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EP1078160B1 - Systeme d'injection de carburant - Google Patents

Systeme d'injection de carburant Download PDF

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Publication number
EP1078160B1
EP1078160B1 EP00910561A EP00910561A EP1078160B1 EP 1078160 B1 EP1078160 B1 EP 1078160B1 EP 00910561 A EP00910561 A EP 00910561A EP 00910561 A EP00910561 A EP 00910561A EP 1078160 B1 EP1078160 B1 EP 1078160B1
Authority
EP
European Patent Office
Prior art keywords
pressure
injection
fuel
valve
chamber
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Expired - Lifetime
Application number
EP00910561A
Other languages
German (de)
English (en)
Other versions
EP1078160A1 (fr
Inventor
Bernd Mahr
Martin Kropp
Hans-Christoph Magel
Wolfgang Otterbach
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Robert Bosch GmbH
Original Assignee
Robert Bosch GmbH
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Robert Bosch GmbH filed Critical Robert Bosch GmbH
Publication of EP1078160A1 publication Critical patent/EP1078160A1/fr
Application granted granted Critical
Publication of EP1078160B1 publication Critical patent/EP1078160B1/fr
Anticipated expiration legal-status Critical
Expired - Lifetime legal-status Critical Current

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Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • 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
    • 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
    • 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
    • F02M2200/00—Details of fuel-injection apparatus, not otherwise provided for
    • F02M2200/21—Fuel-injection apparatus with piezoelectric or magnetostrictive elements

Definitions

  • the invention relates to a fuel injection device according to the preamble of claim 1
  • the fuel injection device according to the invention may be formed both stroke-controlled and pressure-controlled.
  • a stroke-controlled fuel injection device is understood to mean that the opening and closing of the injection opening takes place by means of a displaceable valve member due to the hydraulic interaction of the fuel pressures in a nozzle space and in a control space.
  • a pressure reduction within the control chamber causes a stroke of the valve member.
  • the deflection of the valve member by an actuator take place.
  • a pressure-controlled fuel injection device In a pressure-controlled fuel injection device according to the invention, the pressure prevailing in the nozzle chamber of an injector fuel pressure, the valve member against the action of a closing force (spring) is moved, so that the injection port for injection of the fuel from the nozzle chamber is released into the cylinder.
  • injection pressure The pressure with which fuel exits the nozzle chamber into a cylinder of an internal combustion engine
  • system pressure is understood to mean the pressure below which fuel is available or stored in the fuel injector.
  • a stroke-controlled injection is, for example, by OE 196 19 523 A1 known.
  • the achievable injection pressure is here by the Pressure accumulator (rail) and the high pressure pump to about 1600 to 1800 bar limited.
  • a pressure booster unit is possible, as is known for example from US 5,143,291 or US 5,522,545.
  • the disadvantage of these pressure-translated systems is a lack of Flexibility of injection and a poor quantity tolerance in the Metering of small amounts of fuel.
  • JP 08277762 A In a fuel injection device described in JP 08277762 A are to increase the flexibility of the injection and the metering accuracy of Pre-injection two pressure accumulation chambers with different pressures intended. These two pressure storage rooms require a high Production costs and high production costs, with the maximum Injection pressure continues through the fuel pump and the accumulator chamber is limited.
  • a pressure booster unit arranged in the injector is known from EP 0 691 471 A1 known.
  • a bypass line for a pressure injection and a Pressure chamber of the pressure booster unit are in series, so that the bypass line is only continuous, as long as a sliding piston of the Pressure booster unit is not moved and completely retracted.
  • Each injector one Common Rail Systems is assigned a hydraulic pressure booster unit, the both increasing the maximum injection pressure to high pressures, e.g. greater 1800 bar, as well as the provision of a second injection pressure allows.
  • the bypass line leads to the supply line at the end of the pressure chamber of the pressure booster unit Nozzle space or in the supply line from the pressure booster unit to the nozzle chamber.
  • a Injection of lower pressure fuel can be independent of the position of the Pressure medium of the pressure booster unit done.
  • the pressure booster unit are the accumulator chamber and the injector with a lower stand pressure (rail pressure) acted upon and thus have a longer life.
  • the High pressure pump less stressed.
  • By switching between the injection pressures can be a flexible Post-injection or multiple post-injections at high or low Realize injection pressure.
  • first embodiment of a stroke-controlled fuel injection device 1 is a volume-controlled fuel pump 2 fuel 3 from a storage tank 4 via a feed line 5 in a central pressure reservoir 6 (common rail), from which a plurality of the number of individual cylinders corresponding pressure lines 7 to the individual, in the combustion chamber of the engine to be supplied protruding injectors 8 (injector) dissipate.
  • a first system pressure is generated and stored in the pressure storage chamber 6.
  • This first system pressure is used for pre-injection and, if necessary and post-injection (HC enrichment for exhaust aftertreatment or soot reduction) and for displaying a course of injection with plateau (boat injection).
  • each injector 8 is assigned a respective local pressure booster unit 9, which is located within an injector 8.
  • the pressure booster unit 9 comprises a valve unit for pressure transmission control (3/2-way valve) 10, a check valve 11 and a pressure means 12 in the form of a displaceable piston member.
  • the pressure medium 12 can be connected at one end to the pressure line 7 with the aid of the valve unit 10, so that the pressure medium 12 can be pressurized at one end.
  • a differential space 12 ' is depressurized by means of a leakage line 13, so that the pressure medium 12 can be moved to reduce the volume of a pressure chamber 14.
  • the pressure means 12 is moved in the compression direction, so that the fuel located in the pressure chamber 14 compressed and a control chamber 15 and a nozzle chamber 16 is supplied.
  • the check valve 11 prevents the return of compressed fuel into the accumulator 6.
  • a suitable area ratio in a primary chamber 14 'and the pressure chamber 14 a second higher pressure can be generated. If the primary chamber 14 'connected by means of the valve unit 10 to the leakage line 13, the return of the pressure medium 12 and the refilling of the pressure chamber 14 takes place.
  • the injection takes place via a fuel metering with the help of one in one Guide bore axially displaceable piston-shaped valve member 18 with a conical Valve sealing surface 19 at one end, with which it has a valve seat surface on Injector housing of the injector 8 cooperates.
  • injection openings are provided at the valve seat surface of the Injector housing.
  • Within the nozzle chamber 16 is an in the opening direction of the valve member 18 facing pressure surface which prevails there Exposed to pressure which is supplied via a pressure line 20 to the nozzle chamber 16.
  • Coaxial to a valve spring 21 also engages the valve member 18 to a pressure piece 22 which with its end facing away from the valve sealing surface 19 end face 23 delimits the control chamber 15.
  • the Control chamber 15 has an inlet from the fuel pressure connection with a first throttle 24th and a drain to a pressure relief line 25 with a second throttle 26, the is controlled by a 2/2-way valve 27.
  • the nozzle chamber 16 is placed over an annular gap between the valve member 18 and the Guide bore continues to the valve seat surface of the injector. About the pressure in the Control chamber 15, the pressure member 22 is pressurized in the closing direction.
  • the end of the injection is achieved by pressing (closing) the 2/2-way valve again Introduced 27, which decouples the control chamber 15 again from the leakage line 13, so that in the control chamber 15, a pressure builds up again, the pressure piece 22 in the closing direction can move.
  • the valve units are powered by electromagnets for opening or closing or Switching operated.
  • the electromagnets are controlled by a control unit, the various operating parameters (engine speed, .%) of the supplied Monitor and process internal combustion engine.
  • piezo-actuator elements instead of the solenoid-controlled valve units, piezo-actuator elements (actuator, Actuator) are used, the necessary temperature compensation and possibly a have required force or displacement ratio.
  • the fuel injection device 1 has the between the pressure accumulator chamber 6 and the Nozzle space 16 arranged pressure booster unit 9, whose pressure chamber 14 via the pressure line 20 is connected to the nozzle chamber 16, Furthermore, the to the Pressure accumulator 6 connected bypass line 28 is provided.
  • the bypass line 28 is connected directly to the pressure line 20.
  • the bypass line 28 is for a Injection with rail pressure usable and is arranged parallel to the pressure chamber 14, so that the bypass line 28 regardless of the movement and position of the displaceable Pressure medium 12 of the pressure booster unit 9 is continuous. The flexibility of Injection is increased.
  • the pressure booster unit 9 is arranged in a modification of the fuel injection device 1 outside of the injector 8. This can be anywhere between accumulator chamber 6 and injector 8. The size of the injector 8 decreases. In this case, an integration of the pressure booster unit 9 with associated valve arrangement and the pressure storage chamber 6 in one component is possible.
  • the valve arrangement can also be arranged outside the pressure booster unit 9.
  • a fuel injector 50 of FIG. 3 has a pressure accumulator 51 for fuel at a first system pressure.
  • a higher system pressure is made possible by a pressure booster unit 52, which can be switched on by means of a valve unit 59.
  • the pressure-controlled fuel metering takes place via a valve unit 55, for example a 3/2-way valve.
  • a valve member 56 can be moved against the force of a valve spring 57 when the pressure applied to pressure surfaces 58 pressure exceeds the spring force of the valve spring 57.
  • the 3/2-way valves 55 and 59 are located within an injector 60.
  • FIG. 4 shows a fuel injector 61 similar to FIG. 3, whose fuel metering 62 (3/2-way valve) and pressure-increasing drive 63 (3/2-way valve) are disposed outside the injector 64.
  • fuel injector 61 it is also possible to arrange both valves separately from each other.
  • a simplified and loss-optimized control of a pressure booster unit 70 results from FIG. 5 .
  • the pressure in the differential space 71 formed by a transition from a larger to a smaller piston cross section is used.
  • this differential space is acted upon by a supply pressure (rail pressure).
  • a supply pressure rail pressure
  • the piston 72 is pressure balanced.
  • the piston 72 is pressed into its initial position.
  • this differential space 71 is depressurized and the pressure booster unit generates a pressure boost according to the area ratio.
  • a throttle 75 and a simple 2/2-way valve 76 may be used.
  • the Throttle 75 connects the differential chamber 71 with under supply pressure standing Fuel from a pressure accumulator 77.
  • the 2/2-way valve closes the Difference space 71 to a leakage line 78 at.
  • the throttle 75 should be as small as possible be designed, but still so large that the piston 72 between the injection cycles returns to its original position. As a throttle can also be a pilot leak of the Piston 72 can be used. With closed 2/2-way valve 76 is no Leakage in the guides of the piston 72, since the differential space 71 is pressurized.
  • the throttle can also be integrated in the piston.
  • the injector is under pressure of the accumulator 77.
  • the pressure booster unit is located in the Starting position. Now can be done by the valve 79 an injection with rail pressure. If an injection with higher pressure is desired, the 2/2-way valve 76 triggered (opened) and thus achieved a pressure boost.
  • a 3/2-way valve can also be used.
  • Fig. 6 shows the control via a 3/2-way valve in a stroke-controlled injection system.
  • Fig. 7 shows the control via a 3/2-way valve in a pressure-controlled injection system.
  • the pressure booster unit is activated simultaneously with the valve 27, so there is an injection starting at the rail pressure level with a ramp rising edge to the translated pressure (in the Figure 8 not shown). If the connection of the pressure booster unit is further delayed, it is first injected with rail pressure and by connecting the pressure booster unit results in a boot-shaped injection curve when activating the pressure booster unit. The length of the high-pressure part depends on the activation time of the pressure booster unit. The main injection is terminated by closing the valve 27. If the pressure booster unit is deactivated prior to closing the valve 27, the result is a ramp-down of the injection pressure up to the rail pressure level, as is known from pressure-controlled systems. In the case of post-injection, it is possible to choose between a high and a low injection pressure level. Thus, at a close distance after the main injection, a post-injection with high pressure for reducing soot or a remote post-injection at low injection pressure for exhaust aftertreatment can take place.
  • connection of the pressure booster unit is delayed, it is first injected with rail pressure and by connecting the pressure booster unit results in a boat-shaped injection course.
  • the length of the high-pressure part depends on the activation time of the pressure booster unit.
  • the main injection is stopped by closing the valve 55, whereby the injection pressure decays in turn ramped by relieving the nozzle chamber to the leakage pressure level and the injection is terminated.
  • post-injection it is possible to choose between a high and a low injection pressure level.
  • a post-injection with high pressure for reducing soot or a remote post-injection at low injection pressure for exhaust aftertreatment can take place.

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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)

Claims (6)

  1. Système d'injection de carburant (1 ; 50 ; 61) comportant une unité d'amplification de pression (9 ; 52 ; 70) disposée entre une chambre d'accumulation de pression (6 ; 51 ; 77) et une chambre d'injection (16) et qui présente un moyen de pression mobile (12) permettant de diviser l'unité d'amplification de pression (9 ; 52 ; 70) à une extrémité en une chambre de pression (14 ; 37 ; 74) et à l'autre extrémité en une chambre primaire (14') et une chambre de différence (12'), la chambre de pression (14 ; 74) étant reliée à la chambre d'injection (16) via une conduite de pression (20), et comportant une conduite de dérivation (28 ; 54) raccordée à la chambre d'accumulation de pression (6 ; 51 ; 77) et directement à la conduite de pression (20),
    caractérisé en ce que
    la chambre de pression (14 ; 74), la chambre primaire (14') permettant d'accueillir du carburant pour la mise sous pression du moyen de pression (12) en direction de la chambre de pression (14 ; 74) et la chambre d'injection (16) sont raccordées à la chambre d'accumulation de pression (6 ; 51 ; 77) de façon constamment ouverte par une conduite de pression (7, 8), et une vanne est prévue pour relier la chambre de différence (12') recevant le carburant pour la mise sous pression ou pour la détente du moyen de pression (12) avec une conduite de retour ou avec la chambre d'accumulation de pression (6 ; 51 ; 77).
  2. Dispositif d'injection de carburant selon la revendication 1,
    caractérisé en ce que
    la conduite de dérivation (28 ; 54) contient un clapet anti-retour (11 ; 53).
  3. Dispositif d'injection de carburant selon la revendication 1 ou 2,
    caractérisé en ce que
    l'unité d'amplification de pression (9) est disposée à l'intérieur de l'injecteur (8).
  4. Dispositif d'injection de carburant selon la revendication 1 ou 2,
    caractérisé en ce que
    l'unité d'amplification de pression (9) est disposée à l'extérieur de l'injecteur (8).
  5. Dispositif d'injection de carburant selon l'une des revendications précédentes,
    caractérisé en ce que
    le dispositif d'injection de carburant (50 ; 61) comprend des moyens pour l'injection de carburant en fonction de la pression.
  6. Dispositif d'injection de carburant selon l'une des revendications 1 à 4,
    caractérisé en ce que
    le dispositif d'injection de carburant (1) comprend des moyens pour l'injection de carburant en fonction de la course.
EP00910561A 1999-03-12 2000-02-29 Systeme d'injection de carburant Expired - Lifetime EP1078160B1 (fr)

Applications Claiming Priority (3)

Application Number Priority Date Filing Date Title
DE19910970A DE19910970A1 (de) 1999-03-12 1999-03-12 Kraftstoffeinspritzeinrichtung
DE19910970 1999-03-12
PCT/DE2000/000580 WO2000055496A1 (fr) 1999-03-12 2000-02-29 Systeme d'injection de carburant

Publications (2)

Publication Number Publication Date
EP1078160A1 EP1078160A1 (fr) 2001-02-28
EP1078160B1 true EP1078160B1 (fr) 2005-05-18

Family

ID=7900676

Family Applications (1)

Application Number Title Priority Date Filing Date
EP00910561A Expired - Lifetime EP1078160B1 (fr) 1999-03-12 2000-02-29 Systeme d'injection de carburant

Country Status (6)

Country Link
US (1) US6453875B1 (fr)
EP (1) EP1078160B1 (fr)
JP (1) JP4638604B2 (fr)
KR (1) KR100676642B1 (fr)
DE (2) DE19910970A1 (fr)
WO (1) WO2000055496A1 (fr)

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EP1078160A1 (fr) 2001-02-28
WO2000055496A1 (fr) 2000-09-21
JP4638604B2 (ja) 2011-02-23
DE50010339D1 (de) 2005-06-23
DE19910970A1 (de) 2000-09-28
US6453875B1 (en) 2002-09-24
JP2002539372A (ja) 2002-11-19
KR20010043493A (ko) 2001-05-25
KR100676642B1 (ko) 2007-02-01

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