than pressure differences in the nozzle chamber.
  • the force measuring element is pretensioned against the partition.
  • the high pressure present in the pressure chamber during operation of the fuel injector then counteracts the pretensioning or bending of the partition, so that the deformations and stresses - especially the tensile stresses - in the partition and in the surrounding areas are minimized.
  • On the high pressure side of the partition are those Changes in pressure are highly dynamic, so that a pretensioning of the partition wall by the force measuring element results in a significant increase in fatigue strength.
  • the inlet is connected to the pressure chamber.
  • the pressure drop between the nozzle space and a high pressure source is measured, that is to say approximately the pressure drop in the nozzle space.
  • This design can be made particularly inexpensive and has advantages in terms of the installation space required, since the measurement by the force measuring element can take place, for example, remote from the nozzle needle, i.e. in an area in which there is more free installation space than in an area close to the nozzle.
  • the injector housing further comprises a nozzle body, a throttle plate, a valve plate and a holding body, which are axially clamped to one another by a nozzle clamping nut.
  • a fuel injector in particular a fuel injector with a hydraulic pilot valve, which, for example, can in turn be controlled by an electromagnetic actuator.
  • Such fuel injectors are operated by changing hydraulic pressures. A determination of pressures or pressure differences is therefore of great advantage, particularly with such fuel injectors, in order to determine the injection characteristics on the one hand, but also to obtain the desired injection characteristics robustly over the service life on the other hand through targeted evaluation of the pressure curves.
  • the force measuring element is pretensioned by a screw element, for example a nut.
  • a screw element for example a nut.
  • the force measuring element is designed as a piezoelectric force measuring element.
  • Such an element has the advantage of a relatively high measurement sensitivity with a compact design and low manufacturing costs. Furthermore, such a force measuring element can be made particularly stiff and thereby support the partition wall very effectively.
  • the longitudinal movement of the nozzle needle is controlled by the pressure in a control chamber.
  • the pressure in the control chamber can in turn be controlled, for example, by a pilot valve.
  • a valve chamber is formed in the pilot valve and the control chamber is hydraulically connected to the valve chamber via an outlet throttle.
  • the nozzle needle is switched as a servo valve.
  • the pilot valve can be designed, for example, as a directly connected solenoid valve.
  • the pressure in the valve chamber is subject to even greater fluctuations than the pressure in the control chamber. In this embodiment too, the pressure differences can therefore be determined very reliably.
  • the measuring space is formed in the valve plate, a pilot valve seat of the pilot valve for controlling the nozzle needle being arranged on the valve plate.
  • the invention also includes the use of a fuel injector according to the invention in compression-ignition internal combustion engines.
  • the system pressure prevailing in the fuel injection system is preferably more than 2000 bar.
  • a fuel injector 1 according to the invention is shown, as it serves as part of a so-called common rail injection system for injecting fuel into the combustion chamber of an internal combustion engine, not shown.
  • the common rail injection system has a system pressure of more than 2000 bar.
  • the fuel injector 1 comprises an injector housing 10 which, in the exemplary embodiment shown, essentially comprises four components adjoining one another in the axial direction: On the side facing the combustion chamber (not shown) of the internal combustion engine, the injector housing 10 has a nozzle body 10a, to which a throttle plate 10b and 10b are attached these in turn connect a valve plate 10c and a holding body 10d on the side facing away from the nozzle body 10a. These components of the injector housing 10 are axially clamped to one another in a sealing manner by a nozzle clamping nut 10e.
  • a blind hole 31 is formed with at least one, but preferably a plurality of injection holes 9 for injecting the high pressure fuel into the combustion chamber of the internal combustion engine.
  • the nozzle body 10a forms a nozzle space 6 in a bore-shaped recess, which is hydraulically connected to a fuel source, for example a common rail, via an inlet 7.
  • An injection member in the form of a nozzle needle 2, which is arranged to be movable in a stroke, is arranged within the nozzle space 6.
  • the nozzle needle 2 is guided radially in the nozzle space 6 by the nozzle body 10a, the nozzle needle 2 being acted upon by force in the direction of the nozzle seat 8 by a closing spring 35.
  • the nozzle needle 2 delimits a control chamber 4 with an end face.
  • the control chamber 4 is formed in the injector housing 10 between the nozzle needle 2, the throttle plate 10b and a sleeve 36.
  • the control chamber 4 is connected to the inlet 7 by an inlet throttle 11 formed in the throttle plate 10b.
  • the sleeve 36 is tensioned by the closing spring 35 against the throttle plate 10b and guides the nozzle needle 2 in a longitudinally movable manner or the nozzle needle 2 positions the sleeve 36 in the radial direction.
  • the pressure in the control chamber 4 acts on the nozzle needle 2 with a hydraulic force in the direction of the nozzle seat 8, that is, in the closing direction.
  • the pressure in the control chamber 4 is controlled by a pilot valve 3 arranged in the injector housing 10.
  • the pilot valve 3 comprises a closing body 40 which cooperates with a pilot valve seat 21 formed on the valve plate 10c, an actuator 41 and a valve chamber 20.
  • the actuator 41 is in the exemplary embodiment from FIG Fig. 1 shown as an electromagnetic actuator, but can be any actuator, for example also a piezo actuator.
  • the valve chamber 20 is connected to the control chamber 4 via an outlet throttle 5 formed in the throttle plate 10b.
  • the closing body 40 opens and closes a connection between the valve chamber 20 and a low-pressure chamber 42 formed in the injector housing 10 by interacting with the pilot valve seat 21.
  • the valve chamber 20 comprises essentially two bores, one each formed in the valve plate 10c and one in the throttle plate 10b. In alternative embodiments, however, the valve chamber 20 can have any shape.
  • a force measuring element 17 is arranged in the injector housing 10 in order to measure a pressure of a pressure chamber 14 under high pressure.
  • Two electrical lines 17a lead from the force measuring element 17 through the injector housing 10 to a control unit (not shown). From the force or pressure measurement, conclusions can be drawn directly about the stroke movement of the nozzle needle 2 and thus about the injection characteristics of the fuel injector 1.
  • the control of the pilot valve 3 can then, for example, be changed by the control unit as a function of the injection characteristics.
  • the pressure chamber 14 is hydraulically connected to the inlet 7, the nozzle chamber 6, the control chamber 4 or the valve chamber 20.
  • the pressure chamber 14 is formed by a recess in the valve plate 10c and is connected to the control chamber 4 via a tap bore 12 formed in the throttle plate 10b.
  • a measuring chamber 16 is also formed opposite the pressure chamber 14 and separated from it by a membrane-like intermediate wall 13.
  • the force measuring element 17 is arranged in the measuring space 16 in such a way that it supports the partition 13.
  • the measuring space 16 has the shape of a blind hole opening towards the holding body 10d.
  • the force measuring element 17 can either be oversized relative to the holding body 10d or, as in the exemplary embodiment in FIG Fig. 1 , be clamped against the intermediate wall 13 by a screw element 18 screwed into the measuring space 16.
  • the measuring chamber 16 is in the low pressure range, the pressure chamber 14 is acted upon by high pressure. This means that the partition 13 is hydraulically loaded on one side. The bias of the intermediate wall 13 by the force measuring element 17 compensates for this one-sided load. The maximum stresses, in particular tensile stresses, in the intermediate wall 13 are thereby reduced and thus the service life of the entire fuel injector 1 is increased.
  • the pressure chamber 14 is designed as a recess in the valve plate 10c and is delimited by the valve plate 10c and the throttle plate 10b.
  • the pressure chamber 14 is connected to the valve chamber 20 via a groove 15 also formed in the valve plate 10c, so that the pressure prevailing in the valve chamber 20 also prevails in the pressure chamber 14.
  • the pressure chamber 14 and the groove 15 can also be designed as a single recess. Furthermore, the pressure chamber 14 and / or the groove 15 can also be formed in the throttle plate 10b.
  • FIG. 3 shows the force measuring element 17 in a further arrangement, namely for measuring the pressure of the nozzle space 6.
  • the force measuring element 17 is braced in the measuring space 16 by an oversize between the holding body 10d and the intermediate wall 13.
  • a connecting bore 32 is formed in the throttle plate 10b and connects the nozzle space 6 with the pressure space 14, so that the pressure prevailing in the nozzle space 6 also prevails in the pressure space 14.
  • the pressure chamber 14 is designed as a recess or blind hole in the valve plate 10c, but in alternative designs it can also be designed in the throttle plate 10b.
  • Fig. 4 shows a tensioning concept according to the invention of the force measuring element 17 in the measuring space 16.
  • the force measuring element 17 is provided with an oversize 19 compared to the measuring space 16 ( Fig. 4 above ). If the force measuring element 17 is now clamped between the holding body 10d and the partition 13, the diaphragm-like partition 13 is bent in the direction of the pressure chamber 14 ( Fig. 4 below ). The high pressure in the pressure chamber 14 during operation then counteracts the deflection of the partition 13, so that the tensile stresses in the partition 13 and in the surrounding areas are minimized when the fuel injector 1 is in operation.
  • the measuring space 16 in the throttle plate 10b, so that the force measuring element 17 is arranged within the throttle plate 10b.
  • the force measuring element 17 can then be clamped between the throttle plate 10b and the valve plate 10c, or between the throttle plate 10b and the holding body 10d if the measuring space 16 is designed, for example, as a through hole in the valve plate 10c.
  • the mode of operation of the fuel injector 1 is as follows: The opening and closing of the nozzle needle 2 of the fuel injector 1 is controlled by means of the pilot valve 3.
  • the pilot valve 3 by the actuator 41 is controlled and opened, that is, the closing body 40 lifts off the pilot valve seat 21, the valve chamber 20 is connected to the low-pressure chamber 42.
  • the pressure above the nozzle needle 2 in the control chamber 4 is lowered via the outlet throttle 5 and the pilot valve seat 21.
  • the nozzle needle 2 is thus moved upwards from the nozzle seat 8 by the pressure in the nozzle chamber 6, which remains the same as the system pressure, and the injection quantity reaches the inlet 7, the nozzle chamber 6, the nozzle seat 8, the blind hole 31 and the injection holes 9 in the combustion chamber of the internal combustion engine.
  • the pressure in the control chamber 4 has a characteristic curve during this cycle:
  • the pressure in the control chamber 4 corresponds to the pressure in the nozzle chamber 6, and this corresponds to the system pressure.
  • the pilot valve 3 opens, the pressure in the control chamber 4 drops, since more fuel flows out of the control chamber 4 through the outlet throttle 5 than flows in through the inlet throttle 11.
  • the nozzle needle 2 then moves in the opening direction, i.e. away from the nozzle seat 8. As long as the nozzle needle 2 is in motion, the pressure in the control chamber 4 is based on the balance of forces on the nozzle needle 2.
  • the pressure in the control chamber 4 can, for example, be passed on to a suitable location for the pressure chamber 14 via the branch bore 12.
  • the pressure chamber 14 is advantageously located in the area of a flat sealing surface within the injector housing 10.
  • the pressure in the valve chamber 20 between the outlet throttle 5 and the pilot valve seat 21 behaves in a similar way to the pressure in the control chamber 4. This means that the pressure in the valve chamber 20 can also be used to assess the movement of the pilot valve 3 and / or nozzle needle 2 .
  • the pressure in the valve chamber 20 can be guided to the pressure chamber 14 via the groove 15, for example.
  • the pressure in the nozzle chamber 6 can also be measured and used to assess the movement of the nozzle needle 2.
  • the pressure in the nozzle chamber 6 can be conducted through the connecting bore 32 to the pressure chamber 14.
  • the membrane-like intermediate wall 13 can be implemented through the bottom of the blind hole or the measuring space 16 in the valve plate 10c or in the throttle plate 10b.
  • the force measuring element 17 can be, for example, a piezo force transducer which is braced against the partition 13 by the screw element 18 or by an oversize.
  • the diaphragm-like intermediate wall 13 is loaded by the bias against the effective direction of the pressure to be measured in the pressure chamber 14, so that when the pressure is loaded, the stresses in the intermediate wall 13 are minimized during operation of the fuel injector 1.

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

Claims (4)

  1. Injecteur de carburant (1), comprenant un boîtier d'injecteur (10) dans lequel est réalisé un espace de buse (6) qui peut être alimenté en carburant sous pression par une arrivée (7) réalisée dans le boîtier d'injecteur (10), le boîtier d'injecteur (10) comprenant un corps de buse (10a), une plaque d'étranglement (10b), une plaque de soupape (10c) et un corps de retenue (10d) qui sont serrés axialement ensemble par un écrou de serrage de buse (10e), et comprenant un pointeau (2) mobile dans le sens longitudinal qui libère ou ferme au moins un orifice d'injection (9) et qui est disposé dans l'espace de buse (6), et comprenant un élément de mesure de force (17) destiné à la détection au moins indirecte d'une pression dans un espace de pression (14) réalisé dans le boîtier d'injecteur (10), l'espace de pression (14) pouvant être relié hydrauliquement à l'arrivée (7), l'élément de mesure de force (17) étant disposé dans un espace de mesure (16) réalisé dans le boîtier d'injecteur (10), l'espace de mesure (16) étant séparé de l'espace de pression (14) par une paroi intermédiaire (13) de type membrane, l'élément de mesure de force (17) supportant la paroi intermédiaire (13), l'élément de mesure de force (17) étant précontraint contre la paroi intermédiaire (13), et le mouvement longitudinal du pointeau (2) étant commandé par la pression dans un espace de commande (4), et l'espace de pression (14) étant relié à l'espace de commande (4) par un perçage de branchement (12),
    caractérisé en ce que l'élément de mesure de force (17) est précontraint par un surdimensionnement (19) à l'intérieur du boîtier d'injecteur (10), et l'espace de pression (14) et l'espace de mesure (16), séparé de celui-ci par une paroi intermédiaire (13) de type membrane, sont réalisés dans la plaque de soupape (10c), et le perçage de branchement (12) est réalisé dans la plaque d'étranglement (10b).
  2. Injecteur de carburant (1) selon la revendication 1, caractérisé en ce que l'élément de mesure de force (17) est un élément de mesure de force piézoélectrique.
  3. Injecteur de carburant (1) selon la revendication 1, caractérisé en ce qu'un siège de soupape pilote (21) d'une soupape pilote (3) est disposé sur la plaque de soupape (10c) pour commander le pointeau (2).
  4. Injecteur de carburant (1) selon la revendication 3, caractérisé en ce que l'espace de mesure (16) est réalisé dans la plaque d'étranglement (10b), la plaque d'étranglement (10b) délimitant l'espace de buse (6).
EP16707116.6A 2015-04-22 2016-03-01 Injecteur de carburant Active EP3286428B1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102015207307.6A DE102015207307A1 (de) 2015-04-22 2015-04-22 Kraftstoffinjektor
PCT/EP2016/054285 WO2016169682A1 (fr) 2015-04-22 2016-03-01 Injecteur de carburant

Publications (2)

Publication Number Publication Date
EP3286428A1 EP3286428A1 (fr) 2018-02-28
EP3286428B1 true EP3286428B1 (fr) 2021-08-18

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Family Applications (1)

Application Number Title Priority Date Filing Date
EP16707116.6A Active EP3286428B1 (fr) 2015-04-22 2016-03-01 Injecteur de carburant

Country Status (5)

Country Link
US (1) US10330063B2 (fr)
EP (1) EP3286428B1 (fr)
JP (1) JP6636043B2 (fr)
DE (1) DE102015207307A1 (fr)
WO (1) WO2016169682A1 (fr)

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US20190362115A1 (en) * 2018-05-22 2019-11-28 Hamilton Sundstrand Corporation Calibration system based on encoded images
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
IT201900006429A1 (it) * 2019-04-29 2020-10-29 Omt Digital S R L Sensore per la diagnostica non invasiva di sistemi idraulici ad alta pressione, in particolare di sistemi di iniezione di combustibile, e sistema idraulico comprendente tale sensore
DE102021203572A1 (de) 2020-05-20 2021-11-25 Robert Bosch Gesellschaft mit beschränkter Haftung Kraftstoffinjektor
DE102020215782A1 (de) 2020-12-14 2022-06-15 Robert Bosch Gesellschaft mit beschränkter Haftung Kraftstoffinjektor
DE102022205734A1 (de) 2022-06-07 2023-12-07 Robert Bosch Gesellschaft mit beschränkter Haftung Verfahren zur Ansteuerung eines Injektors, Steuergerät
DE102022212772A1 (de) 2022-11-29 2024-05-29 Robert Bosch Gesellschaft mit beschränkter Haftung Verfahren zur Ansteuerung eines Injektors, Steuergerät

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Also Published As

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DE102015207307A1 (de) 2016-10-27
WO2016169682A1 (fr) 2016-10-27
JP2018517867A (ja) 2018-07-05
JP6636043B2 (ja) 2020-01-29
US10330063B2 (en) 2019-06-25
EP3286428A1 (fr) 2018-02-28
US20180087480A1 (en) 2018-03-29

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