EP1234112A1 - Systeme d'injection de carburant pour moteurs a combustion interne - Google Patents

Systeme d'injection de carburant pour moteurs a combustion interne

Info

Publication number
EP1234112A1
EP1234112A1 EP01999739A EP01999739A EP1234112A1 EP 1234112 A1 EP1234112 A1 EP 1234112A1 EP 01999739 A EP01999739 A EP 01999739A EP 01999739 A EP01999739 A EP 01999739A EP 1234112 A1 EP1234112 A1 EP 1234112A1
Authority
EP
European Patent Office
Prior art keywords
pressure
valve
control valve
fuel injection
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.)
Withdrawn
Application number
EP01999739A
Other languages
German (de)
English (en)
Inventor
Walter Egler
Giovanni Ferraro
Hansjörg EGELER
Achim Brenk
Wolfgang Klenk
Peter Boehland
Werner Teschner
Sebastian Kanne
Ingolf Kahleyss
Uwe Gordon
Manfred Mack
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 EP1234112A1 publication Critical patent/EP1234112A1/fr
Withdrawn legal-status Critical Current

Links

Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M63/00—Other fuel-injection apparatus having pertinent characteristics not provided for in groups F02M39/00 - F02M57/00 or F02M67/00; Details, component parts, or accessories of fuel-injection apparatus, not provided for in, or of interest apart from, the apparatus of groups F02M39/00 - F02M61/00 or F02M67/00; Combination of fuel pump with other devices, e.g. lubricating oil pump
    • F02M63/0003—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
    • F02M55/00—Fuel-injection apparatus characterised by their fuel conduits or their venting means; Arrangements of conduits between fuel tank and pump F02M37/00
    • F02M55/04—Means for damping vibrations or pressure fluctuations in injection pump inlets or outlets
    • 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
    • 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
    • F02M2200/31—Fuel-injection apparatus having hydraulic pressure fluctuations damping elements
    • F02M2200/315—Fuel-injection apparatus having hydraulic pressure fluctuations damping elements for damping fuel pressure fluctuations
    • 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
    • F02M2200/40—Fuel-injection apparatus with fuel accumulators, e.g. a fuel injector having an integrated fuel accumulator

Definitions

  • the invention is based on a fuel injection system for internal combustion engines according to the preamble of claim 1.
  • a fuel injection system for example from the document DE 197 01 879 AI and comprises a fuel tank from which fuel is conveyed into a high-pressure collection space by a high-pressure pump. A predetermined high fuel pressure is maintained in the high-pressure collecting space by a control device.
  • high-pressure feed lines each lead from the high-pressure collecting space to a fuel injection valve, the fuel injection valve being connectable to the high-pressure line by means of a control valve.
  • the control valve and the fuel injection valve are often arranged in a housing for reasons of space.
  • the fuel injection valve in this case comprises a valve needle which is guided in a bore and is surrounded by a pressure chamber in the region facing the combustion chamber.
  • a pressure surface is formed on the valve needle, which is acted upon by the fuel in the pressure chamber, so that the valve needle executes a longitudinal movement against a closing force when a certain opening pressure is reached in the pressure chamber and thus releases at least one injection opening through which fuel flows from the pressure chamber into the combustion chamber Comes to the internal combustion engine.
  • the control valve of the fuel injection system is designed as a 3/2-way valve, which connects the high-pressure collection chamber with the pressure chamber of the fuel injection valve in one position and interrupts the connection to the high-pressure collection chamber in a second position and connects the pressure chamber with a leak oil chamber formed in the valve body, which leak oil chamber is connected via a line to the fuel tank so that there is always a low fuel pressure in the leakage oil chamber. If the control valve switches from the closed position to the open position, a pressure wave is generated which runs through the inlet channel into the pressure chamber and leads to an increase in pressure there, that is to say that the fuel is injected at a pressure which is significantly higher than the pressure in the high pressure collection room.
  • the present invention is therefore based on the object to construct a Kraf material injection system that enables accurate metering of the injection quantity and precisely deductible main, pre and post injections.
  • the fuel injection system according to the invention with the characterizing features of claim 1 has the advantage that the pressure vibrations occurring when the control valve closes, that is to say when the connection to the high-pressure collecting chamber is interrupted, by connecting the first pressure chamber or the high-pressure feed line to a damping chamber via a
  • the choke can be damped and therefore quickly subsides.
  • the control valve therefore returns very quickly to a steady state after it has been closed, so that it is possible to carry out a second injection at a short time interval from the previous injection and to be able to control its injection quantity very precisely.
  • the control valve is a 3/2-way valve in a control valve body and contains a control valve member which is guided in a longitudinally displaceable manner on a control bore.
  • the first pressure chamber is connected to a damping chamber via a throttle, so that pressure fluctuations such as occur when the control valve is opened and closed in the first pressure chamber and also occur in the high pressure supply line, are damped.
  • the damping characteristic can be set by a suitable design of the throttle so that pressure vibrations in the pressure chamber subside completely after only a few oscillation periods.
  • the damping space is designed as a bore which runs in the valve holding body parallel to its longitudinal axis.
  • valve holding body is axially braced against the control valve body with the interposition of an intermediate disk.
  • the bore forming the damping chamber runs partly in the control valve body, through the intermediate disk and, to a larger extent, in the valve holding body.
  • the throttle is formed in the washer, so that by replacing the washer with one with another throttle, the fuel injector can be adapted to the requirements of the respective, without having to make any structural changes to the rest of the fuel injector.
  • the damping space consists of two mutually parallel bore sections, both of which run in the valve holding body.
  • the two bore sections of the damping chamber are connected to one another by a transverse channel, so that a shorter valve holding body can be realized with the same volume of the throttle bore.
  • the two bore sections of the damping space are connected by a transverse channel which is arranged in an intermediate disk which is arranged between the valve holding body and the valve body.
  • At least two throttles are arranged in the line which connects the damping chamber to the high-pressure feed line.
  • the two throttles result in a significantly stronger throttling than with only one throttle, so that the two throttles can have a substantially larger flow cross-section than a single throttle, which has the same damping effect.
  • the risk that the throttles become blocked by dirt particles in the fuel is significantly lower. It is particularly advantageous in this case not to align the two throttles in a line with one another, but to offset them radially with respect to one another, which additionally reinforces the damping effect.
  • a closing valve is arranged between the damping space and the first pressure space, which opens the connection from the first pressure space to the damping space only when damping is desired.
  • the pressure increase that is aimed at for injection with the highest possible pressure when the control valve is opened is somewhat reduced by the constant connection of the first pressure chamber to the damping chamber. rig.
  • the closing valve therefore interrupts the connection of the first pressure chamber to the damping chamber during the opening phase of the control valve. After the end of the injection, the closing valve is opened so that the pressure waves in the first pressure chamber are quickly dampened as before.
  • This closing valve thus provides an optimal injection pressure and, at the same time, a damping of the pressure vibrations, which makes an exact metering of the injections possible.
  • the closing valve is controlled by the pressure in the second pressure chamber.
  • the control valve When the control valve is open, the pressure in the second pressure chamber is at least approximately the same as in the first pressure chamber, and the closing valve is closed by this pressure. If the control valve closes the connection from the first to the second pressure chamber, the pressure in the second pressure chamber drops and the closing valve thereby opens the connection from the first pressure chamber to the damping chamber. The pressure oscillation is then damped in the manner already described. The control by the pressure in the second pressure chamber makes additional electronic control of the closing valve unnecessary.
  • the control valve body is made of a hard steel
  • the valve holding body, in which the damping chamber is formed is made of a relatively soft steel.
  • the control valve is arranged in the control valve body and contains sealing surfaces which are exposed to heavy loads. The formation in the area of the valve seat of the control valve reduces wear by means of a hard steel.
  • a soft steel is advantageous for forming the valve holding body, since no seat or sealing surfaces are provided here are and therefore no strong mechanical stress takes place.
  • the cavity forming the damping space can be formed inexpensively and quickly in the soft steel.
  • FIG. 1 a fuel injection valve in longitudinal section and the high-pressure fuel supply in a schematic structure
  • FIG. 2 shows an enlargement of FIG. 1 in the area of the control valve
  • FIG. 3 shows the same detail as FIG. 2 of a further exemplary embodiment
  • FIG. 4 shows a further exemplary embodiment of a fuel injection system in the same representation as FIG. 1,
  • FIG. 5 shows a cross section through the fuel injection valve shown in Figure 4 along the section line V-V and
  • FIG. 6 shows a further exemplary embodiment of a fuel injection system according to the invention in a schematic structure
  • FIG. 7 shows an enlarged illustration of FIG. 1 in the area of the intermediate disk
  • FIG. 8 shows the same detail as FIG. 7 of a further exemplary embodiment
  • FIG. 9 shows the same detail as FIG. 7 of a further exemplary embodiment. Description of the embodiments
  • a fuel injection valve according to the invention is shown in longitudinal section in FIG. 1, which, together with the high-pressure fuel supply shown schematically and the leakage oil system likewise shown only schematically, forms a fuel injection system.
  • fuel is fed via a fuel line 3 to a high-pressure pump 5, which delivers the fuel under high pressure via a feed line 7 in a high-pressure collection chamber 10.
  • a control device not shown in the drawing.
  • High-pressure feed lines 12 lead from the high-pressure chamber 10, each of which is connected to a fuel injection valve 15, of which one is shown as an example in the drawing.
  • the fuel injection valve 15 is constructed in several parts and comprises a control valve body 17, in which a control valve 50 is arranged.
  • a valve holding body 22 is axially clamped against the control valve body 17 with the interposition of an intermediate disk 19 by means of a clamping nut 20.
  • the valve holding body 22 lies against a valve body 25 with the interposition of a valve washer 24, which valve body 25 is braced against the valve holding body 22 by means of a clamping nut 27.
  • a bore 30 is formed in the valve body 25, at the end of the combustion chamber on which an essentially conical valve seat 36 is formed, in which at least one injection opening 38 is arranged.
  • a piston-shaped valve needle 32 Arranged in the bore 30 is a piston-shaped valve needle 32 which is sealingly guided in a section of the bore 30 facing away from the combustion chamber and which tapers to the combustion chamber to form a pressure surface 33.
  • the valve Needle 32 merges at its end on the combustion chamber side into an essentially conical valve sealing surface 34 which interacts with valve seat 36 and thus closes injection openings 38 in the closed position, that is to say when it is in contact with valve seat 36.
  • a radial expansion of the bore 30 forms a pressure chamber 31 which continues as an annular channel surrounding the valve needle 32 as far as the valve seat 36.
  • the pressure chamber 31 can be connected to the high-pressure collecting chamber 10 via an inlet bore 28 extending in the valve body 25, the valve intermediate plate 24, the valve holding body 22, the intermediate plate 19 and the control valve body 17 and can therefore be filled with fuel under high pressure.
  • a central opening 83 is formed in the valve washer 24, which connects the bore 30 to a spring chamber 40 formed in the valve holding body 22.
  • the spring chamber 40 is designed as a bore and is arranged coaxially to the bore 30.
  • the central opening 83 has a smaller diameter than the bore 30 guiding the valve needle 32, so that a stop shoulder 35 is formed at the transition from the valve body 25 to the valve intermediate disk 24.
  • the axial distance of the end of the valve needle 32 facing away from the combustion chamber from the stop shoulder 35 of the valve washer 24 in the closed position of the fuel injection valve defines the opening stroke of the valve needle 32.
  • the valve needle 32 merges into a pressure pin 37, which is arranged coaxially to the valve needle 32 and is arranged in the central opening 83 of the valve washer 24.
  • the pressure pin 37 merges into a spring plate 42 arranged in the spring chamber 40, between which and the end of the spring chamber 40 facing away from the combustion chamber a closing spring 44 designed as a helical compression spring is arranged under pressure prestress.
  • the Compression bias of the closing spring 44 can be determined via the thickness of a shim 45, which is arranged between the closing spring 44 and the end of the spring chamber 40 facing away from the combustion chamber.
  • the valve needle 32 with the valve sealing surface 34 is pressed against the valve seat 36 via the spring plate 42 and the pressure pin 37, thereby closing the injection openings 38.
  • the spring chamber 40 is connected to the fuel tank 1 via a leak oil line 69, so that fuel penetrating into the spring chamber 40 is discharged into the fuel tank 1, which is why there is always a low fuel pressure in the spring chamber 40.
  • the spring chamber 40 merges into a through hole 46 which is arranged coaxially with the bore 30 and the spring chamber 40 and which extends into a control chamber 76 formed in the intermediate disk 19.
  • control valve 50 an enlarged view of the control valve 50 is shown in longitudinal section.
  • the control valve bore 52 is subdivided into a sealing section 152 and a guide section 252 with a smaller diameter.
  • the control valve bore 52 opens away from the combustion chamber into a leakage oil chamber 66 formed in the control valve body 17 and with its other end into the control chamber 76, which communicates via the through bore 46 with the Spring chamber 40 is connected.
  • a radial expansion of the control valve bore 52 forms a first pressure chamber 57, which is connected to the high-pressure supply line 12 and thus to the high-pressure collecting space 10 via an inlet channel 13 formed in the control valve body 17.
  • a second pressure chamber 58 is formed facing the valve holding body 22 by a further radial expansion of the control valve bore 52.
  • an essentially conical control valve seat 56 is formed on the wall of the control valve bore 52.
  • a control valve member 54 is arranged to be longitudinally displaceable and is sealingly guided in the sealing section 152 of the control valve bore 52.
  • control valve member 54 From the sealingly guided section of the control valve member 54, the control valve member 54 tapers towards the valve holding body 22 to form a control valve sealing surface 55, which is essentially conical and cooperates with the control valve seat 56.
  • the control valve member 54 extends through the second pressure chamber 58 into the control chamber 76 formed in the intermediate disk 19, where the control valve member 54 merges into a control section 62 which is cylindrical and has a diameter which is only slightly smaller than the diameter of the guide section 252 of the control valve bore 52.
  • the control valve member 54 is guided in the guide section 252 of the control valve bore 52, recesses 60 being formed on the control valve member 54 so that fuel can flow past the guided section of the control valve member 54.
  • the annular end face 78 of the control section 62 facing the control valve body 17 has, in the closed position of the control valve member 54, that is, when the control valve sealing surface 55 bears against the control valve seat 56, an axial distance from the start of the control valve bore 52, which corresponds to a control stroke h a .
  • the control valve member 54 merges into a magnet armature 67 which is arranged in the leak oil chamber 66, the leak oil chamber 66 being connected to the fuel tank 1 via a leak oil line 73.
  • the magnet armature 67 has an axial distance h g from an electromagnet 65 likewise arranged in the leak oil chamber 66.
  • the E- Electromagnet 65 surrounds a valve spring 68 which is arranged between a fixed stop (not shown in the drawing) and the magnet armature 67 under prestress and acts on the control valve member 54 in the closed position.
  • the electromagnet 65 is arranged in a fixed location in the leakage oil chamber 66 and can exert an attractive force on the magnet armature 67 by means of a suitable energization, which armature 67 is thereby pulled in the opening direction of the control valve member 54 until it comes into contact with the electromagnet 65.
  • This opening stroke movement of the control valve member 54 takes place against the closing force of the valve spring 68, so that the control valve member 54 is pressed back into the closed position by the elimination of the energization of the electromagnet 65 by the valve spring 68.
  • a line which is designed as a connecting channel 71, also opens into the first pressure chamber 57.
  • the connecting channel 71 is inclined to the longitudinal axis of the control valve member 54 up to the intermediate disk 19.
  • a throttle 72 is formed in the intermediate disk 19, via which the connecting channel 71 is connected to a damping space 70 formed in the valve holding body 22.
  • the damping chamber 70 is in this case designed as a blind bore which runs parallel to the longitudinal axis 23 of the valve holding body 22 and to the through bore 46.
  • the blind bore forming the damping space 70 can have a different length, depending on the desired volume of the damping space 70. It is also possible to design the blind bore forming the damping space 70 with different diameters.
  • FIG. 3 shows a further exemplary embodiment of the fuel injection system according to the invention, the same enlarged section as shown in FIG. 2.
  • the function and structure correspond exactly to the exemplary embodiment shown in FIG. 2, but here the damping space 70 is defined by a recess in the control valve.
  • Body 17 shown which is cylindrical and runs parallel to the control valve bore 52.
  • the damping chamber 70 is connected to the inlet duct 13 near the first pressure chamber 57 via a line which is designed as a connecting duct 71.
  • a throttle 72 is arranged within the connecting channel 71 and dampens the flow of fuel through the connecting channel 71. Since the damping space 70 including the connecting channel 71 and the throttle 72 are arranged within the control valve body 17, the valve holding body 22 does not have to be structurally changed compared to a fuel injection valve without a damping space 70.
  • FIG. 4 shows a further exemplary embodiment of a fuel injection system according to the invention, only the design of the damping space 70 being changed compared to FIG. 1.
  • the damping space 70 is not designed as a simple blind bore, but is divided into two bore sections 170, 270, which are formed parallel to one another in the valve holding body 22.
  • the first bore section 170 of the damping space 70 extends from one end face of the valve holding body 22 to the other end face, that is to say from the intermediate disk 19 to the valve intermediate washer 24.
  • the first bore section 170 of the damping chamber 70 opens into a cross connection 85, which has a cross section has an oval to kidney-shaped shape, as shown in FIG. 5 in a cross section of the valve washer 24.
  • a second bore section 270 of the damping space 70 is formed from the end face of the valve holding body 22 facing the combustion chamber, which is designed as a blind bore and which second bore section 270 is pivoted relative to the first bore section 170 by an angle ⁇ about the longitudinal axis 23 of the valve holding body 22 is.
  • the two bore sections 170 and 270 are connected to one another so that together they form the damping space 70.
  • FIG. 5 shows a cross section through the fuel injection valve along the line V-V of FIG. 4.
  • two further centering pin bores 88 and 89 are formed in the valve intermediate disk 24. Centering pins are inserted into these centering pin bores 88 and 89 during assembly of the fuel injection valve, which pins are immersed in corresponding bores in the valve holding body 22 and the valve body 25 and thereby ensure an exact positioning of these bodies with respect to one another.
  • the mode of operation of the fuel injection system is as follows:
  • the high-pressure pump 5 delivers fuel from the fuel tank 1 through the fuel line 3 via a high-pressure feed line 7 into the high-pressure collection space 10 maintain a predetermined high fuel pressure level in the drawing, not shown.
  • the pressure level in today's high-pressure collection rooms is up to 140 MPa.
  • the fuel is conducted from the high-pressure plenum 10 through the high-pressure feed lines 12 to the fuel injection valves 15. In the fuel injection valve 15, the fuel passes through the inlet channel 13 into the first pressure chamber 57.
  • the control valve 50 is in the closed position, that is to say the electromagnet 65 is not energized and the control valve member 54 is brought into contact with the control valve sealing surface 55 by the valve spring 68 the control valve 56 is pressed and closes the first pressure chamber 57 against the second pressure chamber 58.
  • the second pressure chamber 58 is connected via the recesses 60 to the control chamber 76, which through the through hole 46 is connected to the spring chamber 40, which is connected to the fuel tank 1.
  • a low fuel pressure which corresponds to the pressure in the fuel tank 1, prevails in the second pressure chamber 58 and via the inlet bore 28, which starts from the second pressure chamber 58, also in the pressure chamber 31.
  • the pressure in the damping chamber 70 is the same as in the first pressure chamber 57 and thus also the same pressure as in the high-pressure accumulator 10. If an injection is to take place, the electromagnet 65 is energized so that the magnet armature 67 opposes the force of the valve spring 68 moved towards the electromagnet 65.
  • the control valve member 54 also moves due to the movement of the magnet armature 67 and the control valve sealing surface 55 lifts off from the control valve seat 56. As a result, the first pressure chamber 57 is connected to the second pressure chamber 58.
  • the second pressure chamber 58 remains connected to the control chamber 76 via the recesses 60, so that at the beginning of the lifting movement of the control valve member 54 fuel flows from the first pressure chamber into the second pressure chamber 58 and from this into the control chamber 76. As a result, the amount of fuel which is under high pressure in the inlet channel 13 starts to move and thus receives kinetic energy. After passing through the control stroke h a , the control section 62 dips into the control valve bore 52 and thus closes the second pressure chamber 58 against the control chamber 76.
  • the fuel that is already in motion in the feed channel 13 now flows into the feed bore 28 and further into the still closed pressure chamber 31 , where the kinetic energy of the fuel is converted into compression work. This is accompanied by an increase in pressure in the pressure chamber 31 and a significantly higher pressure is obtained than in the high-pressure collecting space 10.
  • This pressure can be a few 10 MPa above the pressure in the high-pressure collecting space 10.
  • a hydraulic force results from the pressure in the pressure chamber 31 on the pressure surface 33 of the valve needle 32, which is thereby moved in the axial direction away from the combustion chamber against the force of the closing spring 44.
  • valve sealing surface 34 is lifted from the valve seat 36 and the injection openings 38 are released so that fuel flows from the pressure chamber 31 past the valve needle 32 to the injection openings 38 and is injected from there into the combustion chamber of the internal combustion engine.
  • the valve needle 32 continues its opening stroke movement until it rests with its end face facing away from the combustion chamber against the stop shoulder 35 of the valve washer 24. If the injection is to be ended, the electromagnet 65 is no longer energized, so that the valve spring 68 presses the control valve member 54 back into the closed position.
  • control section 62 emerges again from the guide section 252 of the control valve bore 52 and connects the second pressure chamber 58 and thus via the inlet bore 58 also the pressure chamber 31 to the control chamber 76, which is connected to the leakage oil system.
  • the pressure chamber 31 is thus relieved and the force of the closing spring 44 on the valve needle 32 outweighs the hydraulic force on the pressure surface 33 and the valve needle 32 moves back into the closed position. Since the fuel in the inlet channel 13 still has kinetic energy, this kinetic energy is converted into compression work after the control valve 50 is closed, so that the pressure in the first pressure chamber 57 increases.
  • the pressure in the first pressure chamber 57 is higher than in the damping chamber 70, so that fuel now flows from the first pressure chamber 57 through the connecting channel 71 and the throttle 72 into the damping chamber 70, where the pressure is increased accordingly.
  • the pressure wave flowing in the damping space 70 thus lowers the pressure in the first pressure space 57 and increases the pressure in the damping space 70 until the pressure in the damping space 70 is higher than in the first pressure space 57.
  • Part of the fuel now flows again through the throttle 72 and the connecting duct 71 from the damping space 70 back into the first pressure space 57, where the pressure rises again accordingly.
  • This pressure oscillation is damped by the throttle 72, so that the pressure oscillation, in contrast to fuel injection systems, has subsided after a few oscillations without a corresponding damping and a constant pressure prevails in the first pressure chamber 57, which pressure corresponds to the pressure in the high-pressure accumulation chamber 10.
  • the strength of the damping can be adapted to the requirements of the fuel injector via the cross section of the throttle 72 and the volume of the damping space 70.
  • FIG. 6 shows a further exemplary embodiment of the fuel injection system according to the invention as a schematic block diagram.
  • the operation of the control valve 50 is, as in the previous exemplary embodiments, that of a 3/2-way valve which forms the first pressure chamber
  • the first pressure chamber 57 is connected to the damping chamber 70 via a connecting channel 71 and a throttle 72, a closing valve 92 being arranged between the throttle 72 and the damping chamber 70 in this exemplary embodiment.
  • the closing valve 92 is controlled by the force of a spring 94 and the pressure in the second pressure chamber
  • the closing valve 92 which acts on the closing valve 9.2 via a connecting line 96, is controlled. If there is a correspondingly high fuel pressure in the second pressure chamber 58, which exerts a greater force on the closing valve 92 than the spring 94, the closing valve 92 will interrupt the connecting channel 71 and the damping chamber 70 is no longer connected to the first pressure chamber 57, so that a Pressure vibration occurring in the first pressure chamber 57 is no longer damped.
  • the fuel pressure in the second pressure chamber 58 is corresponding low, as is the case when the control valve 50 is closed, the force of the spring 94 outweighs the force of the fuel pressure in the second pressure chamber and the closing valve 92 opens the connection from the first pressure chamber 57 to the damping chamber 70.
  • the advantage of the closing valve 92 is that pressure vibrations in the first pressure chamber 57 are damped only when the control valve 50 is closed, that is to say when no injection is taking place. If the first pressure chamber 57 is constantly connected to the damping chamber 70 via the throttle 72, the desired pressure surge is dampened somewhat at the start of the injection, so that the maximum achievable pressure increase in the pressure chamber 31 is somewhat lower than in the case of a closed first pressure chamber 57 , which otherwise has no damping. Through the closing valve 92, a higher injection pressure is thus obtained at the same pressure in the high-pressure collection chamber 10.
  • the closing valve 92 is also advantageously formed in the control valve body 17, so that a compact design of the fuel injection system is still possible and the switching of the closing valve 92 is not carried out by one unnecessarily long connecting line 96 is delayed.
  • the throttle point is formed in the control valve body 17 or in the valve holding body 22.
  • the intermediate disc 19 can be omitted and a high-pressure sealing surface is saved.
  • the control chamber 76 is arranged accordingly in the valve holding body 22.
  • the damping space 70 is formed by two bore sections 170, 270, the connection of the bore sections 170, 270 not being formed in the valve washer 24, but in the valve holding body 22. This gives you a longitudinal cut at least approximately U-shaped damping space. Such a damping space can be produced, for example, using a finger cutter.
  • the closing valve 92 is not controlled by the pressure in the second pressure chamber 58, but rather directly, for example with the aid of an electrical actuator which is controlled by a control unit.
  • the damping space 70 is not designed as a bore, but rather is formed as an arbitrary cavity in the valve holding body 22 and is connected to the first pressure space 57 via a throttled connection. Such a damping space can be optimally adapted to the space conditions of the valve holding body 22.
  • control valve 50 is not controlled directly by means of an electromagnet, as shown in the exemplary embodiments.
  • control valve member 54 can be controlled by a device that brings the control valve member 54 into the open or closed position using hydraulic forces.
  • the control valve seat 56 of the control valve 50 is exposed to a high mechanical load due to the placement of the control valve sealing surface 55 during the longitudinal movement of the control valve member 52. It is therefore necessary to manufacture the control valve body 17 from a hard, wear-resistant steel.
  • the design of the damping space 70 as a blind bore in the valve holding body 22 is hard Steel only possible with considerable effort. Since there are no mechanically highly stressed surfaces in the valve holding body 22, the valve holding body 22 can be made from a relatively soft steel in which bores can be formed well.
  • FIG. 7 schematically shows an enlargement of FIG. 1 in the area of the intermediate disk 19, but here two throttles 72 are arranged in the intermediate disk 19.
  • two throttle discs 74 are inserted, each of which has a bore forming the throttle 72 off-center.
  • the chokes 72 are in this case offset from one another so that they are not in alignment.
  • the fuel which flows through the throttles 72 when the pressure waves are damped must therefore make a strong change in direction twice, which considerably increases the damping effect of the throttles 72.
  • the cross section of the throttle 72 can be chosen to be larger than in the embodiment with only one throttle 72, as a result of which the risk of the throttle 72 becoming blocked by dirt particles is significantly reduced.
  • FIG. 8 shows a further exemplary embodiment with two throttles 72 in the connecting channel 71.
  • the throttle disks 74 are arranged in the control valve body 17, so that the intermediate disk 19 and the valve holding body 22 do not contain any throttling devices.
  • the arrangement of the throttle disks 74 and the throttles 72 to one another is identical to the exemplary embodiment shown in FIG.
  • FIG. 9 shows another exemplary embodiment of a fuel injection system with two throttles 72.
  • the control valve body 17 and in the valve holding body 22 there is a throttle disk 74 and thus also a throttle 72 arranged, in this embodiment, the control valve body 17 rests directly on the valve holding body 22.
  • the throttles 72 are arranged in a different combination on the control valve body 17, the intermediate disk 19 and the valve holding body 22. It can also be provided that more than two throttles 72 are arranged in the connecting channel 71, which, depending on requirements, can also be distributed over the control valve body 17, the intermediate disk 19 and the valve holding body 22.

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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 comprenant une soupape d'injection de carburant (15) et une soupape de commande (50). Ladite soupape de commande (50) présente un élément de soupape de commande (54) déplaçable en longueur dans un alésage de soupape de commande (52). Il est prévu sur l'élément de soupape de commande (54), une surface d'étanchéité de soupape de commande (55) qui coopère avec un siège de soupape de commande (56) et pilote ainsi la jonction entre une première chambre de pression (57) et une seconde chambre de pression (58). La première chambre de pression (57) est reliée à une chambre collectrice de haute pression (10). Dans un corps de soupape (25), il est prévu un alésage (30) dans lequel un pointeau de soupape (32) sous forme de piston pilote par son extrémité côté chambre de combustion, l'ouverture d'au moins un orifice d'injection (38), dans la mesure où il effectue un mouvement longitudinal dans une chambre de pression (31), sous l'effet de la pression qui le sollicite. La chambre de pression (31) est reliée à la seconde chambre de pression (58) par l'intermédiaire d'un canal d'alimentation (28). La première chambre de pression (57) est reliée par l'intermédiaire d'un papillon d'étranglement (72) à une chambre de compensation (70) sous forme de trou borgne et par ailleurs fermée, ce qui permet de compenser rapidement les variations de pression au moment où la soupape de commande (50) se ferme.
EP01999739A 2000-12-07 2001-12-05 Systeme d'injection de carburant pour moteurs a combustion interne Withdrawn EP1234112A1 (fr)

Applications Claiming Priority (3)

Application Number Priority Date Filing Date Title
DE10060812A DE10060812A1 (de) 2000-12-07 2000-12-07 Kraftstoffeinspritzsystem für Brennkraftmaschinen
DE10060812 2000-12-07
PCT/DE2001/004530 WO2002046601A1 (fr) 2000-12-07 2001-12-05 Systeme d'injection de carburant pour moteurs a combustion interne

Publications (1)

Publication Number Publication Date
EP1234112A1 true EP1234112A1 (fr) 2002-08-28

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EP01999739A Withdrawn EP1234112A1 (fr) 2000-12-07 2001-12-05 Systeme d'injection de carburant pour moteurs a combustion interne

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US (1) US6745750B2 (fr)
EP (1) EP1234112A1 (fr)
JP (1) JP2004515689A (fr)
KR (1) KR20020071031A (fr)
DE (1) DE10060812A1 (fr)
PL (1) PL355528A1 (fr)
WO (1) WO2002046601A1 (fr)

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US7041068B2 (en) 2001-06-12 2006-05-09 Pelikan Technologies, Inc. Sampling module device and method
US7717863B2 (en) 2002-04-19 2010-05-18 Pelikan Technologies, Inc. Method and apparatus for penetrating tissue
US7976476B2 (en) 2002-04-19 2011-07-12 Pelikan Technologies, Inc. Device and method for variable speed lancet
US7713214B2 (en) 2002-04-19 2010-05-11 Pelikan Technologies, Inc. Method and apparatus for a multi-use body fluid sampling device with optical analyte sensing
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US7909778B2 (en) * 2002-04-19 2011-03-22 Pelikan Technologies, Inc. Method and apparatus for penetrating tissue
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US9386944B2 (en) 2008-04-11 2016-07-12 Sanofi-Aventis Deutschland Gmbh Method and apparatus for analyte detecting device
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Also Published As

Publication number Publication date
US6745750B2 (en) 2004-06-08
US20030127074A1 (en) 2003-07-10
KR20020071031A (ko) 2002-09-11
DE10060812A1 (de) 2002-06-13
JP2004515689A (ja) 2004-05-27
WO2002046601A1 (fr) 2002-06-13
PL355528A1 (en) 2004-05-04

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