EP1593839B1 - Injecteur de carburant pour un moteur a combustion interne avec une soupape à plusieurs étages - Google Patents

Injecteur de carburant pour un moteur a combustion interne avec une soupape à plusieurs étages Download PDF

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Publication number
EP1593839B1
EP1593839B1 EP05101342A EP05101342A EP1593839B1 EP 1593839 B1 EP1593839 B1 EP 1593839B1 EP 05101342 A EP05101342 A EP 05101342A EP 05101342 A EP05101342 A EP 05101342A EP 1593839 B1 EP1593839 B1 EP 1593839B1
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EP
European Patent Office
Prior art keywords
pressure
valve
fuel injection
injection device
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 - Fee Related
Application number
EP05101342A
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German (de)
English (en)
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EP1593839A1 (fr
Inventor
Hans-Christoph Magel
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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
    • F02M57/00—Fuel-injectors combined or associated with other devices
    • F02M57/02—Injectors structurally combined with fuel-injection pumps
    • F02M57/022—Injectors structurally combined with fuel-injection pumps characterised by the pump drive
    • F02M57/025—Injectors structurally combined with fuel-injection pumps characterised by the pump drive hydraulic, e.g. with pressure amplification
    • 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
    • F02M47/00—Fuel-injection apparatus operated cyclically with fuel-injection valves actuated by fluid pressure
    • F02M47/02—Fuel-injection apparatus operated cyclically with fuel-injection valves actuated by fluid pressure of accumulator-injector type, i.e. having fuel pressure of accumulator tending to open, and fuel pressure in other chamber tending to close, injection valves and having means for periodically releasing that closing pressure
    • F02M47/027—Electrically actuated valves draining the chamber to release the closing pressure
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M59/00—Pumps specially adapted for fuel-injection and not provided for in groups F02M39/00 -F02M57/00, e.g. rotary cylinder-block type of pumps
    • F02M59/02—Pumps specially adapted for fuel-injection and not provided for in groups F02M39/00 -F02M57/00, e.g. rotary cylinder-block type of pumps of reciprocating-piston or reciprocating-cylinder type
    • F02M59/10—Pumps specially adapted for fuel-injection and not provided for in groups F02M39/00 -F02M57/00, e.g. rotary cylinder-block type of pumps of reciprocating-piston or reciprocating-cylinder type characterised by the piston-drive
    • F02M59/105—Pumps specially adapted for fuel-injection and not provided for in groups F02M39/00 -F02M57/00, e.g. rotary cylinder-block type of pumps of reciprocating-piston or reciprocating-cylinder type characterised by the piston-drive hydraulic drive
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • 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
    • F02M59/44—Details, components parts, or accessories not provided for in, or of interest apart from, the apparatus of groups F02M59/02 - F02M59/42; Pumps having transducers, e.g. to measure displacement of pump rack or piston
    • F02M59/46—Valves
    • F02M59/464—Inlet valves of the check valve type
    • 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
    • F02M63/0014—Valves characterised by the valve actuating means
    • F02M63/0028—Valves characterised by the valve actuating means hydraulic
    • F02M63/0029—Valves characterised by the valve actuating means hydraulic using a pilot valve controlling a hydraulic chamber
    • 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
    • F02M2200/30—Fuel-injection apparatus having mechanical parts, the movement of which is damped
    • F02M2200/304—Fuel-injection apparatus having mechanical parts, the movement of which is damped using hydraulic means

Definitions

  • both pressure-controlled and stroke-controlled injection systems can be used.
  • fuel injection systems come next pump-nozzle units, pump-line-nozzle units and accumulator injection systems (common rail) are used.
  • Storage injection systems advantageously make it possible to adapt the injection pressure to the load and speed of the internal combustion engine. In order to achieve high specific performance and to reduce the emissions of the internal combustion engine, the highest possible injection pressure is generally required.
  • DE 101 23 915.6 relates to a fuel injection device. This is used on an internal combustion engine.
  • the combustion chambers of the internal combustion engine are each supplied with fuel via fuel injectors.
  • the fuel injectors are acted upon by a high pressure source, further comprising the fuel injection device according to the DE 101 23 915.6 known solution a pressure booster having a movable pressure booster piston which separates a connectable to the high pressure source chamber from a connected to the fuel injector high-pressure chamber.
  • the fuel pressure in the high pressure space can be varied by filling a back space of the pressure booster with fuel or by emptying this back space of fuel.
  • the fuel injector comprises a movable closing piston for opening or closing the injection openings of the fuel injector facing the combustion chamber.
  • the closing piston protrudes into a closing pressure chamber, so that it can be acted upon by fuel pressure. As a result, a force acting on the closing piston in the closing direction is achieved.
  • the closing pressure chamber and another room are shared by a common Workspace formed, with all parts of the working space are permanently connected to each other for the exchange of fuel.
  • the fuel injection device comprises a high pressure accumulator, a pressure booster and a metering valve.
  • the pressure booster comprises a working space and a control space, which are separated from each other by axially movable pistons.
  • a pressure change in the control chamber of the pressure booster results in a pressure change in a compression space, which acts on a fuel inlet via a nozzle chamber.
  • the nozzle chamber surrounds an injection valve member, which may be formed, for example, as a nozzle needle.
  • a nozzle spring chamber which acts upon the injection valve member can be filled from the compression space of the pressure booster via a line which contains an inlet throttle point.
  • the nozzle spring chamber is connected to a space of the pressure booster via a line containing an outlet throttle point.
  • a device for injecting fuel comprises a fuel injector, which via a high-pressure source with under high pressure fuel can be acted upon and actuated via a metering valve.
  • the injection valve member is associated with a independently movable from this damping element, which limits a damping chamber.
  • the damping element has at least one overflow channel for connecting the damping chamber to a further hydraulic space.
  • control valve is designed as a 3/2-way valve and controls a relatively large sudwininenge the pressure booster.
  • Servo valves are used in particular for this purpose.
  • a disadvantage of the illustrated drive variants of fuel injectors with only one valve is the lack of flexibility with regard to the shaping of the injection pressure curve (guessing) in comparison to fuel injectors with two independent actuators.
  • a servo-control valve which permits a shaping of the injection pressure curve at the fuel injector by different opening speeds of the valve member of the servo-control valve.
  • Different opening speeds of the valve member e.g. of a servo piston of a servo control valve may be connected via a multi-stage control valve within the servo loop, e.g. be realized via a 3/3-solenoid valve.
  • the amount of fuel to be injected in each case into the combustion chamber of the internal combustion engine i. the injection rate can be adjusted via the engine control unit of the internal combustion engine.
  • the flexibility, i. the shaping of the injection pressure curve (rate shaping) can thereby be increased and thus the injection can be optimally adapted to the respective requirements of an internal combustion engine.
  • the invention proposes to use a three-stage 3/3-control valve to control the servo loop of a fuel injector actuated servo control valve.
  • a three-stage 3/3-control valve to control the servo loop of a fuel injector actuated servo control valve.
  • different flow restrictor cross sections can be released, via which different Abêtvolumina can be removed, which allow different opening speeds of the valve member in the form of a servo valve piston.
  • a shaping of the injection pressure can be represented with these different opening speeds.
  • only one actuator is used in each case, for example a piezoelectric actuator or a solenoid valve per fuel injector, so that the manufacturing effort is limited. Also remains to be carried out at the control unit of the internal combustion engine modification effort low, since only one output stage per fuel injector, the corresponding number of cylinders to be supplied with fuel cylinders of the internal combustion engine, low.
  • multi-stage control valves can be used solenoid valves or piezo valves, as well as valves that allow a continuous cross-sectional control.
  • Figure 1 shows a first embodiment of a fuel injector containing a fuel injector with a multi-stage configured valve for controlling.
  • a fuel injector 3 containing a pressure booster 5 is connected via a high-pressure line 2 to a pressure accumulator 1 (common rail).
  • the fuel injector 3 comprises a preferably multi-part injector housing 4, in which a pressure booster 5 is received.
  • the pressure booster 5 comprises a first piston part 6, which is acted upon by a restoring spring 7.
  • the return spring 7 is based on an example annular configured stop 10, which is received in a working chamber 8 of the booster 5.
  • the working space 8 of the pressure booster 5 is permanently connected to the pressure accumulator 1 (common rail) and is acted upon by the pressure prevailing in the accumulator 1 system pressure level.
  • About the first piston part 6 of the working space 8 and a differential pressure chamber 9 (rear space) of the pressure booster 5 are separated from each other.
  • the differential pressure chamber 9 is depressurized via a control line 11.
  • Pressure amplifier 5 also includes a compression chamber 12, which is acted upon via an end face 14 of a second piston part 13 of the pressure booster 5. According to the pressure transmission ratio, which occurs depending on the design of the booster 5, the volume of fuel received in the compression chamber 12 is compressed to a higher pressure. From the compression chamber 12 of the booster 5 branches off a nozzle chamber inlet 23, which acts on a nozzle chamber 24 of the fuel injector 3 with a correspondingly the transmission ratio of the booster 5 achievable higher pressure level.
  • a damping piston 19 whose one end face an opposite end face of an example formed in one piece, as Nozzle needle provided injection valve member 18 acted upon.
  • the damping piston 19 comprises a bore 20 in which a second throttle point 21 is formed.
  • the damping piston 19 is acted upon by a spring 22, which is supported on a surface of the pressure chamber 17.
  • the nozzle chamber inlet 23 extending from the compression chamber 12 of the pressure intensifier 5 to the nozzle chamber 24 acts on the nozzle chamber 24 with a fuel volume under increased pressure.
  • a pressure stage 25 is formed on it.
  • fuel at elevated pressure level acts on the pressure stage 25 of the integrally formed injection valve member 18, for example, an acting in the opening direction hydraulic force.
  • the control line 11 for pressure relief of the differential pressure chamber 9 (back space) of the pressure booster 5 opens into a control valve 32 of a multi-stage valve 30, which is arranged in the upper region of the fuel injector 3.
  • the control line 11 opens into a first hydraulic chamber 33 of the control valve 32.
  • a flat seat 38 is formed on the servo valve piston 35.
  • the flat seat 38 in the lower region of the servo valve piston 35 closes a first control edge 36.
  • a second control edge 37 is formed in the housing 42 of the control valve 32.
  • a second hydraulic chamber 34 which is connected to a branch 40 of the high-pressure line 2.
  • a pressure chamber 39 In the upper region of the housing 42 is a pressure chamber 39. This is a third throttle 41 upstream, which leads away from the branch 40 of the high-pressure line 2.
  • a low-pressure space is arranged in the housing 42 of the control valve 32 below the first control edge 36, which is released or closed by the servo valve piston 35 according to its position. From this space, a first return 43 extends into the low pressure region of a fuel injection system, not shown here.
  • a conduit in which a fifth throttle body 56 is formed From the pressure chamber 39 of the control valve 32 extends a conduit in which a fifth throttle body 56 is formed.
  • This line runs parallel to the branch 40 from the high-pressure line 2, which opens at a fourth control edge 54 in the housing 50 of the actuating valve 31.
  • a further flat seat 52 At the lower end of a further flat seat 52 is formed, which releases a third control edge 53 and closes.
  • Below the flat seat 52 is a low-pressure side hydraulic chamber from which a return 62 extends to a low-pressure region of a fuel injection system not shown here.
  • a fourth throttle body 55 is formed in the branch 40 of the high pressure line 2, which extends within the housing 50 of the control valve 31, a fourth throttle body 55 is formed.
  • the housing 50 of the control valve 31 further comprises a hydraulic space 57 which is separated from the second return 62 via the further flat seat 52 in cooperation with the first control edge 53.
  • an armature 58 is provided above the housing 50 of the control valve 31, which cooperates with a magnetic coil 60.
  • the actuation valve 31 can also be actuated via a piezoactuator, not shown in FIG.
  • the armature 58 of the actuation valve 31 is acted upon by a closing spring 59.
  • a further spring element 61 which biases a stop for the armature 58 of the actuating valve 31 and serves as a stroke limiter or damping device during energization of the solenoid 60 for insulating the bruise of the armature 58 extends.
  • Figure 2 shows the stroke 70 of the valve member 51 of the actuating valve 31, plotted against the time axis at different energization.
  • a first Bestromungsclude 71 a first stroke of the valve member 51 is set, starting at a drive time 73, in which the solenoid 60 or a piezoelectric actuator of the actuating valve 31 is energized.
  • the stroke which covers the valve member 51 of the actuating valve 31 when energized with a second Bestromungsulate 72 is also shown. In the latter case, the valve member 51 of the actuating valve 31 returns a maximum stroke.
  • the valve member 51 of the actuating valve 31 When the solenoid 60 is energized with a first, relatively low current level 71, the valve member 51 of the actuating valve 31 is placed in a first, middle switching position. In this state, the armature 58 is located on a magnetic coil 60 surrounding, biased by the other spring 61, for example, annular stop. In this switching position, the fifth throttle point 56 is released, wherein the fourth throttle point 55 remains closed. The further flat seat 52 is open, so that the volume of fuel contained in the hydraulic space 57 can flow into the second return to the low-pressure region of the fuel injection system. This results in a pressure relief of the pressure chamber 39 by means of control valve 32. The servo valve piston 35 opens and in turn releases the flat seat 38. As a result, the fuel supply contained in the differential pressure chamber 9 (rear space) of the pressure booster 5 flows via the second hydraulic chamber 33 into the first return line 43 onto the low-pressure side of the fuel injection system.
  • the servo valve piston 35 opens slowly, so that a delayed, slow pressure builds up in the compression chamber 12, which sets a slow opening of the injection valve member 18, which can be embodied in one piece, for example, via the nozzle chamber inlet 23 and the nozzle chamber 24. Accordingly, the injection openings 26 are opened only slowly in the combustion chamber of a self-igniting internal combustion engine, so that one in FIG. 4 during the injection at the nozzle, indicated by reference numeral 91.
  • the solenoid coil 60 of the actuation valve 31 is acted on by a second, higher current level 72, then a stroke profile 95 of the valve member 51 of the actuation valve 31 is established (see FIG. In this case, the valve member 51 is placed in a further, second switching position, in which the armature 58, which is connected to the valve member 51, against the action of the closing spring 59 continues in a vertical upward direction, so that both the fourth orifice 55th as well as the fifth throttle point 56 are released.
  • the release of the fifth throttle body 56 is carried out by opening the further flat seat 52 at the third control edge 53, whereas the release of the fourth throttle body 55 is achieved by a successful in the vertical direction ascending the valve member 51 with annular groove of the actuating valve 31.
  • a control volume flows via the two open throttling points 55, 56 acting as outlet throttle into the second return line 62 to the low-pressure side of the fuel injection system. Due to this, a faster pressure reduction occurs in the pressure chamber 39, which contributes to a faster opening of the servo valve piston 35 with a high opening speed into the pressure chamber 39.
  • FIG. 4 shows the pressure curve at the injection nozzle.
  • the resulting Hubverage 93 of the injection valve member 18 are shown in the representation of Figure 5.
  • the stroke of the injection valve member 18 when energizing the solenoid 60 and the piezoelectric actuator with a first, lower current level 71 is indicated by reference numeral 94 and has a compared to the energization of the solenoid 60 and the piezoelectric actuator of the actuating valve 31 with a second higher current level 72, flatter rise on.
  • the stroke profile of the injection valve member 18 is indicated by reference numeral 95 in the illustration according to FIG.
  • the multi-stage valve 30 In the deactivated state of rest, the multi-stage valve 30 is closed. Thus, the flat seat 38 of the control valve 32 is also closed, so that the differential pressure chamber 9 (back space) of the pressure booster 5 and the control line 11 are separated from the first return 43 in the low pressure region of the fuel injector. Pressure amplifier 5 is pressure balanced in this state, so that no pressure gain takes place by this.
  • the differential pressure chamber 9 (back space) is depressurized by the multi-stage valve 30. This is done by energizing the solenoid 60, whereupon the valve member 51 rises and the further flat seat 52 releases. Via the opened, further flat seat 52, the control volume, which is present via the branch 40 and the fourth throttle point 56, flows into the second low-pressure-side return 62. Due to the resulting pressure relief of the pressure chamber 31, the servo valve piston 35 opens and releases the flat seat 38, so that fuel flows from the differential pressure chamber 9 via the control line 11 in the first return 43 to the low pressure side of the fuel injection system.
  • the pressure in the compression chamber 12 increases sharply and is guided in accordance with the transmission ratio of the booster 5 through the nozzle chamber inlet 23 into the nozzle chamber 24.
  • a force acting in the opening direction hydraulic force builds up, so that the injection openings 26 are released in the combustion chamber end of the fuel injector 3 and fuel can be injected into it.
  • the actuation valve 31 is deactivated, i. the energization of the solenoid 60 and a piezoelectric actuator canceled.
  • the closing spring 59 places the valve member 51 in its closed position, so that the further flat seat 52 is closed.
  • the servo valve piston 35 is placed with its flat seat 38 in its closed position.
  • the first control edge 36 is above the low-pressure side hydraulic space, from which the first return 43 is fed to the low pressure region of the fuel injection system, closed and the piston parts 6, 13 of the pressure booster 5 move back to its rest position. Because of this, the pressure in the pressure chamber 24 drops, the hydraulic force acting there in the opening direction breaks down, so that the injection valve member 18 moves through the pressure relief of the pressure chamber 17 in its closed position, supported by the spring 22nd
  • the achievable injection forms which can be set via the different energization levels 71, 72 of the solenoid coil 60 or of a piezoactuator of the actuation valve 31 can be varied within a map via a control device assigned to the internal combustion engine.
  • the opening speeds of the multi-stage valve 30 can be adapted to the particular operating conditions of the self-igniting internal combustion engine. If a slow movement of the servo valve piston 35 of the control valve 32 or a slow movement of the valve member 51 of the actuating valve 31 is ensured, in particular, small injection quantities can be reproducibly represented, which are required for pilot injections of fuel into the combustion chamber of an internal combustion engine.
  • FIG. 6 shows a further embodiment of the fuel injector shown in FIG.
  • the mode of operation of the fuel injector 3 shown in FIG. 6 substantially corresponds to the mode of operation of the fuel injector 3 shown in FIG. 1, which reference is made to avoid repetition.
  • the multi-stage valve 30 illustrated in FIG. 1 and in particular the actuating valve 31 has a modification. While in the embodiment according to FIG. 1 the valve member 51 has a sliding seal closing the fourth control edge 54, the valve member 51 is provided with a valve seat 100 in the illustration according to FIG.
  • the valve seat 100 which may be formed on the housing side on the housing 50 of the actuating valve 31, cooperates with a conical surface 102 of the valve member 51.
  • the conical surface 102 of the valve member 51 cooperates with a seat edge 101.
  • the embodiment of the actuation valve 31 with a valve seat 100 advantageously allows the achievement of a high sealing effect, which is not always achievable with small strokes on a slide seal, as shown in FIG.
  • Denoted by reference numeral 103 is a low pressure space from which the return 62 extends into the low pressure region of the fuel supply system.
  • the switching functions are therefore reversed.
  • the middle switching position of the valve member 51 serving as a drain throttle throttling points 55 and 56 are opened so that the servo valve piston 35 opens quickly, which sets a rapid pressure build-up at the beginning of the injection.
  • the upper switching position ie when energizing the solenoid 60 or a piezoelectric actuator of the actuating valve 31 with a higher current level
  • the fifth throttle point 56 is opened, whereas the fourth throttle point 55 is closed.
  • the servo valve piston 35 of the control valve 33 opens slower, so that sets a delayed pressure build-up at the beginning of the injection.

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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 (3) pour l'injection de carburant dans une des chambres de combustion d'un moteur à combustion interne, avec un amplificateur de pression (5), avec en communication permanente avec un réservoir sous pression (1), comme par exemple une rampe commune, une chambre de travail (8) séparée d'une chambre pression différentielle (9) par une partie de piston (6, 13), la chambre à pression différentielle (9) de l'amplificateur de pression (5) pouvant être détendue ou mise sous pression par une soupape (30), et avec un organe d'injecteur (18),
    caractérisé en ce que
    la soupape (30) commandant la détente ou la mise sous pression de la chambre à pression différentielle (9) de l'amplificateur de pression (5) et commandant l'organe d'injecteur (18) comprend une soupape de commande (32) comportant un piston de soupape commandée par servomoteur (35) ainsi qu'une soupape d'actionnement (31) à plusieurs étages actionnée par un actionneur.
  2. Système d'injection de carburant selon la revendication 1,
    caractérisé en ce que
    la soupape de commande (32) comprend une chambre de pression (39) agissant sur le piston de soupape commandée par servomoteur (35), et en communication d'écoulement avec une chambre hydraulique (57) de la soupape d'actionnement (31).
  3. Système d'injection de carburant selon la revendication 1,
    caractérisé en ce que
    la soupape de commande (32) et la soupape d'actionnement (31) sont en communication d'écoulement l'une avec l'autre par une dérivation (40) partant d'une conduite haute pression (2).
  4. Système d'injection de carburant selon la revendication 1,
    caractérisé en ce que
    dans une position intermédiaire d'un organe de soupape (51) de la soupape d'actionnement (31) lorsque l'actionneur (60) est activé avec un premier niveau de courant (71), un point d'étranglement (56) agissant comme étranglement d'évacuation est libéré pour la détente de la pression de la chambre de pression (39) de la soupape de commande (32).
  5. Système d'injection de carburant selon la revendication 1,
    caractérisé en ce que
    lorsque l'actionneur (60) de la soupape d'actionnement (31) est activé avec un deuxième niveau de courant (72), plus élevé que le premier niveau de courant (71) pour la détente de la pression de la chambre de pression (39), le point d'étranglement (56) et un autre point d'étranglement (55) sont libérés pour détendre la pression de la chambre de pression (39) de la soupape de commande (32).
  6. Système d'injection de carburant selon la revendication 5,
    caractérisé en ce que
    l'autre point d'étranglement (55) de la soupape d'actionnement (31) peut être libéré ou fermé par un moyen d'étanchéité à tiroir représenté par l'organe de soupape (51).
  7. Système d'injection de carburant selon la revendication 1,
    caractérisé en ce qu'
    un siège de soupape (100) formé sur l'organe de soupape (51) de la soupape d'actionnement (31), ferme l'autre point d'étranglement (55) lorsque l'actionneur (60) de la soupape d'actionnement (31) est activé avec le deuxième niveau de courant plus élevé (72), de façon à déclencher une détente de la pression de la chambre de pression (39) uniquement par le point d'étrangement (56) et une ouverture lente du piston de soupape commandée par servomoteur (35).
  8. Système d'injection de carburant selon la revendication 1,
    caractérisé en ce que
    lors de l'activation de l'actionneur (60) de la soupape d'actionnement (31), dont l'organe de soupape (51) présente un siège de soupape (100), dans une position intermédiaire de l'organe de soupape (51), aussi bien le point d'étranglement (56) que le point d'étranglement (55) sont libérés, de façon à produire une détente rapide de la pression de la chambre de pression (39) de la soupape de commande (32).
  9. Système d'injection de carburant selon la revendication 1,
    caractérisé en ce que
    pour la commande de la soupape de commande (32) on utilise une soupape à 3/3 voies conçue comme soupape commandée par servomoteur.
  10. Système d'injection de carburant selon la revendication 9,
    caractérisé en ce que
    comme soupape d'actionnement (31) de la soupape de commande (32) on utilise une soupape comprenant un dispositif de bobine magnétique (58, 60) ou une soupape d'actionnement (31) comprenant un actionneur piézoélectrique.
  11. Système d'injection de carburant selon la revendication 1,
    caractérisé en ce qu'
    on obtient différentes vitesses d'ouverture du piston de soupape commandée par servomoteur (35) et on fait varier la courbe de la pression d'injection (90) par différentes positions de commutation de la soupape d'actionnement à plusieurs étages (31).
  12. Système d'injection de carburant selon la revendication 11,
    caractérisé en ce que
    lorsque la vitesse d'ouverture du piston de soupape commandée par servomoteur (35) est plus lente, une injection avec une première hausse plus lente (91) se produit et lorsque la vitesse d'ouverture du piston de soupape commandée par servomoteur (35) est plus rapide, une injection avec une deuxième hausse de pression plus rapide (92) se produit.
EP05101342A 2004-05-06 2005-02-22 Injecteur de carburant pour un moteur a combustion interne avec une soupape à plusieurs étages Expired - Fee Related EP1593839B1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102004022270 2004-05-06
DE102004022270A DE102004022270A1 (de) 2004-05-06 2004-05-06 Kraftstoffinjektor für Verbrennungskraftmaschinen mit mehrstufigem Steuerventil

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EP1593839A1 EP1593839A1 (fr) 2005-11-09
EP1593839B1 true EP1593839B1 (fr) 2007-05-02

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US (1) US7201149B2 (fr)
EP (1) EP1593839B1 (fr)
DE (2) DE102004022270A1 (fr)
ES (1) ES2285638T3 (fr)

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US8579207B2 (en) 2007-05-09 2013-11-12 Sturman Digital Systems, Llc Multiple intensifier injectors with positive needle control and methods of injection
US8733671B2 (en) 2008-07-15 2014-05-27 Sturman Digital Systems, Llc Fuel injectors with intensified fuel storage and methods of operating an engine therewith
US9181890B2 (en) 2012-11-19 2015-11-10 Sturman Digital Systems, Llc Methods of operation of fuel injectors with intensified fuel storage

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US7320310B2 (en) * 2003-04-02 2008-01-22 Robert Bosch Gmbh Fuel injector provided with provided with a pressure transmitter controlled by a servo valve
DE10352736A1 (de) * 2003-11-12 2005-07-07 Robert Bosch Gmbh Kraftstoffinjektor mit direkter Nadeleinspritzung
DE102004022267A1 (de) * 2004-05-06 2005-12-01 Robert Bosch Gmbh Verfahren und Vorrichtung zur Formung des Einspritzdruckes an einem Kraftstoffinjektor
DE102004022268A1 (de) * 2004-05-06 2005-12-01 Robert Bosch Gmbh Ansteuerverfahren zur Beeinflussung der Öffnungsgeschwindigkeit eines Steuerventiles an einem Kraftstoffinjektor
JP4003770B2 (ja) * 2004-10-01 2007-11-07 トヨタ自動車株式会社 燃料噴射装置
EP1836385B1 (fr) * 2004-12-03 2010-12-29 Ganser-Hydromag AG Soupape d'injection de combustible a multiplication de pression
DE102004062073B4 (de) * 2004-12-23 2015-08-13 Continental Automotive Gmbh Verfahren und Vorrichtung zur Kompensation von Prelleffekten in einem piezogesteuerten Einspritzsystem einer Verbrennungskraftmaschine
JP4305394B2 (ja) * 2005-01-25 2009-07-29 株式会社デンソー 内燃機関用燃料噴射装置
US7111614B1 (en) * 2005-08-29 2006-09-26 Caterpillar Inc. Single fluid injector with rate shaping capability
WO2007106510A2 (fr) * 2006-03-13 2007-09-20 Sturman Industries, Inc. Injecteurs à carburant à commande directe du pointeau et procédés correspondants
US20090126689A1 (en) * 2007-11-16 2009-05-21 Caterpillar Inc. Fuel injector having valve with opposing sealing surfaces
WO2009069693A1 (fr) * 2007-11-27 2009-06-04 Kyocera Corporation Elément piézoélectrique stratifié et son procédé de fabrication, appareil d'injection et système d'injection de combustible
US7578283B1 (en) 2008-06-30 2009-08-25 Caterpillar Inc. System for selectively increasing fuel pressure in a fuel injection system
DE102009029355A1 (de) * 2009-09-10 2011-03-24 Robert Bosch Gmbh Injektor
US10982635B2 (en) * 2012-05-29 2021-04-20 Delphi Technologies Ip Limited Fuel injector and method for controlling the same
US10152467B2 (en) 2012-08-13 2018-12-11 Google Llc Managing a sharing of media content among client computers

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DE19910970A1 (de) * 1999-03-12 2000-09-28 Bosch Gmbh Robert Kraftstoffeinspritzeinrichtung
DE10229419A1 (de) * 2002-06-29 2004-01-29 Robert Bosch Gmbh Druckübersetzter Kraftstoffinjektor mit schnellem Druckabbau bei Einspritzende
DE10315015B4 (de) * 2003-04-02 2005-12-15 Robert Bosch Gmbh Kraftstoffinjektor mit Druckverstärker und Servoventil mit optimierter Steuermenge
DE10337574A1 (de) * 2003-08-14 2005-03-10 Bosch Gmbh Robert Kraftstoffeinspritzeinrichtung für Brennkraftmaschinen

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* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US8579207B2 (en) 2007-05-09 2013-11-12 Sturman Digital Systems, Llc Multiple intensifier injectors with positive needle control and methods of injection
US8733671B2 (en) 2008-07-15 2014-05-27 Sturman Digital Systems, Llc Fuel injectors with intensified fuel storage and methods of operating an engine therewith
US9181890B2 (en) 2012-11-19 2015-11-10 Sturman Digital Systems, Llc Methods of operation of fuel injectors with intensified fuel storage

Also Published As

Publication number Publication date
ES2285638T3 (es) 2007-11-16
US7201149B2 (en) 2007-04-10
DE502005000640D1 (de) 2007-06-14
EP1593839A1 (fr) 2005-11-09
DE102004022270A1 (de) 2005-12-01
US20050263133A1 (en) 2005-12-01

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