EP1483499B1 - Systeme pour moduler en pression le comportement d'injection - Google Patents

Systeme pour moduler en pression le comportement d'injection Download PDF

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Publication number
EP1483499B1
EP1483499B1 EP03701469A EP03701469A EP1483499B1 EP 1483499 B1 EP1483499 B1 EP 1483499B1 EP 03701469 A EP03701469 A EP 03701469A EP 03701469 A EP03701469 A EP 03701469A EP 1483499 B1 EP1483499 B1 EP 1483499B1
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EP
European Patent Office
Prior art keywords
valve
pressure
injection
control unit
fuel
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
EP03701469A
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German (de)
English (en)
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EP1483499A1 (fr
Inventor
Jaroslaw Hlousek
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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
    • 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
    • F02M63/0005—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 valves actuated by fluid 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
    • F02M45/00—Fuel-injection apparatus characterised by having a cyclic delivery of specific time/pressure or time/quantity relationship
    • F02M45/12—Fuel-injection apparatus characterised by having a cyclic delivery of specific time/pressure or time/quantity relationship providing a continuous cyclic delivery with variable 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
    • 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
    • F02M63/0012—Valves
    • F02M63/0059—Arrangements of valve actuators
    • F02M63/0064—Two or more actuators acting on two or more valve bodies
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B3/00—Engines characterised by air compression and subsequent fuel addition
    • F02B3/06—Engines characterised by air compression and subsequent fuel addition with compression ignition
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02F—CYLINDERS, PISTONS OR CASINGS, FOR COMBUSTION ENGINES; ARRANGEMENTS OF SEALINGS IN COMBUSTION ENGINES
    • F02F7/00—Casings, e.g. crankcases or frames
    • F02F2007/0097—Casings, e.g. crankcases or frames for large diesel engines
    • 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
    • F02M2200/04—Fuel-injection apparatus having means for avoiding effect of cavitation, e.g. erosion

Definitions

  • course of injection denotes the course of the fuel quantity injected into the combustion chamber as a function of the crankshaft or camshaft angle.
  • the essential variables are the injection duration and the injection quantity. These represent the course of the injection in degrees / crankshaft angle, camshaft angle or ms, while the injectors are open and fuel enters the interior of the combustion chamber.
  • the DE 198 37 332 A1 relates to a control unit for controlling the pressure build-up in a pump unit.
  • the control unit has a control valve and a Venülbetuschguncrsech connected thereto.
  • the control valve is designed as an I-valve which opens inward in the direction of flow and which has a valve body which is axially displaceably mounted in a housing of the control unit and which sits on a valve seat of the control valve from the inside when the control valve is closed.
  • There is provided a throttle arrangement by which the flow through the control valve is throttled at a small stroke h open control valve. When opened to this stroke control valve, the valve seat is still open, however, a further valve seat closed, so that the pumped medium must flow through the throttle valve holes through the control valve.
  • the solenoid valve is used to control the passage of a connection between a at least temporarily brought to fluid high pressure high-pressure chamber, in particular a pump working chamber of a fuel injection pump and a low-pressure chamber. It is provided in a valve housing a valve body and a bore disposed therein, in which a valve closure member in the form of a piston by an electromagnet against the force of a return spring is displaceable
  • the piston tapers, starting from a circular cylindrical surface over a conical surface to a reduced diameter wherein the conical surface cooperates with a conical, a high pressure chamber surrounding the circular cylindrical surface of the piston with a valve seat surrounding the reduced diameter of the piston on the valve body.
  • the throttle point is formed by a throttle section in the overlap region between the angular surface of the piston and the valve seat surface, wherein the angle of the conical surface of the piston is slightly, preferably 0.5 to 1 ° greater than the angle of the valve seat surface, so that the passage cross section between the conical surface of Piston and the valve seat surface over the entire circumference in overflow to the low pressure space at the beginning of the opening stroke decreases steadily. Due to the high flow velocities of the fuels between the injection phases - be it pre-injection, main injection or post-injection phases, cavitation damage can be prevented with this solution.
  • the inventively proposed solution with the features of claim 1 allows, in addition to the control parameters injection start, injection quantity, injection pressure and the number of injections, which are referred to in this context as a common control parameters of a common rail injection system, the first phase of the injection process (the so-called "boot phase") with regard to the length and the pressure level.
  • the NO x emissions can be influenced very favorably by influencing the boot phase.
  • the boot phase upstream of the main injection serves to condition the mixture to be reacted during the main injection phase with regard to optimal, ie as complete as possible, combustion with optimum exhaust gas composition.
  • the atomization behavior for example, compared to diesel oil, which is injected into the combustion chambers of car diesel engines, is much less favorable.
  • the preparation of the mixture by a controlled injection of fuel allows better independent of the fuel quality treatment of the compressed mixture, so that adjust during the combustion phase in the combustion chamber in terms of emissions favorable conditions. In a particularly advantageous manner, this makes it possible to achieve the more favorable NO x emissions with the same fuel consumption of the internal combustion engines.
  • This concept also allows the combination of multiple injection (preinjection phases) to achieve a mixture preheat and a post-injection phase for smoke reduction with the formation of the injection curve.
  • the use of heavy fuel oil for diesel engines takes account of the proposed solution in that the actuators, e.g. Solenoids of electromagnets or piezoactuators with hydraulic translators, separated from the fuel by membranes.
  • the membranes shield e.g. the armature plates and magnets from the fuel, which can be preheated to improve its flow properties to temperatures of up to 140 ° C and above.
  • Figure 1 shows a control unit with a series-connected combination of a 3/2-way valve and a 2/2-way valve.
  • the figure 1 removable control unit 6 is acted upon by means of a high-pressure inlet 1 via a high-pressure accumulator (common rail), not shown here, or another high-pressure source with standing under high pressure fuel.
  • the control unit 6 comprises a non-pressurized drain 3 and a high-pressure side drain 2.
  • the control unit 6 has a modular design and comprises an upper part 7 in which a first actuating device 4 and a second actuating device 5 are accommodated next to one another. Below the upper part 7 of the control unit 7 is a Mitteilteil 8, to which a lower part 9 is connected.
  • the control unit 6 comprises a first valve 10 and a second valve 11.
  • the first valve 10 is designed as a 3/2-way valve, the pressure chamber 28 is acted upon by the high-pressure inlet 1 with high-pressure fuel.
  • the second valve 11 is designed as a 2/2-way valve.
  • the first valve 10 is controlled by the first actuator 4, which is designed in the illustration of Figure 1 as an electromagnet.
  • the solenoid 13 of the electromagnet is alsgenonunen in the upper part 7 of the control unit 6.
  • An actuating arrangement 21, 22 for Drukkentlastung a control chamber 24 of the first valve 10 acts on a closing element 20, which in turn a flow restrictor 23 for pressure relief of the control chamber 24 of the first valve 10 releases or closes in the embodiment of the control unit 6 shown in Figure 1 is the first Actuator 4 designed as an electromagnet
  • the embodiment of the first actuator 4 as a piezoelectric actuator is possible, which can be followed by a hydraulic translator to increase the travel.
  • the actuator assembly 21, 22 - configured in the illustration of Figure 1 as an anchor plate 21 and connected thereto pin 22 - is acted upon by a return spring 12, the armature plate 21 of the Betuschistsanordnugn 21, 22 at a distance from the lower end face of the magnetic coil 13 of first actuator 4 stops.
  • the pin 22 of the actuator assembly 21, 22 includes a contact surface 19 which surrounds the here spherically shaped closing element 20 partially and in the closing of the flow of the control chamber 24 seat within the central part 8 suppressed.
  • Reference numeral 18 denotes the line of symmetry of the first actuator 4 and the first valve 10
  • a first cavity 15 is formed in the upper part 7 of the control unit 6, which serves to receive the armature plate 21 of the actuating arrangement 21, 22.
  • the first cavity 15 is formed sealed by a flexible membrane element 17 against the entry of fuel.
  • the first cavity 15 and analogously the second cavity 16 of the second actuating device 5 by means of flexible membrane elements 17 in the area the parting line to the central part 8 of the control unit 6 against the entry of hot fuel protected.
  • the diverted, flowing out of the control chamber 24 fuel volume can be introduced into the non-pressurized flow 3, from which the repelled fuel volume flows back into the fuel tank.
  • the first valve 10 comprises a valve body 27 whose upper end side delimits the control chamber 24.
  • the control chamber 24 is further limited by the lower part 9 of the control unit 6 and a portion of the lower surface of the central part 8 of the control unit 6, in which the outflow throttle 23 is housed, which is closed or released by the here spherically configured closing element 20.
  • the valve body 27 of the first valve 10 further comprises in the region which is enclosed by the annularly configured pressure chamber 28, an inlet throttle point 30 which communicates with a longitudinal bore opening on the upper end side of the valve body 27.
  • the inlet throttle 30 and the aforementioned in Figure 1 dashed longitudinal bore is ensured that the control chamber 24 of the first valve 10 is always acted upon by a control volume.
  • valve body 27 of the first valve 10 comprises a cooperating with a corresponding seat surface of the lower part 9 conical seat 29.
  • the conical seat 29 of the valve body 27 is retracted in a corresponding to this seat surface of the lower part 9 of the control unit 6 and closes both the non-pressurized Drain 3 as well as the branching off below the annular pressure chamber 28 transverse bore 32 to the pressure chamber 36 of the second valve 11, which is preferably designed as a 2/2-way valve.
  • the valve body 27 of the first valve 10 further comprises a lug 31 which is disposed below the conical seat 29 and corresponding to the stroke of the valve body 27 in the lower part 9 of the control unit 6, the pressure-free flow 3 closes or releases.
  • a high pressure drain 2 which is in communication with a nozzle chamber, not shown in Figure 1
  • an injection device such as a nozzle holder combination or an injector at the high-pressure drain 2 zu josden end of the valve body 35 of the second Valve 11 is a conical seat 39 is formed, which cooperates with a corresponding seat in the lower part 9 of the control unit 6.
  • a throttle point 37 is formed in communication with the pressure chamber 36 and communicates with a longitudinal bore 38 within the valve body 35.
  • the first actuating device 4 and the second actuating device 5 are actuated by means of a control part 40, which is in each case connected via control lines 14 to the magnetic coils 13 of the first actuating device 4 and of the second actuating device 13.
  • the mode of operation of the embodiment variant shown in FIG. 1 is as follows:
  • the valve body 27 of the hydraulic 3/2-way valve 10 is controlled by means of the first actuator 4 designed as an electromagnet.
  • the opening and closing of the valve body 27 is controlled by the pressure relief of the control chamber 24 via the first actuator 4.
  • the pressure drop or the increase in pressure depends on the diameters of the inlet throttle point 30 in the lower part of the valve body 27 and the design of the outlet throttle 23 above the control chamber 24. If the solenoid 13 of the first actuator 4 is de-energized, closes the valve body 27 by retracting its conical seat 29th in the corresponding seat within the lower part 9 of the control unit 6, the high-pressure inlet 1 via the transverse bore 22 to the pressure chamber 36 of the second valve 11 from.
  • the high pressure drain 2 of the second valve 11 is connected in this state with the non-pressurized drain 3 below the first valve 10.
  • the control volume quantity which is diverted from the control chamber 24 when it is depressurized also flows via the latter via the horizontally extending overflow bore 25 or the outflow line 34 to the low-pressure side of the control unit 6.
  • a nozzle needle of an injection device remains, compare Figures 2 and 3 closed.
  • the valve body 27 is moved as far as the stop 18.
  • the inlet to the injection nozzle is throttled via the throttle body 37 formed in the valve body 35 with the described drive sequence, ie an energization of the solenoid 13 of the first actuator 4 and then Although the high-pressure drain 1 is connected via the pressure chamber 28 and via the transverse bore 32 to the pressure chamber 36 of the second valve 11, in this phase of the injection only throttled admission of the high-pressure inlet 2 to the injection nozzle takes place (see illustration in FIG 2).
  • a throttling of the nozzle chamber 59 of a nozzle holder combination 56 (see illustration according to FIG 2) depending on the control, ie stroke of the valve body 35 of the second valve 11 within the lower part 9 of the control unit. 6 respectively.
  • the injection nozzle on the nozzle holder combination (see Figures 2 and 3) unthrottled with the above the high pressure inlet 1, the pressure chamber 28 of the first valve 10, the transverse bore 32, the pressure chamber 36 of the second valve 11 is connected.
  • valve body 27 of the preferably designed as a 3/2-way valve first valve 10 ie retraction of the conical seat 29 in the Lower part 9 located seat open, whereby the high pressure drain 2 is relieved of pressure with the pressure-free drain 3 for pressure relief of the device 56 for injecting fuel.
  • the second valve 11 is closed by the return spring 12, which is enclosed by the magnetic coil 13 in the upper part 7 of the control unit 6, closed.
  • FIG. 2 shows the control unit according to FIG. 1 fastened to a high-pressure collecting space (common rail).
  • control unit 6 is represented only by the upper part 7, the middle part 8 and the lower part 9.
  • the high-pressure accumulator 50 is configured substantially tubular. Along a butt joint 51, the high-pressure accumulator 50 (common rail) and the control unit 6 are connected to each other.
  • control lines 14 of the first actuator 4 and the second actuator 5 are shown in the upper part 7 of the control unit 6, via which the solenoid coils for actuating the first valve 10 and the second valve 11 are controlled by means of the An horrers 40.
  • the high-pressure accumulator 50 (common rail) communicates with the tank 55 via a fuel supply line 53 and comprises a high-pressure fuel pump 52, which supplies the fuel from the tank 55 to an arbitrary pressure level, e.g. between 600 and 1800 bar.
  • the non-pressurized drain 3 to the control unit 6 is also connected via a return line 54 to the tank 55 in connection so that the discharged from the control chamber 24 of the first valve 10 fuel quantity is able to flow back into the fuel reservoir.
  • high pressure outlet 2 of the control unit 6 is effected by pressurization of the pressure chamber 36 of the second valve 11, high pressure, which pending according to the further course of the high pressure drain 2 at the control chamber 59 of the nozzle holder combination 56.
  • Reference numeral 56 denotes a nozzle holder combination, which comprises a nozzle needle 58, which is acted upon within the nozzle holder combination 56 by a compression spring.
  • control unit 6 is assigned directly to the high-pressure accumulation chamber 50 (common rail), as a result of which a short overall length of the high-pressure inlet 1 from the high-pressure accumulator 50 (common rail) to the control unit 6 can be achieved.
  • FIG. 3 shows the control unit according to FIG. 1 which is arranged directly above an injector (DHK).
  • DHK injector
  • the designated with reference numeral 70 integrated version of a control unit 6 in the upper part of a nozzle holder combination 56 or a differently configured means for injecting fuel into the combustion chambers of a self-igniting internal combustion engine is controlled analogously to the representation of Figure 2 via control lines 14 by means of a control part 40.
  • the high-pressure accumulator 50 is acted upon analogously to the illustration of Figure 2 via a high-pressure fuel pump 52 with a high pressure fuel volume, which in turn promotes the high-pressure fuel pump 52 via a feed line 53 from the tank 55.
  • In the tank 55 opens a non-pressurized discharge 60 of the means for injecting fuel 56, which is designed here as a nozzle holder combination.
  • the integrated version 70 of the control unit 6 above a device for injecting fuel 56 results in an advantageous manner, a particularly short high-pressure drain 2, via which the nozzle chamber 59 which surrounds the nozzle needle 58, can be acted upon by high pressure.
  • the control unit 6 in its integrated version 70 has an upper part 7, the middle part 8 as well as the lower part 9 accommodating the first valve 10 and the second valve 11 (not shown in FIG. 3).
  • FIG. 4 shows a split embodiment of the control unit, wherein a part of the control unit at the high-pressure accumulation space (common rail) and the other part of the control unit are assigned directly to the injector.
  • the divided embodiment of the control unit 6 is designated by reference numeral 80.
  • the control unit 80 comprises two components, the first valve 10 and the first actuating device 4 actuating this being accommodated in the upper part 7.1, in the middle part 8.1 and in the lower part 9.1.
  • the high-pressure accumulator 50 (common rail) is directly connected to the lower part 9.1 of the control unit 80 in connection.
  • the second valve 11 preferably designed as a 2/2-way valve, is housed in the upper part 7.2, middle part 8.2 and lower part 9.2 of the split execution variant of the control unit 80. From the pressure chamber 36 of the second valve 11 branches off the high-pressure drain 2, which acts on the nozzle chamber 59 of the nozzle holder combination 56 with high pressure. According to the lifting movement of the nozzle needle 58 against the spring preload, the injection openings 57 are either supplied with fuel or closed at the combustion chamber end of the nozzle holder combination 56.
  • Reference numeral 60 denotes a non-pressurized flow, over which excess fuel volume flows back into a tank, not shown here.
  • FIGS. 5.1 and 5.2 show the courses of the nozzle needle stroke and the injection pressure, in each case plotted over the time axis.
  • the illustration according to FIG. 5.1 shows the needle lifting path 23 plotted against the time axis 84.
  • the solution proposed according to the invention can be used to connect both short boot phases 87 of a main injection 90 and also longer boot phases 88.
  • the curves of FIG. 5.2 show the pressure level 92 which prevails during the main injection 90 upstream boot phase 86, be it as a short boot phase 87, be sized as a long boot phase 88, is reached.
  • the pressure level 92 during the boot phase 86 is proportional to the throttle 37 shown in FIG. 1 relative to the system pressure 91, i. the maximum pressure adjustable and depending on stroke and throttle size.
  • the injection pressure during the boot phases 86 runs at a lower pressure level 92.
  • a small amount of fuel is injected into the combustion chamber for injection, which substantially improves turbulence the condensing air within the combustion chamber is used and a conditioning of the air mixture for bringing about a subsequent optima len combustion during the main injection phase 90 has the goal.
  • the course of the main injection phase 90 is characterized by a pressure maximum 89, a falling pressure flank 93 and a steeply rising pressure flank 94 at the beginning of the main injection phase 90.
  • the maximum pressure level 91 which occurs during the main injection phase 90 substantially corresponds to the maximum pressure 89 inside the high-pressure accumulation space 50 (Common Rail).
  • FIG. 5.3 shows different activation times of a 3/2-way valve, which define the injection duration and the injection quantity.
  • Numeral 95 marks a first injection start of the first valve 10, which is designed as a 3/2-way valve, while reference numeral 103, the end of a first injection period 98 is identified.
  • the first injection start 95 is triggered by the activation time of the first valve 10 driving electromagnet 13.
  • the pressure level which is achieved when the first valve 10 is actuated by the electromagnet 13 is designated by reference numeral 101.
  • Figure 5.4 shows the drive time of the second valve 11, which is designed as a 2/2-way valve. This is opened by the electromagnet 13 at time 102 and closed at time 103. During the period indicated by reference numeral 100, both valves are open, so that during this phase the pressure maximum 89 according to FIG. 5.3 is established, at which the two pressure levels 101 and 105 at the 3/2-way valve and at the 2/2 Way valve, ie superimpose on the first valve 10 and the second valve 11.
  • the boot phase 86 preceding the main injection phase 50 can be shaped as a short boot phase 87 or as a long boot phase 88 in which there is a first pressure level 101 present when the first valve 3/2 way valve is opened.
  • FIG. 6 shows the courses of pressure and needle stroke and the activation times of a 3/2-way valve and a 2/2-way valve with multiple injection with boot-rate-shaping.
  • FIG. 6 shows the above-mentioned parameters with respect to the top dead center (TDC) 106 of a piston in the cylinder of an internal combustion engine.
  • TDC top dead center
  • FIG. 7 shows the upper curve of FIG. 7 that a main injection phase 90 with upstream boot phase 86 is assigned a pre-injection 108 and a post-injection 109.
  • the nozzle needle which for example represents the injection valve member of an injector, is partially opened, compare reference numeral 110; during the period marked 111, the nozzle needle according to the Nadelhubwegverlaufes 83 in Figure 7 is completely open.
  • the length of the boot phase 86 can be controlled synchronously to the first valve 10 at start of injection changes.
  • the first valve 10 designed as a 3/2-way valve
  • the first valve 10 is briefly opened during the duration 112 and then closed again, whereby a small amount of fuel is injected into the combustion chamber of the internal combustion engine for preconditioning.
  • the 3/2-way valve i. opened the first valve 10 for the duration 114.
  • the 2/2-way valve i. the second valve 11 is opened at time 116 and closed only at time 117, which may coincide with the end of Nacheinspritzphase 114 according to the shifted opening duration profile of the 2/2-way valve 115 shown in Figure 7.
  • a boot-rate shaping can be achieved, ie the injection pressure curve and thus the injection quantity according to certain conditions and criteria shapes . Furthermore, it is clear from the curves shown in FIG. 7 that a main injection phase 90, whether with or without the boot phase 86, can be advanced or downstream both a pre-injection 108 and a post-injection 109.

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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)

Abstract

La présente invention concerne un système pour injecter du carburant dans la chambre de combustion d'un moteur à combustion interne à inflammation spontanée au moyen d'une unité de commande (6, 80) qui agit sur un dispositif d'injection (56) à ressort. Ce dispositif comprend un pointeau (58) grâce auquel une ou plusieurs ouvertures d'injection (57) sont ouvertes ou refermées. L'unité de commande (6, 80) comprend une première soupape (10) et une seconde soupape (11) qui présentent chacune une chambre de pression (28, 36). Les chambres de pression (28, 36) sont reliées par une conduite pressurisée (32, 81). La première soupape (10) et la seconde soupape (11) sont connectées en série, la première soupape (10) commandant la contrainte de pression exercée sur la chambre de compression (36) de la seconde soupape (11), et la valeur (91, 92) de la pression d'injection étant commandée par la seconde soupape (11) au cours des phases d'injection (86, 90).

Claims (15)

  1. Installation d'injection de carburant dans la chambre de combustion d'un moteur à combustion interne à auto-allumage avec une unité de commande (6, 80) qui commande un dispositif d'injection (56), et comprenant une aiguille d'injecteur (58) et l'unité de commande (6, 80) contient une première soupape (10) et une seconde soupape (11) comprenant respectivement une chambre de pression (28, 36) réliées l'une à l'autre par l'intermédiaire d'une conduite de pression (32, 81), la première soupape (10) et la seconde soupape (11) étant connectées en série, la première soupape (10) commandant la mise sous pression de la chambre de pression (36) de la seconde soupape (11) et la hauteur (91, 92) de la pression d'injection pendant les phases d'injection (86, 87, 88 ; 90) étant commandée par la seconde soupape (11),
    caractérisée en ce que
    l'unité de commande (6, 80) contient des installations d'actionnement (4, 5) pour la première soupape (10) et la seconde soupape (11) qui sont respectivement séparées du carburant par un élément à membrane (17).
  2. Installation d'injection de carburant selon la revendication 1,
    caractérisée en ce que
    la première soupape (10) est une soupape à 3/2 voies, dont la chambre de pression (28) est alimentée par l'intermédiaire d'une conduite d'alimentation haute pression (1) et en-dessous de la chambre de pression (28) partent une conduite (3) verrouillable et sans pression (3) ainsi que la conduite de pression (32, 81).
  3. Installation d'injection de carburant selon la revendication 1,
    caractérisée en ce que
    la seconde soupape (11), pouvant être alimentée par l'intermédiaire de la première soupape (10) est une soupape à 2/2 voies, depuis la chambre de pression (36) de laquelle s'étend une sortie haute pression (3) jusqu'à la chambre d'injection (59) du dispositif d'injection (56).
  4. Installation d'injection de carburant selon la revendication 1,
    caractérisée en ce que
    les éléments à membrane (17) sont reçus à une partie supérieure (7, 7.1, 7.2) de l'unité de commande (6) au-dessus d'un plan de joint vers une partie centrale (8, 8.1, 8.2) de l'élément de commande (6, 80).
  5. Installation d'injection de carburant selon la revendication 2,
    caractérisée en ce que
    la première soupape (10) contient un corps de soupape (27) dont le siège conique (29) ferme la conduite de pression (32) et la sortie sans pression (3).
  6. Installation d'injection de carburant selon la revendication 5,
    caractérisée en ce que
    le corps de soupape (27) contient un étranglement d'admission (30) qui relié par l'intermédiaire d'un canal à une chambre de commande (24) pouvant être décompressée par une installation d'actionnement (4).
  7. Installation d'injection de carburant selon la revendication 5,
    caractérisée en ce que
    le corps de soupape (27) comprend un épaulement (31) qui ferme et/ou libère la sortie sans pression (3) selon le trajet de course du corps de soupape (27).
  8. Installation d'injection de carburant selon la revendication 5,
    caractérisée en ce que
    le trajet de course du corps de soupape (27) de la première soupape (10) est limité par la face de butée (18) formée par une partie centrale (8) de l'unité de commande (6, 80).
  9. Installation d'injection de carburant selon la revendication 6,
    caractérisée en ce qu'
    une quantité de commande réorientée lors de la décompression de la chambre de commande (24) par l'intermédiaire d'un étranglement de sortie (23) est détournée dans la sortie sans pression (3) par l'intermédiaire d'un trou de décharge (25), et par une conduite de dérivation (34).
  10. Installation d'injection de carburant selon la revendication 3,
    caractérisée en ce que
    la seconde soupape (11) comprend un corps de soupape (35) qui contient un siège conique (39), au-dessus duquel un point d'étranglement (37) est relié à un alésage longitudinal (38) associé à la sortie haute pression (2).
  11. Installation selon la revendication 1,
    caractérisée en ce que
    l'unité de commande (6, 80) est reçue sur le collecteur haute pression (50).
  12. Installation selon la revendication, 1,
    caractérisée en ce que
    l'unité de commande (6) est disposée directement au-dessus du dispositif d'injection (56).
  13. Installation selon la revendication 1,
    caractérisée en ce que
    l'unité de commande (80) est réalisée séparée, la partie (7.1, 8.1, 9.1) recevant la première soupape (10) étant associée au collecteur haute pression (50) et la partie (7.2, 8.2, 9.2) recevant la seconde soupape (11) au dispositif d'injection (56).
  14. Installation selon la revendication 13,
    caractérisée en ce que
    les chambres de pression (28, 36) de la première soupape (10) et de la seconde soupape (11) sont reliés par l'intermédiaire d'une tuyauterie de jonction (81).
  15. Installation selon la revendication 1,
    caractérisée en ce qu'
    une unité de commande (6, 80) et un dispositif d'injection (56) sont associés à chaque cylindre d'un moteur à combustion interne à auto-alumage.
EP03701469A 2002-03-04 2003-01-07 Systeme pour moduler en pression le comportement d'injection Expired - Lifetime EP1483499B1 (fr)

Applications Claiming Priority (3)

Application Number Priority Date Filing Date Title
DE10209527A DE10209527A1 (de) 2002-03-04 2002-03-04 Einrichtung zur druckmodulierten Formung des Einspritzverlaufes
DE10209527 2002-03-04
PCT/DE2003/000013 WO2003074865A1 (fr) 2002-03-04 2003-01-07 Systeme pour moduler en pression le comportement d'injection

Publications (2)

Publication Number Publication Date
EP1483499A1 EP1483499A1 (fr) 2004-12-08
EP1483499B1 true EP1483499B1 (fr) 2006-04-12

Family

ID=27770975

Family Applications (1)

Application Number Title Priority Date Filing Date
EP03701469A Expired - Lifetime EP1483499B1 (fr) 2002-03-04 2003-01-07 Systeme pour moduler en pression le comportement d'injection

Country Status (6)

Country Link
US (1) US7096857B2 (fr)
EP (1) EP1483499B1 (fr)
JP (1) JP2005519222A (fr)
CN (1) CN100379980C (fr)
DE (2) DE10209527A1 (fr)
WO (1) WO2003074865A1 (fr)

Families Citing this family (7)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE10246208A1 (de) * 2002-10-04 2004-04-15 Robert Bosch Gmbh Einrichtung zur Unterdrückung von Druckwellen an Speichereinspritzsystemen
DE102004003113A1 (de) * 2004-01-21 2005-08-11 Siemens Ag Vorrichtung zum Steuern eines Druckes in einer Kraftstoff-Vorlaufleitung
US20060202053A1 (en) * 2005-03-09 2006-09-14 Gibson Dennis H Control valve assembly and fuel injector using same
WO2006136152A1 (fr) * 2005-06-21 2006-12-28 Hochschule für Technik und Wirtschaft Dresden Procede et dispositif d'injection directe de carburant dans des moteurs a pistons alternatifs
AT501573B1 (de) * 2006-06-13 2008-05-15 Avl List Gmbh Hydraulische vorrichtung mit zumindest einem druckspeicher
CN101297108B (zh) * 2005-10-19 2012-02-01 沃尔沃拉斯特瓦格纳公司 适合于低粘性燃油的燃油喷射***
AT503660B1 (de) * 2006-06-13 2007-12-15 Bosch Gmbh Robert Vorrichtung zum einspritzen von kraftstoff in den brennraum einer brennkraftmaschine

Citations (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP0147026A2 (fr) * 1983-12-27 1985-07-03 Osamu Matsumura Dispositif d'injection de combustible
DE10036868A1 (de) * 2000-07-28 2002-02-14 Bosch Gmbh Robert Hochdrucksammelraum-integrierter Injektor für Einspritzsysteme

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US4325340A (en) * 1980-07-21 1982-04-20 The United States Of America As Represented By The Secretary Of The Army Variable pressure fuel injection system
DE3722264A1 (de) * 1987-07-06 1989-01-19 Bosch Gmbh Robert Kraftstoffeinspritzanlage fuer brennkraftmaschinen
DE4020951A1 (de) * 1990-06-30 1992-01-02 Bosch Gmbh Robert Magnetventil
IT1281303B1 (it) * 1995-03-28 1998-02-17 Elasis Sistema Ricerca Fiat Dispositivo di regolazione della pressione di alimentazione di un fluido in un accumulatore di fluido in pressione, ad esempio per
JPH09209867A (ja) * 1996-02-07 1997-08-12 Mitsubishi Motors Corp 燃料噴射装置
DE19701879A1 (de) * 1997-01-21 1998-07-23 Bosch Gmbh Robert Kraftstoffeinspritzeinrichtung für Brennkraftmaschinen
DE19837332A1 (de) 1998-08-18 2000-02-24 Bosch Gmbh Robert Steuereinheit zur Steuerung des Druckaufbaus in einer Pumpeneinheit
DE19910589C2 (de) 1999-03-10 2002-12-05 Siemens Ag Einspritzventil für eine Brennkraftmaschine
DE19921878C2 (de) 1999-05-12 2001-03-15 Daimler Chrysler Ag Kraftstoffeinspritzsystem für eine Brennkraftmaschine
DE19939429A1 (de) * 1999-08-20 2001-03-01 Bosch Gmbh Robert Kraftstoffeinspritzeinrichtung
DE19939420B4 (de) * 1999-08-20 2004-12-09 Robert Bosch Gmbh Kraftstoffeinspritzverfahren und -system für eine Brennkraftmaschine
DE19950779A1 (de) * 1999-10-21 2001-04-26 Bosch Gmbh Robert Hochdruckkraftstoffinjektor mit hydraulisch gesteuertem Steuerschieber
EP1199467B1 (fr) * 2000-10-16 2004-12-15 Woodward Governor Company Système d'injection de combustible
DE10055269B4 (de) * 2000-11-08 2005-10-27 Robert Bosch Gmbh Druckgesteuerter Injektor mit Druckübersetzung

Patent Citations (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP0147026A2 (fr) * 1983-12-27 1985-07-03 Osamu Matsumura Dispositif d'injection de combustible
DE10036868A1 (de) * 2000-07-28 2002-02-14 Bosch Gmbh Robert Hochdrucksammelraum-integrierter Injektor für Einspritzsysteme

Also Published As

Publication number Publication date
CN100379980C (zh) 2008-04-09
CN1639458A (zh) 2005-07-13
EP1483499A1 (fr) 2004-12-08
DE50302960D1 (de) 2006-05-24
WO2003074865A1 (fr) 2003-09-12
DE10209527A1 (de) 2003-09-25
US20050115539A1 (en) 2005-06-02
JP2005519222A (ja) 2005-06-30
US7096857B2 (en) 2006-08-29

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