WO2002093000A1 - Systeme d'injection de carburant - Google Patents

Systeme d'injection de carburant Download PDF

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Publication number
WO2002093000A1
WO2002093000A1 PCT/DE2002/001536 DE0201536W WO02093000A1 WO 2002093000 A1 WO2002093000 A1 WO 2002093000A1 DE 0201536 W DE0201536 W DE 0201536W WO 02093000 A1 WO02093000 A1 WO 02093000A1
Authority
WO
WIPO (PCT)
Prior art keywords
pressure
fuel
closing
fuel injection
pressure chamber
Prior art date
Application number
PCT/DE2002/001536
Other languages
German (de)
English (en)
Inventor
Christoph Magel
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 WO2002093000A1 publication Critical patent/WO2002093000A1/fr

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
    • F02M59/00—Pumps specially adapted for fuel-injection and not provided for in groups F02M39/00 -F02M57/00, e.g. rotary cylinder-block type of pumps
    • F02M59/02—Pumps specially adapted for fuel-injection and not provided for in groups F02M39/00 -F02M57/00, e.g. rotary cylinder-block type of pumps of reciprocating-piston or reciprocating-cylinder type
    • F02M59/10—Pumps specially adapted for fuel-injection and not provided for in groups F02M39/00 -F02M57/00, e.g. rotary cylinder-block type of pumps of reciprocating-piston or reciprocating-cylinder type characterised by the piston-drive
    • F02M59/105—Pumps specially adapted for fuel-injection and not provided for in groups F02M39/00 -F02M57/00, e.g. rotary cylinder-block type of pumps of reciprocating-piston or reciprocating-cylinder type characterised by the piston-drive hydraulic drive
    • 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
    • F02M61/20—Closing valves mechanically, e.g. arrangements of springs or weights or permanent magnets; Damping of valve lift
    • F02M61/205—Means specially adapted for varying the spring tension or assisting the spring force to close the injection-valve, e.g. with damping of valve lift
    • 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
    • F02M2200/21—Fuel-injection apparatus with piezoelectric or magnetostrictive elements
    • 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
    • F02M59/00—Pumps specially adapted for fuel-injection and not provided for in groups F02M39/00 -F02M57/00, e.g. rotary cylinder-block type of pumps
    • F02M59/44—Details, components parts, or accessories not provided for in, or of interest apart from, the apparatus of groups F02M59/02 - F02M59/42; Pumps having transducers, e.g. to measure displacement of pump rack or piston
    • F02M59/46—Valves
    • F02M59/466—Electrically operated valves, e.g. using electromagnetic or piezoelectric operating means
    • F02M59/468—Electrically operated valves, e.g. using electromagnetic or piezoelectric operating means using piezoelectric operating means

Definitions

  • a pressure-controlled fuel injection device is known, for example, from WO 98/31933, in which a spring element presses a valve member against a nozzle opening and thus closes the valve, and in which the valve is opened by applying a fuel pressure in an area from which the Injection is fed with fuel via the nozzle opening.
  • the opening pressure is fixed via the spring force. Since, according to the pressure areas on the nozzle needle, the nozzle closing pressure is lower than the opening pressure, a rapid relief is clearly necessary below the nozzle closing pressure, especially in the case of a very high injection pressure, in order to achieve rapid needle closing. This affects the optimal design of the discharge cross-section and can lead to cavitation problems and unwanted spraying.
  • the fuel injection system according to the invention has the advantage of a variable one
  • Nozzle opening pressure For this purpose, a variable hydraulic closing force is provided, which can be applied to the nozzle needle. This can be different than when only on Systems based on spring force, a high closing force can be achieved in small installation spaces. If the pressure of a high-pressure fuel source, in particular the rail pressure of a common rail system, is used for this purpose, the nozzle opening pressure is variable and advantageously increases with increasing rail pressure, that is to say with increasing injection pressure. As a result, the mean injection pressure no longer differs so much from the maximum achievable value, since the pressures immediately after opening the nozzle are also higher than in known systems which are based solely on spring force and in which an increase in the available installation space for design reasons the spring force is usually not possible.
  • a high average injection pressure is already achieved in this way. This allows post-injection to reduce soot emissions, since a small amount is injected with high injection pressure.
  • a high nozzle opening pressure advantageously prevents unwanted spraying due to pressure fluctuations. If the injection pressure at the injection end is very high, the system does not have to be relieved until the needle closes, which results in easier boundary conditions for the design of the control cross-section in the control valve. Since there is still a very high pressure in the nozzle chamber when the needle is closed, it is safe to avoid blowing back combustion gases from the combustion chamber.
  • the system does not require throttles in the closing pressure line, which means that the closing force is immediately effective when the pressure chamber is relieved.
  • the needle therefore has a high closing speed.
  • the additional hydraulic closing force means that the spring force can be reduced compared to conventional pressure-controlled nozzles, which in turn creates constructive space advantages.
  • the pressure required for opening the valve is provided, for the hydraulic closing force, for example, the spring chamber of the closing piston can be connected directly to the high-pressure fuel source, in particular the rail of a common rail system, additional structural measures are unnecessary.
  • the pressure transmission device can be controlled in an advantageous manner with the pressure of the high-pressure fuel source; a separate hydraulic system with a separate hydraulic fluid is thereby dispensed with.
  • the high-pressure chamber of the pressure booster device is connected to the high-pressure fuel source via a non-return valve, the pressure of the high-pressure fuel source is passed into the high-pressure chamber when the pressure translation has ended, and the resulting pressure force advantageously pushes the pressure booster piston back into the starting position; a spring for resetting the pressure booster piston can be omitted.
  • FIG. 1 shows a fuel injection system
  • FIG. 2 shows a second
  • FIG. 3 shows a third fuel injection system. Description of the embodiments
  • a closing piston 34 is movably mounted in the fuel injection valve such that it can be displaced in the direction of movement 15 within the housing 9.
  • the locking piston essentially has two areas of different cross-section perpendicular to the direction of movement 15.
  • the needle area 16 In the area facing the injection openings 38, the needle area 16, a space is provided between the housing and the valve member, which can be connected to the end space 88 located between the conical end and the housing when the conical end of the needle area is lifted off the housing.
  • the needle region 16 merges at the region facing away from the conical end via a conically shaped pressure shoulder 25 into a guide region 36 with a larger cross section.
  • the guide area 36 is dimensioned such that the locking piston can be displaced in the housing along the direction of movement 15 without fuel apart from leakage losses being able to penetrate between the guide area and the housing wall.
  • a closing pressure chamber 31 Between the end of the guide region 36 facing away from the pressure shoulder 16, which is delimited by a closing pressure surface 35, and the housing 9 there is a closing pressure chamber 31, in which a closing spring 32 is arranged between the wall of the housing and the closing pressure surface such that the spring a force is exerted on the closing piston towards the fuel injection openings.
  • the closing pressure chamber 31 is connected via a closing pressure line 39 to a high-pressure fuel source 13 designed as a high-pressure rail of a Co mon-Rail system.
  • High-pressure fuel source is supplied with fuel from a fuel tank 10 via a high-pressure line 12 and a high-pressure pump 11, so that fuel pressures of up to 2000 bar can be provided.
  • the closing piston is surrounded by a bulge in the pressure chamber 33, which also includes the space between the needle area of the closing piston and the housing and the end chamber 88.
  • the pressure chamber 33 is connected to the high-pressure fuel source 13 via a control pressure line 37, a pressure translation direction 20 being arranged in the control pressure line.
  • a 3/2-way valve 17 is connected between the pressure booster and the high-pressure fuel source, which can be designed, for example, as a piezoelectrically controllable valve.
  • the valve connects the pressure booster in a first switching state to the high-pressure fuel source 13 and in a second switching state to a low-pressure line 14.
  • the low-pressure line 14 leads to a low-pressure system, not shown, via which fuel from the
  • Pressure intensifier can be returned to the fuel tank.
  • the pressure booster device 20 contains a pressure booster piston 90, the large-diameter area 91 of which delimits a space 18 connected to the valve 17 and the small-diameter area 92 delimits a high-pressure space 21 connected to the pressure space 33 via the control pressure line 37.
  • the back space 19 of the pressure booster in which leakage losses from the high pressure space 21 and from the space 18 can accumulate and in which a return spring 23 is tensioned between the housing of the pressure booster and the pressure booster piston 90, is connected via a low pressure line 22 to the low pressure system mentioned above ,
  • a check valve 24 is connected in parallel to the pressure booster, so that fuel can reach the pressure chamber 33 from the high-pressure fuel source 13, but not from the pressure chamber 33 to the valve 17.
  • a separate combination of an injection valve 30, a pressure booster device 20 and a control valve 17 is provided for each combustion chamber of the internal combustion engine, while the high-pressure fuel source supplies all devices associated with the respective combustion chambers with fuel.
  • the fuel pressure provided by the high-pressure fuel source 13 is constantly present in the closing pressure chamber 31 and, together with the spring force of the closing spring 32, presses the closing piston 34 against the injection openings 38, so that these are closed by the end of the needle region 16 facing the injection openings. If fuel for injection into the combustion chamber of an internal combustion engine, in particular a diesel internal combustion engine, is to emerge from the injection openings 38 projecting into the combustion chamber, the end region 88 of the pressure chamber 33 must be supplied with fuel. This is done by lifting the closing piston, as a result of which the end chamber 88 comes into contact with the bulge of the pressure chamber, from which fuel can flow in for injection.
  • the valve 17 is brought into the first switching state, so that the fuel is conducted from the high-pressure accumulator 13 to the space 18 of the pressure booster.
  • an increased fuel pressure is generated in the high-pressure chamber 21 and is forwarded to the pressure chamber 33.
  • the closing piston rises on the pressure shoulder 25 due to the opening pressure force and releases the injection openings 38.
  • the pressure in the pressure chamber 33 is reduced.
  • the control valve is switched to the second switching state, that is to say the space 18 is separated from the pressure of the high-pressure fuel source or the high-pressure accumulator 13 and is connected to the return line, that is to say to the low-pressure system.
  • the fuel pressure in space 18, in high-pressure space 21 and in pressure space 33 then drops. If the closing pressure falls below a value, the closing piston closes and the injection of fuel into the combustion chamber is ended.
  • the pressure booster piston is returned to its starting position by the return spring 23, the high-pressure chamber 21 being filled via the check valve 24.
  • the closing force of the spring 32 acts on the closing piston.
  • the pressure of the high-pressure accumulator 13 generates a hydraulic closing force on the closing piston. The total closing force on the closing piston, which determines the nozzle opening pressure, is therefore dependent on the pressure of the high-pressure fuel accumulator.
  • the surface area of the closing pressure surface 35 and the pressure shoulder 25 can be selected to the desired ratio of the nozzle opening pressure to the injection pressure, that is to say the pressure that is present in the end space 88 when the injection openings are fully open. If, for example, the diameter of the guide area 36 of the closing piston is 4 millimeters and the diameter of the needle area 16 is 2 millimeters, a nozzle opening pressure that already reaches half the value of the injection pressure can be set with a pressure increase by a factor of 2.5.
  • the check valve 24 can also be integrated in the piston of the pressure transmission device.
  • the high-pressure space 21 is filled from space 18, but it can also be done from the rear space 19 or directly from the low-pressure system.
  • FIG. 2 shows a fuel injection system in which the same or similar components as in FIG. 1 are provided with the same reference symbols and are not described again.
  • the guide region 36 is expanded by a surface element 370 which has a larger cross-sectional area perpendicular to the direction of movement of the closing piston than the region 36.
  • the return spring presses against the surface element 370 (instead of directly against region 36 as in FIG. 1), and the fuel pressure of the high-pressure accumulator 13 applied via the closing pressure line 39 acts on the entire surface of the surface element 370 facing the return spring.
  • a limiting element 371 attached to the housing in the area of the closing pressure chamber limits the opening stroke of the closing piston.
  • the back space 372 delimited by the housing, the surface element and the guide area is connected to the low-pressure system via a return line 360 in order to discharge leakage losses.
  • a check valve 250 is installed in the low-pressure line 22, and the check valve 24 is not (as in FIG. 1) connected to the space 18, but via a line 260 to the low-pressure system.
  • the pressure area of the hydraulic closing force is increased compared to the diameter of the closing piston.
  • the pressure amplification of the pressure booster device must be selected accordingly in order to ensure safe opening and closing by controlling the pressure booster device.
  • the high-pressure chamber 21 is filled via line 260 from the low-pressure system.
  • the surface element can also be made smaller, so that its cross-sectional area perpendicular to the direction of movement of the closing piston is smaller than the cross-sectional area of the closing piston in region 36.
  • a pressure transmission device with a smaller pressure gain can then be selected. Since, in the exemplary embodiment illustrated in FIG. 2, the filling of the high-pressure chamber 21, in contrast to the arrangement according to FIG. 1, takes place from the low-pressure system, the activation pressure for the pressure transmission device in the chamber 18 and the closing pressure in the closing pressure chamber 31 can also be provided via a liquid system that is separate from the fuel line system take place, for example via a system carrying a hydraulic oil. The hydraulic oil is used as the working medium in the pump 11, the high pressure accumulator 13 and the chamber 18
  • Pressure transmission device is used, while the fuel, for example diesel fuel, is compressed in the high-pressure chamber 21 and supplied to the pressure chamber 33.
  • the rear space 19 can be closed via the check valve 22, as a result of which this space is not filled with fuel. Any leakage that may penetrate can continue to flow into the low-pressure system via the check valve. This reduces the amount of fuel that has to be discharged from the rear area into the low-pressure system during the delivery stroke of the pressure booster.
  • the embodiment according to FIG. 3 also has a check valve 24, which, however, unlike in the example in FIG.
  • the fuel is metered into the combustion chamber analogously to FIG. 1.
  • the pressure in the pressure chamber is reduced by connecting the chamber 18 to the low-pressure system via the valve 17 and the line 14.
  • the pressure in chamber 18, in high-pressure chamber 21 and in pressure chamber 33 drops, and when the nozzle closing pressure falls below the closing piston closes the injection openings.
  • the piston of the pressure booster device is reset by the amount of fuel flowing into the high-pressure chamber 21 via the check valve 24.
  • the pressure of the high-pressure accumulator 13 is established in the high-pressure chamber 21 and in the pressure chamber 33 as the reset pressure.
  • the closing piston remains in the position closing the injection openings 38.
  • the pressure booster piston which can also be designed in two parts (one part with the large diameter, the second part with the small diameter), the inlet cross section is limited via the check valve 24 via the throttle 270.

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

Abstract

L'invention concerne un système d'injection de carburant conçu pour des moteurs à combustion interne et comportant une soupape d'injection de carburant alimentée par une source de carburant haute pression et pourvue d'un piston de fermeture. Ce dernier peut être déplacé par la pression du carburant qui est applicable sur une chambre de pression, au moins un orifice d'injection de carburant pouvant être en communication avec la chambre de pression. Le piston de fermeture (34) comporte une zone (36 ; 370) formant saillie dans une chambre (31) de pression de fermeture reliée à la source (13) de carburant haute pression de manière à ce que la pression de carburant de la source de carburant sous haute pression puisse continuellement agir sur le piston de fermeture (34). La chambre de pression (33) est en communication avec un dispositif multiplicateur de pression (20) de sorte que le piston de fermeture (34) puisse être déplacé par la commande dudit dispositif multiplicateur de pression (20). Utilisé dans des systèmes de rampe commune pour des moteurs à combustion interne diesel, le système selon l'invention présente de nombreux avantages et permet une ouverture pressostatique au moyen d'une pression d'ouverture dépendante de la pression du carburant qui règne dans la rampe haute pression du système de rampe commune.
PCT/DE2002/001536 2001-05-17 2002-04-26 Systeme d'injection de carburant WO2002093000A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE2001123917 DE10123917A1 (de) 2001-05-17 2001-05-17 Kraftstoffeinspritzsystem
DE10123917.3 2001-05-17

Publications (1)

Publication Number Publication Date
WO2002093000A1 true WO2002093000A1 (fr) 2002-11-21

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DE (1) DE10123917A1 (fr)
WO (1) WO2002093000A1 (fr)

Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102008000285A1 (de) 2007-02-13 2008-08-21 Denso Corp., Kariya Kraftstoffeinspritzvorrichtung
KR101330693B1 (ko) 2011-12-26 2013-11-19 자동차부품연구원 직접분사식 디젤엔진용 인젝터

Families Citing this family (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102004017304A1 (de) * 2004-04-08 2005-10-27 Robert Bosch Gmbh Servoventilangesteuerter Kraftstoffinjektor

Citations (9)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US3983855A (en) * 1973-07-12 1976-10-05 C.A.V. Limited Fuel injection system
GB1503096A (en) * 1975-05-16 1978-03-08 Karl Marx Stadt Automobilbau Fuel injection pumping apparatus
GB1543714A (en) * 1975-03-07 1979-04-04 Lucas Cav Ltd Fuel injection pumping apparatus
US4170974A (en) * 1975-12-24 1979-10-16 Robert Bosch Gmbh High pressure fuel injection system
US4404943A (en) * 1981-01-27 1983-09-20 Lucas Industries Limited Fuel system for internal combustion engines
US4667638A (en) * 1984-04-17 1987-05-26 Nippon Soken, Inc. Fuel injection apparatus for internal combustion engine
JPH03237259A (ja) * 1990-02-13 1991-10-23 Isuzu Ceramics Kenkyusho:Kk 燃料噴射ノズルの制御装置
WO1998031933A1 (fr) 1997-01-21 1998-07-23 Robert Bosch Gmbh Dispositif d'injection de carburant pour moteurs a combustion interne
DE19910970A1 (de) * 1999-03-12 2000-09-28 Bosch Gmbh Robert Kraftstoffeinspritzeinrichtung

Patent Citations (9)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US3983855A (en) * 1973-07-12 1976-10-05 C.A.V. Limited Fuel injection system
GB1543714A (en) * 1975-03-07 1979-04-04 Lucas Cav Ltd Fuel injection pumping apparatus
GB1503096A (en) * 1975-05-16 1978-03-08 Karl Marx Stadt Automobilbau Fuel injection pumping apparatus
US4170974A (en) * 1975-12-24 1979-10-16 Robert Bosch Gmbh High pressure fuel injection system
US4404943A (en) * 1981-01-27 1983-09-20 Lucas Industries Limited Fuel system for internal combustion engines
US4667638A (en) * 1984-04-17 1987-05-26 Nippon Soken, Inc. Fuel injection apparatus for internal combustion engine
JPH03237259A (ja) * 1990-02-13 1991-10-23 Isuzu Ceramics Kenkyusho:Kk 燃料噴射ノズルの制御装置
WO1998031933A1 (fr) 1997-01-21 1998-07-23 Robert Bosch Gmbh Dispositif d'injection de carburant pour moteurs a combustion interne
DE19910970A1 (de) * 1999-03-12 2000-09-28 Bosch Gmbh Robert Kraftstoffeinspritzeinrichtung

Non-Patent Citations (1)

* Cited by examiner, † Cited by third party
Title
PATENT ABSTRACTS OF JAPAN vol. 016, no. 021 (M - 1201) 20 January 1992 (1992-01-20) *

Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102008000285A1 (de) 2007-02-13 2008-08-21 Denso Corp., Kariya Kraftstoffeinspritzvorrichtung
KR101330693B1 (ko) 2011-12-26 2013-11-19 자동차부품연구원 직접분사식 디젤엔진용 인젝터

Also Published As

Publication number Publication date
DE10123917A1 (de) 2002-11-28

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