WO2002093001A1 - Systeme d'injection de carburant - Google Patents

Systeme d'injection de carburant Download PDF

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Publication number
WO2002093001A1
WO2002093001A1 PCT/DE2002/001550 DE0201550W WO02093001A1 WO 2002093001 A1 WO2002093001 A1 WO 2002093001A1 DE 0201550 W DE0201550 W DE 0201550W WO 02093001 A1 WO02093001 A1 WO 02093001A1
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WO
WIPO (PCT)
Prior art keywords
pressure
fuel
closing
chamber
pressure chamber
Prior art date
Application number
PCT/DE2002/001550
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
Priority claimed from DE10218904A external-priority patent/DE10218904A1/de
Application filed by Robert Bosch Gmbh filed Critical Robert Bosch Gmbh
Priority to DE50209869T priority Critical patent/DE50209869D1/de
Priority to JP2002590242A priority patent/JP4129186B2/ja
Priority to EP02737820A priority patent/EP1392967B1/fr
Priority to US10/333,071 priority patent/US6880527B2/en
Priority to KR1020037000643A priority patent/KR100853894B1/ko
Publication of WO2002093001A1 publication Critical patent/WO2002093001A1/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
    • 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
    • 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
    • F02M57/02—Injectors structurally combined with fuel-injection pumps
    • F02M57/022—Injectors structurally combined with fuel-injection pumps characterised by the pump drive
    • F02M57/025—Injectors structurally combined with fuel-injection pumps characterised by the pump drive hydraulic, e.g. with pressure amplification
    • F02M57/026—Construction details of pressure amplifiers, e.g. fuel passages or check valves arranged in the intensifier piston or head, particular diameter relationships, stop members, arrangement of ports or conduits
    • 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
    • F02M57/00—Fuel-injectors combined or associated with other devices
    • F02M57/02—Injectors structurally combined with fuel-injection pumps
    • F02M57/022—Injectors structurally combined with fuel-injection pumps characterised by the pump drive
    • F02M57/025—Injectors structurally combined with fuel-injection pumps characterised by the pump drive hydraulic, e.g. with pressure amplification
    • 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
    • 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
    • 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
    • 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
    • F02M63/0014—Valves characterised by the valve actuating means
    • F02M63/0015—Valves characterised by the valve actuating means electrical, e.g. using solenoid
    • F02M63/0026—Valves characterised by the valve actuating means electrical, e.g. using solenoid using piezoelectric or magnetostrictive actuators
    • 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
    • F02M63/0045—Three-way valves
    • 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
    • F02M63/0049—Combined valve units, e.g. for controlling pumping chamber and injection valve
    • 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

Definitions

  • the invention is based on one
  • Fuel injection device according to the preamble of the independent claim. From DE 43 11 627 fuel injection devices are already known in which an integrated pressure booster piston by means of a filling or an emptying of a rear space
  • An injection system is known from US Pat. No. 6,113,000 which has a high-pressure reservoir and a medium-pressure reservoir, the high-pressure reservoir optionally also being able to be run with fuel.
  • DE 199 10 970 describes fuel injection devices with a pressure booster, the injector and the pressure booster each being assigned a separate control valve.
  • DE 43 11 627 also describes an injection device which, in addition to a control valve, requires an additional four-way slide valve.
  • the fuel injection device according to the invention with the characterizing features of the independent claim has the advantage of being a pressure-controlled device with the use of pressure booster devices to realize a small pressure amplification ratio, for example in the order of magnitude 1: 1.5 to 1: 3, relatively low injection opening pressures.
  • a small pressure transmission ratio is advantageous because it allows the space available for the injector or the pressure intensifier to be kept small, the small volumes result in high dynamics in pressure build-up and reduction, relaxation losses are reduced to a minimum, the volume flows in the system and the delivery rate Fuel pump remain low and the necessary pressure level in the pump and rail remains in the range of up to 1400 bar, which is already manageable in series production, even at high injection pressures of over 2000 bar. The volume flows in the low pressure system also remain low.
  • the arrangement according to the invention enables these advantages to be used even for applications in which small amounts of fuel have to be measured reliably. This is achieved by relieving the pressure in the closing pressure chamber at the moment when the fuel is to be injected. So that a little
  • Gear ratio can be realized without the opening pressure taking on too high values that would make an exact metering of small amounts of fuel impossible.
  • a high closing pressure is still guaranteed, which leads to rapid needle closing under high injection pressure.
  • at least the fuel pressure of the high-pressure fuel source can be constantly present in the high-pressure chamber (apart from pressure vibrations occurring in the system). This advantageously ensures that a high injection pressure is present at the injection openings as soon as the injector is opened and that fuel can be metered into the combustion chambers in a precisely metered manner within small time windows.
  • the construction of the pressure intensifier can be simple and robust, since in addition to the low-pressure system, only another fuel system with a higher fuel pressure is provided.
  • FIG. 2 shows two diagrams
  • FIG. 3 shows a second fuel injection device
  • FIG. 4 shows a piezo valve
  • FIG. 5 shows another one
  • FIG. 6 shows diagrams with pressure ratios for different switching speeds and Figure 7 illustrates the switching states when using a 3/3 valve.
  • Figure 8 shows another
  • FIG. 9 further diagrams and FIG. 10 a further alternative embodiment.
  • FIG. 1 shows a fuel injection device in which a fuel injector 1 having a pressure booster device 7 is connected to a high-pressure fuel source 2 via a fuel line 4 provided with a throttle 3.
  • the high-pressure fuel source comprises a number of elements, not shown, such as a fuel tank, a pump and the high-pressure rail of a common rail system known per se, the pump being up to 1600 bar high
  • Injector 1 has a fuel injection valve 6 with a closing piston 13, which projects with its injection openings 9 into the combustion chamber 5 of a cylinder of an internal combustion engine.
  • the closing piston 13 is surrounded on a pressure shoulder 16 by a pressure chamber 17, which is connected to the high pressure chamber 28 of the pressure transmission device 7 via a high pressure line 40.
  • valve 8 In a first position, valve 8 connects line 42 to line 45, while a low-pressure line 44 leading to a low-pressure system, not shown, is closed at its end connected to valve 8. In a second position of the valve, the line 42 leading to the rear space 27 or to the closing pressure space 12 is connected to the low pressure line 44, while the end of the line 45 facing away from the high-pressure fuel source 2 and connected to the valve is sealed.
  • the closing piston is resiliently mounted via a return spring 11 arranged in the closing pressure chamber and tensioned between the housing 10 of the injection valve 6 and the closing piston 13, the return spring pressing the needle region 15 of the closing piston against the injection openings 9.
  • the pressure booster 7 has a spring-loaded pressure booster piston 21, which separates the high-pressure chamber 28 connected to the high-pressure line 40 from a chamber 26 which is connected to the high-pressure fuel source 2 via the line 4.
  • the piston 21 is made in two parts and has a first partial piston 22 and a smaller-diameter second partial piston 23.
  • the pressure booster device is divided into two areas by the partial piston 22, which is displaceably arranged in the housing and is separated from one another in a liquid-tight manner except for leakage losses.
  • One area is the space 26 connected to the high-pressure source, the second area has a step-like taper. It contains the second partial piston 23, which is displaceable in the taper immersed and delimits them in a liquid-tight manner from the rest of the second region, which forms the rear space 27.
  • the area delimited by the partial piston 23 forms the high pressure chamber 28 of the pressure booster device connected to the pressure chamber 17 of the injection valve, which is connected via a check valve 29 and a fuel line 43 to the line 4 leading to the high-pressure fuel source 2.
  • the two sub-pistons are separate components, but can also be designed to be firmly connected to one another.
  • the second sub-piston 23 has at its end facing the first sub-piston a spring hanger 24 projecting beyond its diameter, so that the return spring 25 tensioned against the housing 20 presses the second sub-piston against the first.
  • the pressure of the high-pressure fuel source 2 is fed via line 4 to the injector.
  • the injection valve In the first position of the valve 8, the injection valve is not activated and there is no injection.
  • the rail pressure is present in chamber 26, at valve 8, via valve 8 and line 42 in rear chamber 27, via valve and line 41 in closing pressure chamber 12 and via line 43 in high pressure chamber 28 and in pressure chamber 17.
  • the pressure intensifier piston is pressure-balanced, that is, the pressure intensifier is deactivated and there is no pressure boosting.
  • the pressure booster piston is returned to its starting position via a return spring.
  • the high-pressure chamber 28 is filled with fuel via the check valve 29.
  • the rail pressure in the closing pressure chamber 12 Due to the rail pressure in the closing pressure chamber 12, a hydraulic closing force is applied to the closing piston.
  • the return spring 11 provides a closing spring force.
  • the rail pressure can therefore be constantly present in the pressure chamber 17 without the injection valve opening unintentionally.
  • the fuel is metered into the combustion chamber 5 by activating the 3/2-way valve 8, that is, by moving the valve into its second position.
  • the rear space 27 is separated from the high-pressure fuel source and connected to the return line 44, and the pressure in the rear space drops. This activates the pressure transmission device, the two-part piston compresses the fuel in the high-pressure chamber 28, so that the pressure force acting in the opening direction increases in the pressure chamber 17 connected to the high-pressure chamber.
  • Injection openings 9 are already free at a lower pressure in the pressure chamber 17 than would be the case if the pressure in the closing pressure chamber 12 remained constant.
  • the pressure booster device remains activated and compresses the fuel in the high pressure space 28.
  • the compressed fuel is passed on to the injection openings and injected into the combustion chamber.
  • the valve 8 is returned to its first position. This separates the rear space 27 and the pressure space 17 from the return line 44 and connects them again to the supply pressure of the
  • the closing pressure chamber can also be connected directly to the valve 8 via a fuel line instead of indirectly via the rear chamber 27 of the pressure booster device, i.e. instead of a line 41 connected to the rear chamber, a line is provided which leads directly from the closing pressure chamber to the valve 8 ,
  • Figure 2 illustrates the course of the fuel pressures p as a function of time t and the resulting stroke h of the closing piston during an injection cycle.
  • the pressure of the high-pressure fuel source is denoted by prail, the pressure in the pressure chamber 12, at which the injection valve opens, by pö.
  • the maximum stroke length of the injection valve is abbreviated to hmax, the maximum fuel pressure achievable in high-pressure chamber 28 to pmax.
  • Curve 310 shows the time course of the fuel pressure in the high-pressure room or in the pressure room, curve 320 the pressure course in the closing pressure room.
  • Cross-sectional areas of the two pistons and the pressure of the high-pressure fuel source is predetermined.
  • the pressure 320 in the closing pressure chamber drops to a low pressure value (the fuel pressure prevailing in the low-pressure system, not shown in any more detail).
  • the injection valve opens, that is to say the stroke value h changes from zero to the value hmax as soon as the pressure forces acting in the opening direction in the pressure chamber 17 are the sum of the pressure forces acting in the closing direction in the closing pressure chamber 12 and overcompensate the force of the return spring 11. This is the case when the fuel pressure in the pressure chamber (see pressure curve 310) assumes the value pö.
  • the valve 8 is moved back into its first position, as a result of which the fuel pressures in
  • FIG. 3 shows a fuel injection device in which the same components as in FIG. 1 are provided with the same reference symbols.
  • the check valve is not via a line 43 with the
  • High-pressure fuel source but connected to line 41 via line 70.
  • the high-pressure chamber is not filled directly from the high-pressure fuel source, but from the rear chamber 27 and / or the closing pressure chamber 12.
  • the line 70 can also be connected directly to the rear space 27 or to the closing pressure space 12 instead of the line 41.
  • the 3/2-way valve 8 contained in the arrangements according to FIGS. 1 and 3 can be designed both as a magnetically and as a piezoelectrically controllable valve according to FIG. 4.
  • a valve housing 50 is connected to the three connecting lines 42, 44 and 45 known from FIGS. 1 and 3.
  • the valve housing there is a movably mounted valve body 51 which, in the rest position shown, has a return spring 52 which is between it and the valve housing is tensioned, is pressed with its hemispherical side surface in a liquid-sealing manner against the first valve seat 53.
  • the opposite side of the valve body which is formed by a flat surface, faces the second valve seat 54 connected to the line 45.
  • a pipe 55 leads from the first valve seat 53, to whose end facing away from the valve body the low-pressure line 44 is connected.
  • a first power transmission piston 56 rests on the hemispherical side surface of the valve body which seals the tube and projects out of the tube through a sealed opening in the side wall of the tube facing away from the valve body, so that a force is exerted on the valve body from outside the valve housing by displacement of the power transmission piston can.
  • a widened end piece of the piston 56 projects into a schematically illustrated coupling space 58 filled with coupling fluid.
  • a second power transmission piston 57 projects into the coupling space.
  • the latter is fastened to an electrically controllable piezo actuator 59, which can change in length by applying an electrical voltage, a base element 60 fastened on the opposite side of the piezo actuator being at the same distance from the coupling space in every electrical state of the piezo actuator.
  • the position of the valve body shown is the first position of the 3/2-way valve. In this state, the valve body closes the connection of the tube to the space in which the valve body is movably mounted, so that the line 42 can only exchange fuel with the line 45. If the valve is to be moved into its second position in order to achieve a metering of fuel into the combustion chamber, the piezo actuator 59 must be electrical - left
  • the piezo actuator can be controlled.
  • the piezo actuator is in contact with the force transmission piston 56 via the force transmission piston 57 and the coupling space 58. If the piezo actuator is actuated, it expands, and a force is transmitted through the coupling space to the valve body, which lifts it from the first valve seat and presses it against the second valve seat, so that now line 45 is used instead of line 44 the line 42 is connected.
  • the piezo valve can be connected to line 4 by means of line 45.
  • the valve can also be connected directly to the space 26 instead of the line 4.
  • FIG. 5 illustrates a further embodiment with one integrated in the injector housing 100
  • the same components as shown in Figures 1 and 3 are given the same reference numerals and will not be described again.
  • the pressure booster piston 121 has a first partial piston 122 and a second partial piston 123.
  • the first partial piston 122 is guided axially liquid-tight from the injector housing except for leakage losses.
  • the first partial piston has a step-shaped taper, so that the return spring 125 of the pressure transmission device can be accommodated between the injector housing and the first partial piston.
  • the return spring 125 is between a spring retainer 124 arranged on the taper and an am
  • Pressure intensifier piston serves to prevent the tapering of the first partial piston from being pushed against the injector housing.
  • the first sub-piston 122 merges on the side facing away from the space 126 into the second sub-piston 123, which has a smaller diameter, which also extends in regions
  • Injector housing is guided, since this has a step-shaped taper in the region of the second piston.
  • the space between the second partial piston and the injector housing forms the rear space 127 of the pressure booster, which extends through bores 141 in the second
  • Partial piston is connected to its hollowed out inner area forming the closing pressure chamber 112.
  • the closing piston 113 projects into the closing pressure chamber; the opposite end of the closing piston, the needle region 115, closes the injection openings 9
  • the guide area 114 of the closing piston In the area of the closing piston projecting from the closing pressure space and the needle area, there is the guide area 114 of the closing piston, which ensures axial guidance of the closing piston along the injector housing.
  • the guide area is larger in diameter than the needle area.
  • the guide area has a flow connection 205, for example in the form of a continuous bore, so that the space between the needle area and the injector housing and the smaller diameter area of the closing piston adjoining the guide area beyond the needle area can exchange fuel with one another.
  • a circular ring piece 203 is attached to the circumference of the closing piston, which protrudes into a cylindrical symmetrical bulge 202 of the injector housing without being able to touch the housing.
  • the circular ring piece 203 serves to support the Return spring 111, which presses the closing piston against the injection openings.
  • the return spring 111 rests on a radial projection of the hollow valve piston 106 which is guided by the closing piston and does not touch the injector housing.
  • the hollow valve piston has an end tapering to a circular sealing edge, which is pressed by the return spring 111 against the end face of the second partial piston, so that the high-pressure space 128, which is formed by the space located beyond the hollow valve piston between the closing piston and the injector housing, can be sealed against the closing pressure chamber 112, that is to say that the hollow valve piston together with the end face of the second partial piston can serve as a check valve 129.
  • Bores 204 are made in the circular ring piece 203, which support the fuel exchange between the regions of the high-pressure space on both sides of the circular ring piece.
  • the closing piston has two areas with a diameter that is smaller than the diameter in the area projecting into the closing pressure space: on the one hand, a waist between the guide area and the annular piece, and on the other hand the area between the guide area and the end of the closing piston facing the injection openings.
  • the high pressure chamber 28 and the nozzle chamber 17 of the arrangement according to FIG. 1 coincide and are formed by the high pressure chamber 128.
  • the mode of operation is otherwise similar to that of the arrangement according to FIG. 1.
  • the check valve for filling the high-pressure chamber 128 is formed by the check valve 129 described above.
  • the fuel is also metered into the combustion chamber 5 by activating the 3/2-way control valve 8. This relieves pressure in the rear chamber 127 and the closing pressure chamber 112 and activates the pressure booster.
  • the fuel in the high-pressure chamber 128 is compressed and via the flow connection 205 Injector tip forwarded.
  • the closing piston finally releases the injection openings as a result of the increasing opening pressure force in the high-pressure chamber and the simultaneously decreasing closing pressure force in the closing pressure chamber, and the fuel is injected into the combustion chamber.
  • the hollow valve piston 206 seals the high-pressure chamber 128 with a guide with respect to the closing piston, the hollow valve piston being axially displaceable and moving together with the pressure booster piston toward the injection openings during the compression of the fuel in the high-pressure chamber.
  • throttle 3 can also be installed alternatively or in combination with throttle check valves at any point on supply lines 4, 42 and 45.
  • the holes 204 can also be omitted.
  • Hollow valve pistons also have different shapes.
  • the only thing that is essential for the locking piston is that, on the one hand, a fuel supply is guaranteed up to the injection openings and that in the area of the high-pressure chamber the fuel pressure has a contact surface which effectively leads to an axial force on the locking piston which is oriented towards the pressure booster piston, that is to say acts in the opening direction.
  • the closing pressure chamber 12 or 112 and the rear chamber 27 or 127 are realized by a common closing pressure rear chamber (12, 27, 41) or (112, 127, 141), with all sub-areas (12, 27) or (112, 127) of the closing pressure rear space are permanently connected to one another for the exchange of fuel, for example via at least one fuel line 41 or via at least one bore 141 integrated in the pressure booster piston.
  • the pressure space 17 and the high pressure space 28 can also be connected by a common injection space (17, 28, 40) are formed, with all subregions of the injection chamber being permanently connected to one another for the exchange of fuel.
  • the pressure chamber 17 and the high-pressure chamber 28 can be connected to one another via a fuel line 40 (compare FIGS. 1 and 3), or the pressure chamber can be formed by the high-pressure chamber (128) itself (see FIG. 5).
  • FIG. 6 shows the time profiles of the fuel pressure p in the high-pressure chamber 28 or 128 for different switching speeds of the 3/2 piezo valve of FIG
  • Curve 310 shows the pressure conditions when the piezo valve is actuated quickly, curve 311 when the valve actuation is slow.
  • the first position of the valve in which the valve body is pressed against the first valve seat 53, becomes hereinafter referred to as the rest position and the second position, in which the valve body is pressed against the second valve seat 54, as the end position.
  • the piezo actuator is electrically controlled such that the valve body quickly moves from the rest position to the end position; when the valve is actuated slowly, the electrical voltage applied to the piezo actuator is slowly increased so that the valve body moves from the rest position to the end position at low speed.
  • Curves 320 and 321 show the associated pressure profiles in the rear space of the pressure booster as a function of time t.
  • the resulting stroke h of the piezo actuator that is to say the movement of the valve body, is shown in curves 330 and 331.
  • Prail denotes the pressure of the high-pressure fuel source or the pressure in the high-pressure rail of the common rail system, pmax the maximum in
  • FIG. 7 shows the pressure conditions in the event that, for example, the piezo valve according to FIG. 4 is operated as a 3/3-way valve.
  • the valve body of the valve in this case also has a central position in which it can remain at least for a certain period of time and in which line 42 is connected to both line 45 and line 44. Then, during this period, a pressure equilibrium can be established in the rear space at an intermediate pressure level PZ1, which is due to the one flowing off into the low pressure system and that of the
  • High-pressure fuel inflow amount is determined together.
  • Curve 410 shows the pressure curve in the high-pressure chamber
  • curve 420 the pressure curve in the rear chamber.
  • Hmax denotes the maximum value for the piezo stroke with which the end position of the valve body can be set, in which the rear chamber is only connected to the low pressure system.
  • the opening pressure pö in the high-pressure chamber is the pressure required to raise the closing piston
  • tl to t5 denote various successive points in time within an injection cycle which comprises a boat injection, i.e. a first injection phase at a low pressure level, and a second injection phase at a high pressure level.
  • valve body is moved into the middle position by a corresponding control of the piezo actuator and held in this middle position until time t3 (see the H (t) diagram).
  • the pressure in the back area drops
  • the intermediate position can also be used for an injection with a low injection pressure, with the intermediate position again going into the rest position. This happens, for example, with small injection quantities, such as those required for a pre-injection or at idle.
  • FIG. 8 shows a modification of the embodiment according to FIG. 3, in which, with an otherwise identical construction, a throttle 520 in the line 70 is installed, so that the connection between the high pressure chamber 28 and the closing pressure chamber 12 or the rear chamber 27 is throttled.
  • the cross section of the connecting path of the 3/2-way valve 8 between the line 45 and the line 42 is provided with the reference number 510 and is referred to below as the valve cross section.
  • a suitable adjustment of the valve cross-section 510, which connects the rear space 27 to the pressure supply, and the flow cross-section of the filling path 70, by a suitable choice of the flow cross-section of the throttle 520, can generate an additional hydraulic force for closing the needle.
  • the filling path 70 is designed to be very small by the throttle 520, but large enough to fill the high-pressure chamber 28 and reset the pressure booster piston to the next one
  • valve cross section 510 is designed large enough so that a rapid pressure build-up to rail pressure takes place in the rear space 27, and depending on the line design, a pressure increase in the rear space can also take place.
  • the pressure in the high-pressure space 28 is rapidly reduced to rail pressure with subsequent pressure undershooting under rail pressure.
  • the throttle 520 prevents a too rapid pressure equalization between room 28 and room 12 or 27. Since rail pressure is still present in the closing pressure chamber 12 in this phase, a closing hydraulic force occurs on the nozzle needle.
  • the design of the flow cross section of the filling path 70 is ensured by a check valve 29 having a corresponding flow cross section instead of using a throttle.
  • FIG. 9 schematically shows the pressure profiles that can be achieved with the arrangement according to FIG. 8.
  • the time course of the fuel pressure in the high-pressure chamber 28 is identified by the reference number 1310 provided, the time course of the fuel pressure in the rear space 27 of the pressure booster with the reference number 1320.
  • Closing pressure chamber 12 a pressure build-up to rail pressure, whereby at the same time there is a rapid pressure drop to rail pressure in the high pressure chamber 28.
  • the latter drop in pressure occurs so quickly that the pressure in the high-pressure chamber and in the pressure chamber of the injector sinks below the rail pressure. It is precisely in this phase that the needle closes, so that an additional hydraulic pressure force acts on the nozzle needle, as a result of which the needle closes quickly and the amounts of fuel can be metered into the combustion chambers of the internal combustion engine more precisely.
  • the rail pressure also arises in the high pressure room and in the pressure room.
  • the overshoot drawn in the course of 1320 beyond the rail pressure is hydraulic and can be minimized or suppressed by suitable line design.
  • Essential for the rapid pressure drop with the following
  • FIG 10 shows a modified embodiment of the arrangement shown in Figure 3.
  • a fuel line 1450 is provided, which is not connected directly to line 4, but to the space of the pressure booster into which line 4 opens.
  • the line 1450 opens into the room at the end of the pressure booster chamber opposite the line 4.
  • the line 41 from FIG. 3 is replaced by a fuel line 1410 which, in contrast to the line 41 from FIG. 3, opens into the rear space 27 beyond the mouth of the line 42 in the rear space 27.
  • this line 1410 is connected to the closing pressure chamber 12 in such a way that a line 1700 replacing the line 70 from FIG. 3 can be fastened diametrically opposite to the opening in the closing pressure chamber.
  • line 1700 is connected to the high-pressure chamber 28 in a manner known from FIG. 3 via a check valve 29. Furthermore, line 40 from FIG. 3 is replaced by line 1400, which is diametrical opposite the line 1700 or the check valve 29 opens into the high pressure chamber 28. In contrast to the arrangement according to FIG. 3, a limiting element 2000, which limits the opening stroke of the injector, is also fastened in the closing pressure chamber.
  • the mode of operation is essentially the same as that of the arrangement according to FIG. 3, with the difference that the diametrical arrangement of the mouths of the fuel lines in the spaces of the pressure intensifier or in

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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)
  • Electromagnetism (AREA)
  • Fuel-Injection Apparatus (AREA)

Abstract

L'invention concerne un système d'injection de carburant pour des moteurs à combustion interne, qui comprend un injecteur de carburant pouvant être alimenté par une source de carburant haute pression, ainsi qu'un dispositif multiplicateur de pression. Le piston de fermeture (13 ; 113) de l'injecteur fait saillie dans une chambre de pression de fermeture (12 ; 112) où il est soumis à une pression du carburant, ce qui génère une force agissant sur le piston de fermeture dans le sens de fermeture. La chambre de pression de fermeture (12 ; 112) et la chambre de retour (27 ; 127) du dispositif multiplicateur de pression sont formées par une chambre de retour/pression de fermeture commune (12, 27, 41 ; 112, 127, 141). Toutes les zones partielles (12, 27 ; 112, 127) de la chambre de retour/pression de fermeture sont reliées (41 ; 141) de façon permanente entre elles pour l'échange de carburant, de sorte qu'il est possible d'obtenir une pression d'ouverture d'injection relativement faible malgré un gain de pression faible par le dispositif multiplicateur de pression.
PCT/DE2002/001550 2001-05-17 2002-04-27 Systeme d'injection de carburant WO2002093001A1 (fr)

Priority Applications (5)

Application Number Priority Date Filing Date Title
DE50209869T DE50209869D1 (de) 2001-05-17 2002-04-27 Kraftstoffeinspritzeinrichtung
JP2002590242A JP4129186B2 (ja) 2001-05-17 2002-04-27 燃料噴射装置
EP02737820A EP1392967B1 (fr) 2001-05-17 2002-04-27 Systeme d'injection de carburant
US10/333,071 US6880527B2 (en) 2001-05-17 2002-04-27 Fuel injection device
KR1020037000643A KR100853894B1 (ko) 2001-05-17 2002-04-27 연료 분사 장치

Applications Claiming Priority (4)

Application Number Priority Date Filing Date Title
DE10123913 2001-05-17
DE10123913.0 2001-05-17
DE10218904.8 2002-04-26
DE10218904A DE10218904A1 (de) 2001-05-17 2002-04-26 Kraftstoffeinspritzeinrichtung

Publications (1)

Publication Number Publication Date
WO2002093001A1 true WO2002093001A1 (fr) 2002-11-21

Family

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Application Number Title Priority Date Filing Date
PCT/DE2002/001550 WO2002093001A1 (fr) 2001-05-17 2002-04-27 Systeme d'injection de carburant

Country Status (5)

Country Link
EP (1) EP1392967B1 (fr)
JP (1) JP4129186B2 (fr)
KR (1) KR100853894B1 (fr)
DE (1) DE50209869D1 (fr)
WO (1) WO2002093001A1 (fr)

Cited By (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
GB2384821A (en) * 2001-12-03 2003-08-06 Daimler Chrysler Ag An injection system operating with pressure intensification
WO2004003374A1 (fr) * 2002-06-29 2004-01-08 Robert Bosch Gmbh Systeme a rampe commune comprenant une buse variable et un systeme multiplicateur de pression
EP1666718A1 (fr) * 2004-11-04 2006-06-07 Robert Bosch Gmbh Dispositif d'injection de carburant
EP1959125A1 (fr) * 2007-02-13 2008-08-20 Robert Bosch GmbH Injecteur
US8100345B2 (en) 2004-07-21 2012-01-24 Toyota Jidosha Kabushiki Kaisha Fuel injection device

Families Citing this family (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP4003770B2 (ja) * 2004-10-01 2007-11-07 トヨタ自動車株式会社 燃料噴射装置
GB2560513A (en) * 2017-03-13 2018-09-19 Ap Moeller Maersk As Fuel injection system

Citations (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE4311627A1 (de) 1993-04-08 1994-10-13 Bosch Gmbh Robert Kraftstoffeinspritzeinrichtung für Brennkraftmaschinen
US6113000A (en) 1998-08-27 2000-09-05 Caterpillar Inc. Hydraulically-actuated fuel injector with intensifier piston always exposed to high pressure actuation fluid inlet
DE19910970A1 (de) 1999-03-12 2000-09-28 Bosch Gmbh Robert Kraftstoffeinspritzeinrichtung
DE19939429A1 (de) * 1999-08-20 2001-03-01 Bosch Gmbh Robert Kraftstoffeinspritzeinrichtung
DE10002273A1 (de) * 2000-01-20 2001-08-02 Bosch Gmbh Robert Einspritzeinrichtung und Verfahren zum Einspritzen von Fluid
WO2001088364A1 (fr) * 2000-05-17 2001-11-22 Bosch Automotive Systems Corporation Dispositif d'injection de carburant

Patent Citations (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE4311627A1 (de) 1993-04-08 1994-10-13 Bosch Gmbh Robert Kraftstoffeinspritzeinrichtung für Brennkraftmaschinen
US6113000A (en) 1998-08-27 2000-09-05 Caterpillar Inc. Hydraulically-actuated fuel injector with intensifier piston always exposed to high pressure actuation fluid inlet
DE19910970A1 (de) 1999-03-12 2000-09-28 Bosch Gmbh Robert Kraftstoffeinspritzeinrichtung
DE19939429A1 (de) * 1999-08-20 2001-03-01 Bosch Gmbh Robert Kraftstoffeinspritzeinrichtung
DE10002273A1 (de) * 2000-01-20 2001-08-02 Bosch Gmbh Robert Einspritzeinrichtung und Verfahren zum Einspritzen von Fluid
WO2001088364A1 (fr) * 2000-05-17 2001-11-22 Bosch Automotive Systems Corporation Dispositif d'injection de carburant

Cited By (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
GB2384821A (en) * 2001-12-03 2003-08-06 Daimler Chrysler Ag An injection system operating with pressure intensification
GB2384821B (en) * 2001-12-03 2004-03-17 Daimler Chrysler Ag Injection system operating with pressure intensification
WO2004003374A1 (fr) * 2002-06-29 2004-01-08 Robert Bosch Gmbh Systeme a rampe commune comprenant une buse variable et un systeme multiplicateur de pression
US8100345B2 (en) 2004-07-21 2012-01-24 Toyota Jidosha Kabushiki Kaisha Fuel injection device
EP1666718A1 (fr) * 2004-11-04 2006-06-07 Robert Bosch Gmbh Dispositif d'injection de carburant
EP1959125A1 (fr) * 2007-02-13 2008-08-20 Robert Bosch GmbH Injecteur

Also Published As

Publication number Publication date
KR100853894B1 (ko) 2008-08-25
EP1392967A1 (fr) 2004-03-03
EP1392967B1 (fr) 2007-04-04
DE50209869D1 (de) 2007-05-16
JP2004519614A (ja) 2004-07-02
KR20030017632A (ko) 2003-03-03
JP4129186B2 (ja) 2008-08-06

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