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WO2004111439A1 - Systeme d'injection de carburant pour moteur a combustion - Google Patents

Systeme d'injection de carburant pour moteur a combustion Download PDF

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Publication number
WO2004111439A1
WO2004111439A1 PCT/DE2004/000684 DE2004000684W WO2004111439A1 WO 2004111439 A1 WO2004111439 A1 WO 2004111439A1 DE 2004000684 W DE2004000684 W DE 2004000684W WO 2004111439 A1 WO2004111439 A1 WO 2004111439A1
Authority
WO
WIPO (PCT)
Prior art keywords
injection valve
pressure
chamber
valve member
fuel injection
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.)
Ceased
Application number
PCT/DE2004/000684
Other languages
German (de)
English (en)
Inventor
Peter Boehland
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 WO2004111439A1 publication Critical patent/WO2004111439A1/fr
Anticipated expiration legal-status Critical
Ceased 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
    • F02M61/00—Fuel-injectors not provided for in groups F02M39/00 - F02M57/00 or F02M67/00
    • F02M61/16—Details not provided for in, or of interest apart from, the apparatus of groups F02M61/02 - F02M61/14
    • F02M61/20—Closing valves mechanically, e.g. arrangements of springs or weights or permanent magnets; Damping of valve lift
    • F02M61/205—Means specially adapted for varying the spring tension or assisting the spring force to close the injection-valve, e.g. with damping of valve lift
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M45/00—Fuel-injection apparatus characterised by having a cyclic delivery of specific time/pressure or time/quantity relationship
    • F02M45/02—Fuel-injection apparatus characterised by having a cyclic delivery of specific time/pressure or time/quantity relationship with each cyclic delivery being separated into two or more parts
    • F02M45/04—Fuel-injection apparatus characterised by having a cyclic delivery of specific time/pressure or time/quantity relationship with each cyclic delivery being separated into two or more parts with a small initial part, e.g. initial part for partial load and initial and main part for full load
    • F02M45/08—Injectors peculiar thereto
    • F02M45/086—Having more than one injection-valve controlling discharge orifices
    • 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
    • F02M57/023—Injectors structurally combined with fuel-injection pumps characterised by the pump drive mechanical
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M61/00—Fuel-injectors not provided for in groups F02M39/00 - F02M57/00 or F02M67/00
    • F02M61/16—Details not provided for in, or of interest apart from, the apparatus of groups F02M61/02 - F02M61/14
    • F02M61/18—Injection nozzles, e.g. having valve seats; Details of valve member seated ends, not otherwise provided for
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M61/00—Fuel-injectors not provided for in groups F02M39/00 - F02M57/00 or F02M67/00
    • F02M61/16—Details not provided for in, or of interest apart from, the apparatus of groups F02M61/02 - F02M61/14
    • F02M61/20—Closing valves mechanically, e.g. arrangements of springs or weights or permanent magnets; Damping of valve lift
    • 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
    • F02M2200/30—Fuel-injection apparatus having mechanical parts, the movement of which is damped
    • F02M2200/304—Fuel-injection apparatus having mechanical parts, the movement of which is damped using hydraulic 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
    • F02M59/20—Varying fuel delivery in quantity or timing
    • F02M59/36—Varying fuel delivery in quantity or timing by variably-timed valves controlling fuel passages to pumping elements or overflow passages
    • F02M59/366—Valves being actuated electrically

Definitions

  • the invention relates to a fuel injection device for an internal combustion engine according to the preamble of claim 1.
  • Such a fuel injection device is known from DE 101 41 679 A1. This fuel injection device has a
  • the first injection valve member controls at least one first injection opening and the second injection valve member controls at least one second injection opening.
  • the injection valve members each have a sealing surface with which they interact with a valve seat for controlling the injection openings.
  • the fuel injection valve has a pressure chamber connected to a cyclically high pressure pump, the first injection valve member being acted upon by the pressure prevailing in the pressure chamber against a closing force in one
  • Opening direction for releasing the at least one first injection opening is movable.
  • the second injection valve element is also acted upon by the pressure prevailing in the pressure chamber against a closing force in an opening direction to release the at least one second injection opening.
  • a control piston which delimits a control chamber, is connected to the second injection valve member, a force acting in the closing direction on the second injection valve member being generated by the pressure prevailing in the control chamber.
  • the pressure prevailing in the control chamber is variably set in order to enable a variable opening pressure of the second injection valve element, which, however, requires considerable effort.
  • the second injection valve member also moves in the opening direction and releases the at least one second injection opening, so that the entire injection cross section is then released.
  • the two injection valve members close again when the pressure in the pressure chamber has dropped so much that the force generated by it is less than the closing force.
  • the two injection valve members only close at a low pressure in the pressure chamber, with the result that fuel is still injected at low pressure until the end of the fuel injection, which, however, burns only incompletely and thereby increases the pollutant emissions of the internal combustion engine, in particular the soot emissions.
  • the opening pressure of the injection valve members should be variable depending on the speed of the internal combustion engine. Furthermore, the known
  • Fuel injection device disadvantageous that the second injection valve member opens very quickly when the opening pressure is reached and the closing pressure is significantly lower than the opening pressure, which leads to a sudden increase in the amount of fuel injected.
  • the second injection valve member closes at a higher pressure in the pressure chamber than the first injection valve member, and when the first injection valve member closes rapidly, the already closed second injection valve member is opened again, which leads to an undesired one
  • the fuel injection device according to the invention with the features according to claim 1 has the advantage that a force in the closing direction on the at least one by the pressure prevailing in the control chamber
  • Throttle point decelerates to and decelerates.
  • the pressure in the control chamber increases only with a delay, so that the opening movement of the injection valve member is not impeded.
  • the pressure in the control chamber drops with a delay compared to the pressure drop in the pressure chamber, so that the closing movement of the injection valve member is supported by the pressure prevailing in the control chamber. This ensures a safe and quick closing of the
  • Injector member reached and it will be increased Avoided pollutant emissions.
  • the pressure that builds up in the control chamber at the start of high-pressure generation also dampens the opening movement of the injection valve member, so that there is no sudden but a gradual increase in the injected
  • Amount of fuel is coming.
  • the throttle point there is a greater pressure difference between the pressure prevailing in the control chamber and the pressure prevailing in the pressure chamber with increasing engine speed.
  • a higher pressure is established in the control chamber than at a high engine speed, so that the opening pressure of the at least one injection valve member decreases with increasing engine speed. This further reduces the pollutant emissions of the internal combustion engine.
  • FIG. 1 shows a Fuel injection device for an internal combustion engine in a simplified representation in a longitudinal section according to a first embodiment
  • FIG. 2 shows the fuel injection device according to a second embodiment
  • FIG. 3 shows an enlarged section of the fuel injection device designated by III in FIG. 2
  • FIG. 4 shows an enlarged representation in FIG IV designated section of the fuel injection device according to a third embodiment
  • Figure 5 the designated IV
  • Section of the fuel injection device according to a fourth exemplary embodiment and FIG. 6 shows a stroke profile of injection valve members over time.
  • Fuel injection device for an internal combustion engine for example, a motor vehicle shown.
  • the 'internal combustion engine is preferably a self-igniting
  • the fuel injection device can be designed, for example, as a so-called pump-nozzle system or as a pump-line-nozzle system and has a high-pressure fuel pump 10 and a fuel injection valve 12 connected to each cylinder of the internal combustion engine.
  • the high-pressure fuel pump 10 is arranged away from the fuel injection valve 12 and connected to it via a line.
  • the fuel injection valve 12 is connected to it via a line.
  • Fuel injection device is designed as a pump-nozzle system, the high-pressure fuel pump 10 and the fuel injection valve 12 being connected directly to one another and forming a structural unit.
  • the high-pressure fuel pump 10 has one in one
  • the pump piston 18 delimits a pump working chamber 22 in the cylinder bore 16.
  • the pump piston 18 generates high pressure cyclically during its stroke movement caused by the cam 20 during its delivery stroke in the pump working chamber 22 directed into the cylinder bore 16.
  • fuel is pumped into the pump work chamber 22 by a feed pump 21
  • Fuel tank 24 of the motor vehicle promoted.
  • the fuel injection valve 12 has a valve body 26, which can be designed in several parts, in which an injection valve member 28 is guided so as to be longitudinally displaceable in a bore 30.
  • the valve body 26 has at its end region facing the combustion chamber of the cylinder of the internal combustion engine at least one, preferably a plurality of injection openings 32, which are arranged distributed over the circumference of the valve body 26.
  • Injection valve member 28 has at its end region facing the combustion chamber an, for example, approximately conical sealing surface 34 which interacts with an approximately conical valve seat 36 formed in valve body 26 in its end region facing the furnace chamber, from or after which the injection openings 32 lead away.
  • an annular space 38 between the injection valve member 28 and the bore 30 towards the valve seat 36, which in its end region facing away from the valve seat 36 by a radial expansion of the bore 30 into a
  • Injection valve member 28 passes surrounding pressure chamber 40.
  • the injection valve member 28 has a pressure shoulder 42 at the level of the pressure chamber 40 by reducing the cross section.
  • a prestressed one engages
  • Closing spring 44 through which the injection valve member 28 is pressed towards the valve seat 36.
  • the closing spring 44 is arranged in a spring chamber of the valve body 26 which is formed by a bore 46 and which adjoins the bore 30.
  • a channel 48 leads from the pump work chamber 22 through the pump body 14 and the valve body 26 into the pressure chamber 40 of the fuel injection valve 12.
  • the control valve 23 is opened, so that fuel is conveyed into the pump working chamber 22 by the feed pump 21.
  • control valve 23 As long as no fuel injection is to take place during the delivery stroke of the pump piston 18, the connection of the pump work chamber 22 to the relief region is opened by the control valve 23, so that no high pressure can build up in the pump work chamber 22. If a fuel injection is to take place, the control valve 23 is closed at a specific point in time of the delivery stroke of the pump piston 18, so that the pump work chamber 22 is separated from the relief chamber and high pressure can build up in the pump work chamber 22.
  • the control valve 23 can be designed as a solenoid valve or as a piezo valve.
  • a control piston 52 which passes through the bore 46 and projects into a bore 49 adjoining the bore 46, is connected to the injection valve member 28, through which the
  • Injection valve member 28 facing away from a control chamber 50 becomes.
  • the bore 49 has a substantially smaller diameter than the bore 46 forming the spring chamber.
  • the control chamber 50 is separated from the spring chamber in the bore 46 by the control piston 52 which is tightly guided in the bore 49.
  • the control chamber 50 is connected to the pump work chamber 22 via a connection 58 having a throttle point 56 or, alternatively, as shown in FIG. 1 with dashed lines, to the duct 48.
  • the pressure prevailing in the control chamber 50 follows the pressure build-up and pressure reduction in the pump work chamber 22 and thus in the channel 48 and in the pressure chamber 40 due to the throttle point 56.
  • control valve 23 At the beginning of a fuel injection cycle, the control valve 23 is closed, so that the pressure in the pump work chamber 22 increases, the pressure in the control chamber 50 also increasing with a delay. At the end of a fuel injection cycle, the control valve 23 is opened, so that the pressure in the pump working chamber 22 drops rapidly, while the pressure in the control chamber 50 only drops with a delay.
  • the control chamber 50 has only the connection 58 with the pump work chamber 22 and no further connections, in particular no connection to a low-pressure region. A small amount of fuel can flow out of the control chamber 50 into the spring chamber in the bore 46 only as a result of an unavoidable leakage between the control piston 52 and the bore 49.
  • the function of the fuel injection device is explained below.
  • the control valve 23 is opened, so that fuel is conveyed from the fuel reservoir 24 into the pump work chamber 22 by the feed pump 21.
  • the high-pressure fuel pump 10 generates cyclically high-pressure injection synchronously in the pump work space.
  • the start of fuel injection is determined in that the Control valve 23 closes so that the pump work chamber 22 is separated from the relief chamber and high pressure builds up in the pump work chamber 22.
  • Injection valve member 28 is greater than the force of the closing spring 44 and the force generated by the pressure prevailing in the control chamber 50, the fuel injection valve 12 opens by the
  • Injection valve member 28 with its sealing surface 34 from. Valve seat 36 lifts and the at least one injection opening 32 opens. The opening stroke movement of the injection valve member 28 is damped by the pressure prevailing in the control chamber 50. To end the
  • the control valve 23 is opened so that the connection to the relief area is opened.
  • the pressure in the pump work chamber 22 and in the pressure chamber 40 drops rapidly, while the pressure in the control chamber 50 only drops with a delay. There is therefore a high on that
  • Injection valve member 28 force acting in the closing direction, so that the injection valve member 28 closes at a relatively high pressure in the pressure chamber 40 and at high speed. Due to the throttle point 56 results between the pump working space 22 and the
  • the fuel injection valve 12 has a first injection valve member 28 which is guided in the bore 30 so as to be longitudinally displaceable.
  • the valve body 26 has at least one first, preferably a plurality of first injection openings 32 at its end region facing the combustion chamber of the cylinder of the internal combustion engine, which are arranged distributed over the circumference of the valve body 26.
  • the first injection valve member 28 has, for example, an approximately conical sealing surface 34 on its end region facing the combustion chamber, which cooperates with a valve seat 36 formed in the valve body 26 in its end region facing the combustion chamber, from or after which the first injection openings 32 lead away.
  • valve body 26 there is an annular space 38 between the injection valve member 28 and the bore 30 towards the valve seat 36, which in its end region facing away from the valve seat 36 merges into a pressure space 40 surrounding the first injection valve member 28 by radial expansion of the bore 30.
  • the first injection valve member 28 has a reduction in cross section at the level of the pressure chamber 40
  • a first prestressed closing spring 44 engages, by means of which the first injection valve member 28 is pressed toward the valve seat 36.
  • the first closing spring 44 is arranged in a first spring chamber of the valve body 26 which is formed by a 1 bore 46 and which adjoins the bore 30.
  • the first injection valve member 28 of the fuel injection valve 12 is hollow and in it is coaxial in the injection valve member 28 trained bore a second injection valve member 128 slidably guided.
  • the second injection valve member 128 controls at least one second injection opening 132 in the valve body 26.
  • the at least one second injection port 132 in the direction of the longitudinal axis of the
  • Injection valve members 28, 128 are arranged offset to the at least one first injection opening 32 towards the combustion chamber.
  • the second injection valve member 128 has, for example, an approximately conical sealing surface 134 on its end region facing the combustion chamber, which cooperates with a valve seat 136 formed in the valve body 26 in its end region facing the combustion chamber, from or after which the second injection openings 132 lead away.
  • the second injection valve member 128 can be formed in two parts and have a part which has the sealing surface 134 and faces the combustion chamber and a second part which adjoins the first part away from the combustion chamber.
  • a pressure surface 142 is formed thereon, outside of the valve seat 136, on which the pressure prevailing in the pressure chamber 40 acts when the first injection valve member 28 is open.
  • a bore 146 forming a second spring chamber is formed in the valve body 26, in which a second closing spring 144 acting on the second injection valve member 128 is arranged.
  • the diameter of the bore 146 forming the second spring chamber is somewhat smaller than that of the bore 46 forming the first spring chamber.
  • the end of the first injection valve member 28 protrudes into the first spring chamber and is supported on the first closing spring 44.
  • the first closing spring 44 is supported with its end facing away from the first injection valve member 28 at one between the one forming the first spring chamber Bore 46 and the bore 146 forming the second spring chamber arranged from partition wall 47.
  • the second injection valve member 128 protrudes from the first with a push rod 60, which can be formed in one piece with the injection valve member 128 or as a separate part
  • Injection valve member 28 and runs through the first spring chamber and through a bore 45 formed in the partition 47 with a smaller diameter into the bore 146.
  • the bore 146 forming the second spring chamber is larger in diameter compared to the bore 45.
  • a control piston 62 connected to the push rod 60 of the second injection valve member 128 or formed integrally therewith, which runs through the bore 146 and projects into a bore 49 adjoining it and in this a control chamber 50 facing away from the partition wall 47 limited.
  • the bore 49 has a substantially smaller diameter than the bore 146 forming the second spring chamber.
  • the control piston 62 is tightly guided in the bore 49, so that the control chamber 50 is separated from the second spring chamber.
  • the second closing spring 144 acting on the second injection valve member 128 is arranged in the second spring chamber.
  • the second closing spring 144 is supported on the one hand on the bottom of the second spring chamber and on the other hand via a spring plate on the push rod 60 of the second injection valve member 128.
  • the control chamber 50 is connected to the pump work chamber 22 via a connection 58 having a throttle point 56.
  • the pressure prevailing in the control chamber 50 follows the pressure build-up and pressure reduction in the pump work chamber 22 and thus in the channel 48 and in the pressure chamber 40 due to the throttle point 56.
  • the control valve 23 is closed so that the pressure in the pump work chamber 22 increases, the pressure in the control chamber 50 also decelerating increases.
  • the control valve 23 is opened, so that the pressure in the pump working chamber 22 drops rapidly, while the pressure in the control chamber 50 only drops with a delay.
  • Fuel reservoir 24 is pumped into the pump workspace 22.
  • the high-pressure fuel pump 10 generates cyclically high-pressure injection synchronously in the pump work space. During the delivery stroke of the pump piston 18, the start of fuel injection is determined in that the
  • Control valve 23 closes so that the pump work chamber 22 is separated from the relief chamber and high pressure builds up in the pump work chamber 22. If the pressure in the pump work chamber 22 and thus in the pressure chamber 40 of the fuel injection valve 12 is so high that the pressure force generated by the latter on the pressure shoulder 42 on the first injection valve member 28 is greater than the force of the first closing spring 44, the fuel injection valve 12 opens in that the first injection valve member 28 lifts with its sealing surface 34 from the valve seat 36 and the at least one first injection opening 32 opens.
  • the closing force exerted in the closing direction by the second closing spring 144 and the closing force exerted in the control chamber 50 on the second injection valve member 128 via the control piston 62 is greater than the force exerted in the opening direction 29 by the pressure prevailing in the pressure chamber 40 via the pressure surface 142 on the second injection valve member 128 so that the second injector member 128 remains in its closed position.
  • the fuel injection valve 12 thus only has a part of the total with the first injection openings 32 Injection cross section opened so that only a small amount of fuel is injected accordingly. This is preferably the case with a pre-injection of fuel.
  • FIG. 6 shows the course of the stroke h of the two injection valve members 28, 128 over the time t during an injection cycle.
  • the stroke of the first injection valve member 28 is shown with solid lines and the stroke of the second injection valve member 128 is shown with a dashed line.
  • the pilot injection is denoted by A and it can be seen that only the first injection valve member 28 opens and as a result only a small amount of fuel is injected.
  • the pilot injection is ended by the control valve 23 opening, so that the pressure in the pressure chamber 40 drops.
  • the control valve 23 is closed again, so that the pressure in the pump work chamber 22 rises again in accordance with the profile of the cam 20.
  • the first injection valve member 28 opens and opens the first injection openings 32.
  • the pressure prevailing in the pressure chamber 40 acts on the pressure surface 142 of the second injection valve member 128 and when the force generated by the pressure prevailing in the pressure chamber 40 via the surface 142 in the opening direction 29 on the second injection valve member 128 is greater than the force acting on it in the closing direction, the second injection valve member 128 also opens and gives the second
  • Injection ports 132 free.
  • the pressure in the control chamber 50 rises only with a delay compared to the pressure prevailing in the pressure chamber 40, so that due to the pressure prevailing in the control chamber 50, in addition to the second closing spring 144 via the control piston 62, only a small force acting on the second injection valve member 128 in the closing direction is produced.
  • the second injection valve member 128 is open, the entire injection cross section of the fuel injection valve 12 is then released.
  • the opening movement of the second injection valve member 128 and thus the release of the second injection openings 132 takes place after the opening stroke movement of the first injection valve member 28 and the release of the first injection openings 32, as shown in FIG. 6 for the main injection designated B.
  • the opening stroke movement of the second injection valve member 128 is damped by the pressure prevailing in the control chamber 50, so that the second injection openings 132 are only gradually opened and the amount of fuel injected increases gradually rather than suddenly.
  • the control valve 23 is opened so that the pressure in the pressure chamber 40 and in the control chamber 50 drops and the injection valve members 28, 128 close.
  • the pressure prevailing in the control chamber 50 only drops with a delay compared to the pressure in the pressure chamber, so that the closing movement of the second injection valve member 128 is supported by the pressure prevailing in the control chamber 50 and the second injection valve member 128 closes at a relatively high pressure in the pressure chamber 40.
  • the pressure prevailing in the control chamber 50 also keeps the second injection valve member 128 in its closed position, so that the second injection valve member 128 remains in its closed position even when the first injection valve member 28 subsequently closes at high speed. Up to the beginning of the next fuel injection cycle, the pressure prevailing in the control chamber 50 drops further, so that the second injection valve member 128 can open again when the predetermined opening pressure in the pressure chamber 40 is reached.
  • Injection ports 32 and the second injection ports 132 formed injection cross sections are at least approximately the same size, so that when opening only the first injection valve member 28 half of the total
  • Injection cross section is released.
  • the first injection openings 32 form a smaller or larger injection cross-section than the second injection openings 132.
  • the control piston 50 delimiting the control chamber 50 allows the opening pressure of the second injection valve member 128 to be increased at low engine speeds, as a result of which the pollutant emissions of the
  • the second injection valve member 128 opens at a lower opening pressure, which extends the opening duration of the second injection valve member 128.
  • the extended opening duration of the second injection valve member 128 enables the first injection openings 132 to be designed to inject a predetermined amount of fuel with a relatively small cross section. This enables good atomization of the injected fuel.
  • FIG. 4 shows a portion of the fuel injection device according to a third exemplary embodiment, in which the basic structure with the two injection valve members 28, 128 is the same as in the second exemplary embodiment, but the control chamber 150 is formed in the bore 146 forming the second spring chamber.
  • the control chamber 150 is connected to the pump work chamber 22 or the duct 48 via the connection 158 having the throttle point 156.
  • the control piston 162 assigned to the second injection valve member 128 protrudes into the control chamber 150, and the second closing spring 144 is supported on this via a spring plate 170.
  • the diameter of the control piston 162 is substantially smaller than the diameter of the spring plate 170.
  • the spring plate 170 there is at least one opening 172 through which the two subspaces, in which the control chamber 150 is divided by the spring plate 170 are connected to each other. With a large cross section of the at least one opening 172 in the spring plate 170, the spring plate 170 is acted upon on both sides by the same pressure. The opening pressure and the opening speed of the injection valve member 128 can be positively influenced via the cross section of the at least one opening 172.
  • the area on the side of the spring plate 170 facing the partition 47 that is acted upon by the pressure in the control chamber 150 is smaller than the area on the opposite side of the spring plate 170 by the control piston 162 there, so that a force arises from the pressure in the control chamber 150 on the control piston 162 in the closing direction of the second injection valve member 128.
  • the function of the fuel injection device according to the third embodiment is the same as described above in the second embodiment.
  • FIG. 5 shows a portion of the fuel injection device according to a fourth exemplary embodiment, in which the structure is essentially the same as in the third exemplary embodiment.
  • the control chamber 150 is formed in the bore 146 forming the second spring chamber.
  • the second closing spring 144 is supported on the control piston 162 via the spring plate 170, the spring plate 170 having at least one opening 172.
  • a damping piston ' 174 is arranged, which is supported on the spring plate 170 or is connected to it.
  • Damping piston 174 projects into a bore 176 adjoining the bore 146 and delimits a damping space 178 therein.
  • the damping space 178 is connected to a low-pressure region, preferably via a throttle point 180.
  • the diameter of the damping piston 174 is smaller than the diameter of the control piston 162 , so that a force in the closing direction of the second injection valve member 128 is generated by the pressure on the spring plate 170 in the control chamber 150.

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

Abstract

L'invention concerne un système d'injection de carburant qui comprend une soupape d'injection de carburant (12) comprenant au moins un élément obturateur (28, 128), lequel commande au moins une ouverture d'injection (32 ; 132). Ladite soupape d'injection de carburant présente par ailleurs une chambre de pression (40) qui est reliée à une source haute pression (10, 22) générant une haute pression de façon cyclique. La pression régnant dans la chambre de pression (40) agit sur l'élément obturateur (28, 128) au niveau d'une surface de pression (42 ; 142), ledit élément pouvant ainsi être déplacé dans un sens d'ouverture (29) à l'encontre d'une force de fermeture. Un piston de commande (52 ; 162) faisant saillie dans une chambre de commande (50 ; 150) est associé à l'élément obturateur (28, 128), ce piston permettant d'exercer sur l'élément obturateur (28, 128), par l'intermédiaire de la pression régnant dans la chambre de commande (50 ; 150), une force dans le sens de fermeture. La chambre de commande (50 ; 150) est reliée à la source haute pression (10, 22) par l'intermédiaire d'une liaison (58, 158) présentant un point d'étranglement (56 ; 156).
PCT/DE2004/000684 2003-05-26 2004-04-02 Systeme d'injection de carburant pour moteur a combustion Ceased WO2004111439A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE2003123562 DE10323562A1 (de) 2003-05-26 2003-05-26 Kraftstoffeinspritzeinrichtung für eine Brennkraftmaschine
DE10323562.0 2003-05-26

Publications (1)

Publication Number Publication Date
WO2004111439A1 true WO2004111439A1 (fr) 2004-12-23

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Family Applications (1)

Application Number Title Priority Date Filing Date
PCT/DE2004/000684 Ceased WO2004111439A1 (fr) 2003-05-26 2004-04-02 Systeme d'injection de carburant pour moteur a combustion

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Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US10096628B2 (en) 2016-03-04 2018-10-09 Semiconductor Energy Laboratory Co., Ltd. Semiconductor device and manufacturing method thereof

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DE827140C (de) * 1950-12-01 1952-01-07 Maschf Augsburg Nuernberg Ag Brennstoffeinspritzventil
US4635854A (en) * 1984-05-10 1987-01-13 Diesel Kiki Co., Ltd. Fuel injection valve for internal combustion engines
DE19930641A1 (de) * 1999-07-02 2001-01-11 Bosch Gmbh Robert Kraftstoffeinspritzventil
DE10141679A1 (de) * 2001-08-25 2003-03-06 Bosch Gmbh Robert Kraftstoffeinspritzeinrichtung für eine Brennkraftmaschine
EP1359319A2 (fr) * 2002-04-20 2003-11-05 Delphi Technologies, Inc. Injecteur de carburant

Patent Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE827140C (de) * 1950-12-01 1952-01-07 Maschf Augsburg Nuernberg Ag Brennstoffeinspritzventil
US4635854A (en) * 1984-05-10 1987-01-13 Diesel Kiki Co., Ltd. Fuel injection valve for internal combustion engines
DE19930641A1 (de) * 1999-07-02 2001-01-11 Bosch Gmbh Robert Kraftstoffeinspritzventil
DE10141679A1 (de) * 2001-08-25 2003-03-06 Bosch Gmbh Robert Kraftstoffeinspritzeinrichtung für eine Brennkraftmaschine
EP1359319A2 (fr) * 2002-04-20 2003-11-05 Delphi Technologies, Inc. Injecteur de carburant

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US10096628B2 (en) 2016-03-04 2018-10-09 Semiconductor Energy Laboratory Co., Ltd. Semiconductor device and manufacturing method thereof

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