EP1534950A1 - Dispositif d'injection de carburant - Google Patents

Dispositif d'injection de carburant

Info

Publication number
EP1534950A1
EP1534950A1 EP03727168A EP03727168A EP1534950A1 EP 1534950 A1 EP1534950 A1 EP 1534950A1 EP 03727168 A EP03727168 A EP 03727168A EP 03727168 A EP03727168 A EP 03727168A EP 1534950 A1 EP1534950 A1 EP 1534950A1
Authority
EP
European Patent Office
Prior art keywords
pressure
injector
injection
nozzle
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.)
Withdrawn
Application number
EP03727168A
Other languages
German (de)
English (en)
Inventor
Hans-Christoph Magel
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 EP1534950A1 publication Critical patent/EP1534950A1/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Withdrawn legal-status Critical Current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
    • F02M59/00—Pumps specially adapted for fuel-injection and not provided for in groups F02M39/00 -F02M57/00, e.g. rotary cylinder-block type of pumps
    • F02M59/20—Varying fuel delivery in quantity or timing
    • F02M59/36—Varying fuel delivery in quantity or timing by variably-timed valves controlling fuel passages to pumping elements or overflow passages
    • F02M59/366—Valves being actuated electrically
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M45/00—Fuel-injection apparatus characterised by having a cyclic delivery of specific time/pressure or time/quantity relationship
    • F02M45/02—Fuel-injection apparatus characterised by having a cyclic delivery of specific time/pressure or time/quantity relationship with each cyclic delivery being separated into two or more parts
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • 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
    • F02M55/00—Fuel-injection apparatus characterised by their fuel conduits or their venting means; Arrangements of conduits between fuel tank and pump F02M37/00
    • F02M55/02—Conduits between injection pumps and injectors, e.g. conduits between pump and common-rail or conduits between common-rail and injectors
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M61/00—Fuel-injectors not provided for in groups F02M39/00 - F02M57/00 or F02M67/00
    • F02M61/16—Details not provided for in, or of interest apart from, the apparatus of groups F02M61/02 - F02M61/14
    • F02M61/20—Closing valves mechanically, e.g. arrangements of springs or weights or permanent magnets; Damping of valve lift
    • F02M61/205—Means specially adapted for varying the spring tension or assisting the spring force to close the injection-valve, e.g. with damping of valve lift

Definitions

  • the invention relates to a fuel injection device according to the preamble of patent claim 1.
  • Fuel injection device can be designed both stroke-controlled and pressure-controlled.
  • a stroke-controlled fuel injection device is understood to mean that the opening and closing of the injection opening takes place with the aid of a displaceable nozzle needle due to the hydraulic interaction of the fuel pressures in a nozzle chamber and in a control chamber.
  • a pressure drop within the control room causes the nozzle needle to lift.
  • the nozzle needle can be deflected by an actuator (actuator, actuator).
  • the pressure prevailing in the nozzle space of an injector causes the nozzle needle to be moved against the action of a closing force (spring), so that the injection opening is released for an injection of fuel from the nozzle space into the cylinder.
  • the pressure at which fuel exits the nozzle chamber into a cylinder is referred to as the injection pressure, while a system pressure is understood to mean the pressure under which fuel is available or is stored within the fuel injection device.
  • Fuel metering means supplying fuel to the nozzle chamber by means of a metering valve. With a combined fuel metering, a common valve is used to to measure different injection pressures.
  • the injection pump and the injector form one unit. Such a unit is installed in the cylinder head for each cylinder and is driven by the engine camshaft either directly via a tappet or indirectly via rocker arms.
  • PLD pump-line-nozzle system
  • a high-pressure line leads to the nozzle area or nozzle holder.
  • a stroke-controlled injector can be used to improve the functionality of a PDE / PLD injection system.
  • a multiple injection pre-main, post-injection
  • An enlarged cam and pump stroke is therefore required to represent a multiple injection.
  • Post-injection is actuated under high pressure, excessive pressure increases occur which can destroy the injection system. Post-injection is therefore only possible with a low injection pressure.
  • there is no injection possible outside the cam delivery area which is important for a far-reaching post-injection for exhaust gas aftertreatment systems.
  • the injector area is designed as a local pressure accumulator, the stored fuel of which is used for injection and for the hydraulic closing of the nozzle needle. Further developments of the invention are contained in claims 2 to 4.
  • a check valve after the pump element prevents the high-pressure chamber of the injector from relaxing after the delivery has ended.
  • the stored high pressure can then be used for further injections.
  • Both post-injection directly after the main injection under high pressure and a widely offset post-injection can be implemented. It is also possible to carry out the pre-injection of the subsequent cycle from the local pressure accumulator. These multiple injections can thus take place outside the cam delivery area, which offers constructive advantages by reducing the delivery area.
  • Relaxation via a pressure-maintaining valve is also possible. This maintains a specific, precisely defined residual pressure until the next injection cycle, which e.g. can be used for a pre-injection.
  • the local pressure accumulator is made large enough, it can also be used for a boot phase.
  • the local pressure accumulator in the injector also enables a hydraulic closing force on the nozzle needle, so that it is not pressed on by the combustion during the increase in the cylinder pressure. This hydraulic closing force enables the closing spring force on the nozzle to be reduced or eliminated, which has constructive advantages.
  • Fuel injection devices are shown in the schematic drawing and are explained in the following description. It shows:
  • Fig. 1 shows a hydraulic circuit diagram of a first
  • Fuel injection device; Fig. 2 is a hydraulic circuit diagram of a second
  • FIG. 3 shows a hydraulic circuit diagram of a third fuel injection device
  • Fig. 4 shows a first pressure curve and a needle stroke
  • Fig. 5 shows a second pressure curve and a needle stroke
  • a pump-nozzle unit (PDE) or a pump-line-nozzle system (PLD) is assigned to each cylinder.
  • Each pump-nozzle unit is composed of a pump element 1 and an injector 2.
  • One pump-nozzle unit is installed in a cylinder head for each engine cylinder.
  • the pump element 1 is driven either directly via a tappet or indirectly via a rocker arm from an engine camshaft.
  • Electronic control devices allow the amount of fuel injected (injection process) to be specifically influenced.
  • a low-pressure pump 4 delivers fuel 5 from a storage tank 6 via a delivery line 7 to the pump elements 1.
  • a control valve 8 is used to fill a pump chamber of the pump element 1. The high-pressure generation takes place with closing of the control valve 8 during the cam lift.
  • the injector 2 via a check valve 9.
  • the injection takes place via a fuel metering with the aid of a nozzle needle 10 which is axially displaceable in a guide bore.
  • a nozzle chamber 11 and a control chamber 12 are formed.
  • a pressure surface pointing in the opening direction of the nozzle needle 10 is exposed to the pressure prevailing there, which is supplied to the nozzle space 11 via a pressure line 13.
  • a tappet Coaxial with a compression spring, a tappet also acts on the nozzle needle 10 and, with its end face facing away from the valve sealing surface, delimits the control chamber 12.
  • the control chamber 12 has an inlet with a throttle from the fuel pressure connection and an outlet to a pressure relief line 14, which is controlled by a valve unit 15.
  • the tappet is pressurized in the closing direction by the pressure in the control chamber 12.
  • valve unit 14 When the valve unit 14 is actuated, the pressure in the control chamber 12 can be reduced, so that the pressure force acting in the opening direction on the nozzle needle 10 in the nozzle chamber 11 subsequently exceeds the pressure force acting on the nozzle needle 10 in the closing direction.
  • the valve sealing surface lifts off the valve seat surface and fuel is injected.
  • the end of the injection is initiated by actuating (closing) the valve unit 14 again, which decouples the control chamber 12 from a leakage line 14, so that a pressure builds up again in the control chamber 14 which can move the nozzle needle 10 in the closing direction.
  • the check valve 9 has the effect that the pressure in the injector 2 does not suddenly release after the delivery of the pump element 1 has ended. The pressure will only drop slightly until the check valve 9 is closed. The entire volume behind the check valve 9 (volume of the injector 2 and the feed line 13) thus acts as local Pressure accumulator for injector 2. The nozzle remains closed due to the hydraulically controlled injector 2. With the help of the stored pressure, further injections can take place.
  • This local pressure accumulator is particularly suitable for small injection quantities, as are typically the case with post-injection and pre-injection.
  • a throttle 16 is connected in parallel to the check valve 9. This is dimensioned so that the pressure in the local pressure accumulator slowly decreases and is relaxed to the low pressure level in the pump chamber until the next injection cycle.
  • valve 15 for the connection of the control chamber 12 is arranged in the inlet. If the valve 15 is open, a control pressure results in the control chamber 12 due to the throttle 18 and the nozzle remains closed. If the valve 15 is closed, the control chamber 12 relaxes via a throttle 18 and the nozzle opens. In this variant, the throttle 18 simultaneously takes over the task of slowly relieving the pressure on the local storage unit until the next injection, since when the injector 2 is closed, a fuel flow is present via the throttle 18.
  • FIG. 3 illustrates a further embodiment by means of a fuel injection device 18.
  • the throttle 16 is in turn provided parallel to the check valve 9, which slowly reduce the pressure in the injector area after the injection.
  • the throttle 16 is now a pressure maintaining valve 19 connected in series. This means that the pressure is reduced only up to a precisely defined stand pressure p (s) (eg 300 bar) in the line. This then results in a defined pressure level in the local pressure storage space, which can be used for further injections can. This is preferably a pre-injection. But it is also possible to implement the boot phase of a main injection from this pressure accumulator. In addition, the hydraulic efficiency of the system is increased because the injector area is no longer fully relaxed
  • Fig. 4 schematically shows a possible time variation of the pressure P in the injector (P I N J) and the pump element (PPDE), and the needle stroke H at a forward (VE), main (HE), post injection (NE) - Cycle.
  • the pump delivery range F is also entered.
  • FIG. 5 schematically shows a possible temporal pressure curve P in the injector (P INJ ) and the needle stroke H for a pre (VE), main (HE), post-injection (NE) cycle and remote post-injection (ANE).
  • P INJ injector
  • VE pre
  • HE main
  • NE post-injection
  • ANE remote post-injection
  • a pump element and a hydraulically controlled nozzle are provided for each cylinder.
  • the principle of the local pressure accumulator with stroke-controlled injector can in principle be used with any pressure-controlled injection system, for example also with a distributor injection system.

Landscapes

  • 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

L'invention concerne un dispositif d'injection de carburant (3) de moteur à combustion interne, qui présente dans chaque cas, selon le nombre de cylindres, au moins un élément de pompe (1) local d'une unité pompe-ajutage ou un système pompe-conduite-ajutage pour comprimer le carburant, ledit élément étant associé à chaque injecteur (2). L'injecteur (2) et/ou la conduite d'alimentation menant à l'injecteur (2) forment une chambre d'accumulation de pression.
EP03727168A 2002-08-24 2003-04-02 Dispositif d'injection de carburant Withdrawn EP1534950A1 (fr)

Applications Claiming Priority (3)

Application Number Priority Date Filing Date Title
DE10238951 2002-08-24
DE10238951A DE10238951A1 (de) 2002-08-24 2002-08-24 Kraftstoffeinspritzeinrichtung
PCT/DE2003/001078 WO2004020817A1 (fr) 2002-08-24 2003-04-02 Dispositif d'injection de carburant

Publications (1)

Publication Number Publication Date
EP1534950A1 true EP1534950A1 (fr) 2005-06-01

Family

ID=31501928

Family Applications (1)

Application Number Title Priority Date Filing Date
EP03727168A Withdrawn EP1534950A1 (fr) 2002-08-24 2003-04-02 Dispositif d'injection de carburant

Country Status (5)

Country Link
US (1) US7267107B2 (fr)
EP (1) EP1534950A1 (fr)
JP (1) JP2005536681A (fr)
DE (1) DE10238951A1 (fr)
WO (1) WO2004020817A1 (fr)

Families Citing this family (9)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
FR2872224A1 (fr) * 2004-06-29 2005-12-30 Renault Sas Dispositif d'injection de carburant sous pression pour un moteur a combustion interne
CA2574639A1 (fr) * 2004-07-20 2006-01-26 Mazrek Ltd. Injecteur pompe a commande hydraulique avec amplification de pression a plusieurs phases pour moteurs a combustion interne
DE102004046899A1 (de) * 2004-09-28 2006-03-30 Robert Bosch Gmbh Kraftstoffeinspritzvorrichtung
US7603984B2 (en) 2005-07-18 2009-10-20 Ganser-Hydromag Ag Accumulator injection system for an internal combustion engine
CA2667467C (fr) * 2006-10-27 2015-03-24 Questair Technologies Inc. Reformeur a variation de pression compact
US10806688B2 (en) 2014-10-03 2020-10-20 The Procter And Gamble Company Method of achieving improved volume and combability using an anti-dandruff personal care composition comprising a pre-emulsified formulation
US9993404B2 (en) 2015-01-15 2018-06-12 The Procter & Gamble Company Translucent hair conditioning composition
EP3405168A1 (fr) 2016-01-20 2018-11-28 The Procter and Gamble Company Composition de conditionnement capillaire comprenant un monoalkyl glycéryl éther
CH712276B1 (de) * 2016-03-18 2020-03-13 Ganser Hydromag Speichereinspritzsystem für Verbrennungskraftmaschinen.

Family Cites Families (12)

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Publication number Priority date Publication date Assignee Title
DE2834633A1 (de) * 1978-08-08 1980-03-06 Bosch Gmbh Robert Vorrichtung zur steuerung der voreinspritzung
JP2882209B2 (ja) * 1992-09-11 1999-04-12 三菱自動車工業株式会社 蓄圧式燃料噴射装置
DE4236882C1 (de) * 1992-10-31 1994-04-21 Daimler Benz Ag Kraftstoffeinspritzanlage mit einer Hochdruckpumpe und einer gemeinsamen Versorgungsleitung für alle Einspritzdüsen mit Magnetventilsteuerung
JPH09158810A (ja) * 1995-10-02 1997-06-17 Hino Motors Ltd ディーゼルエンジン
JPH09209867A (ja) 1996-02-07 1997-08-12 Mitsubishi Motors Corp 燃料噴射装置
WO1999004160A1 (fr) * 1997-07-16 1999-01-28 Cummins Wartsila S.A. Dispositif d'injection de combustible pour moteurs diesel
DE69905685T2 (de) * 1998-11-19 2003-10-02 Mitsubishi Motors Corp Kraftstoffeinspritzvorrichtung der Akkumulatorgattung
DE19939419A1 (de) * 1999-08-20 2001-03-01 Bosch Gmbh Robert Kraftstoffeinspritzeinrichtung
DE19939429A1 (de) 1999-08-20 2001-03-01 Bosch Gmbh Robert Kraftstoffeinspritzeinrichtung
US6457453B1 (en) * 2000-03-31 2002-10-01 Mitsubishi Jidosha Kogyo Kabushiki Kaisha Accumulator fuel-injection apparatus
DE10112432A1 (de) * 2001-03-15 2002-09-19 Bosch Gmbh Robert Kraftstoffeinspritzeinrichtung für Brennkraftmaschinen
JP4013529B2 (ja) * 2001-11-16 2007-11-28 三菱ふそうトラック・バス株式会社 燃料噴射装置

Non-Patent Citations (1)

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Title
See references of WO2004020817A1 *

Also Published As

Publication number Publication date
DE10238951A1 (de) 2004-03-11
JP2005536681A (ja) 2005-12-02
WO2004020817A1 (fr) 2004-03-11
US20060144366A1 (en) 2006-07-06
US7267107B2 (en) 2007-09-11

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