EP3521607A1 - Injecteur de carburant avec circuit de détection de position de soupape - Google Patents

Injecteur de carburant avec circuit de détection de position de soupape Download PDF

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Publication number
EP3521607A1
EP3521607A1 EP19153633.3A EP19153633A EP3521607A1 EP 3521607 A1 EP3521607 A1 EP 3521607A1 EP 19153633 A EP19153633 A EP 19153633A EP 3521607 A1 EP3521607 A1 EP 3521607A1
Authority
EP
European Patent Office
Prior art keywords
needle
valve
circuit
circuit branch
fuel injector
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Withdrawn
Application number
EP19153633.3A
Other languages
German (de)
English (en)
Inventor
Jean-François Berlemont
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.)
BorgWarner Luxembourg Automotive Systems SA
Original Assignee
Delphi Automotive Systems Luxembourg SA
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Delphi Automotive Systems Luxembourg SA filed Critical Delphi Automotive Systems Luxembourg SA
Publication of EP3521607A1 publication Critical patent/EP3521607A1/fr
Withdrawn legal-status Critical Current

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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
    • F02M65/00—Testing fuel-injection apparatus, e.g. testing injection timing ; Cleaning of fuel-injection apparatus
    • F02M65/005—Measuring or detecting injection-valve lift, e.g. to determine injection timing
    • 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
    • F02M51/005—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
    • 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
    • F02D2041/202—Output circuits, e.g. for controlling currents in command coils characterised by the control of the circuit
    • F02D2041/2055—Output circuits, e.g. for controlling currents in command coils characterised by the control of the circuit with means for determining actual opening or closing time
    • 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
    • F02D41/30—Controlling fuel injection
    • F02D41/38—Controlling fuel injection of the high pressure type
    • F02D41/40—Controlling fuel injection of the high pressure type with means for controlling injection timing or duration
    • 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
    • F02M2200/245—Position sensors, e.g. Hall sensors

Definitions

  • the present invention generally relates to fuel injection and more specifically to fuel injectors, in particular for internal combustion engines.
  • WO2011/073147 Another method of fuel injector installation has been disclosed in WO2011/073147 , which uses a segmented master performance curve.
  • Each fuel injector to be installed in the engine is provided with specific fuel injector parameters in a machine-readable format, and these parameters are transferred to the engine ECU. Fitting information, preferably coefficients for a characteristic equation attributed to each respective segment of the master flow curve, are contained in these fuel injector specific parameters.
  • EP 2 375 036 discloses a method for determining an injector closing time based on the voltage trace measured at the coil of the electromagnetic actuator of the injector. There voltage trace gives the closing timing of the valve in a servo-injector design. It gives the information on the moving part in the electromagnetic circuit, i.e. the valve meber of the control valve in the case of a common rail injector, and not the needle of the injector nozzle.
  • the present invention has been developed on the basis of the switch function disclosed in WO2017/167627 .
  • the clear benefit of a detection system using the injector needle as switch is that it gives a very precise timing of the events when the needle leaves or reaches the closed position.
  • valve member of the control valve can be used as mobile contact member of a switch.
  • the present invention uses a detection circuit with two parallel detection branches, and is remarkable in that each circuit branch is designed to have a distinct predetermined ohmic resistance value.
  • the present invention proposes a fuel injector comprising:
  • the detection circuit will exhibit four different resistance values depending on the configuration of the switches:
  • the voltage at the detection voltage terminal will vary depending on the resistance offered by the detection circuit. This makes it possible to discriminate between the different states (open/closed) of the switches and hence makes it possible to decode the sequence of events in the nozzle and control valve.
  • the respective resistance values are selected for an enhanced readability, i.e. so that the signal magnitude is sufficiently different to allow properly discriminating between each position.
  • the voltage difference between each configuration is preferably of at least about 0.5 V to 1 V, preferably of at least 1.5 to 2 V, or larger.
  • the resistance of each circuit branch is of at least 500 ⁇ , more preferably at least 1 k ⁇ .
  • the ratio between the two resistors is preferably of 1.4 or 1.5, or higher).
  • the resistance of each circuit branch can be easily set to a desired value by adding a resistor.
  • the first or second link may typically be a coated (insulated) conductor (wire) running from the detection voltage terminal down to the desired region of the nozzle, respectively of the control valve.
  • a resistor can easily be serially inserted in each electrical link.
  • the first or second link can be manufactured in a material of predetermined resistivity, so that the link itself forms the resistor.
  • each circuit branch is designed such that the circuit is closed only when the respective mobile contact member is in an end position, i.e. seat position or full lift position, the circuit branch being open when the mobile contact member is in-between said end positions.
  • the first circuit branch is designed to be only closed when the valve member is in its closed or fully open position.
  • the second circuit branch is designed to be only closed when the valve member is in its closed or fully open position.
  • the second electric link is connected to a valve member biasing means that is electrically insulated from a control valve body, and the valve member is axially guided by a valve stem that is electrically insulated from the valve body.
  • the actuator may comprise a coil and a moveable armature that is rigidly linked to the valve member.
  • the valve member biasing means comprises a valve spring arranged in a spring bore in an actuator body. The valve spring is electrically insulated from the actuator body and in electrical contact with the armature.
  • the second circuit branch includes the second link, the valve spring, the armature and the valve member, as well as the valve body and/or the actuator body.
  • the first circuit branch may generally include the first electric link, the upper guide member, the needle, the nozzle body or the valve body.
  • valve body, nozzle body or actuator body are generally electrically linked with an engine component at chassis ground, e.g. via the capnut or injector body in contact with the cylinder head or fuel rail.
  • the invention concerns a method of monitoring injector status, comprising measuring a detection voltage at the common detection voltage terminal of the above-mentioned injector, and determining the sequence of control valve and nozzle events based on the voltage evolution at said common detection voltage terminal.
  • the fuel injector 10 is suitable for use in a fuel injection system of an internal combustion engine, and particularly a diesel engine in which fuel is typically injected into the engine at high pressure levels in excess of several hundred bar, and commonly as high as 2000 to 3000 bar.
  • Fuel injector 10 extends along longitudinal axis A and comprises, from bottom to top, a nozzle 12 with a needle 14 arranged in a nozzle body 16; an upper guide member 18 for the needle 14; a control valve 20 comprising a valve body 22 with a fuel passage 24 including a seat 26 and a valve member 28; and a solenoid-type actuator 30 having an actuator body 32 with a coil 31 and moveable armature 31.
  • the nozzle body 16, upper guide member 18, control valve body 22 and actuator body 32 are stacked and maintained by any appropriate means.
  • reference sign 36 designates a nut-shaped body referred to as cap-nut, that engages a shoulder of the nozzle body 16 and is screwed on the injector body 32.
  • the nozzle 12 includes a first region 12.1 of relatively narrow diameter and a second, enlarged region 12.2.
  • the nozzle body 16 is provided with a bore 38 which extends through both the first and second regions, the bore 38 terminating at a position spaced from the free end of the first region 12.1.
  • the elongate injector needle 14 is slideable within the bore 38, the injector needle 16 including a tip 40 which is arranged to engage a nozzle seat 42 defined by the inner surface of the nozzle body 16 adjacent the tip (free end) of the nozzle 12.
  • the nozzle 12 is provided with one or more apertures 44 downstream of the nozzle seat 42, the apertures 44 being positioned such that engagement of the needle tip 40 with the nozzle seat 42 prevents fluid escaping from the injector body 16 through the apertures 44, and when the tip 40 is lifted from the seat 42, fluid may be delivered through the apertures 44.
  • Needle 12 has a generally cylindrical shape and extends axially from the needle tip (featuring a needle seat cooperating with valve seat 42) to an upper, needle head 46.
  • the needle 14 is advantageously axially guided.
  • the needle 14 includes an annular protrusion 48 that slides against the inner surface of the bore 38, which forms a cylindrical guide.
  • the needle head 46 is guided by the upper guide member 18, which is an independent element in-between the nozzle body 16 and control valve body 22.
  • Upper guide member 18 is fixedly maintained in the injector stack, namely through the axial compression exerted by the cap-nut 36.
  • the needle head 38 is guided in an axial guiding bore 50 provided in upper guide element 18.
  • the needle head 46, together with the guiding bore 50 and control valve body 22 define a control chamber 52.
  • the injector 10 includes a fuel supply line which is arranged to receive high pressure fuel from an accumulator (e.g. common rail) of an associated fuel delivery system and which communicates with an annular gallery 54.
  • an accumulator e.g. common rail
  • an annular gallery 54 In order to permit fuel to flow from the gallery 54 towards the tip region of the nozzle body 16, a number of calibrated orifices or grooves (straight or helicoidal - not shown) are provided in the protrusion 48.
  • the needle 14 sealingly rests on the nozzle seat 42; it is in the closed position (CP), preventing the flow of fuel through orifice(s) 44.
  • the needle 14 can be lifted from this closed position by adjusting (i.e. reducing) the pressure in the control chamber 52 -thereby permitting fuel flow towards the injection orifices 44- typically up to fully open position O (generally in upper abutment against control valve body 22).
  • the needle 14 is said to be "ballistic", which generally also permits fuel flow to the injection orifices.
  • Needle 14 is typically biased in closed position by means of a spring 56 that rests, at one end, on an annular bearing surface 58 surrounding the needle head 46, and at the other end against a lower surface of the upper guide member 18.
  • the actuation of the needle 14 is operated by adjusting the pressure in the control chamber 52. Therefore, the high pressure supply side includes a derivation channel (not shown) opening into the control chamber 52. The latter is also connected to a low pressure circuit via an outlet channel (not shown), the flow through the outlet channel being controlled by the control valve 20.
  • the coil 31 of the actuator 30 When the coil 31 of the actuator 30 is energized, it attracts the armature 60 that is rigidly linked to the valve member 28, which is lifted from its seat 26. This opens the outlet channel and allows fuel to flow from the control chamber 52 to the low pressure circuit.
  • the pressure in the control chamber 52 decreases and the needle 14 lifts from its seat in direction of the OP, allowing fuel to flow towards orifice 44 and, hence, allowing fuel injection into the combustion chamber.
  • valve member 28 When actuator 30 is no longer energized, the armature 60 and valve member 28 assembly is biased in closed position (valve member 28 on seat 26) by a valve spring 62, thereby closing the outlet channel and retaining the inflow of high pressure fuel in the control chamber 32.
  • the fuel pressure therein builds-up again and the needle 14, under the pressure exerted by the fuel and the needle spring 56, moves towards the CP in which the needle tip 40 sealingly engages the seat 42 (spaced from the ceiling of the control chamber) and impedes the flow of fuel downstream thereof.
  • the present injector 10 comprises detection means for detecting the position of both the needle 14 and the valve member 28.
  • the detection means includes a detection circuit, generally indicated 64, with first 64.1 and second 64.2 detection branches, both with a switch function where the needle 14 and valve member 28 respectively form a movable contact element.
  • the detection circuit 64 is electrically connected to a detection terminal 66 in a connector 68 (represented by the dash-lined square) that also typically includes a pair of terminals 70 that are used for supplying power to the actuator coil.
  • a connector 68 represented by the dash-lined square
  • the connector 68 is mounted on the injector end opposite the injection tip.
  • the two circuit branches 64.1 and 54.2 are connected at one end to the detection terminal 66 and will be grounded at the other end, i.e. linked to the chassis or possibly another reference potential, when the branch is closed by the respective switch.
  • each circuit branch is designed to exhibit a predetermined ohmic resistance, different from the other branch.
  • the resistance of each branch is set by providing a resistor in each branch.
  • the first detection branch 64.1 includes a first electric link, indicated 72 , that extends axially through the injector down to the upper guide member 18, to which it is electrically connected, the needle 14, the nozzle body 16 or the valve body 22, and finally the cap-nut 36 which is contact with the chassis ground.
  • a first electric link indicated 72
  • the capnut is generally in contact with the cyclinder head which is at the engine electrical ground.
  • the capnut is in contact with injector body 32, which is generally also in contact with the high pressure pipe in communication with the fuel rail, also at the engine ground.
  • the first link 72 is guided through the injector in an electrically insulated manner.
  • a first resistor R 1 is provided in the first link, i.e. serially mounted between two wire sections.
  • the upper guide member 18 is also electrically insulated from the surrounding components in contact therewith, except for the surface of the guide bore 50 in contact with the needle 14.
  • the upper, lower and outer surfaces of the upper guide member 18 may be covered by an electrically insulating coating 74.
  • the needle 14 is insulated from the nozzle body 16, except at the nozzle seat 42.
  • An insulating coating 76 is provided around annular protrusion 48 at the interface with the bore.
  • the circuit in the first branch is open and no current flows therethrough.
  • the second detection branch 64.2 is associated with the control valve 20. It includes a second link 80 that is connected to the valve spring 62, the armature 60 biased by the spring 62 and rigidly connected to the valve member 28, the valve body 22, the actuator body 32 and the cap-nut 36. It may be noted here that whereas there is a mounting clearance between the valve body 22 and capnut 36, in other embodiments they may be in contact and current can flow directly from valve body 22 into cap-nut 36.
  • valve stem 82 by which the valve member 28 is axially guided in the valve body 22, is electrically insulated from the valve body, e.g. by way of a coating 84.
  • valve spring 62 is electrically insulated from the spring bore 63 in which it is arranged.
  • an insulating coating 86 can be applied onto the internal surface of the spring bore 63.
  • the second link 80 again typically a coated wire, can be introduced via an end orifice into the spring bore 63 to connect a contact plate 65 which is in contact with the valve spring 62.
  • a second resistor R 2 is provided in the second link, i.e. serially mounted between two wire sections.
  • valve member If the valve member is in a position other than these closed and fully open positions, the circuit in the second branch is open and no current flows therethrough.
  • the electrically insulating coatings 74, 76, 84 and 86 may consist of any appropriate materials. Suitable materials are e.g. DLC coatings (Diamond-like carbon coatings, known for properties of electrical insulation, high hardness, low friction and chemical inertness) or aluminum oxide coatings.
  • DLC coatings Diamond-like carbon coatings, known for properties of electrical insulation, high hardness, low friction and chemical inertness
  • aluminum oxide coatings are e.g. DLC coatings (Diamond-like carbon coatings, known for properties of electrical insulation, high hardness, low friction and chemical inertness) or aluminum oxide coatings.
  • the present embodiment concerns a solenoid injector, it is also possible to implement the second detection branch with a piezo-electric actuator.
  • Fig.2 is a simplified model of the electric circuit 64 representing the two detection branches of the detection circuit in the injector 10.
  • One will recognize the two parallel branches of the detection circuit, namely the first branch 64.1 with resistor R 1 and switch SW1 formed by the needle, and the second branch 64.2 with resistor R 2 and switch SW2 formed by the valve member.
  • a supply voltage Vs is applied by the ECU at the detection terminal 70 of the connector, whereby the same potential is applied to both branches.
  • a measuring resistor R 0 is preferably integrated in the ECU in the detection line and the injector status is monitored by measuring the voltage after resistor Ro, referred to as detection voltage V D .
  • the measuring resistor R 0 may generally be in the same range as resistors R 1 and R 2 .
  • the detection voltage V D evolves depending on the status (open/closed) of the switches SW1 and SW2. When both switches are open, no current can flow and the detection voltage V D will be equal to the supply voltage Vs. In the other cases, V D will depend on the resistance offered by the fuel injector, i.e. R 1 , R 2 or both (resistances in parallel). The theoretic voltage V D can thus be calculated by using the voltage divider formula.
  • the ECU measuring circuit illustrated in Fig.2 is only a simplified example for the purpose of illustrating the invention; it should not be construed as limiting. Those skilled in the art may devise any other appropriate measuring circuit to determine the current or voltage at the detection terminal 70.
  • the detection voltage may evolve as summarized in table 1 below.
  • the injector resistance is given for each combination of the switches, reflecting the corresponding positions of the needle and valve.
  • the corresponding resistance of the injector is given, as well as the detection voltage.
  • the proposed detection circuit with its resistors leads to different voltage signals that allow identifying the different states of the needle and control valve.
  • Figures 3 and 4 show two graphs (simulations) illustrating the evolution of the detection voltage in function of time.
  • the proposed detection scheme with four different signal magnitudes for detection voltage V D permits decoding all 8 events relating to the needle and valve operation.
  • the implementation of the detection circuit is easy and does not affect the general design of the injector, in particular does not affect the hydraulic and dynamic properties. It simply requires drawing the two electric links through the injector and insulating some surfaces.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Physics & Mathematics (AREA)
  • Fluid Mechanics (AREA)
  • Fuel-Injection Apparatus (AREA)
EP19153633.3A 2018-01-31 2019-01-24 Injecteur de carburant avec circuit de détection de position de soupape Withdrawn EP3521607A1 (fr)

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
GB1801593.3A GB2570663A (en) 2018-01-31 2018-01-31 Fuel Injector For An Internal Combustion Engine

Publications (1)

Publication Number Publication Date
EP3521607A1 true EP3521607A1 (fr) 2019-08-07

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Family Applications (1)

Application Number Title Priority Date Filing Date
EP19153633.3A Withdrawn EP3521607A1 (fr) 2018-01-31 2019-01-24 Injecteur de carburant avec circuit de détection de position de soupape

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EP (1) EP3521607A1 (fr)
GB (1) GB2570663A (fr)

Citations (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2004097210A1 (fr) * 2003-04-29 2004-11-11 Siemens Aktiengesellschaft Soupape d'injection pourvue d'un contacteur de siege
KR20160083875A (ko) * 2013-11-12 2016-07-12 델피 인터내셔널 오퍼레이션즈 룩셈부르크 에스.에이 알.엘. 연료 인젝터
WO2017167627A1 (fr) * 2016-04-01 2017-10-05 Delphi International Operations Luxembourg S.À R.L. Injecteur de carburant

Family Cites Families (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102005019802B4 (de) * 2005-04-28 2008-09-11 Continental Automotive Gmbh Vorrichtung zum Übertragen von Signalen von mehreren Sitzkontaktschaltern mehrerer Kraftstoffeinspritzventile

Patent Citations (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2004097210A1 (fr) * 2003-04-29 2004-11-11 Siemens Aktiengesellschaft Soupape d'injection pourvue d'un contacteur de siege
KR20160083875A (ko) * 2013-11-12 2016-07-12 델피 인터내셔널 오퍼레이션즈 룩셈부르크 에스.에이 알.엘. 연료 인젝터
WO2017167627A1 (fr) * 2016-04-01 2017-10-05 Delphi International Operations Luxembourg S.À R.L. Injecteur de carburant

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Publication number Publication date
GB201801593D0 (en) 2018-03-14
GB2570663A (en) 2019-08-07

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