EP4153857A1 - Injecteur de carburant - Google Patents

Injecteur de carburant

Info

Publication number
EP4153857A1
EP4153857A1 EP21723167.9A EP21723167A EP4153857A1 EP 4153857 A1 EP4153857 A1 EP 4153857A1 EP 21723167 A EP21723167 A EP 21723167A EP 4153857 A1 EP4153857 A1 EP 4153857A1
Authority
EP
European Patent Office
Prior art keywords
pressure
chamber
membrane
fuel injector
pressure sensor
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.)
Pending
Application number
EP21723167.9A
Other languages
German (de)
English (en)
Inventor
Helmut Giessauf
Sven Pasedach
Franz Guggenbichler
Florian MOESENBICHLER
Thibault Jean Roger HENRION
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
Original Assignee
Robert Bosch GmbH
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 Robert Bosch GmbH filed Critical Robert Bosch GmbH
Publication of EP4153857A1 publication Critical patent/EP4153857A1/fr
Pending legal-status Critical Current

Links

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
    • F02M2200/247—Pressure sensors

Definitions

  • the invention relates to a fuel! Injector of the type used to inject fuel under high pressure into a combustion chamber of an internal combustion engine.
  • the fuel is introduced directly into a combustion chamber.
  • Injectors are used that inject the compressed and high-pressure fuel through narrow injection openings into the combustion chamber, which is finely atomized in the process.
  • the finely atomized fuel together with the air in the combustion chamber, forms an ignitable mixture which, due to the fine atomization, burns off effectively and thus enables the internal combustion engine to perform well.
  • the injector has a nozzle needle which is piston-shaped and which is arranged in a longitudinally displaceable manner in a pressure chamber which is filled with fuel under high pressure.
  • the nozzle needle opens and closes the injection openings through its longitudinal movement, the movement of the nozzle needle being controlled servo-hydraulically, i.e. via the fuel pressure in a control room, through which a hydraulic closing force exerts on the nozzle needle.
  • the fuel pressure in the control room is controlled via a control valve that regulates the pressure in the control room either electromagnetically or with the aid of a piezo actuator.
  • the electromagnet or the piezo actuator of the control valve can be controlled very precisely by a control device.
  • a control device it must be taken into account that there is a time lag between the control current and the actual movement of the nozzle needle, since the control valve is only activated with a certain time delay to an actual movement of the nozzle needle and thus to the start or end of the injection leads.
  • the movement of the nozzle needle can, for example, be recorded precisely via the pressure curve in the control chamber.
  • a fuel injector is known from DE 102015 207307 A1, in which the control chamber is connected to a pressure chamber via a connecting hole.
  • the pressure chamber is separated from a pressure sensor by a membrane, the membrane being deformable by the pressure.
  • a change in pressure in the control chamber thus also causes a change in pressure in the pressure chamber and thus a change in deformation of the membrane corresponding to the pressure, which can be detected by the pressure sensor.
  • the exact point in time at which the nozzle needle opens and closes can then be determined and the control signal at the control valve can be readjusted if necessary.
  • the membrane that separates the pressure chamber from the pressure sensor is part of a valve plate in which the pressure sensor and the pressure chamber are formed.
  • the membrane which is formed in one piece with the valve plate, remains between the pressure chamber and the pressure sensor through corresponding recesses.
  • the fuel injector according to the invention has the advantage that precise control of the injection is made possible and there is great freedom in the structural implementation of the fuel injector.
  • the fuel! injector on a multi-part housing, the housing parts opposing n one another are clamped in a liquid-tight manner.
  • the housing there is a pressure chamber that can be filled with fuel and that has a nozzle needle that can be longitudinally displaced therein and that interacts with a nozzle seat to open and close at least one injection opening. With its end facing away from the nozzle seat, the nozzle needle delimits a control chamber, the pressure of which exerts a closing force acting on the nozzle needle in the direction of the nozzle seat.
  • a pressure chamber which is hydraulically connected to the control chamber and a pressure sensor which is designed to measure the pressure in the pressure chamber.
  • a membrane is arranged between the pressure chamber and the pressure sensor and separates the pressure sensor from the pressure chamber in a liquid-tight manner, the membrane being clamped between two housing parts.
  • the membrane is designed as a separate component which is clamped between the two housing components.
  • the membrane separates the pressure chamber from the pressure sensor so that the pressure sensor is not subjected to fuel.
  • This construction has a number of advantages: The setting of the sensor preload, i.e. the force with which the piezo sensor designed as a pressure sensor is preloaded, is directly possible without taking the membrane into account. In addition, the assembly and direct access to the pressure sensor is facilitated by this constructive implementation.
  • the membrane can be made of any material, which is ideal for the application at hand. When designing the membrane, little or no consideration has to be given to the geometric tolerances, material properties and strength requirements of the other housing components. The thickness of the membrane can be freely selected and the manufacturing process of the adjacent components is hardly influenced by the membrane, so that injectors with different membranes can be structurally implemented without any problems.
  • the membrane is designed in such a way that it can be deformed by the pressure of the pressure chamber in the direction of the pressure sensor.
  • a pin is arranged between the membrane and the pressure sensor, which pin transmits a deformation of the membrane to the pressure sensor. Such a pin increases the constructive freedom in the arrangement of the pressure sensor and can also front the sensor protect against an excessive force, in particular against an asymmetrical force, by acting as a damping element.
  • the pressure chamber is formed in a nozzle body, the nozzle body resting against a throttle plate.
  • the nozzle body and the throttle plate are parts of the housing and the throttle plate delimits the control chamber.
  • the pressure chamber is advantageously formed by a recess in the throttle plate and is connected to the control chamber via a connecting bore formed in the throttle plate.
  • the pressure sensor is arranged in a valve plate which is also part of the housing and which rests against the throttle plate. Since the pressure sensor is in a separate housing component, the pressure sensor can be arranged and installed independently of the throttle plate. The membrane is advantageously clamped between the valve plate and the throttle plate so that it is clearly fixed and separates the pressure chamber from the pressure sensor.
  • the membrane is designed as a circular disk.
  • several areas can be left out so that only part of the interface between the valve plate and the throttle plate is covered. This is particularly advantageous if one or more high pressure bores pass through the interface between the valve plate and the throttle plate and the membrane surrounds these passage areas, since the surface pressure between the valve plate and the throttle plate is increased overall and thus the tightness.
  • Figure 1 is a longitudinal section through a fuel injector according to the invention, Figure 2 and
  • FIG. 3 each sectional view of the fuel injector of FIG. 1 in the area of the membrane, parts of the housing being omitted here,
  • FIG. 5 shows further exemplary embodiments of the invention, only the section labeled A in FIG. 1 being shown enlarged.
  • FIG 1 is a fuel according to the invention!
  • the injector is shown in longitudinal section, only the essential areas of the injector being shown.
  • the fuel injector has a housing 1 which comprises a valve body 2, a valve plate 3, a throttle plate 4 and a nozzle body 5, which adjoin one another in this series.
  • the parts of the housing 1 are clamped against each other by a clamping nut 6 so that they are liquid-tight against each other.
  • a pressure chamber 8 is formed, which can be filled with fuel under high pressure.
  • the fuel is passed through the valve body 2, the valve plate 3 and the throttle plate 4 into the pressure chamber 8 via a high pressure bore (not shown in the drawing).
  • a piston-shaped nozzle needle 10 is arranged to be longitudinally displaceable and cooperates with a nozzle seat 11 which is formed at the end of the pressure chamber 8 on the combustion chamber side.
  • a nozzle seat 11 which is formed at the end of the pressure chamber 8 on the combustion chamber side.
  • several injection openings 12 are formed which, in the installed position of the fuel!
  • the injector opens into a combustion chamber, the nozzle needle 10 closing the injection openings 12 opposite the pressure chamber 8 when it rests on the nozzle seat 11, while fuel can flow from the pressure chamber 8 to the injection openings 12 when the nozzle needle 10 has lifted from the nozzle seat 11.
  • the nozzle needle 10 delimits a control chamber 18 with its end face facing away from the nozzle seat 11.
  • the control chamber 18 is delimited radially on the outside by a sleeve 16 which is guided on the nozzle needle 10, and the end face of the throttle plate 4.
  • a closing spring 14 is arranged under compressive prestress, which surrounds the nozzle needle 10 and which exerts a closing force on the nozzle needle 10 in the direction of the nozzle seat 11.
  • the Control chamber 18 is connected to pressure chamber 8 via an inlet throttle, not shown in the drawing, so that the same pressure as in pressure chamber 8 prevails in control chamber 18 when nozzle needle 10 is closed, ie when it is in contact with nozzle seat 11.
  • the inlet throttle can be formed in the sleeve 16, for example.
  • a control valve 18 is arranged in the valve body 2.
  • the control valve 18 is located in a low pressure chamber 21, which is formed in the valve body 2 and in which there is always a low fuel pressure by the low pressure chamber 21 is connected via a line not shown in the drawing voltage with a low pressure return.
  • the control valve 18 comprises a magnet armature 23 which is arranged in the low-pressure chamber 21 so that it can move longitudinally.
  • the armature 23 interacts with a control valve seat 26 for opening and closing a drain hole 28 together, which connects the control chamber 18 with the low-pressure chamber 21.
  • the electromagnet 24 is used, which, when energized, exerts an attractive force on the armature 23 and pulls the armature away from the control valve seat 26 against the force of the armature spring 25. If the magnetic armature 23 releases the drain hole 28, fuel flows from the control chamber 18 into the low-pressure chamber 21, whereby the pressure in the control chamber 18 is reduced. The nozzle needle 10 then lifts off the nozzle seat 11 - driven by the fuel pressure in the pressure chamber 8 - and releases the injection openings 12. If the energization of the electromagnet 24 is ended, the armature spring 25 presses the magnet armature 23 back into its closed position. The fuel pressure in the control chamber 18 then rises again to the level of the pressure chamber 8 and pushes the nozzle needle 10 back into its closed position.
  • a recess 35 is formed, in which a pressure sensor 36 is arranged.
  • the pressure sensor 36 is designed as a piezo sensor and is connected via an electrical connection line 40 to a control device, which is not shown in FIG. 1.
  • a pressure chamber 32 is formed by a recess on the end face of the throttle plate 4, with which it rests against the valve plate 3 with a membrane 30 interposed.
  • the pressure chamber 32 is connected via a connecting bore 33 connected to the control chamber 18, so that the same fuel pressure as in the control chamber 18 always prevails in the pressure chamber 32.
  • the membrane 30 is clamped between the valve plate 3 and the throttle plate 4 and is held stationary here.
  • the diaphragm 30 seals off the pressure chamber 32 as a result of the contact pressure of the housing parts, in particular the valve plate 3 and the throttle plate 4.
  • a pin 38 is arranged between the pressure sensor 36 and the diaphragm 30, via which a deformation of the diaphragm 30 is transmitted to the pressure sensor 36 and there triggers a corresponding signal which is passed on to the control unit via the electrical connection line.
  • the pressure in the control chamber 18 and thus also in the pressure chamber 32 deforms the membrane 30 in the area of the pressure chamber 32 in the direction of the pressure sensor 36. As a result, a force is exerted on the pressure sensor 36 via the pin 38, which leads to a corresponding signal there.
  • the deformation of the membrane 30 changes depending on the pressure in the pressure chamber 32, so that the pressure in the pressure chamber 32 and thus also in the control chamber 18 can be measured with the pressure sensor 36.
  • the membrane 30 is designed as a separate component and essentially has the shape of a circular disk, with corresponding openings for the passage of the high pressure channels and for other fastenings being provided.
  • FIG. 2 a partially sectioned illustration of the fuel injector of FIG. 1 is shown in FIG. 2 in order to clarify this.
  • the throttle plate 4 and the nozzle body 5 is omitted and the valve body 2 and the valve plate 3 partially cut ge to show the structure of the pressure sensor 36 and its arrangement.
  • the centering pins 42 serve as an assembly aid so that the individual housing parts are assembled in exactly the right orientation.
  • FIG 3 a further embodiment of the fuel injector according to the invention is shown, wherein the membrane 30 has a plurality of recessed areas 130 here.
  • the membrane 30 In addition to sealing the pressure chamber 32 from the pressure sensor 36, the membrane 30 also serves as a sealing film between the valve plate 3 and the throttle plate 4.
  • the recessed areas 130 allow the surface pressure to be increased significantly in the remaining areas, in particular in the area around the high pressure bores 44, where this through the Pass through the boundary layer between the valve plate 3 and the throttle plate 4.
  • the increased surface pressure also increases the tightness in this area, so that it is possible to reliably prevent fuel under high pressure from escaping to the outside and penetrating into the space between the clamping nut 6 and the housing 1.
  • FIG. 4 shows a further exemplary embodiment of the invention in an enlargement of the section labeled A in FIG. 1.
  • the pin 38 extends through the entire valve plate 3, while the pressure sensor 36 is arranged in a recess 35 in the valve body 2.
  • the membrane 30 is clamped between tween the valve plate 3 and the throttle plate 4 and separates the pressure sensor 36 from the fuel.
  • FIG. 5 shows a further exemplary embodiment of the invention in the same representation as FIG. 4.
  • the pressure sensor 36 is arranged in a recess 35 in the valve body 2, as is the pin 38 the fuel seals from, is clamped between the valve plate 3 and the valve body 2, the connection to the connecting bore 33 through a rising bore 34 is made.
  • the membrane 30 can be made of a different material than the other housing parts.
  • the membrane 30 can be made of an expandable and high-strength material with high flexural strength in order to optimally transmit the pressure signal from the pressure chamber 32 to the pressure sensor 36. Since the membrane 30 is designed as a separate component, you have to construct the fuel! injectors a free choice of materials and does not have to take into account the other geometric tolerances and material properties of the other housing parts and other components of the fuel injector. The thickness of the membrane can be chosen arbitrarily, as long as the necessary elasticity is guaranteed.

Landscapes

  • 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)

Abstract

L'invention concerne un injecteur de carburant destiné à injecter du carburant sous haute pression dans la chambre de combustion d'un moteur à combustion interne, comprenant un boîtier en plusieurs parties (1), les parties de boîtier (2, 3, 4, 5) étant serrées les unes contre les autres de manière étanche aux liquides. Le boîtier (1) est équipé d'une chambre de pression (8) qui peut être remplie de carburant et qui comprend une aiguille d'injecteur (10) qui est mobile longitudinalement dans la chambre de pression et qui coopère avec un siège d'injecteur (11) pour ouvrir et fermer au moins une ouverture d'injection (12) et dont l'extrémité opposée au siège d'injecteur (11) délimite une chambre de commande (18), ladite chambre de commande ayant une pression qui exerce une force de fermeture sur l'aiguille d'injecteur (10) dans la direction du siège d'injecteur (11) et qui est reliée hydrauliquement à une chambre de pression (32) dans le boîtier (1). Le boîtier (1) est en outre équipé d'un capteur de pression (36), qui est conçu pour mesurer la pression dans la chambre de pression (32). Une membrane (30) qui sépare le capteur de pression (36) de la chambre de pression (32), de manière étanche aux liquides, est disposée entre la chambre de pression (32) et le capteur de pression (36), ladite membrane (30) étant serrée entre deux parties de boîtier (3, 4).
EP21723167.9A 2020-05-20 2021-04-28 Injecteur de carburant Pending EP4153857A1 (fr)

Applications Claiming Priority (3)

Application Number Priority Date Filing Date Title
DE102020206381 2020-05-20
DE102021203572.8A DE102021203572A1 (de) 2020-05-20 2021-04-12 Kraftstoffinjektor
PCT/EP2021/061101 WO2021233653A1 (fr) 2020-05-20 2021-04-28 Injecteur de carburant

Publications (1)

Publication Number Publication Date
EP4153857A1 true EP4153857A1 (fr) 2023-03-29

Family

ID=78408710

Family Applications (1)

Application Number Title Priority Date Filing Date
EP21723167.9A Pending EP4153857A1 (fr) 2020-05-20 2021-04-28 Injecteur de carburant

Country Status (3)

Country Link
EP (1) EP4153857A1 (fr)
DE (1) DE102021203572A1 (fr)
WO (1) WO2021233653A1 (fr)

Families Citing this family (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102022211245A1 (de) 2022-10-24 2024-04-25 Robert Bosch Gesellschaft mit beschränkter Haftung Verfahren zum Ermitteln eines oder mehrerer charakteristischer Zeitpunkte einer Kraftstoffeinspritzung

Family Cites Families (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102010044012A1 (de) * 2010-11-16 2012-05-16 Robert Bosch Gmbh Kraftstoffinjektor
DE102014203642A1 (de) * 2014-02-28 2015-09-03 Robert Bosch Gmbh Kraftstoffinjektor
DE102015207307A1 (de) 2015-04-22 2016-10-27 Robert Bosch Gmbh Kraftstoffinjektor

Also Published As

Publication number Publication date
WO2021233653A1 (fr) 2021-11-25
DE102021203572A1 (de) 2021-11-25

Similar Documents

Publication Publication Date Title
EP1115971B1 (fr) Soupape d'injection de carburant
EP2102486B1 (fr) Injecteur avec une soupape de commande à compensation de pression axiale
WO2004040119A1 (fr) Soupape d'injection
EP2100026B1 (fr) Injecteur de carburant avec électrovanne à siège sphérique
DE102006053128A1 (de) Injektor zum Einpritzen von Kraftstoff
DE102009039647A1 (de) Kraftstoffinjektor und Kraftstoff-Einspritzsystem
EP1640604A1 (fr) Servovalve et soupape d'injection
WO2021233653A1 (fr) Injecteur de carburant
EP1630409A1 (fr) Soupape servo et soupape d'injection
DE19954288A1 (de) Kraftstoffeinspritzventil für Brennkraftmaschinen
EP2427649B1 (fr) Dispositif pour injecter du carburant
EP1960657A1 (fr) Guide a deformation optimisee de l'induit de soupapes magnetiques
EP3464865B1 (fr) Soupape à gaz pour doser des carburants gazeux
EP2166218A2 (fr) Soupape d'injection de combustible
WO2010009925A1 (fr) Goujon d’induit pour vanne électromagnétique
DE102012224398A1 (de) Kraftstoffeinspritzventil für Brennkraftmaschinen
DE10154576C1 (de) Kraftstoffinjektor mit düsennaher Magnetventilanordnung
WO2009021864A1 (fr) Soupape pilote pour injecteur de carburant
DE102007047129A1 (de) Injektor mit hülsenförmigem Steuerventilelement
DE102009000283A1 (de) Injektor zum Einspritzen von Kraftstoff
DE102005024871A1 (de) Injektor, insbesondere Kraftstoffinjektor
DE102004042558B4 (de) Kraftstoffinjektor mit einer von einer Servoventileinheit gesteuerten Registerdüse
DE10115164C1 (de) Kraftstoff-Injektor für Einspritzanlagen
WO2008049675A1 (fr) Injecteur avec une soupape de commande à compensation de pression axiale
EP2085604A1 (fr) Injecteur de carburant

Legal Events

Date Code Title Description
STAA Information on the status of an ep patent application or granted ep patent

Free format text: STATUS: UNKNOWN

STAA Information on the status of an ep patent application or granted ep patent

Free format text: STATUS: THE INTERNATIONAL PUBLICATION HAS BEEN MADE

PUAI Public reference made under article 153(3) epc to a published international application that has entered the european phase

Free format text: ORIGINAL CODE: 0009012

STAA Information on the status of an ep patent application or granted ep patent

Free format text: STATUS: REQUEST FOR EXAMINATION WAS MADE

17P Request for examination filed

Effective date: 20221220

AK Designated contracting states

Kind code of ref document: A1

Designated state(s): AL AT BE BG CH CY CZ DE DK EE ES FI FR GB GR HR HU IE IS IT LI LT LU LV MC MK MT NL NO PL PT RO RS SE SI SK SM TR

DAV Request for validation of the european patent (deleted)
DAX Request for extension of the european patent (deleted)