EP3483420A1 - Buse d'injection de carburant et procédé d'injection de carburant pour un gros moteur diesel ainsi que gros moteur diesel - Google Patents

Buse d'injection de carburant et procédé d'injection de carburant pour un gros moteur diesel ainsi que gros moteur diesel Download PDF

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Publication number
EP3483420A1
EP3483420A1 EP18200303.8A EP18200303A EP3483420A1 EP 3483420 A1 EP3483420 A1 EP 3483420A1 EP 18200303 A EP18200303 A EP 18200303A EP 3483420 A1 EP3483420 A1 EP 3483420A1
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EP
European Patent Office
Prior art keywords
fuel
valve
control valve
piston
line
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Granted
Application number
EP18200303.8A
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German (de)
English (en)
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EP3483420B1 (fr
Inventor
Turhan Yildirim
Andreas Schmid
David Imhasly
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Winterthur Gas and Diesel AG
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Winterthur Gas and Diesel AG
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Publication of EP3483420A1 publication Critical patent/EP3483420A1/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
    • F02M61/00—Fuel-injectors not provided for in groups F02M39/00 - F02M57/00 or F02M67/00
    • F02M61/16—Details not provided for in, or of interest apart from, the apparatus of groups F02M61/02 - F02M61/14
    • F02M61/18—Injection nozzles, e.g. having valve seats; Details of valve member seated ends, not otherwise provided for
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M45/00—Fuel-injection apparatus characterised by having a cyclic delivery of specific time/pressure or time/quantity relationship
    • F02M45/02—Fuel-injection apparatus characterised by having a cyclic delivery of specific time/pressure or time/quantity relationship with each cyclic delivery being separated into two or more parts
    • F02M45/04—Fuel-injection apparatus characterised by having a cyclic delivery of specific time/pressure or time/quantity relationship with each cyclic delivery being separated into two or more parts with a small initial part, e.g. initial part for partial load and initial and main part for full load
    • F02M45/08—Injectors peculiar thereto
    • F02M45/086—Having more than one injection-valve controlling discharge orifices
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/20—Output circuits, e.g. for controlling currents in command coils
    • 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
    • F02M51/00—Fuel-injection apparatus characterised by being operated electrically
    • F02M51/06—Injectors peculiar thereto with means directly operating the valve needle
    • F02M51/061—Injectors peculiar thereto with means directly operating the valve needle using electromagnetic operating means
    • 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
    • F02M63/00—Other fuel-injection apparatus having pertinent characteristics not provided for in groups F02M39/00 - F02M57/00 or F02M67/00; Details, component parts, or accessories of fuel-injection apparatus, not provided for in, or of interest apart from, the apparatus of groups F02M39/00 - F02M61/00 or F02M67/00; Combination of fuel pump with other devices, e.g. lubricating oil pump
    • F02M63/0012—Valves
    • F02M63/0014—Valves characterised by the valve actuating means
    • F02M63/0015—Valves characterised by the valve actuating means electrical, e.g. using solenoid
    • 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
    • F02M63/00—Other fuel-injection apparatus having pertinent characteristics not provided for in groups F02M39/00 - F02M57/00 or F02M67/00; Details, component parts, or accessories of fuel-injection apparatus, not provided for in, or of interest apart from, the apparatus of groups F02M39/00 - F02M61/00 or F02M67/00; Combination of fuel pump with other devices, e.g. lubricating oil pump
    • F02M63/0012—Valves
    • F02M63/0059—Arrangements of valve actuators
    • F02M63/0063—Two or more actuators acting on a single valve body
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B75/00—Other engines
    • F02B75/02—Engines characterised by their cycles, e.g. six-stroke
    • F02B2075/022—Engines characterised by their cycles, e.g. six-stroke having less than six strokes per cycle
    • F02B2075/025—Engines characterised by their cycles, e.g. six-stroke having less than six strokes per cycle two
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M2547/00—Special features for fuel-injection valves actuated by fluid pressure
    • F02M2547/006—Springs assisting hydraulic closing force
    • 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
    • F02M63/00—Other fuel-injection apparatus having pertinent characteristics not provided for in groups F02M39/00 - F02M57/00 or F02M67/00; Details, component parts, or accessories of fuel-injection apparatus, not provided for in, or of interest apart from, the apparatus of groups F02M39/00 - F02M61/00 or F02M67/00; Combination of fuel pump with other devices, e.g. lubricating oil pump
    • F02M63/0012—Valves
    • F02M63/0031—Valves characterized by the type of valves, e.g. special valve member details, valve seat details, valve housing details
    • F02M63/004—Sliding valves, e.g. spool valves, i.e. whereby the closing member has a sliding movement along a seat for opening and closing
    • F02M63/0042—Sliding valves, e.g. spool valves, i.e. whereby the closing member has a sliding movement along a seat for opening and closing combined with valve seats of the lift valve type
    • 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
    • F02M63/00—Other fuel-injection apparatus having pertinent characteristics not provided for in groups F02M39/00 - F02M57/00 or F02M67/00; Details, component parts, or accessories of fuel-injection apparatus, not provided for in, or of interest apart from, the apparatus of groups F02M39/00 - F02M61/00 or F02M67/00; Combination of fuel pump with other devices, e.g. lubricating oil pump
    • F02M63/0012—Valves
    • F02M63/0031—Valves characterized by the type of valves, e.g. special valve member details, valve seat details, valve housing details
    • F02M63/0047—Four-way valves or valves with more than four ways

Definitions

  • the invention relates to a fuel injector and a fuel injection method for a large diesel engine and a large diesel engine according to the preamble of the independent claim of each category.
  • MSAR Multiphase Superfine Atomised Residue
  • MSAR Multiphase Superfine Atomised Residue
  • a heavy hydrocarbon e.g. As bitumen, heavy oil or the like
  • water which are produced in special processes.
  • suspensions e.g. As from coal dust and water, which are also used as fuel for large diesel engines.
  • a gas e.g. a natural gas such as LNG (liquefied natural gas)
  • LNG liquefied natural gas
  • a suitable liquid fuel such as diesel or heavy oil
  • large diesel engine also refers to multi-fuel large engines, dual-fuel engines and such large engines, which, apart from the diesel operation, which is characterized by the self-ignition of the fuel, also in an Otto mode, by the spark ignition of the fuel is characterized, or can be operated in mixed forms of these two.
  • large diesel engine also includes those large engines that can alternatively be operated with at least two different fuels, with at least one of the different fuels being suitable for operating the engine in a diesel operation.
  • Modern large diesel engines are usually fully electronically controlled and typically include a common rail system for fuel injection with a pressure accumulator for the fuel to supply the cylinders with the fuel, such as heavy oil or diesel oil.
  • a pressure accumulator for the fuel to supply the cylinders with the fuel, such as heavy oil or diesel oil.
  • For each Cylinder is provided at least one fuel injector to inject the fuel into the combustion chamber of the respective cylinder. Often, several, for example, two or three fuel injectors are provided for each cylinder.
  • Each fuel injector is connected to the accumulator and includes a nozzle body and a nozzle head which typically projects into the combustion chamber of the cylinder.
  • the nozzle head which is also referred to as an atomizer, usually comprises a plurality of nozzle holes through which the fuel is injected into the combustion chamber.
  • a movable valve body is provided in the fuel injection nozzle, which cooperates with a valve seat such that the passage to the nozzle holes is opened or closed.
  • the valve body is lifted by a stroke against the force of a spring from the valve seat, so that the standing under the injection pressure fuel can flow to the nozzle holes.
  • the valve body is brought into sealing contact with the valve seat so that the passage to the nozzle holes is closed.
  • This injection process is electronically controlled, for example by applying current to electromagnetic control valves, which then cause a corresponding stroke movement of the valve body of the fuel injector. Upon completion of the injection, the force of the spring forces the valve body into sealing contact with the valve seat.
  • a fuel injection nozzle for a large diesel engine having a nozzle head, which has at least one nozzle hole, through which a fuel can be introduced into a combustion chamber, with a fuel line through which the fuel is introduced into a pressure chamber, with a valve body which with a spring is loaded, and which comprises a valve piston and a valve piston connected to the nozzle needle, with a valve seat which is designed to cooperate with the nozzle needle, such that in an open state by a stroke of the valve body, a flow connection between the pressure chamber and the Nozzle head is open, and that in a closed state, the nozzle needle cooperates sealingly with the valve seat, so that the flow connection between the pressure chamber and the nozzle head is closed, wherein an upper chamber is provided, which is delimited by an upper surface of the valve piston, and a lower chamber, which is bounded by an underside of the valve piston, wherein a a first supply line connecting the upper chamber to the fuel line, a first discharge line connecting the upper chamber to
  • switching times is meant both the opening time, which requires the valve body to change from the closed state to an open state, as well as the closing time, which requires the valve body to change from the open state to the closed state.
  • the first control valve and the second control valve are each configured as a spring-loaded, electromagnetic valve, which changes from the closed position to the open position when current is applied against the force of a spring. It is preferred if the first and the second control valve are each designed as a monostable switching element. That is, the respective control valve has only one stable state, namely the closed position. The other state, namely the open position, is maintained only as long as the control valve is energized. If the control valve is no longer supplied with current, the control valve automatically returns by the spring load in the stable state, namely the closed position, back.
  • first control valve and the second control valve are each designed as a slide valve with a valve slide.
  • a third supply line is provided, which connects the upper chamber to the fuel line, wherein the second control valve closes the third supply line in the closed position, and opens in the open position, the third supply line.
  • the valve piston comprises an upper piston and a lower piston, which are hydraulically and / or mechanically interconnected by means of a connecting element, wherein the upper piston forms the upper side of the valve piston and the lower piston forms the lower side of the valve piston.
  • valve piston it is advantageous for structural reasons, when the lower piston is designed as a hollow piston, and receives the spring which loads the valve piston.
  • this embodiment as a hollow piston is not mandatory, it is also possible, for example, to design the lower piston as a solid piston, ie without a cavity.
  • the spring which loads the valve piston, preferably supported on the upper end face of the lower piston.
  • valve piston with the upper and lower pistons that a compensation line for pressure equalization between the underside of the upper piston and the upper side of the lower piston is provided, through which fuel can be discharged.
  • a compensation line for pressure equalization between the underside of the upper piston and the upper side of the lower piston is provided, through which fuel can be discharged.
  • the stroke of the valve body is adjustable so that the open in the open state flow cross-section of the flow connection between the pressure chamber and the nozzle head is variable. That is, the stroke of the valve body is adjustable to any value between zero (closed state) and a maximum stroke, wherein the maximum stroke corresponds to a maximum open state in which the flow connection between the pressure chamber and the nozzle head along the valve seat has a maximum flow cross-section having.
  • the setting of the stroke is preferably carried out by the first control valve is not driven with a single pulse whose length corresponds to the desired injection duration, but with a plurality of short pulses, each only a short-term opening of the second connecting line and the first Effect discharge line. This can be supported by multiple short-term control of the second control valve.
  • variable stroke of the valve body is advantageous, for example, for the partial load operation of the large diesel engine. Since typically less fuel is required per injection operation than in full load operation, it is possible to actuate the valve body with a smaller stroke, so that a smaller amount of fuel is injected or injected at a lower pressure per time interval. This also has the advantage that the opening time and the closing time can be shortened even further by a smaller stroke of the valve body.
  • variable stroke during an injection process to change the stroke between two or more non-zero values, so for example during the injection process, the valve body from a first to a second (different from the first) second intermediate position or in the maximum to move open state.
  • variable stroke of the valve body is now next to the start of injection and the duration of injection yet another parameter, namely the variable stroke of the valve body and thus a variable pressure of the injection, available to the injection process optimally to the respective operating conditions, eg. B. type and properties of the fuel or load range in which the engine is operated to adapt.
  • the variable stroke of the valve body thus enables optimum injection and thus a particularly economical, efficient, low-emission and wear-reducing operation of the large diesel engine.
  • the connecting lines and the discharge lines, through which the pressurized fuel is introduced into the lower or upper chamber, or through which the fuel is discharged from the lower or upper chamber are designed as throttle lines, which throttle the flow of fuel through the respective conduit.
  • the second supply line has a diameter which is at most 50%, preferably at most 25% of the diameter of the fuel line.
  • the first supply line has a diameter which is smaller than the diameter of the second supply line.
  • the third supply line has a diameter that is substantially equal to the diameter of the second supply line.
  • the second discharge line has a diameter between the lower chamber and the second control valve which is smaller than the diameter of the second supply line.
  • the advantageous variable stroke of the valve body during the injection process can be realized by the multiple actuation of the first control valve and optionally of the second control valve.
  • the valve body is held at least temporarily in an intermediate position between the closed state and a maximum open state during the injection process.
  • the invention further proposes a large diesel engine, in particular a longitudinally purged two-stroke large diesel engine, wherein the large diesel engine comprises a fuel injector, which is designed according to the invention, or is operated with a fuel injection method according to the invention.
  • the large diesel engine can also be designed as a multi-fuel engine which is operable with at least two different fuels, and especially as a dual-fuel engine, which can be operated with a liquid fuel, preferably heavy oil or diesel oil, and with a gaseous fuel wherein, during operation, it is possible to switch from the liquid mode to the gas mode and vice versa.
  • a liquid fuel preferably heavy oil or diesel oil
  • a gaseous fuel wherein, during operation, it is possible to switch from the liquid mode to the gas mode and vice versa.
  • Fig. 1 shows a schematic longitudinal sectional view of an embodiment of an inventive fuel injector for a large diesel engine, which is generally designated by the reference numeral 1.
  • the fuel injector 1 is suitable for a longitudinally purged two-stroke large diesel engine.
  • the fuel injector 1 is also for other large engines suitable, for example for four-stroke large diesel engines or for large engines, which are operable with a different liquid fuel.
  • Fig. 1 represents the fuel injector 1 in its normal position of use.
  • a large diesel engine comprises, in a manner known per se, a plurality of cylinders, for example six to twelve cylinders or even more.
  • a piston is provided in each case along a running surface of the cylinder between an upper and a lower dead center to and fro, and whose upper side together with a cylinder cover a combustion chamber 50 (FIGS. Fig. 1 ) limited.
  • a fuel for. B. heavy oil, injected.
  • the fuel injector 1 is part of an injection system, which is designed for example as a common rail injection system.
  • the injection system comprises for each cylinder at least one, but usually several, z. B. two or three fuel injectors 1 for injecting the fuel into the combustion chamber 50, which are usually arranged in the cylinder cover.
  • the structure and the individual components of the large diesel engine such as details of the injection system, the gas exchange system, the exhaust system or the turbocharger system for the provision of the purge or charge air, as well as the control and control system for the large diesel engine are well known to those skilled in the art and therefore require here no further explanation.
  • An engine control unit (not shown) controls and monitors all functions of the large diesel engine, such as the operation of the exhaust valves for the gas exchange or the injection process for the fuel.
  • the control or regulation of the various functions is carried out by means of electrical or electronic signals with which the corresponding components of the engine are controlled.
  • the engine control unit receives information from various detectors, sensors or measuring devices.
  • the common rail injection system which supplies the combustion chamber 50 of each cylinder with fuel, for example heavy fuel oil, typically comprises one Pressure accumulator (not shown), which is also referred to as an accumulator.
  • the pressure accumulator contains the fuel under a high pressure, which substantially corresponds to the injection pressure with which the fuel is injected into the respective combustion chamber 50.
  • the pressure accumulator is designed as a tubular vessel which extends along all cylinders of the large diesel engine.
  • One or more fuel pumps supply the pressure accumulator with fuel under high pressure.
  • the pressure of the fuel in the pressure accumulator may for example be 700-900 bar, but also higher or lower.
  • a booster pump which is connected to a reservoir for the fuel, delivers the fuel to the fuel pump (s).
  • Each of the fuel injection nozzles 1 is connected to the pressure accumulator via a pressure line, so that the fuel under the injection pressure can pass from the pressure accumulator to the fuel injection nozzle 1.
  • a flow-limiting valve can be provided between each fuel injection nozzle 1 and the pressure accumulator, in order to avoid unintended continuous injection, for example due to a malfunction
  • FIG. 1 schematically illustrated embodiment of the inventive fuel injector 1 and its operation explained in more detail.
  • the fuel injection nozzle 1 extends in an axial direction A defined by the longitudinal axis L of the fuel injection nozzle 1, and includes a nozzle body 2 and a nozzle head 3 provided at the lower end of the fuel injection nozzle 1 and connected to the nozzle body 2.
  • the nozzle head 3 can be designed as a separate component which is connected to the nozzle body 2. Alternatively, the nozzle head 3 may also be an integral part of the nozzle body 2.
  • the nozzle head 3 has at least one nozzle hole 30, typically a plurality of nozzle holes 30, through which (s) of the fuel in the combustion chamber 50 of the cylinder can be introduced.
  • the fuel injection nozzle 1 is mounted, for example, on the cylinder cover of the cylinder, so that the nozzle head 3 protrudes into the combustion chamber 50 of the cylinder.
  • the fuel injection nozzle 1 also has a fuel line 4, which is preferably configured as a bore in the nozzle body 2.
  • the fuel line 4 is connectable to the pressure line (not shown) through which the fuel injector 1 is connected to the pressure accumulator (not shown) for the fuel so that the fuel under the injection pressure can enter the fuel line 4.
  • the fuel line 4 extends to a pressure chamber 5 in the nozzle body 2, so that the pressurized fuel through the fuel line 4 in the pressure chamber 5 can be introduced.
  • the pressure chamber 5 is designed substantially annular.
  • the fuel injector 1 further comprises a valve body 6 which has a valve piston 61 and a nozzle needle 62 connected to the valve piston 61, wherein the nozzle needle 62 is arranged in the axial direction A below the valve piston 61.
  • the nozzle needle 62 extends in the axial direction A into the pressure chamber 5 inside.
  • the valve piston 6 in this exemplary embodiment comprises an upper piston 611, a lower piston 612 and a connecting element 613 which is arranged between the upper piston 611 and the lower piston 612 and connects these two pistons 611, 612 mechanically and / or hydraulically with one another Coupled with each other.
  • the valve piston 61 has a top 614 and a bottom 615, which form the two axial end faces of the valve piston 61.
  • the upper piston 611 forms the upper side 614 of the valve piston 61
  • the lower piston 612 forms the lower side 615 of the valve piston 61.
  • the lower piston 612 is in the in Fig. 1 illustrated embodiment as a hollow piston, ie with a central recess, designed, in which the connecting element 613 extends.
  • a spring 12 is arranged, which loads or biases the valve body 6.
  • the lower piston 612 is a solid piston, that is to say without the central recess.
  • the spring 12 is then supported preferably with its lower end on top of the lower piston 612.
  • the valve body 6 which comprises the valve piston 61 with the upper piston 611, the lower piston 612 and the connecting element 613 and the nozzle needle 62, consists for example of several parts.
  • the valve body 6 is arranged with respect to the axial direction A back and forth.
  • the lower end of the nozzle needle 62 is configured for cooperation with a valve seat 11, which is arranged below the pressure chamber 5, and adjoins the pressure chamber 5.
  • a valve seat 11 is arranged below the pressure chamber 5, and adjoins the pressure chamber 5.
  • the lower end of the nozzle needle 62 is designed conical or frusto-conical shape and the valve seat 11 is also configured frustoconical or truncated cone, such that the nozzle needle 62 and the valve seat 11 can cooperate sealingly with each other.
  • the nozzle needle 62 sealingly cooperates with the valve seat 11, so that a flow connection between the pressure chamber 5 and the nozzle head 3 is closed, and no fuel from the pressure chamber 5 can get into the nozzle head 3.
  • the flow connection between the pressure chamber 5 and the nozzle head 3 is opened by a stroke of the valve body 6 in the axial direction A (as shown above), so that the fuel from the pressure chamber 5 between the nozzle needle 62 and the valve seat 11 into the Nozzle head 3 and can flow to the nozzle holes 30.
  • the nozzle needle 62 has in the region which is arranged in the pressure chamber 5, a taper 621, so that located in the pressure chamber 5, under the injection pressure fuel can exert an upward force on the valve body 6.
  • the spring 12, which is received by the designed as a hollow piston piston bottom 612 of the valve body 6, is arranged such that it biases the valve body 6 in the direction of the valve seat 11. Ie. the spring 12 exerts a downward force on the valve body 6, which presses it in the direction of the valve seat 11.
  • an upper chamber 9 is provided, which is arranged above the valve piston 61, and which through the top 614 of Valve piston 61 is limited.
  • a lower chamber 10 is provided in the nozzle body 2, which is arranged below the valve piston 61, and which is bounded by the bottom 615 of the valve piston 61.
  • the fuel injection nozzle 1 further comprises a first supply line 21, a second supply line 22, a first discharge line 31 and a second discharge line 32, wherein each of these lines 21, 22, 31, 32 is preferably designed in each case as a bore in the nozzle body 2.
  • the first supply line 21 connects the upper chamber 9 with the fuel line 4.
  • the second supply line 22 connects the lower chamber 10 with the fuel line 4.
  • the first discharge line 31 connects the upper chamber 9 with a first outlet 91, so that the fuel from the upper chamber 9 can flow to the first outlet 91.
  • the second discharge line 32 connects the lower chamber 10 to a second outlet 92 so that the fuel can flow out of the lower chamber 10 to the second outlet 92.
  • the first outlet 91 and the second outlet 92 are connected via a return (not shown) to the fuel supply, for example to the reservoir for the fuel, so that the effluent through the two outlets 91, 92 fuel is returned to the fuel supply.
  • a third supply line 23 is provided, which is preferably designed as a bore in the nozzle body 2, and which connects the upper chamber 9 with the fuel line 4.
  • the third supply line 23 is different from the first supply line 21.
  • the fuel injector 1 comprises a first control valve 7 and a second control valve 8.
  • the two control valves 7, 8 are designed as electronically or electrically controllable switching valves, which each have an open position and a closed position.
  • the two control valves 7, 8 are independently controllable or independently switchable. That is, when the first control valve 7 in is the open position, the second control valve 8 may be either in the open position or in the closed position, and when the first control valve 7 is in the closed position, the second control valve 8 may also be either in the open position or in the closed position.
  • the two control valves 7, 8 are thus independently operable or switchable. Regardless of which position (open or closed position) is one of the two control valves 7 or 8, the respective other control valve 8 or 7 can be switched back and forth as desired between its open position and its closed position.
  • the first control valve 7 and the second control valve 8 are thus completely independently controlled or actuated. Each of the two control valve 7 and 8 can therefore be switched separately.
  • both the second supply line 22 and the first discharge line 31 are closed, so that they can not be flowed through by the fuel. If the first control valve 7 is in its open position, then both the second supply line 22 and the first discharge line 31 are open, so that the fuel can flow through these lines 22, 31 and flow to the first outlet 91.
  • the second discharge line 32 When the second control valve 8 is in its closed position, the second discharge line 32 is closed, so that it can not be flowed through by the fuel to the second outlet 92. If the second control valve 8 is in its open position, then the second discharge line 32 is open, so that the fuel can flow through the second discharge line 32 to the second outlet 92.
  • the passage through the third supply line 23 is controlled by means of the second control valve 8.
  • the second control valve 8 When the second control valve 8 is in its closed position, the second control valve 8 closes the third supply line 23 so that the fuel can not flow from the fuel line 4 through the third supply line 23 into the upper chamber 9. If the second control valve 8 is in its open position, then the third supply line 23 is opened so that the fuel from the fuel line 4 can flow through the third supply line 23 into the upper chamber 9.
  • the first control valve 7 and the second control valve 8 are each configured as a spring-loaded electromagnetic valve 7, 8, which at Current application against the force of a spring 71, 81 changes from the closed position to the open position.
  • the first control valve 7 and the second control valve 8 are each configured as a monostable switching valve. That is, the respective first or second control valve 7 or 8 has only one stable state, namely the closed position. The other state, namely the open position, is maintained only as long as the control valve 7 or 8 is energized. If the control valve 7 or 8 is no longer energized, the control valve 7 or 8 automatically returns by the spring load in the stable state, namely the closed position, back.
  • the first control valve 7 and the second control valve 8 are preferably configured as slide valves with a valve slide 72 or 82.
  • the respective valve slide 72 or 82 is biased by the spring 71 and 81 in the direction of the closed position, i. as long as the control valve 7 or 8 is not energized, holds the respective spring 71 and 81, the respective control valve 7 or 8 in its closed position.
  • an electromagnet 73 or 83 is provided, which attracts when energized by the respective valve slide 72 and 82 and thereby the respective control valve 7 and 8, respectively the closing position switches to the open position and holds in the open position until the current application of the respective control valve 7 or 8 is terminated.
  • the second supply line 22 extends from the fuel line 4 to an input of the first control valve 7 and then from an output of the first control valve 7 to the lower chamber 10.
  • the third supply line 23 extends from the fuel line 4 to an input of the second control valve 8 and then from an outlet of the second control valve 8 to the upper chamber 9.
  • the first exhaust duct 31 extends from the upper chamber 9 to another inlet of the first control valve 7 and then from another outlet of the first control valve 7 to the first outlet 91.
  • the second discharge line 32 extends from the lower chamber 10 to another input of the second control valve 8 and then from another output of the second control valve 8 to the second outlet 92.
  • a compensation line 41 is provided for a pressure equalization between the underside of the upper piston 611 and the upper side of the lower piston 612.
  • This compensation line connects on the one hand the space below the bottom of the upper piston 611 with the space above the top of the lower piston 612.
  • the equalization line 41 is connected to a third outlet 93. Consequently, no pressure can build up in the space below the bottom of the upper piston 611 and in the space above the lower piston 612, and no pressure difference between the two spaces can build up.
  • Fig. 1 shows the fuel injector 1 and the valve body 6 in the closed state, in which no injection takes place.
  • the first and the second control valve 7 and 8 are each in their closed position.
  • the upper chamber 9 is acted upon by the pressure of the fuel in the fuel line 4.
  • the first discharge line 31 and the second supply line 22 are closed, so that neither fuel can flow out of the upper chamber 9 through the first discharge line 31, nor fuel can flow through the second supply line 22 into the lower chamber 10.
  • the pressure chamber 5 there is substantially the same pressure as in the fuel line 4, so for example, the injection pressure. Since in the upper chamber 9, the same pressure prevails as in the fuel line 4, the sum of the spring force through the spring 12 and the force exerted by the pressure in the upper chamber 9 on the upper side 614 of the valve piston 61, the sum of the force exerted by the pressure in the pressure chamber 5 on the nozzle needle 62 and on the taper 621 and the force exerted in the lower chamber on the bottom 615 of the valve piston 61. Consequently, the nozzle needle 62 of the valve body 6 is pressed into sealing contact with the valve seat 11, so that no fuel from the pressure chamber 5 can get into the nozzle head 3.
  • the engine control unit sends a signal, by which the electromagnet 73 of the first control valve 7 is energized.
  • the valve spool 72 of the first control valve 7 against the force of the spring 71st dressed. Consequently, the first control valve 7 changes from its closed position to its open position.
  • the second control valve 8 is not activated, so not energized and remains in its closed position.
  • both the second supply line 22 is now open, so that the pressurized fuel from the fuel line 4 can flow through the second supply line 22 into the lower chamber 10, and the first discharge line 31st so that at the same time the fuel from the upper chamber 9 through the first discharge line 31 to the first outlet 91 can flow, whereby the upper chamber 9 is depressurized.
  • the current application of the first control valve 7 is terminated. Since the solenoid 73 of the first control valve 7 is no longer supplied with power, moves the force of the spring 71 of the first control valve 7, the valve spool 72 back to its rest position, whereby the first control valve 7 from its open position in its closed position changes, thereby closing both the second supply line 22 and the first discharge line 31.
  • the solenoid 83 of the second control valve 8 is energized by a signal to the second control valve 8, so that the second control valve 8 changes from its closed position to its open position.
  • the second control valve 8 opens both the second discharge line 32, through which then the fuel from the lower chamber 10 can flow to the second outlet 92, as well as the third supply line 23, so in addition by the third supply line 23 of the pressurized fuel from the fuel line 4 can flow into the upper chamber 9.
  • the second supply line 22 and the first discharge line 31 are closed by the first control valve 7, and by the second control valve, the second discharge line 32 and the third supply line 23 are opened.
  • the bottom 615 of the valve piston 61 is relieved of the pressure very quickly because the fuel from the lower chamber 10 can flow through the second discharge line 32.
  • the upper side 614 of the valve piston 61 is pressurized very rapidly because the pressurized fuel can flow from the fuel line 4 into the upper chamber 9 both through the first supply line 21 and through the third supply line 23.
  • valve body 6 changes from the open state to the closed state and the flow connection between the pressure chamber 5 and the nozzle head 3 is closed.
  • the current application of the second control valve 8 can be terminated, so that this returns to its closed state, in which the second control valve 8 both the second Outlet line 32 and the third supply line 23 closes.
  • the second control valve 8 serves primarily to relieve the lower chamber 10 as quickly as possible from the pressure, thereby to accelerate the change from the open state to the closed state, i. to shorten the closing time.
  • the second control valve 8 additionally serves to accelerate the pressure buildup in the upper chamber 9 when the change from the open state to the closed state takes place.
  • the fuel injector 1 is thus characterized by very short switching times, that is both the change from the closed state to the open state and the change from the open state to the closed state takes place very quickly. This allows a particularly economical, efficient, low-emission and low-wear operation of the large diesel engine.
  • the fuel nozzle 1 is particularly suitable for a fuel injection method in which the fuel injector 1 is operated with a variable stroke of the valve body 6.
  • the injection process for a duty cycle of the cylinder can be carried out by a single driving of the first control valve 7.
  • the first control valve 7 is driven with a single signal or pulse, wherein the beginning of the signal determines the start of injection and the length of the signal, the injection duration.
  • the electromagnet 73 of the first control valve 7 is energized, at the end of the signal also ends the energization of the electromagnet 73 of the first control valve 7.
  • the change from the open to the closed state by a driving the second control valve 8 are supported or accelerated.
  • the first control valve 7 repeatedly to control each with a signal or pulse, the individual signal has a length that is significantly shorter than the desired length of the injection.
  • Such a multiple triggering of the first control valve 7 has the consequence that the first control valve 7 repeatedly switches back and forth between its closed position and its open position during an injection process.
  • valve body 6 By such a multiple or clocked control, it is possible to keep the valve body 6 during the entire injection process floating or floating in a position between the closed state (nozzle needle 62 in sealing contact with valve seat 11) and the maximum possible stroke of the valve body. 6 lies. That is, the valve body 6 can be maintained in an intermediate position between the closed state and the maximum open state during the injection process.
  • valve body 6 can be supported in an intermediate position between the closed state and the maximum open state by a suitable driving of the second control valve 8.
  • This method to operate the valve body 6 with a variable stroke, opens up many ways to make the injection process as optimal as possible and adapt it, for example, to the current load, with which the large diesel engine is operated, or to the properties of the fuel, just two examples to call.
  • the stroke of the valve body by the control of the first control valve 7 and optionally to vary the second control valve 8 almost any injection profiles for the injection process can be realized.
  • the injection profile is meant the time course of the injected fuel quantity during the injection process.
  • the various supply and discharge lines 21, 22, 23, 31, 32 preferably as bores in the Nozzle body 2 are configured, each having a throttle effect, wherein the strength of the throttle effect is preferably set over the diameter of the respective line 21, 22, 23, 31, 32.
  • the following measures may be advantageous in terms of throttle effect.
  • the second supply line 22 has a diameter which is at most 50%, preferably at most 25%, of the diameter of the fuel line 4.
  • the second supply line 22 has a diameter which corresponds to about 20% of the diameter of the fuel line 4.
  • the first supply line 21 has a diameter which is smaller than the diameter of the second supply line 22.
  • the first supply line 21 may For example, have a diameter which is at most 50% of the diameter of the second supply line 22.
  • the third supply line 23 has a diameter which is at least approximately the same size as the diameter of the second supply line 22.
  • the second discharge line 32 has in the area between the lower chamber 10 and the second control valve 8 a diameter which is smaller than the diameter of the second supply line 22.
  • the diameter of the second discharge line 32 in said area is for example about 80% of the diameter of the second Feed line 22.
  • the first discharge line 31 and the second discharge line 32 should have as little or no throttling action in their respective region downstream of the first or second control valve 7, 8 (ie between the respective control valve 7, 8 and the first outlet 91 and second outlet 92) to have.
  • the first discharge line 31 and the second discharge line 32 may be designed, for example, with at least the same diameter as the fuel line 4.
  • the throttling line 42 should have a significantly stronger throttling effect than the second discharge line 32.
  • the throttling line 42 may, for example, have a diameter which is at most 50% of the diameter of the second discharge line 32 in the region between the lower chamber 10 and the second control valve 8.

Landscapes

  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Physics & Mathematics (AREA)
  • Electromagnetism (AREA)
  • Fluid Mechanics (AREA)
  • Fuel-Injection Apparatus (AREA)
EP18200303.8A 2017-11-13 2018-10-15 Buse d'injection de carburant et procédé d'injection de carburant pour un gros moteur diesel ainsi que gros moteur diesel Active EP3483420B1 (fr)

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
EP17201409 2017-11-13

Publications (2)

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EP3483420A1 true EP3483420A1 (fr) 2019-05-15
EP3483420B1 EP3483420B1 (fr) 2020-06-17

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EP18200303.8A Active EP3483420B1 (fr) 2017-11-13 2018-10-15 Buse d'injection de carburant et procédé d'injection de carburant pour un gros moteur diesel ainsi que gros moteur diesel

Country Status (4)

Country Link
EP (1) EP3483420B1 (fr)
JP (1) JP7319772B2 (fr)
KR (1) KR102669791B1 (fr)
CN (1) CN109779802B (fr)

Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102021202731A1 (de) 2021-03-22 2022-09-22 Robert Bosch Gesellschaft mit beschränkter Haftung Kraftstoffeinspritzeinrichtung
SE2250482A1 (en) * 2022-04-22 2023-10-23 Scania Cv Ab Fuel Injector, Internal Combustion Engine, and Vehicle

Citations (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO1993023667A1 (fr) * 1992-05-18 1993-11-25 Paul Marius A Systeme d'injection de carburant
DE4425339A1 (de) * 1994-02-11 1995-08-17 Mtu Friedrichshafen Gmbh Einspritzsystem
EP0900932A1 (fr) * 1997-09-03 1999-03-10 Robert Bosch Gmbh Système d'injection de combustible pour un moteur à combustion interne
EP1036931A2 (fr) * 1999-03-16 2000-09-20 Delphi Technologies, Inc. Système d'injection de carburant
EP1795738A1 (fr) * 2005-12-12 2007-06-13 C.R.F. Societa Consortile per Azioni Système d'injection de carburant pour un moteur à combustion interne et méthode correspondante pour commander l'injection de carburant
US20080202471A1 (en) * 2005-10-19 2008-08-28 Volvo Lastvagnar Ab Fuel Injection System Suitable for Low-Viscosity Fuels

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US6161770A (en) * 1994-06-06 2000-12-19 Sturman; Oded E. Hydraulically driven springless fuel injector
DE19928846A1 (de) * 1999-06-24 2001-03-08 Bosch Gmbh Robert Common-Rail-Injektor
JP2001349257A (ja) 2000-06-08 2001-12-21 Toyota Motor Corp 燃料噴射弁
JP4454195B2 (ja) * 2001-08-23 2010-04-21 株式会社日本自動車部品総合研究所 燃料噴射弁
US6945475B2 (en) * 2002-12-05 2005-09-20 Caterpillar Inc Dual mode fuel injection system and fuel injector for same
JP2010096071A (ja) * 2008-10-16 2010-04-30 Honda Motor Co Ltd 燃料噴射装置
CA2743043C (fr) * 2011-06-14 2012-09-18 Westport Power Inc. Soupape d'injection de carburants mixtes
DK177456B1 (en) * 2011-06-27 2013-06-17 Man Diesel & Turbo Deutschland A fuel valve for large turbocharged two stroke diesel engines
DE102011121384B4 (de) * 2011-12-19 2014-03-13 L'orange Gmbh Injektor und Verfahren zur Ausführung mit einem solchen

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Publication number Priority date Publication date Assignee Title
WO1993023667A1 (fr) * 1992-05-18 1993-11-25 Paul Marius A Systeme d'injection de carburant
DE4425339A1 (de) * 1994-02-11 1995-08-17 Mtu Friedrichshafen Gmbh Einspritzsystem
EP0900932A1 (fr) * 1997-09-03 1999-03-10 Robert Bosch Gmbh Système d'injection de combustible pour un moteur à combustion interne
EP1036931A2 (fr) * 1999-03-16 2000-09-20 Delphi Technologies, Inc. Système d'injection de carburant
US20080202471A1 (en) * 2005-10-19 2008-08-28 Volvo Lastvagnar Ab Fuel Injection System Suitable for Low-Viscosity Fuels
EP1795738A1 (fr) * 2005-12-12 2007-06-13 C.R.F. Societa Consortile per Azioni Système d'injection de carburant pour un moteur à combustion interne et méthode correspondante pour commander l'injection de carburant

Cited By (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102021202731A1 (de) 2021-03-22 2022-09-22 Robert Bosch Gesellschaft mit beschränkter Haftung Kraftstoffeinspritzeinrichtung
SE2250482A1 (en) * 2022-04-22 2023-10-23 Scania Cv Ab Fuel Injector, Internal Combustion Engine, and Vehicle
WO2023204745A1 (fr) * 2022-04-22 2023-10-26 Scania Cv Ab Moteur à combustion interne à injecteur de carburant et véhicule
SE546150C2 (en) * 2022-04-22 2024-06-11 Scania Cv Ab Fuel Injector, Internal Combustion Engine, and Vehicle

Also Published As

Publication number Publication date
CN109779802B (zh) 2022-05-17
KR102669791B1 (ko) 2024-05-27
JP2019090407A (ja) 2019-06-13
EP3483420B1 (fr) 2020-06-17
KR20190054922A (ko) 2019-05-22
CN109779802A (zh) 2019-05-21
JP7319772B2 (ja) 2023-08-02

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