EP1387939B1 - Soupape d'injection de carburant pour moteurs a combustion - Google Patents

Soupape d'injection de carburant pour moteurs a combustion Download PDF

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Publication number
EP1387939B1
EP1387939B1 EP02726069A EP02726069A EP1387939B1 EP 1387939 B1 EP1387939 B1 EP 1387939B1 EP 02726069 A EP02726069 A EP 02726069A EP 02726069 A EP02726069 A EP 02726069A EP 1387939 B1 EP1387939 B1 EP 1387939B1
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EP
European Patent Office
Prior art keywords
valve needle
pressure
piston rod
valve
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.)
Expired - Lifetime
Application number
EP02726069A
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German (de)
English (en)
Other versions
EP1387939A1 (fr
Inventor
Peter Boehland
Sebastian Kanne
Godehard Nentwig
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
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Filing date
Publication date
Application filed by Robert Bosch GmbH filed Critical Robert Bosch GmbH
Publication of EP1387939A1 publication Critical patent/EP1387939A1/fr
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Publication of EP1387939B1 publication Critical patent/EP1387939B1/fr
Anticipated expiration legal-status Critical
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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
    • 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
    • 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
    • F02M2200/00—Details of fuel-injection apparatus, not otherwise provided for
    • F02M2200/46—Valves, e.g. injectors, with concentric valve bodies

Definitions

  • the injection pressure with which the fuel is injected through the fuel injection valve is increased.
  • the number of injection holes of the fuel injection valve is increased, so that the diameter of the individual injection holes can be reduced.
  • the aim of this measure is to increase the beam energy in injection jets while reducing the droplet diameter. If very small quantities are to be pumped, the injection times become very short at high pressures at the fuel injection valve. This has a violent combustion process with correspondingly large noise development.
  • a fuel injection valve with variable injection cross section in which two rows of injection openings are formed.
  • These injection ports are from an inner valve needle and a valve needle controlled surrounding sleeve, wherein both the sleeve and the inner needle are acted upon by closing springs which press them in abutment against a valve seat, whereby the injection openings are closed. If fuel is introduced under high pressure in corresponding pressure chambers, the sleeve and the inner needle are acted upon by the fuel pressure in these pressure chambers.
  • the inner needle Depending on the pressure of the introduced fuel only the inner needle lifts from the valve seat and releases the first row of injection ports or successively lift the inner needle and sleeve away from the valve seat so that both rows of injection ports are sequentially opened.
  • the opening of the inner needle or the sleeve is thus pressure-controlled, so that the successive control of inner needle and outer sleeve is achieved by a clever design of the pressure surfaces and the force of the closing springs.
  • EP 0 978 649 shows another fuel injection valve with variable injection cross-section.
  • stroke-controlled fuel injection systems are known in which a valve needle has a pressure surface which is constantly acted upon by fuel under high pressure in the opening direction.
  • the counterforce is not generated by a closing spring, but hydraulically by a valve piston which acts on the valve needle and in turn by the fuel pressure in a control chamber exerts a closing force on the valve needle.
  • a closing spring which acts on the valve needle and in turn by the fuel pressure in a control chamber exerts a closing force on the valve needle.
  • the closing force on the valve needle changes, so that it is moved by the hydraulic force on the pressure surface.
  • variable injection cross-section ie the variable injection cross-section and the stroke-controlled injection system
  • stroke-controlled injection system would be particularly advantageous for further optimization of the combustion process. So far, however, this was not possible without great effort to transfer the variable injection cross section readily on the stroke-controlled systems. For this purpose, complicated sealing edges or additional control valves are needed, which are expensive to manufacture and expensive.
  • the fuel injection valve according to the invention with the characterizing features of claim 1 has the advantage that with a stroke-controlled injection system, two rows of injection ports are successively als Kunststoffbar and so a Einspritzverlaufsformung is possible without additional control edges or control valves are needed.
  • an inner valve needle is guided, wherein both the outer valve needle and the inner valve needle controls at least one injection port.
  • a fuel-filled control chamber is formed, by the pressure of the valve needles are acted upon at least indirectly in the direction of the valve seat. If the pressure in the control room changed, so does the closing force through the valve needles, so that a control of the injection openings is possible.
  • a throttle connection is formed by the opening stroke of the outer valve needle, so that the inner valve needle is no longer acted upon by the pressure in the control chamber.
  • the outer valve needle is connected to an outer piston rod, whose end face is acted upon by the pressure in the control chamber and thereby generates the closing force on the valve member.
  • the throttle connection between the end face of the piston rod and a stationary base is formed, so that in a simple and thus easy to manufacture manner, the throttle connection can be formed.
  • the inner valve needle is also connected to an inner piston rod whose front side is also acted upon by the pressure in the pressure chamber and thus generates the closing force on the inner valve needle.
  • the inner piston rod is guided in the outer piston rod, so that both piston rods are arranged coaxially to each other.
  • the inner piston rod comes in the opening stroke of the inner valve needle at one on the inside of the outer piston rod trained stop surface to the plant.
  • the stroke stop of the inner valve needle is realized in a simple manner, without a stroke stop must be formed on the housing of the fuel injection valve.
  • the outer piston rod has an inwardly cantilevered region at its end facing away from the combustion chamber.
  • an inner control chamber is bounded by the outer valve needle, the inwardly cantilevered region and the inner valve needle, which is connected to the control chamber, wherein the connection is in the form of a connecting bore.
  • the inner valve needle on a pressure surface which is acted upon by the pressure in the pressure chamber only after the outer valve needle has lifted from the valve seat. This results in an opening force on the inner valve needle only if an injection is to take place. As a result, no opening force acts on the inner valve needle between the injections and the latter always closes the injection openings assigned to it safely.
  • the pressure in the control chamber is adjusted by a controllable by a valve connection with a leakage oil space. So only this one 2/2 valve is necessary for the pressure control, since the inlet throttle remains unchanged.
  • the inlet throttle at least partially. This results in a further reduction of the pressure in the control chamber, so that the closing force on the inner valve needle decreases further.
  • an appropriate design of the opening forces on the valve needles can be achieved that the inner valve needle only after the outer valve needle has closed the inlet throttle performs an opening stroke and so the injection ports are opened successively. In this way, the injection rate at the beginning of the injection is smaller than during the main injection, in which all the injection openings are released, so that a Einspritzverlaufsformung is achieved.
  • the fuel injection valve comprises a housing 1, which may be constructed in several parts.
  • the housing 1 has at its combustion chamber end portion a bore 3, in which a piston-shaped outer valve needle 10 is arranged.
  • the outer valve needle 10 is sealingly guided in a bore away from combustion chamber in the bore 3 and tapers to form a pressure shoulder 9 to the combustion chamber.
  • the outer valve needle 10 passes into a conical pressure surface 101 and finally into a likewise conical valve sealing surface 11, wherein the sealing surface 11 comes into abutment in the closed position of the outer valve needle 10 at a formed on the combustion chamber end of the bore 3 valve seat 13.
  • FIG. 2 shows an enlarged view of the section of FIG.
  • a pressure chamber 5 is formed in the housing 1 at the level of the pressure shoulder 9, which continues as a valve surrounding the outer valve 10 annular channel to the valve seat 13.
  • a plurality of injection openings 7 are formed, which are arranged in a first row of injection openings 107 and in a second row of injection openings 207 arranged offset axially thereto.
  • an inner valve needle 12 is arranged, which is piston-shaped and which has a conical pressure surface 112 and a valve sealing surface 14 at its combustion chamber end.
  • the valve sealing surface 14 contacts the valve seat 13 between the first row of injection openings 107 and the second row of injection openings 207.
  • the interaction of the outer valve needle 10 and the inner valve needle 12, the Einspritzö réelles Herbertn 107, 207 connect to the pressure chamber 5 , If the outer valve needle 10 is in contact with the valve sealing surface 11 on the valve seat 13, then both rows of injection openings 107, 207 are closed against the pressure chamber 5.
  • inlet channel 15 of the pressure chamber 5 is connected to a high-pressure port 17 which is connected to a high-pressure fuel source, not shown in the drawing.
  • the high-pressure fuel source in this case provides during operation of the internal combustion engine, a predetermined high-pressure fuel, so that in the inlet channel 15 and thus also in the pressure chamber 5 always this fuel pressure prevails and forms a high-pressure fuel area.
  • a piston bore 18 embodied as a blind bore is formed in the housing 1 and has a base surface 19.
  • an outer piston rod 20 is arranged longitudinally displaceable, which abuts with its combustion chamber facing end face on the outer valve needle 10 and the combustion chamber facing away from its end face 21 formed at the end of the piston bore 18 control chamber 24.
  • the piston bore 18 is formed at the combustion chamber end portion of the piston rod 20, a spring chamber 8 in the housing 1, in which a spring 42 is arranged under pressure bias.
  • the spring 42 is supported at the end away from the combustion chamber stationary and abuts at its combustion chamber end facing a spring plate 44 which is connected to the outer piston rod 20, so that the spring 42 a force in the direction of the valve seat 13 on the outer piston rod 20 and thus exerts on the outer valve needle 10.
  • an inner piston rod 22 is arranged, which is longitudinally displaceable in the outer piston rod 20. At its end facing the combustion chamber, the inner piston rod 22 abuts on the inner valve needle 12, so that the inner piston rod 22 and the inner valve needle 12 move synchronously.
  • Figure 3 shows an enlargement of Figure 1 in the region of the control chamber 24.
  • the control chamber 24 is bounded by the base 19, the wall of the piston bore 18 and the end face 21 of the outer piston rod 20.
  • the outer piston rod 20 has at its end facing away from the combustion chamber on an inwardly cantilevered region 27, so that an inner control chamber 29 is limited by the outer piston rod 20 and the brennraumabgewandte end face 31 of the inner piston rod 22 via a connecting hole 28 in the outer piston rod 20th is connected to the control room 24.
  • a stop surface 23 is formed which limits the longitudinal movement of the inner piston rod 22.
  • the control chamber 24 is connected via an inlet throttle 25 to the inlet channel 15.
  • the control chamber 24 is connected via an outlet throttle 25 with a formed in the housing 1 leakage oil chamber 30.
  • a longitudinally movable magnet armature 34 is arranged, which has a sealing ball 32 at its end facing the control chamber 24.
  • the armature 34 is acted upon by a closing spring 38, which presses the armature 34 in the direction of the control chamber 24.
  • an electromagnet 36 is arranged, which exerts an attractive force on the magnet armature 34 with appropriate energization and moves it away from the control chamber 24 against the force of the closing spring 38.
  • the magnet armature 34 is pressed by the closing spring 38 in the direction of the control chamber 24, and the sealing ball 32 closes the outlet throttle 26.
  • the electromagnet 36 is energized, the magnet armature 34 is moved away from the control chamber 24 and the sealing ball 32 is present the outlet throttle 26 free. In this position, fuel can flow out of the control chamber 24 into the leakage oil chamber 30 via the outlet throttle 26.
  • the magentanker 34, the sealing ball 32 and the electromagnet 36 thus form a valve 33.
  • the operation of the fuel injection valve is as follows: In the closed state of the fuel injection valve, so if no fuel is injected through the injection openings 7 in the combustion chamber of the internal combustion engine, the sealing ball 32 closes the outlet throttle 26. By the inlet throttle 25 prevails in the control chamber 24, the same fuel pressure as in the inlet channel 15. This results in a hydraulic force on the end face 21 of the outer piston rod 20 and on the end face 31 of the inner piston rod 22, which transmit this to the outer valve needle 10 and the inner valve needle 12, so that the valve needles 10,12 be pressed in contact with the valve seat 13 and close the injection openings 7.
  • the size ratio of the end face 21 to the pressure shoulder 9 and the pressure surface 101 of the outer valve needle 10 is designed so that in this state of the fuel injection valve, the hydraulic force on the end face 21 of the outer piston rod 20 outweighs. If an injection of fuel into the combustion chamber, so the electromagnet 36 is energized, causing the armature 34 and thus also the sealing ball 32 move away from the outlet throttle 26 and connect via the outlet throttle 26 the control chamber 24 with the leakage oil chamber 30.
  • the flow resistances of the inlet throttle 25 and outlet throttle 26 are designed so that the fuel pressure thereby drops in the control chamber 24, to the extent that the outer valve needle 10 through the pressure surface 101 and the pressure shoulder 9 experiences a greater hydraulic force than that now still on the Front side 21 of the outer piston rod 20 acting hydraulic force in the control chamber 24th
  • the inner piston rod 22 moves in the axial direction until it comes to rest on the abutment surface 23 of the outer piston rod 20.
  • an injection progression is achieved in which, at the beginning of the injection, fuel is injected into the combustion chamber of the internal combustion engine at full pressure, but only through part of the injection openings 7, while in the main injection all injection ports 7 of both injection port rows 107 and 207 is injected and thus with a higher injection rate.
  • the energization of the electromagnet 36 is stopped and driven by the closing spring 38 closes the sealing ball 32 on the armature 34, the outlet throttle 26 so that again by the fuel flowing through the inlet throttle 25 fuel pressure of the inlet channel 15 in the control chamber 24th and both pushes the outer piston rod 20 and the inner piston rod 22 in the direction of the valve seat 13, so that the inner valve needle 12 and the outer valve needle 10 are moved back into the closed position.
  • valve 33 which is formed by the electromagnet 34, the armature 34 and the sealing ball 32, again closed before the fuel pressure in the control chamber 24 has dropped so far that the inner valve needle 12 opens.
  • the outlet throttle 26 is then already closed again before the outer piston rod 20 comes to rest with the end face 21 on the base 19 of the piston bore 18. This results between the end face 21 and the base 19, a hydraulic cushion which dampens the opening movement of the outer piston rod 20 and prevents a pressure drop in the control chamber 24, so that the inner piston rod 22 always exerts a sufficient closing force on the inner valve needle 12.
  • the inlet throttle 25 partially covers, so that the cross section of the inlet throttle 25 is reduced, but this is not completely closed. This can be realized for example by a remaining annular gap between the outer piston rod 20 and the wall of the piston bore 18.
  • the connection of the control chamber 24 with the outlet throttle 26 is ensured, for example, by grooves extending in the radial direction on the end face 21 of the outer piston rod 20.

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

Claims (12)

  1. Injecteur de carburant de moteur à combustion interne comportant un boîtier (1) muni d'un perçage (3) logeant une aiguille d'injecteur extérieure (10), en forme de piston, coulissant longitudinalement, coopérant avec un siège de soupape (13) réalisé à l'extrémité du perçage (3) côté chambre de combustion pour commander au moins un orifice d'injection (7) et une chambre de commande (24) réalisée dans le boîtier (1),
    la pression dans la chambre de commande (24) réglée par une soupape (33) exerçant au moins indirectement une force de fermeture en direction du siège de soupape (13) sur l'aiguille d'injecteur extérieure (10),
    et au moins une surface de poussée (9, 101) réalisée sur l'aiguille d'injecteur extérieure (10), surface sollicitée par la pression de la chambre de pression (5) réalisée entre l'aiguille d'injecteur extérieure (10) et
    la paroi du perçage (3) et allant jusqu'au siège de soupape (13) de façon à obtenir une force d'ouverture opposée à la force de fermeture et agissant sur l'aiguille d'injecteur extérieure (10),
    caractérisé en ce que
    l'aiguille d'injecteur extérieure (10) guide une aiguille d'injecteur intérieure (12) commandant au moins un orifice d'injection (7) supplémentaire du siège de soupape (13) et cette aiguille intérieure est sollicitée par la pression dans la chambre de commande (24) au moins indirectement en direction du siège de soupape (13) pour commander l'orifice d'injection.
  2. Injecteur de carburant selon la revendication 1,
    caractérisé en ce que
    le mouvement de course d'ouverture de l'aiguille d'injecteur extérieure (10) réalise une liaison étranglée (45) de façon que l'aiguille d'injecteur intérieure (12) ne soit plus sollicitée au moins indirectement par la pression régnant dans la chambre de commande (24).
  3. Injecteur de carburant selon la revendication 2,
    caractérisé en ce que
    l'aiguille d'injecteur extérieure (10) est reliée à une tige de piston (20) extérieure qui se déplace en synchronisme avec elle (10) et comporte une surface frontale (21) non tournée vers l'aiguille d'injecteur extérieure (10), surface sollicitée par la pression régnant dans la chambre de commande (24) et générant la force de fermeture agissant sur l'aiguille d'injecteur extérieure (10).
  4. Injecteur de carburant selon la revendication 3,
    caractérisé en ce que
    la liaison étranglée (45) est formée par la face frontale (21) de la tige de piston extérieure (20) et une surface de base (19) fixe.
  5. Injecteur de carburant selon la revendication 3,
    caractérisé en ce que
    l'aiguille d'injecteur intérieure (12) est reliée à une tige de piston intérieure (22) qui se déplace en synchronisme avec l'aiguille d'injecteur intérieure (12) et a une surface frontale (31) sollicitée par la pression régnant dans la chambre de commande (24) dans le sens de la fermeture de l'aiguille d'injecteur intérieure (12) et qui génère ainsi la force de fermeture exercée sur l'aiguille d'injecteur intérieure (12).
  6. Injecteur de carburant selon la revendication 5,
    caractérisé en ce que
    la tige de piston extérieure (21) est en forme de manchon et la tige de piston intérieure (22) est guidée dans la tige de piston extérieure (20).
  7. Injecteur de carburant selon la revendication 6,
    caractérisé en ce que
    lors du mouvement d'ouverture produit par la force d'ouverture exercée sur une surface de poussée (112) de l'aiguille d'injecteur intérieure (12), la tige de piston intérieure (22) arrive en appui contre une surface de butée de course (23) réalisée sur le côté intérieur de la tige de piston extérieure (23).
  8. Injecteur de carburant selon la revendication 6,
    caractérisé en ce que
    l'extrémité de la tige de piston extérieure (20) à l'opposé de la chambre de combustion, comporte une zone (27) venant en saillie vers l'intérieur de façon que le côté intérieur de la tige de piston extérieure (20), la zone (27) en saillie vers l'intérieur et la face frontale (21) de la tige de piston intérieure (22) délimitent une chambre de commande intérieure (29) qui n'est reliée à la chambre de commande (24) que par un perçage de liaison (28) dans la tige de piston extérieure (20).
  9. Injecteur de carburant selon la revendication 1,
    caractérisé en ce que
    l'aiguille d'injecteur intérieure (12) comporte une surface de poussée (112) qui n'est sollicitée par la pression régnant dans la chambre de pression (5) qu'après soulèvement de l'aiguille d'injecteur extérieure (10) de façon à développer une force d'ouverture exercée sur l'aiguille d'injecteur intérieure (12).
  10. Injecteur de carburant selon la revendication 1,
    caractérisé en ce que
    la chambre de commande (24) est reliée par un organe d'étranglement d'alimentation (25) à une zone de haute pression de carburant et par un organe d'étranglement de sortie (26) à une chambre de liquide de fuite (30) dans laquelle règne une pression de carburant plus faible que dans la zone de haute pression de carburant, l'organe d'étranglement de sortie (26) étant fermé par une soupape (33).
  11. Injecteur de carburant selon la revendication 10,
    caractérisé en ce que
    la tige de piston extérieure (20) ferme en partie l'organe d'étranglement (25) lors du mouvement d'ouverture de l'aiguille d'injecteur extérieure (10) et règle ainsi une section de passage réduite entre la zone de haute pression de carburant et la chambre de commande (24).
  12. Injecteur de carburant selon la revendication 11,
    caractérisé en ce que
    le siège de soupape (13) comporte une première série d'orifices d'injection (107) et de façon décalée axialement, une seconde série d'orifices d'injection (207), cette seconde série d'orifices d'injection (207) étant fermée par l'aiguille d'injecteur intérieure (12) vis-à-vis de la chambre de pression (5) alors que l'aiguille d'injecteur extérieure (10) ferme à la fois la seconde série d'orifices d'injection (207) et la première série d'orifices d'injection (107) par rapport à la chambre de pression (5).
EP02726069A 2001-05-08 2002-03-22 Soupape d'injection de carburant pour moteurs a combustion Expired - Lifetime EP1387939B1 (fr)

Applications Claiming Priority (3)

Application Number Priority Date Filing Date Title
DE10122241A DE10122241A1 (de) 2001-05-08 2001-05-08 Kraftstoffeinspritzventil für Brennkraftmaschinen
DE10122241 2001-05-08
PCT/DE2002/001036 WO2002090754A1 (fr) 2001-05-08 2002-03-22 Soupape d'injection de carburant pour moteurs a combustion

Publications (2)

Publication Number Publication Date
EP1387939A1 EP1387939A1 (fr) 2004-02-11
EP1387939B1 true EP1387939B1 (fr) 2008-01-16

Family

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Family Applications (1)

Application Number Title Priority Date Filing Date
EP02726069A Expired - Lifetime EP1387939B1 (fr) 2001-05-08 2002-03-22 Soupape d'injection de carburant pour moteurs a combustion

Country Status (5)

Country Link
US (1) US7117842B2 (fr)
EP (1) EP1387939B1 (fr)
JP (1) JP4116448B2 (fr)
DE (2) DE10122241A1 (fr)
WO (1) WO2002090754A1 (fr)

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JP2004519597A (ja) 2004-07-02
JP4116448B2 (ja) 2008-07-09
WO2002090754A1 (fr) 2002-11-14
US20050199753A1 (en) 2005-09-15
US7117842B2 (en) 2006-10-10
DE10122241A1 (de) 2002-12-05
EP1387939A1 (fr) 2004-02-11
DE50211554D1 (de) 2008-03-06

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