EP1125049B1 - Procede et systeme d'injection de carburant combinee par levee/pression pour moteur a combustion interne - Google Patents

Procede et systeme d'injection de carburant combinee par levee/pression pour moteur a combustion interne Download PDF

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Publication number
EP1125049B1
EP1125049B1 EP00958207A EP00958207A EP1125049B1 EP 1125049 B1 EP1125049 B1 EP 1125049B1 EP 00958207 A EP00958207 A EP 00958207A EP 00958207 A EP00958207 A EP 00958207A EP 1125049 B1 EP1125049 B1 EP 1125049B1
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EP
European Patent Office
Prior art keywords
pressure
fuel
injection
space
control
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
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EP00958207A
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German (de)
English (en)
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EP1125049A1 (fr
Inventor
Bernd Mahr
Martin Kropp
Hans-Christoph Magel
Wolfgang Otterbach
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Robert Bosch GmbH
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Robert Bosch GmbH
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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
    • F02M45/00—Fuel-injection apparatus characterised by having a cyclic delivery of specific time/pressure or time/quantity relationship
    • 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
    • F02M41/00—Fuel-injection apparatus with two or more injectors fed from a common pressure-source sequentially by means of a distributor
    • F02M41/02—Fuel-injection apparatus with two or more injectors fed from a common pressure-source sequentially by means of a distributor the distributor being spaced from pumping elements
    • F02M41/06—Fuel-injection apparatus with two or more injectors fed from a common pressure-source sequentially by means of a distributor the distributor being spaced from pumping elements the distributor rotating
    • 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
    • F02M41/00—Fuel-injection apparatus with two or more injectors fed from a common pressure-source sequentially by means of a distributor
    • F02M41/16—Fuel-injection apparatus with two or more injectors fed from a common pressure-source sequentially by means of a distributor characterised by the distributor being fed from a constant pressure source, e.g. accumulator or constant pressure positive displacement pumps
    • 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
    • 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
    • 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
    • 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
    • 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
    • F02M63/0003—Fuel-injection apparatus having a cyclically-operated valve for connecting a pressure source, e.g. constant pressure pump or accumulator, to an injection valve held closed mechanically, e.g. by springs, and automatically opened by fuel pressure
    • F02M63/0007—Fuel-injection apparatus having a cyclically-operated valve for connecting a pressure source, e.g. constant pressure pump or accumulator, to an injection valve held closed mechanically, e.g. by springs, and automatically opened by fuel pressure using electrically actuated 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
    • F02M63/02—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
    • 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 a fuel injection method for an internal combustion engine of the genus Claim 1 and a fuel injection system according to the preamble of claim 4.
  • Such a fuel injection method and system has become known, for example, from WO 98/09068.
  • a pressure-controlled fuel injection system the fuel pressure prevailing in the nozzle space of an injector opens a valve body (for example a nozzle needle) against the action of a closing force and thus releases the injection opening for an injection of the fuel.
  • the pressure at which fuel exits the nozzle chamber into the cylinder is called the injection pressure.
  • a stroke-controlled fuel injection system is understood in the context of the invention that the opening and closing of the injection opening of an injector take place with the aid of a displaceable valve member due to the hydraulic interaction of the fuel pressures in a nozzle chamber and in a control chamber.
  • an arrangement is referred to below as central if it is intended for all cylinders together and as local if it is intended for only a single cylinder.
  • EP 0 711 914 A1 describes a pressure-controlled fuel injection system known, in which a valve control unit either the lower or higher fuel pressure is directed into the injector nozzle area. There becomes a spring-loaded valve body by the pressure lifted its valve seat so that fuel from the Injection port can leak.
  • pressure-controlled injection systems are pressure waves during injection kindled the main injection with the higher one Fuel pressure is wanted, but during pre-injection with the lower fuel pressure a negative influence on the hydraulic behavior of the injection system the subsequent main injection.
  • the lower fuel pressure can also be used for the main injection to realize a boat-shaped injection process be used.
  • first embodiment of a lifting / pressure-controlled fuel injection system 1 promotes a quantity-controlled high-pressure pump 2 fuel 3 from a storage tank 4 under high pressure via a delivery line 5 in a central pressure accumulator 6 (high-pressure common rail), from which a plurality Drain the high-pressure lines 7 corresponding to the number of individual cylinders to the individual injectors 8 (injection device) projecting into the combustion chamber of the internal combustion engine to be supplied.
  • a first higher fuel pressure of approximately 300 bar to 1800 bar can be stored in the pressure accumulator 6.
  • the higher fuel pressure in the high-pressure line 7 is conducted by energizing a 3/2-way valve 9 via a pressure line 10 into a nozzle chamber 11 of the injector 8.
  • the injection with the higher fuel pressure (main injection) is pressure-controlled with the aid of a piston-shaped valve member 12 (nozzle needle) which is axially displaceable in a guide bore and whose conical valve sealing surface 13 interacts with a valve seat surface on the injector housing and thus closes the injection openings 14 provided there.
  • a pressure surface of the valve element 12 pointing in the opening direction of the valve element 12 is exposed to the pressure prevailing there, the nozzle space 11 continuing through an annular gap between the valve element 12 and the guide bore up to the valve sealing surface 13 of the injector 8.
  • the valve member 12 sealing the injection openings 14 is opened against the action of a closing force (closing spring 15), the spring chamber 16 being relieved of pressure by means of a leakage line 17 .
  • a closing force closing spring 15
  • the spring chamber 16 being relieved of pressure by means of a leakage line 17 .
  • the leakage line 20 serves to relieve pressure and can lead back into the storage tank 4.
  • the higher fuel pressure initially prevailing in the pressure line 10 and the nozzle chamber 11 is reduced to the lower fuel pressure which is stored in an accumulator chamber 21 connected to the connecting line 18.
  • This lower fuel pressure is used for pre and / or post injection (HC enrichment for exhaust gas aftertreatment).
  • the control chamber 24 has a fuel inlet 25 with a first throttle 26 and a fuel outlet from the connecting line 18 to a pressure relief line 27 with a second throttle 28 , which can be connected to the leakage line 20 by a control element in the form of a 2/2-way valve 29 is.
  • the pressure piece 22 is pressurized in the closing direction by the pressure in the control chamber 24.
  • the pressure in the control chamber 24 can be reduced, so that as a result the pressure acting on the valve member 12 in the opening direction exceeds the pressure acting on the valve member 12 in the closing direction ,
  • the valve sealing surface 13 lifts off from the valve seat surface, so that an injection takes place with the lower fuel pressure.
  • the relief process of the control chamber 24 and thus the stroke control of the valve member 12 can be influenced by the dimensioning of the two throttles 26, 28.
  • This injection is then ended by closing the 2/2-way valve 29.
  • the injection with the lower system pressure can take place either after the main injection as a post-injection or before the main injection as a pre-injection.
  • the accumulator chamber 21 is still sufficiently filled with pressurized fuel even after a post-injection, this fuel can be used for a pre-injection during the next injection cycle, whereby a pre-injection and post-injection is possible for each injection cycle.
  • the size of the accumulator chamber 21 is adapted to the requirements of the pre-injection and post-injection, the function of the accumulator chamber 21 also being able to fulfill a sufficiently long pressure line.
  • 3/2-way valve 9, pressure relief valve 19 and accumulator space 21, designated overall by 30 in FIG. 1, can be arranged either inside the injector housing ( FIG. 1a ) or outside ( FIG. 1b ).
  • the central pressure accumulator of FIG. 1 is omitted, and the pressure is built up by energizing a 2/2-way valve 41.
  • the high-pressure pump 2 can have a fuel pressure of approximately 300 to approximately 1600 bar generate and be a cam pump, for example.
  • a central distributor device 42 distributes this fuel pressure to the individual injectors 43 . Behind the distributor device 42 there is a non-return valve 44 for each injector 43, which allows the fuel to flow in the direction of the injector 43, and a pressure relief valve 45 that opens at approx. 300 bar, which allows fuel to flow back from the injector 43 to relieve the distributor device 42 and Allows pressure reduction, provided.
  • Check valve 44 and pressure relief valve 45 form the overall valve arrangement designated 46 .
  • control chamber 24 of the injector 43 now also has its fuel inlet 25 from the pressure line 10 and the accumulator chamber 47 is arranged in the pressure line 10 directly in front of the nozzle chamber 11.
  • the pressure in the control chamber 24 is limited to approximately 300 bar via a pressure limiting valve 48 .
  • This pressure limiting valve 48 can also be integrated in the 2/2-way valve 29 or in a corresponding solenoid valve.
  • the valve arrangement 46 provides the one present in the injector 43 Fuel when the 2/2-way valve 41 is not energized under the lower fuel pressure.
  • By opening (energizing) of the 2/2-way valve 29 is pre-injected in a stroke-controlled manner from the local accumulator 47.
  • the higher system pressure activated, the pressure in the nozzle chamber 11 and in increases Control chamber 24 so that the pressure relief valve 48th opens and the pressure there is limited to a low level is.
  • the valve member 12 open pressure controlled.
  • the pressure in the injector drops 43 via the pressure relief valve 45 to the lower one Fuel pressure down, so that the stroke control is active again is and the valve member 12 closes.
  • the pressure-limiting valve arrangement 46a is formed by a 3/2-way valve 49 and a pressure-limiting valve 45a that opens at approximately 300 bar.
  • the pressure line 10 is connected to the distributor device 42 via the 3/2-way valve 49.
  • the pressure prevailing in the injector 43 is reduced to the lower fuel pressure for a pre-injection and / or post-injection via the pressure relief valve 45a.
  • valve arrangement 46a is provided in FIG. 3a and the valve arrangement 46 in FIG. 3b .
  • the injection system 60 shown in FIG. 4 corresponds to the injection system 1 with the exception of the generation of the higher fuel pressure.
  • the high-pressure pump 2 delivers fuel into a first central pressure accumulator 61 (low-pressure common rail).
  • the fuel stored there under a pressure of approx. 200 to 600 bar is compressed to the higher fuel pressure (approx. 600 to approx. 1800 bar) by means of a central pressure translation unit 62 and stored in the second central pressure accumulator 6.
  • the pressure booster unit 62 comprises a valve unit 63 for pressure booster control, a pressure booster 64 with a pressure medium 65 in the form of a displaceable piston element, and two check valves 66 and 67 .
  • the pressure medium 65 can be connected at one end with the aid of the valve unit 63 to the first pressure accumulator 61, so that it is pressurized at one end by the fuel in a primary chamber 68 .
  • a differential space 69 is relieved of pressure by means of a leakage line 70 , so that the pressure medium 65 can be displaced in the compression direction in order to reduce the volume of a pressure chamber 71.
  • the fuel located in the pressure chamber 71 is compressed to the higher fuel pressure in accordance with the area ratio of the primary chamber 68 and the pressure chamber 71 and supplied to the second pressure accumulator 6.
  • the check valve 66 prevents the backflow of compressed fuel from the second pressure accumulator 6.
  • the pressure medium 65 is reset and the pressure chamber 71 is refilled, via the check valve 67 the first pressure accumulator 61 is connected. Due to the pressure conditions in the primary chamber 68 and in the pressure chamber 71, the check valve 67 opens, so that the pressure chamber 71 is under the fuel pressure of the first pressure accumulator 61 and the pressure medium 65 is hydraulically returned to its starting position.
  • one or more springs can be arranged in rooms 68, 69 and 71.
  • the valve unit 63 is only shown as an example as a 3/2-way valve.
  • the injector 80 shown in FIG. 5 has two pressure lines 82, 83 connected to one another via a check valve 81 for the higher or lower fuel pressure, the control chamber 24 being connected to the pressure line 83.
  • the higher fuel pressure By applying the higher fuel pressure to the nozzle chamber 11 via the pressure line 82, the main injection is pressure-controlled.
  • the lower fuel pressure is applied to the nozzle chamber 11 via the pressure line 83, the pre-injection or post-injection takes place in a stroke-controlled manner.
  • the fuel pressure stored in the pressure accumulator 61 is used as the lower fuel pressure. If necessary, a higher fuel pressure can then be generated from this by means of a local pressure transmission unit 91 , which is arranged in a bypass line 92 of the pressure line 10. Using a valve unit 93 (3/2-way valve) in the bypass line 92, a local pressure booster 94 , which is constructed analogously to the central pressure booster 64, can be switched on.
  • the pressure chamber 95 of the local pressure booster 94 is filled with fuel from the pressure accumulator 61, the check valve 81 preventing the return of compressed fuel back into the pressure accumulator 61.
  • the pressure transmission unit 91 together with the check valve 81 can be located inside the injector 80 (FIG. 6a) or outside (FIG. 6b).
  • FIG. 7 a shows an injection system 100, in which, unlike injection system 60 (FIG. 4), the fuel is stored in the second pressure accumulator 6 under the lower fuel pressure. As in FIG. 6, the higher fuel pressure is then generated for each injector 80 by means of the local pressure translation unit 91.
  • the fuel delivered by the high-pressure pump 2 is stored in the central first pressure accumulator 61 under a pressure of approximately 50 to approximately 200 bar.
  • the pressure chamber 71 of the central pressure booster 64 can also be filled with fuel from the first pressure accumulator 61, as in FIG. 7a, with fuel 3 ', which a fuel pump 2' (feed pump) via a feed line 5 'from a promotes another storage tank 4 'in the pressure chamber 71. Since the high pressure side and the low pressure side of the central pressure translation unit are hydraulically decoupled from one another, different operating materials, for example oil for the low pressure side and fuel for the high pressure side, can also be used for both sides.
  • the injection system 110 of FIG. 8 uses a quantity-controlled two-stage high-pressure pump 111 to generate two different fuel pressures, of which the lower one is stored centrally in the first pressure accumulator 61 and the higher one centrally in the second pressure accumulator 6.
  • the pressure line 83 is constantly connected to the first pressure accumulator 61, while for the main injection the pressure line 82 is connected to the second pressure accumulator 6 via a 3/2-way valve 112.
  • the 3/2-way valve 112 can be arranged inside the injector 80 ( FIG. 8a ) or outside ( FIG. 8b ).
  • a 2/2-way valve 113 can also be provided in the pressure line 82 for switching the higher fuel pressure.
  • the injection system 120 shown in FIG. 9 differs from the injection system 110 only in that a quantity-controlled, single-stage high-pressure pump 2 delivers fuel only into the second pressure accumulator 6, from which fuel is then conveyed into the first pressure accumulator 61.
  • a quantity-controlled, single-stage high-pressure pump 2 delivers fuel only into the second pressure accumulator 6, from which fuel is then conveyed into the first pressure accumulator 61.
  • the lower fuel pressure of approximately 400 bar is maintained in the first pressure accumulator 61.
  • the 3/2-way valve 112 is arranged inside the injector 80 and in Fig. 9b outside, while in Fig. 9c a 2/2-way valve 113 is provided.
  • a two-stage high-pressure pump 2 is used in the injection system 130 shown in FIG. 10 to generate the higher and the lower fuel pressure.
  • the lower fuel pressure is fed into the central pressure accumulator 61, while the higher fuel pressure is generated by energizing the 2/2-way valve 41 and is distributed to the individual injectors 80 via a distributor device 42.
  • the injection system 140 shown in FIG. 11 differs from the injection system 90 (FIG. 6) in that the lower fuel pressure of the pressure accumulator 61 is not allocated to the injectors 80 via a distributor device, but rather each injector 80 via a separate pressure line to the pressure accumulator 61 connected.
  • the local pressure translation unit 91 can be located inside the injector 80 ( FIG. 11a ) or outside ( FIG. 11b ). It is also possible to use piezo actuators instead of one or both solenoid valves. Temperature compensation and possibly a hydraulic coupling must be provided for these piezo actuators. Both the stroke-controlled injection with the lower fuel pressure and the pressure-controlled injection with the higher fuel pressure can be carried out with a piezo actuator instead of a solenoid valve.
  • the metering accuracy of the injection can be improved by the high actuating speed of a piezo actuator. Furthermore, an injection course shaping (in general with the main injection) can be realized. If a piezo actuator is used for the stroke control, an outlet throttle may not be necessary due to the low pressure level that can be switched.
  • the injection system 150 of FIG. 12 like the injection system 110 shown in FIG. 8b, uses two pressure reservoirs 6, 61 for the higher and the lower fuel pressure, wherein, unlike in FIG. 8b, the higher fuel pressure as in FIG. 4 by means of the central pressure translation unit 62 is generated and the higher fuel pressure is distributed centrally to the injectors 80 via the 3/2-way valve 51 and the distributor device 42, as in FIG. 3a.
  • the injection system 160 shown in FIG. 13 differs from the injection system 150 in that it uses the injector 80 shown in FIG. 8a, in which the higher fuel pressure is metered locally via the 3/2-way valve 112.
  • the 3/2-way valve 112 can either be arranged inside the injector housing (FIG. 13a) or, in particular together with the check valve 81, outside (FIG. 13b) .
  • a method of injecting fuel with at least two different fuel pressures via injectors 80 into the combustion chamber of an internal combustion engine takes place with the lower one Fuel pressure stroke-controlled and fuel injection pressure controlled with the higher fuel pressure.
  • Fuel pressure stroke-controlled and fuel injection pressure controlled with the higher fuel pressure are the control room 24 and via a check valve 81 also the nozzle area 11 connected to a low pressure fuel supply, and for a main injection with the higher one Fuel pressure is the nozzle space 11 to the high pressure fuel supply connected.

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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)
  • High-Pressure Fuel Injection Pump Control (AREA)

Claims (9)

  1. Procédé d'injection de carburant à l'aide d'au moins deux pressions de carburant de niveaux différents par des injecteurs (8 ; 43 ; 80) dans la chambre de combustion d'un moteur à combustion interne, dans lequel l'injection de carburant se fait de manière commandée par levée à la pression de carburant la plus basse,
    caractérisé en ce que
    l'injection de carburant se fait de façon commandée en pression par la pression de carburant la plus élevée.
  2. Procédé d'injection selon la revendication 1,
    caractérisé en ce qu'
    après l'injection de carburant à la pression de carburant la plus élevée, on laisse diminuer la pression de carburant dans l'injecteur (8, 43), à la pression de carburant la plus basse et on enregistre localement au moins une injection de carburant avec la pression de carburant la plus basse.
  3. Procédé d'injection selon la revendication 1 ou 2,
    caractérisé en ce que
    la commande de pression est faite indépendamment de la commande de levée.
  4. Système d'injection de carburant (1 ; 40 ; 50 ; 60) pour un moteur à combustion interne dans lequel le carburant est injecté à deux pressions de carburant de niveaux différents dans la chambre de combustion du moteur à combustion interne par des injecteurs (8 ; 43 ; 80) commandés en levée,
    chacun des injecteurs (8 ; 43 ; 80) comporte chaque fois un organe de soupape (12) en forme de piston coulissant axialement dans un perçage de guidage pour rendre étanche un orifice d'injection (14), cet organe traversant une chambre de buse (11) reliée de façon passante au perçage de guidage et son extrémité opposée à l'orifice d'injection (14) est sollicité par la pression développée dans une chambre de commande (24) en direction de l'orifice d'injection (14) ainsi que par un organe de commande de levée/pression (29) pour décharger en pression la chambre de commande (24),
    la chambre de buse (11) et la chambre de commande (24) pouvant être reliées à une alimentation de carburant,
    notamment pour la mise en oeuvre du procédé d'injection selon l'une des revendications 1 à 3,
    caractérisé en ce que
    pour une injection principale avec une pression de carburant, la chambre de buse (11) est raccordée à une alimentation de carburant à haute pression et
    pour une préinjection et/ou une post-injection et/ou une injection d'accélération, ils sont reliés à la pression de carburant plus basse de la chambre de buse (11) et la chambre de commande (24) est reliée à une chambre d'accumulateur (21 ; 47), qui est remplie pendant ou après l'injection principale et est déchargée à la pression de carburant la plus faible avant la préinjection ou la post-injection.
  5. Système d'injection de carburant selon la revendication 4,
    caractérisé par
    une installation (9) qui relie la chambre de buse (11) soit à l'alimentation de carburant à haute pression soit à la chambre d'accumulateur (21).
  6. Système d'injection de carburant selon la revendication 5,
    caractérisé en ce que
    la chambre d'accumulateur (21) est reliée à une soupape de limitation de pression (19) réglée sur la pression de carburant la plus basse.
  7. Système d'injection de carburant selon la revendication 4,
    caractérisé en ce que
    la chambre d'accumulateur (47) est reliée en permanence à la chambre de buse (11) et à la chambre de commande (24).
  8. Système d'injection de carburant (1 ; 40 ; 50 ; 60) pour un moteur à combustion interne dans lequel le carburant est injecté sous deux pressions de carburant de niveaux différents dans la chambre de combustion du moteur à combustion interne par des injecteurs commandés en levée (8 ; 43 , 80), chacun des injecteurs (8 ; 43 ; 80) étant réalisé sous la forme d'un organe de soupape (12) en forme de piston coulissant axialement dans un perçage de guidage pour rendre étanche un orifice d'injection (14), cet organe traversant une chambre de buse (11) reliée de façon passante au perçage de guidage et son extrémité opposée à l'orifice d'injection (14) est sollicité en pression dans la direction de l'orifice d'injection (14) par la pression développée dans la chambre de commande (24), et
    un organe de commande levée/pression (distributeur 29 à 2/2 voies) pour décharger la pression de la chambre de commande (24),
    la chambre de buse (11) et la chambre de commande (24) pouvant être reliées à une alimentation de carburant,
    notamment pour la mise en oeuvre du procédé d'injection selon l'une des revendications 1 à 3,
    caractérisé en ce que
    pour une préinjection et/ou une post-injection et/ou une injection d'accélération, avec la pression de carburant la plus basse de la chambre de commande (24) et par une soupape anti-retour (81), la chambre de buse (11) est également reliée à l'alimentation en carburant à basse pression et
    pour une injection principale avec la pression de carburant élevée, la chambre de buse (11) est reliée à l'alimentation en carburant à haute pression.
  9. Système d'injection de carburant selon l'une des revendications 4 à 8,
    caractérisé en ce que
    les surfaces de pression de l'organe de soupape (12) prévu dans la chambre de buse (11) et dans la chambre de commande (24) sont accordées l'une en fonction de l'autre pour que l'organe de soupape (12) s'ouvre de manière commandée en pression, indépendamment de la position de l'organe de commande levée/pression.
EP00958207A 1999-08-20 2000-08-02 Procede et systeme d'injection de carburant combinee par levee/pression pour moteur a combustion interne Expired - Lifetime EP1125049B1 (fr)

Applications Claiming Priority (3)

Application Number Priority Date Filing Date Title
DE19939421 1999-08-20
DE19939421A DE19939421A1 (de) 1999-08-20 1999-08-20 Kombiniertes hub-/druckgesteuertes Kraftstoffeinspritzverfahren und -system für eine Brennkraftmaschine
PCT/DE2000/002577 WO2001014713A1 (fr) 1999-08-20 2000-08-02 Procede et systeme d'injection de carburant combinee par levee/pression pour moteur a combustion interne

Publications (2)

Publication Number Publication Date
EP1125049A1 EP1125049A1 (fr) 2001-08-22
EP1125049B1 true EP1125049B1 (fr) 2004-11-03

Family

ID=7918956

Family Applications (1)

Application Number Title Priority Date Filing Date
EP00958207A Expired - Lifetime EP1125049B1 (fr) 1999-08-20 2000-08-02 Procede et systeme d'injection de carburant combinee par levee/pression pour moteur a combustion interne

Country Status (6)

Country Link
US (1) US6491017B1 (fr)
EP (1) EP1125049B1 (fr)
JP (1) JP2003507639A (fr)
AT (1) ATE281597T1 (fr)
DE (2) DE19939421A1 (fr)
WO (1) WO2001014713A1 (fr)

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DE10112154A1 (de) * 2001-03-14 2002-09-26 Bosch Gmbh Robert Kraftstoffeinspritzeinrichtung
DE10112432A1 (de) * 2001-03-15 2002-09-19 Bosch Gmbh Robert Kraftstoffeinspritzeinrichtung für Brennkraftmaschinen
DE10115396A1 (de) * 2001-03-29 2002-10-10 Bosch Gmbh Robert Kraftstoffeinspritzvorrichtung für Brennkraftmaschinen
DE10123993A1 (de) * 2001-05-17 2002-11-21 Bosch Gmbh Robert Kraftstoffeinspritzeinrichtung für eine Brennkraftmaschine
DE10123995A1 (de) * 2001-05-17 2002-11-21 Bosch Gmbh Robert Kraftstoffeinspritzeinrichtung für eine Brennkraftmaschine
DE10146745A1 (de) * 2001-09-22 2003-04-10 Bosch Gmbh Robert Kraftstoffeinspritzeinrichtung für eine Brennkraftmaschine
DE10154802A1 (de) * 2001-11-08 2003-05-22 Bosch Gmbh Robert Kraftstoffeinspritzeinrichtung für eine Brennkraftmaschine
DE10205749A1 (de) * 2002-02-12 2003-08-21 Bosch Gmbh Robert Kraftstoffeinspritzeinrichtung für eine Brennkraftmaschine
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JP4308487B2 (ja) * 2002-07-11 2009-08-05 株式会社豊田中央研究所 燃料噴射装置における燃料噴射方法
DE10260775A1 (de) * 2002-12-23 2004-07-01 Daimlerchrysler Ag Kraftstoffversorgungssystem für Verbrennungsmotoren mit Direkteinspritzung
US7281523B2 (en) 2003-02-12 2007-10-16 Robert Bosch Gmbh Fuel injector pump system with high pressure post injection
DE102004010760A1 (de) * 2004-03-05 2005-09-22 Robert Bosch Gmbh Kraftstoffeinspritzeinrichtung für Brennkraftmaschinen mit Nadelhubdämpfung
JP4196895B2 (ja) * 2004-07-12 2008-12-17 株式会社デンソー 燃料噴射装置
DE102004062073B4 (de) * 2004-12-23 2015-08-13 Continental Automotive Gmbh Verfahren und Vorrichtung zur Kompensation von Prelleffekten in einem piezogesteuerten Einspritzsystem einer Verbrennungskraftmaschine
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US8100110B2 (en) * 2005-12-22 2012-01-24 Caterpillar Inc. Fuel injector with selectable intensification
US7353800B2 (en) * 2006-05-24 2008-04-08 Caterpillar Inc. Multi-source fuel system having grouped injector pressure control
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Also Published As

Publication number Publication date
DE50008499D1 (de) 2004-12-09
US6491017B1 (en) 2002-12-10
WO2001014713A1 (fr) 2001-03-01
DE19939421A1 (de) 2001-03-01
EP1125049A1 (fr) 2001-08-22
JP2003507639A (ja) 2003-02-25
ATE281597T1 (de) 2004-11-15

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