WO2008125377A1 - Injecteur de carburant - Google Patents

Injecteur de carburant Download PDF

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Publication number
WO2008125377A1
WO2008125377A1 PCT/EP2008/052109 EP2008052109W WO2008125377A1 WO 2008125377 A1 WO2008125377 A1 WO 2008125377A1 EP 2008052109 W EP2008052109 W EP 2008052109W WO 2008125377 A1 WO2008125377 A1 WO 2008125377A1
Authority
WO
WIPO (PCT)
Prior art keywords
fuel injector
pressure
throttle
fuel
injector
Prior art date
Application number
PCT/EP2008/052109
Other languages
German (de)
English (en)
Inventor
Juergen Frasch
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 WO2008125377A1 publication Critical patent/WO2008125377A1/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
    • 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
    • F02M63/02—Fuel-injection apparatus having several injectors fed by a common pumping element, or having several pumping elements feeding a common injector; Fuel-injection apparatus having provisions for cutting-out pumps, pumping elements, or injectors; Fuel-injection apparatus having provisions for variably interconnecting pumping elements and injectors alternatively
    • 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
    • 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
    • F02M63/02—Fuel-injection apparatus having several injectors fed by a common pumping element, or having several pumping elements feeding a common injector; Fuel-injection apparatus having provisions for cutting-out pumps, pumping elements, or injectors; Fuel-injection apparatus having provisions for variably interconnecting pumping elements and injectors alternatively
    • F02M63/0225—Fuel-injection apparatus having a common rail feeding several injectors ; Means for varying pressure in common rails; Pumps feeding common rails

Definitions

  • high-pressure accumulator injection systems In injection systems used today for supplying fuel to internal combustion engines, for example, high-pressure accumulator injection systems (common rail) are used. From a fuel tank fuel is conveyed by means of a pump in a generally tubular-shaped high-pressure storage body. The high-pressure accumulator body (common rail) is acted upon by a high-pressure delivery unit, which maintains a system pressure level within the high-pressure accumulator body. Corresponding to the number of fuel injectors to be supplied, the high-pressure accumulator body comprises connection points to which high-pressure lines to the individual fuel injectors are connected. In today used fuel injectors two solenoid valves and a pressure booster are used. The pressure booster is controlled by one of the solenoid valves, which is designed as a 3/2-way valve, while a 2/2 valve is used to control the usually needle-shaped injection valve.
  • the previously used control of the usually needle-shaped injection valve member has during injection a leakage amount due to theticianVZulauf- throttle combination and the used 2/2-way valve.
  • the present invention has for its object to reduce the leakage amount at the fuel injector and to improve the hydraulic efficiency of the fuel injector.
  • a fuel injector in which a needle-shaped injection valve member actuating the control chamber via an outlet throttle and a Inlet throttle controls. If the 2/2-way valve used at the fuel injector is opened, the pressure inside the control chamber controlling the injection valve member drops, as a result of which the needle-shaped injection valve member opens. This moves against an above-arranged plate, which is also referred to as throttle plate and which represents the stroke stop of the needle-shaped injection valve member.
  • the pressure relief flow restrictor is arranged centrally in the control chamber of the injection valve member. It is thereby achieved that the needle-shaped injection valve member closes the flow restrictor arranged in the throttle plate representing the stroke stop and thus substantially reduces the amount of leakage which flows through the outlet throttle. The closing of the needle-shaped injection valve member is not affected by this measure.
  • the 2/2-way valve replaced by a 3/2-way valve, so occurs during the control of preferably needle-shaped injection valve member no leakage amount, since the high-pressure inlet for the control chamber of the preferably needle-shaped injection valve member is closed.
  • the inlet throttle and the outlet throttle can account for a throttle, since a single throttle can simultaneously implement drain and inlet throttle function. As a result, the production costs of a flow-through throttle can be saved.
  • the used 3/2-way valve can be designed in various design variants. Thus, a flat seat / slide seat construction of the 3/2-way valve is possible as well as a flat seat / conical seat construction or a conical seat construction.
  • the controlled from the control chamber amount is passed by means of a bore in the throttle plate in a space between the nozzle retaining nut, throttle plate or the injection valve member.
  • the diverted fuel quantity can leave the injector body of the fuel injector.
  • FIG. 1 shows the essential components of a high-pressure accumulator injection system
  • FIG. 2 shows a section through an embodiment variant of the fuel injector proposed according to the invention with a centrally arranged outlet throttle
  • FIG. 3 is a sectional view of the fuel injector proposed according to the invention with a centrally arranged outlet throttle and a reduction on the steering chamber side,
  • FIG. 4 shows a further embodiment variant of the fuel injector proposed according to the invention with a 3/2 valve arranged in the injector
  • FIG. 5 shows the hydraulic circuit diagram of the embodiment of the fuel injector shown in Figure 4 and
  • Figure 6 shows a variant of the fuel injector shown in Figure 4 with a 3/2 valve with flat and conical seat.
  • FIG. 1 shows the components of a high-pressure accumulator injection system in a schematic representation.
  • a high-pressure accumulator injection system 10 (common rail) comprises a fuel tank 12 and a high-pressure delivery unit 14.
  • the high-pressure demand unit 14 conveys fuel from the fuel tank 12 into an essentially tubular storage body 16 (common rail).
  • 16 ports 18 are provided on the circumference of the essentially tubular storage body.
  • a high pressure line 20 is connected, which leads to each one to be supplied with fuel fuel injector 22.
  • the fuel injector 22 on the one hand comprises an injector body 24 which, for example, comprises a pressure booster 28 and an injection valve member 34, which is generally needle-shaped.
  • a 3/2 solenoid valve 26 is provided for controlling the pressure booster 28 accommodated in the injector body 24 of the fuel injector 22. From the pressure booster 28 controlled control amount passes into a low-pressure side return 32, via which the taxed amount controlled the fuel tank 12 is supplied again.
  • the fuel injector 22 shown schematically in Figure 1 comprises a 2/2-solenoid valve 30.
  • the pressure relief and the pressurization of a valve provided in the injector 24 control chamber 36 is controlled.
  • the hub-shaped injection valve member 34 is impressed with a vertical lifting movement, in which this opening at the combustion chamber end of the fuel injector 22 opens or closes.
  • the injection valve member 34 includes a return spring 38 and at the combustion chamber end at least one injection port 40, via which fuel is injected into the combustion chamber, not shown in Figure 1 of the internal combustion engine.
  • the pressure booster 28 comprises a pressure booster piston 44.
  • the vertical lifting movement of the pressure booster 28 takes place via the pressure relief of a differential pressure chamber 42.
  • the control quantity diverted from the differential pressure chamber 42 is conducted via the 3/2 solenoid valve 26 into the low-pressure side return 32.
  • pressure relief of the differential pressure chamber 42 of the pressure booster piston 44 enters a compression chamber.
  • the compression chamber of the pressure booster 28 is hydraulically connected via a high-pressure line to the control chamber 36 and a further high-pressure chamber on the needle-shaped injection valve member 34.
  • FIG. 2 shows a section through an embodiment variant of the fuel injector proposed according to the invention.
  • the sectional illustration according to FIG. 2 can be taken away from the fact that the fuel injector 22 has a nozzle body 50 which is clamped on the fuel injector via an indicated nozzle clamping nut 56.
  • the nozzle retaining nut 56 also encloses an injector body 52.
  • a throttle plate 54 is located between the injector body 52 and the upper annular surface of the nozzle body 50.
  • the throttle plate 54 has an inlet throttle 58 arranged eccentrically with respect to an injector main shaft 74.
  • the control chamber 36 of the fuel injector 22 is either under Sys- temtik standing fuel acted upon or fuel, whose pressure is raised by a not shown in the embodiment in Figure 2 pressure booster above the system pressure level.
  • An inlet 62 pressurizes the inlet throttle 58 either with the fuel under system pressure or with fuel whose pressure level has been increased in a pressure booster.
  • fuel compressed via system pressure level flows into a high-pressure space 64 bounded by the wall of the nozzle body 50.
  • a centric outlet throttle 60 is located coaxially with the injector main axis 74 in the throttle plate 54.
  • the central outlet throttle 60 extends through the throttle plate 54 from its first end face 76, which assigns an outlet space 98 and a second end face 78, which limits the high-pressure chamber 64 and the control chamber 36.
  • the control chamber 36 is limited by a control chamber sleeve 70, which in turn is acted upon by a spring 38.
  • the spring 38 which acts on the lower annular surface of the control chamber sleeve 70, is supported on a collar 68 formed on the lateral surface of the preferably needle-shaped injection valve member 34.
  • the high-pressure chamber 64 opens into an annular gap 66, which extends below the collar 68 in the nozzle body 50 and flows to the combustion-chamber-side end of the fuel injector 22 via the fuel either under system pressure or fuel flows to the combustion chamber end of the fuel injector 22, the pressure of which by means of a Pressure booster 28 - as shown schematically in Figure 1 - is brought from the system pressure to a further increased pressure level.
  • the needle-shaped injection valve member 34 has an end face 72 at its ends facing away from the injection openings 40, which is preferably crowned.
  • the crowned design of the end face 72 of the injection valve member 34 is achieved that at réelleentlastetem control chamber 36, this end face 72 closes the centrally disposed in the throttle plate 54 outlet throttle 60 as possible, so that the leakage, ie the short circuit between the inlet throttle 78 and the central outlet throttle 60th can be minimized as possible.
  • the spherically formed end face 72 of the preferably needle-shaped injection valve member 34 "closes" - taking into account the hydraulic forces during the ballistic operating phase of the injection valve member - the central outlet throttle 60 and thus reduces the leakage amount occurring, ie the short circuit between the inlet throttle 58 and the
  • the hydraulic efficiency of the fuel injector 22 proposed according to the invention, according to the first embodiment of the proposed invention, is markedly increased, whereas the closing of the preferably needle-shaped injection valve member 34 is not influenced by this measure.
  • FIG. 3 shows a further illustration of the first embodiment variant of the fuel injector proposed according to the invention, as shown in FIG.
  • FIG. 3 essentially corresponds to the representation according to FIG. 2, with the difference that in this embodiment the outlet throttle 60 comprises a reduction facing the control chamber.
  • the fuel injector 22 is actuated by means of a 3/2-way magnetic valve 80.
  • a centric outlet throttle 60 which can be used simultaneously as an inlet throttle.
  • concentric outlet throttle 60 is flowed through in both flow directions with respect to the control chamber 36.
  • the illustration according to FIG. 4 shows that in the injector body 52 there is an inlet 62 from a high pressure source (not shown in FIG. 4).
  • FIG. 4 further embodiment of the present invention proposed fuel injector 22 shows that in the injector body 52, a solenoid valve 80 - indicated by a magnetic coil - is arranged.
  • a solenoid valve 80 which acts as a 3/2-way valve, a valve element 84 is driven.
  • a flat seat 82 is formed on the one hand above the first end face 76 of the throttle plate 54, and a first control edge 86 and a second control edge 88 within a slide region 90.
  • the low pressure side return 32 is via the first control edge 86 and the second control edge 88 connected to the central outlet throttle 60 and the inlet 62 separated from the drain chamber 98.
  • the centrally arranged outlet throttle 60 is relieved in the low-pressure side return 32, whereby the pressure level in the control chamber 36 decreases.
  • the return flow 32 is closed by the flat seat 82 formed on the valve element 84 and the first control edge 86 and the second control edge 88 release the inlet 62 so that fuel flows through the latter and the drainage space 98 via the flowed through in the opposite direction centric outlet throttle 60 flows into the control chamber 36 and consequently enters this in a pressure build-up.
  • the central outlet throttle 60 lies coaxially with the injector main axis 74. Also in the further embodiment variant shown in FIG. 4, the end face of the throttle plate 54 facing the second end face 78 is located. surface 72 of the preferably needle-shaped injection valve member 34 executed spherical. As a result, in the ballistic operating phase of the preferably needle-shaped injection valve member 34, an almost complete closing of the concentrically formed outlet throttle 60 opening into the second end face 78 of the throttle plate 54 results. In the embodiment variant shown in FIG.
  • valve element 84 of the 3/2-way valve function representing solenoid valve 80 has a flat seat 82 and a slider portion 90 includes, in which the first control edge 86 and the second control edge 88 respectively cooperating with control edges in the injector 52, lie.
  • a flat seat / conical seat construction or a conical seat / conical seat construction can also be selected.
  • the rejected fuel quantity is conducted by means of a bore in the throttle plate 54 into a space between the inside of the nozzle retaining nut 76 and the injector body 52 or throttle plate 54 and nozzle body 50. The diverted fuel is transported away via these cavities from the fuel jet to the low-pressure side.
  • FIG. 4 which reproduces a further embodiment of the concept on which the invention is based, shows that, according to this embodiment, only modifications of the throttle plate 54 and of the injector body 52 are compared with the first embodiment of the inventively proposed FIG Solution are required.
  • the second embodiment of the invention on which the invention is based shows that in this embodiment too, the high-pressure chamber 64 which is bounded by the nozzle body 50 is delimited by the second end face 78 of the throttle plate 54.
  • the control chamber 36 in turn is limited by the control chamber sleeve 70.
  • the control chamber sleeve 70 is acted upon by the spring 38, which is supported on the collar 68 of the lateral surface of the preferably needle-shaped injection valve member 64.
  • the nozzle body 50, the throttle plate 54 and the injector body 52 are clamped sealingly against each other via the nozzle retaining nut 56 and form a screw connection of the fuel injector 22.
  • FIG. 5 The illustration in accordance with FIG. 5 can be seen schematically in the hydraulic circuit diagram of the fuel injector in the embodiment shown in FIG.
  • the high-pressure feed line 20 is connected to the 3/2-way valve 92 and, on the one hand, can be connected to the central flow restrictor 60, which can flow in both flow directions and is formed in the throttle plate 54.
  • the control chamber 36 via which the injection valve member 34 is actuated, pressurized and consequently the injection valve 34 is brought into its closed position.
  • the solenoid valve 80 when the solenoid valve 80 is energized to actuate the 3/2-way valve 92, it is also possible to disconnect the high-pressure line 20 from the control chamber 36.
  • the control chamber 36 is connected in the second switching position of the 3/2-way valve 92, through the flow in the relief direction centric outlet throttle 60 with the low-pressure side return 32.
  • the spring which acts on the injection valve member 34, is indicated only schematically. If the magnet 80 is de-energized, the spring 38 presses the 3/2-way valve 92 in a flat seat.
  • FIG. 6 shows an embodiment of the further embodiment of the fuel injector proposed in accordance with the invention shown in FIG.
  • FIG. 6 shows that the solenoid valve 80 actuates the valve element 84.
  • the valve element 84 is omitted instead of the slide region 90 with the first control edge 86 and the second control edge 88 as shown in Figure 4 of the slide area 90.
  • a conical seat identified by reference number 94 has entered.
  • the conical seat 94 on the valve element 84 the solenoid valve 80 cooperates with a seat 96 formed on the injector body 52 of the fuel injector 22.
  • the seat 96 is located on the boundary wall of the drain chamber 98, below which - but not shown in Figure 6 - the first end face 76 of the throttle plate 54 is located.
  • the injector body 52 as shown in FIG.
  • the inlet 62 runs, via which either fuel under system pressure flows from the storage body 16 or in a pressure booster further via system pressure level compressed fuel to the 3/2-way valve 92.
  • the valve element 84 comprises the flat seat 82, which cooperates with the return flow 32 formed in the throttle plate 54 as shown in FIG.
  • the drain chamber 98 shown in Figure 6, not shown in Figure 6, but Figure 4 removable flows through in both flow directions centric outlet throttle 60.
  • Below the flat seat 82 is the return 32 from the return direction 100 from the control chamber 36 on the in Relief direction flowed through the central outlet throttle 60 appropriate control amount flows into the low pressure region of the fuel injector 22.
  • the embodiment of the injector body 52 shown in FIG. 6 can easily be replaced by the embodiment of the injector body 52 shown in FIG.

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

Abstract

La présente invention concerne un injecteur de carburant (22) doté d'un corps de buse (50) destiné à recevoir un organe de soupape d'injection (34). Celui-ci est actionné par une décompression ou une pressurisation d'une chambre de commande (36). La chambre de commande (36) est remplie en carburant par une arrivée (58, 62). La chambre de commande (36) peut être décompressée par un restricteur (60) disposé de manière centrale, qui peut être fermé par une surface frontale (72) de l'organe de soupape d'injection (34).
PCT/EP2008/052109 2007-04-11 2008-02-21 Injecteur de carburant WO2008125377A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102007017126.0 2007-04-11
DE200710017126 DE102007017126A1 (de) 2007-04-11 2007-04-11 Einspritzmodul

Publications (1)

Publication Number Publication Date
WO2008125377A1 true WO2008125377A1 (fr) 2008-10-23

Family

ID=39493253

Family Applications (1)

Application Number Title Priority Date Filing Date
PCT/EP2008/052109 WO2008125377A1 (fr) 2007-04-11 2008-02-21 Injecteur de carburant

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DE (1) DE102007017126A1 (fr)
WO (1) WO2008125377A1 (fr)

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2013000618A1 (fr) * 2011-06-30 2013-01-03 Robert Bosch Gmbh Injecteur de carburant

Citations (7)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE10024703A1 (de) * 2000-05-18 2001-11-22 Bosch Gmbh Robert Einspritzanordnung für ein Kraftstoff-Speichereinspritzsystem einer Verbrennungsmaschine
WO2002020976A1 (fr) * 2000-09-07 2002-03-14 Robert Bosch Gmbh Systeme d'injection directe a rampe commune
WO2003076794A1 (fr) * 2002-03-08 2003-09-18 Robert Bosch Gmbh Dispositif d'injection de carburant pour des moteurs a combustion interne stationnaires
EP1382837A2 (fr) * 2002-07-15 2004-01-21 Caterpillar Inc. Injecteur de combustible avec commande directe de la buse d'injecteur et système d'injection de carburant utilisant cette buse
EP1433951A1 (fr) * 2002-12-23 2004-06-30 Robert Bosch Gmbh Injecteur de carburant de moteur à combustion interne
DE102006000021A1 (de) * 2005-01-21 2006-08-31 Denso Corp., Kariya Kraftstoffeinspritzsystem, das einen Betrieb im Falle einer unüblichen Bedingung sicherstellt
DE102005025522A1 (de) * 2005-06-03 2006-12-07 Robert Bosch Gmbh Kraftstoffeinspritzventil für Brennkraftmaschinen

Patent Citations (7)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE10024703A1 (de) * 2000-05-18 2001-11-22 Bosch Gmbh Robert Einspritzanordnung für ein Kraftstoff-Speichereinspritzsystem einer Verbrennungsmaschine
WO2002020976A1 (fr) * 2000-09-07 2002-03-14 Robert Bosch Gmbh Systeme d'injection directe a rampe commune
WO2003076794A1 (fr) * 2002-03-08 2003-09-18 Robert Bosch Gmbh Dispositif d'injection de carburant pour des moteurs a combustion interne stationnaires
EP1382837A2 (fr) * 2002-07-15 2004-01-21 Caterpillar Inc. Injecteur de combustible avec commande directe de la buse d'injecteur et système d'injection de carburant utilisant cette buse
EP1433951A1 (fr) * 2002-12-23 2004-06-30 Robert Bosch Gmbh Injecteur de carburant de moteur à combustion interne
DE102006000021A1 (de) * 2005-01-21 2006-08-31 Denso Corp., Kariya Kraftstoffeinspritzsystem, das einen Betrieb im Falle einer unüblichen Bedingung sicherstellt
DE102005025522A1 (de) * 2005-06-03 2006-12-07 Robert Bosch Gmbh Kraftstoffeinspritzventil für Brennkraftmaschinen

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2013000618A1 (fr) * 2011-06-30 2013-01-03 Robert Bosch Gmbh Injecteur de carburant

Also Published As

Publication number Publication date
DE102007017126A1 (de) 2008-10-16

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